MEDIA RELEASE: Friday, April 28, 2006, 4:30 p.m.
REGIONAL MUNICIPALITY OF WATERLOO
PLANNING AND WORKS COMMITTEE
AGENDA
Tuesday, May 2, 2006
9:00 A.M.
Council Chamber
2nd Floor, Regional Administration Building
150 Frederick Street, Kitchener, Ontario
1.
DECLARATIONS OF PECUNIARY INTEREST UNDER THE MUNICIPAL
CONFLICT OF INTEREST ACT
2.
DELEGATIONS
a)
Rosemary Kittel-McCormick, St. Agatha re: Gerber Road
3.
REPORTS – TRANSPORTATION AND ENVIRONMENTAL SERVICES
DESIGN AND CONSTRUCTION
a)
E-06-040.1, Ira Needles Boulevard, Stage 3, Victoria Street to South of Erb
Street, Review of Two-Lane Cross Section Alternatives that will Facilitate
Future Road Widening to Four Lanes
1
b)
E-06-051, Gerber Road Improvements, Nafziger Road to Moser-Young Road,
Wellesley and Wilmot Townships - Approval of Roadway Improvements and
Approval of Speed Limit Changes
14
TRANSPORTATION
c)
E-06-054, Roundabout at the Intersection of Regional Road #17 (Ament Line)
and Regional Road #10 (Herrgott Road), in the Township of Wellesley
29
d)
E-06-057, Roundabout Education Program
31
e)
E-06-058, Ontario’s Millennium Partnership Funding Agreement for the Region
of Waterloo International Airport Servicing and Land Development Project
38
f)
CR-RS-06-025, Disposal of Easement Interest, Nafziger Road, Township of
Wilmot
41
g)
CR-RS-06-027, Authorization to Expropriate Permanent Easements (2nd
Report) Along Shantz Station Road, Township of Woolwich, Relating to Region
of Waterloo International Airport Requirements
45
WASTE MANAGEMENT
h)
E-05-103.1, Food Waste Organics Pilot Project Update
Document Number: 266174
Document Name: P&W AGENDA - MAY 2 2006
49
Agenda
-2-
May 2, 2006
i)
E-06-047, Waste Management Education Program
58
j)
E-06-056, Waterloo Landfill Monitoring Program Update
61
k)
CR-RS-06-026, Hydro Corridor Relocation, Waterloo Landfill Site
65
WATER SERVICES
l)
E-06-039, Water Supply Update
68
m)
E-06-033, Consultant Selection for the Water Supply Strategy Update
75
TRANSIT SERVICES
n)
E-05-099.3, GRT Fleet Maintenance Update
80
JOINT REPORT
o)
P-06-054, Housing Incentives and Funding Resource Guide (Distributed
Separately)
REPORTS – PLANNING, HOUSING AND COMMUNITY SERVICES
COMMUNITY PLANNING
p)
P-06-041, Initiation of an Amendment to the Regional Official Policies Plan to
Consider Designation and Protection of Dumfries Conservation Areas
136
TRANSPORTATION PLANNING
q)
P-06-056, South Kitchener Transportation Corridor Study – Preferred
Alternative and Upcoming Public Meeting
4.
INFORMATION/CORRESPONDENCE
5.
OTHER BUSINESS
a)
Council Enquiries and Requests for Information Tracking List
6.
NEXT MEETING – May 16, 2006
Document Number: 266174
Document Name: P&W AGENDA - MAY 2 2006
141
188
Agenda
7.
-3-
May 2, 2006
CLOSED SESSION
(motion required)
THAT a closed meeting of Planning & Works Committee be held on Tuesday,
May 2, 2006, following the regular meeting of the Planning and Works
Committee, in accordance with Section 239 of the Municipal Act, 2001, for the
purposes of considering the following subject matters:
i)
8.
A proposed or pending acquisition of land for municipal
purposes
ADJOURN
Document Number: 266174
Document Name: P&W AGENDA - MAY 2 2006
Agenda
-4-
May 2, 2006
NEXT MEETINGS
Date
Time
Description
Location
Planning and Works Committee
Tues., May 9, 2006
7:00 P.M.
Public Meeting
Re: South Kitchener
Transportation Corridor Study.
Council Chamber
2nd Floor, Regional
Administration
Building
150 Frederick Street
Kitchener, Ontario
Tues., May 16, 2006
8:30 A.M.
Planning and Works
Committee
11:00 A.M.
Environmental Education
Centre – Ribbon-Cutting
Waterloo Region
Emergency Services
Training & Research
Complex
(WRESTRC)
1001 Erb’s Road
Waterloo, Ontario
9:00 A.M.
Planning and Works
Committee
Tues., June 6, 2006
Council Chamber
2nd Floor, Regional
Administration
Building
150 Frederick Street
Kitchener, Ontario
Planning, Housing and Community Services
Transportation and Environmental Services
Thurs., May 11, 2006
7:00 P.M. –
9:00 P.M.
Open House
Re: Heidelberg Watermain
Replacement Project
New Apostolic Church
2891 Lobsinger Line
Heidelberg, Ontario
Wed., May 24, 2006
3:00 P.M. –
5:00 P.M.
Water Efficiency Advisory
Committee
Room 218
2nd Floor, Regional
Administration
Building
150 Frederick Street
Kitchener, Ontario
Wed., May 24, 2006
4:30 P.M. –
8:30 P.M.
Open House
Re: Middleton Class
Environmental Assessment
Middleton Pumping
Station
50 Middleton Street
Cambridge, Ontario
Document Number: 266174
Document Name: P&W AGENDA - MAY 2 2006
Report: E-06-040.1
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Design and Construction
TO:
Chair Jim Wideman and Members of Regional Council
DATE:
May 2, 2006
SUBJECT:
IRA NEEDLES BOULEVARD, STAGE 3, VICTORIA STREET TO SOUTH OF ERB STREET,
REVIEW OF TWO-LANE CROSS SECTION ALTERNATIVES THAT WILL FACILITATE
FUTURE ROAD WIDENING TO FOUR LANES
FILE CODE: C04-30, 5349
RECOMMENDATION:
THAT the Regional Municipality of Waterloo maintain the current cross-section design, identified as Option 1
in Report E-06-040.1 and described as initially constructing two paved inside lanes on a two lane granular
base with concrete curb and gutter and 1.0 metre wide concrete boulevard edging for the proposed
construction of Ira Needles Boulevard, Stage 3, from Victoria Street to south of Erb Street.
SUMMARY:
Regional Council at the March 1, 2006 Council Meeting approved the initial two-lane construction of
Ira Needles Boulevard Stage 2 (Highway 7/8 to Victoria Street). In addition, staff was directed to review twolane cross-section design options that could provide increased flexibility and reduced costs for the future
widening to four lanes for Stage 3 (Victoria Street to south of Erb Street). Staff assessed five alternative
cross-section designs and (based on an assessment of initial cost savings, future maintenance and widening
costs and potential delays associated with re-design) has concluded the best approach for Stage 3 is to
maintain the current cross-section as two paved inside lanes on a two-lane granular base with concrete curb
and gutter and 1.0 metre concrete boulevard edging (Option 1).
It should also be noted that based on current permitted zoning, widening of Stage 3 to four lanes is not
required until 2022. Since the proposed initial two lane road is expected to last 17 years before any
pavement rehabilitation is required, implementation of Option 1 (Current Design) will provide a stable
maintenance-free road platform that will serve the community well in both the short and long term.
REPORT:
1. Background
Regional Council at the March 1, 2006 Council Meeting approved the initial two-lane construction of
Ira Needles Boulevard Stage 2 (Highway 7/8 to Victoria Street). Regional Council at the March 1, 2006
Council Meeting also directed staff to review two-lane cross-section design options (prior to issuing the
Stage 3 contract) that could provide increased flexibility and allow the number of lanes for Stage 3 of Ira
Needles Boulevard (Victoria Street to south of Erb Street) to be more easily and cost effectively increased
from two to four lanes in the future.
The tender for Stage 3 is currently scheduled for advertisement in July/August 2006 with construction
commencing in September of 2006 and completion in the Autumn of 2007. The agreement to purchase
the last remaining property required to complete Stage 3 from the developers on the west side of
Ira Needles between the GEXR tracks northerly to West Hill Drive was signed and returned by the
developer on March 22, 2006 and the Agreement is set to close on April 28, 2006.
DOCS #: 275112-v9
Page 1 of 13
May 2, 2006
Report: E-06-040.1
2. Alternative Two-Lane Cross-Section Designs for Stage 3 of Ira Needles Boulevard
Table 1 summarizes five two-lane cross-section design options investigated by staff to explore the
feasibility of providing increased flexibility and reduced costs for the future widening of Ira Needles
Boulevard Stage 3 from two to four lanes. It should be noted that according to the latest traffic projections
based on the current permitted zoning, Ira Needles Boulevard will not need to be widened to four lanes
until 2022. Staff, however, wished to consider the potential for an earlier-than-2022-need for the
four-laning of Ira Needles Boulevard when assessing the advantages and disadvantages of the five
two-lane cross-section design options. Therefore, the assessment of each option was based on two time
frames, widening to four lanes in the short term (in 2011) and in the long term (in 2022).
DOCS #275112-v9
Page 2 of 13
May 2, 2006
Report: E-06-040.1
Table 1: Alternative Two-Lane Cross Section Designs for Stage 3 of Ira Needles Boulevard
WIDENING OCCURS IN 2022
ADVANTAGES
DISADVANTAGES
OPTION
WIDENING OCCURS BEFORE 2011
ADVANTAGES
DISADVANTAGES
Option 1 - Current Design
•
•
Initially construct 2 paved
inside lanes on a 2 lane
granular base with 1.0 m
wide concrete boulevard
edging and storm sewers
Future widening to four
lanes would occur on the
outsides and would involve
granulars, curb and gutter
and concrete boulevard
edging
Option 2
•
Initially construct 2-paved
inside lanes on 2 lane
granular base. Reduce
width of concrete boulevard
edging to 0.5 m.
•
Future widening to four
lanes would occur on the
outsides and would involve
granulars, curb and gutter
and concrete boulevard
edging.
•
Concrete boulevard edging
could be substituted with
asphalt to further save
costs
DOCS #: 275112-v9
•
•
•
•
•
•
•
•
•
Initial 2 lanes would
open in 2007
Easily widened in future
No further delays for
initial Stage 3
construction
No change to current
designs or
specifications
•
Initial two lanes would
open in 2007
Initial Net Savings of
approximately $60,000
(Concrete boulevard
edging) or $110,000
(asphalt boulevard
edging)
Easily widened in future
No further delays to
Stage 3 initial
construction
Minimal change to
current drawings,
quantities and
specifications.
•
None
•
•
•
•
•
Reduced boulevard edging would
increase potential for increased
maintenance costs over Option 1
due to smaller platform for stalled
cars. These increased
maintenance costs would affect
initial net savings of $60,000
($110,000)
This option would result in less
space for vehicles to pull over to
allow emergency vehicles
through.
Concrete boulevard edging could
be substituted with asphalt to save
additional costs ($50,000) but a
high quality asphalt edging is very
difficult to construct and leads to
early failure requiring significant
patching and maintenance
Initial two lanes would
open in 2007
Easily widened in future
No further delays for
initial Stage 3
construction
•
No change to current
designs or
specifications
•
Initial two lanes would
open in 2007.
Initial Net Savings of
approximately $60,000
(concrete boulevard
edging) and $110,000
(asphalt boulevard
edging)
Easily widened in future
No further delays to
Stage 3 initial
construction
Minimal change to
current drawings,
quantities and
specifications
•
•
•
•
•
Future throw away costs for
curb and gutter, boulevard
edging, catchbasin relocation
($500,000)
•
Future throw away costs for
curb and gutter, concrete
boulevard edging, catchbasin
relocation ($440,000) OR
Future throw away cost of
$390,000 (If asphalt boulevard
edging)
Reduced boulevard edging
would increase potential for
increased maintenance costs
over Option 1 due to smaller
platform for stalled cars.
This option would result in less
space for vehicles to pull over
to allow emergency vehicles
through.
•
•
•
Concrete boulevard edging could
be substituted with asphalt to
save additional costs ($50,000)
but a high quality asphalt edging
is very difficult to construct and
leads to early failure requiring
significant patching and
maintenance
Page 3 of 13
May 2, 2006
Report: E-06-040.1
WIDENING OCCURS IN 2022
ADVANTAGES
DISADVANTAGES
OPTION
WIDENING OCCURS BEFORE 2011
ADVANTAGES
DISADVANTAGES
Option 3a
•
•
•
Initially construct two inside
paved lanes on a two-lane
granular base.
Delete curb & gutter and
replace with narrow paved
shoulder and shallow
swales, instead of full
ditches.
Future widening to four
lanes along the outsides
and includes granulars,
curb and gutter and
concrete boulevard edging.
DOCS #275112-v9
•
•
Initial Net Savings by
not initially
constructing curb and
gutter and boulevard
edging of approx.
$150,000; however
would likely result in
increased future costs
due to premature road
failure.
•
•
Would require re-design resulting
in a delay of the initial construction
of Stage 3 by 2-3 months minimum
to revise all plans and crosssections
Initial two lanes may not open
until 2008 due to substantial
re-design required
•
Design would lead to premature
failure of road platform due to
inadequate pavement drainage;
substantial reconstruction cost
would occur before 2022 at an
estimated cost of $5 million
plus.
•
Substantial increased maintenance
costs – edges breaking and swale
maintenance
Easily widened in the
future (minimal
removals)
•
•
Initial Net Savings by
not initially
constructing curb and
gutter and boulevard
edging of approx.
$150,000.
Easily widened in the
future (minimal
removals)
•
•
Would require re-design
resulting in a delay of the initial
construction of Stage 3 by 2-3
months minimum to revise all
plans and cross-sections
Initial two lanes may not open
until 2008 due to substantial
re-design required
•
If road is not widened before
2011, it will require installation
of curb and gutter to avoid
pavement failure; and
additional throwaway work (for
creating swales, placing
asphalt aprons at catchbasins,
readjusting catchbasins and
replacing frames and grates)
whose total impact would be
future throwaway cost of
$1,500,000 plus
•
Design may lead to some
premature failure of road
platform due to inadequate
pavement drainage.
•
Increased maintenance costs.
Page 4 of 13
May 2, 2006
Report: E-06-040.1
WIDENING OCCURS IN 2022
ADVANTAGES
DISADVANTAGES
OPTION
WIDENING OCCURS BEFORE 2011
ADVANTAGES
DISADVANTAGES
Option 3b
•
•
•
Initially construct two inside
paved lanes on a two-lane
granular base.
Delete curb & gutter and
replace with narrow, paved
shoulder and full ditches
Future widening to four
lanes would occur along
the outsides and includes
granulars, curb and gutter
and concrete boulevard
edging.
•
Initial Net Savings by
not initially
constructing curb and
gutter and boulevard
edging of approx.
$50,000; however
would result in
increased
maintenance costs
due to asphalt edges
breaking
•
Easily widened in the
future (minimal
removals)
•
Design would allow
gravel road base to
drain properly.
•
Would require re-design resulting
in a delay of the initial construction
of Stage 3 by 2-3 months minimum
to revise all plans and crosssections
•
Initial 2 lanes may not open until
2008 due to substantial
re-design required
Unsightly design in an urban
environment
•
•
•
•
Substantial increased
maintenance costs would offset
initial net savings of $50,000 –
edges breaking and ditch
maintenance
Guide rails at increased cost
may be required for roadside
protection.
There would be insufficient space
in portions of the right of way for
multi-use trail in some sections
because of space needed for ditch.
•
Initial Net Savings by
not initially
constructing curb and
gutter and boulevard
edging of approx.
$50,000; however
would likely result in
increased
maintenance costs
due to asphalt edges
breaking
•
Easily widened in the
future (minimal
removals)
•
Design would allow
road base to drain
properly.
•
Would require re-design
resulting in a delay of the initial
construction of Stage 3 by 2-3
months minimum to revise all
plans and cross-sections
•
Initial 2 lanes may not open
until 2008 due to re-design
required
This option would involve
throwaway work of $800,000 in
the near term because it
includes excavating temporary
ditches and placing temporary
culverts
•
•
•
•
•
DOCS #275112-v9
Unsightly design in an urban
environment
Increased maintenance costs
for ditches and asphalt edges
breaking
Guardrails at increased cost
may be required for roadside
protection.
There would be insufficient
space in portions of the right of
way for multi-use trail in some
sections because of space for
ditch.
Page 5 of 13
May 2, 2006
Report: E-06-040.1
WIDENING OCCURS IN 2022
ADVANTAGES
DISADVANTAGES
OPTION
WIDENING OCCURS BEFORE 2011
ADVANTAGES
DISADVANTAGES
Option 4
•
•
Initially construct two paved
outside lanes on a 2 lane
granular base.
Future widening to four
lanes would be done in the
median.
•
•
Initial Net Savings of
approx $60,000.
Outside curbs and
catchbasins in their
ultimate location and
would not need to be
removed for future
widening.
•
•
•
•
DOCS #275112-v9
Would require re-design resulting
in a delay of the initial construction
of Stage 3 by 2-3 months minimum
to revise all plans and crosssections
Initial two lanes may not open
until 2008 due to redesign
required
Future widening in the median
would be cumbersome and more
disruptive to traffic and will
likely increase future
construction costs by more than
the initial cost savings.
($550,000 plus premium)
Operational safety concerns for
this option due to potential
weaving of traffic at the rail
bridge and intersections.
•
•
Initial Net Savings of
approx $60,000.
Outside curbs and
catchbasins in their
ultimate location and
would not need to be
removed for future
widening.
•
•
•
•
Would require re-design
resulting in a delay of the initial
construction of Stage 3 by 2-3
months minimum to revise all
plans and cross-sections
Initial two lanes may not open
until 2008 due to substantial
redesign required
Future widening in the median
would be cumbersome and
more disruptive to traffic and
will likely increase future
construction costs by more
than the initial cost savings.
($550,000 premium)
Operational safety concerns
for this option due to potential
weaving of traffic at the rail
bridge and intersections.
Page 6 of 13
May 2, 2006
Report: E-06-040.1
WIDENING OCCURS IN 2022
ADVANTAGES
DISADVANTAGES
OPTION
WIDENING OCCURS BEFORE 2011
ADVANTAGES
DISADVANTAGES
Option 5
•
•
Initially construct 2 paved
inside lanes on a 4 lane
granular base with
catchbasin installed at
ultimate edge of future 4
lane road.
Future widening to four
lanes would occur along
the outsides and would
include curb and gutter and
concrete and boulevard
edging.
•
Ultimate road platform,
granulars and
catchbasins are initially
placed in ultimate
location.
•
Avoids future throwaway costs for curb
and gutter subdrains
and concrete edging
of approximately
$500,000
Can be widened easily
in the future by paving
granular shoulder.
•
•
•
•
•
•
•
Would require re-design resulting
in a delay of the initial construction
of Stage 3 by 2-3 months minimum
to revise all plans and crosssections
Initial two lanes may not open
until 2008 due to substantial
redesign required
Initial Net Cost increase of
$750,000 is needed for early
construction of the extra road
base
This cross section on other
projects has led to premature
road failure due to poor drainage
of the granular road base and
requires complete
reconstruction much sooner (at
an estimated cost of 5 million
dollars plus)
Catchbasins would require future
readjustment.
Increased maintenance costs.
•
Ultimate road platform,
granulars and
catchbasins are initially
placed in ultimate
location.
•
Would require re-design
resulting in a delay of the initial
construction of Stage 3 by 2-3
months minimum to revise all
plans and cross-sections
•
Avoids future throwaway costs for curb
and gutter subdrains
and concrete edging
of approximately
$500,000
•
Initial two lanes may not open
until 2008 due to substantial
redesign required
This cross section on other
projects has led to premature
road failure due to poor
drainage of the granular road
base; and potential for
increased granular
rehabilitation costs in the
amount of approximately
$350,000 can be expected in
the near term.
Catchbasins would require future
readjustment.
•
•
Can be widened easily
in the future by paving
granular shoulder.
•
•
Increased maintenance costs.
See Appendix B for a sketch of each above Option
DOCS #275112-v9
Page 7 of 13
May 2, 2006
Report: E-06-040.1
3. Risk Analysis of Alternate Cross-Sections
Upon comparing the advantages and disadvantages of each of the five alternative two-lane
cross-sections for Stage 3, one concludes that deciding which initial construction option is “best”
to implement is a risk management exercise heavily dependent upon whether one believes
Stage 3 will be widened to four lanes in the near term (say by 2011) or whether it will be widened
in the long term (say by 2022).
If one believes Stage 3 will be widened to 4-lanes by 2011, then Option 3a (Initially constructing
2 Inside Lanes with Shallow Swales for Drainage) would appear to be the “best” option, because
it would save an estimated $150,000 of initial construction costs; however, the risk of initially
implementing Option 3a is that if the timing assumption for future widening to four lanes proves
to be wrong and this future widening occurs after 2011, then the Region runs the substantial risk
of incurring significant additional costs in excess of $5,000,000 to fully reconstruct the initial 2
lanes of road because of premature road failure caused by inadequate subgrade drainage.
Based on this risk analysis, one concludes for Stage 3 that the $5,000,000 potential cost of
reconstructing a prematurely-failed road subgrade in the near future far exceeds any $150,000
benefit of initial cost-savings resulting from implementing Option 3a for the initial construction of
Stage 3.
If one believes Stage 3 will not be widened to 4 lanes before 2022, then the current design,
Option 1 (Initially constructing 2 Inside Lanes with Storm Sewers and Curb and Gutter) would be
the “best” Option because it fully avoids the potential $5,000,000 risk of reconstructing a
prematurely-failed road grade in the near future. The only downside of implementing Option 1
for the initial 2 lane construction of Stage 3 is that it would involve premature “throw-away” costs
of approximately $500,000 (for curb and gutter, boulevard edging and catchbasin relocations) if
the widening to four lanes were to occur by 2011. Based on this risk analysis, one concludes for
Stage 3 that the benefit of avoiding the $5,000,000 risk of reconstructing a prematurely-failed
road subgrade in the near future far exceeds the near term benefit of avoiding $500,000 of
premature “throw-away” costs should the widening to four lanes occur by 2011.
CONCLUSIONS AND RECOMMENDATIONS
Based on a thorough cost-benefit analysis and a thorough risk analysis of the five alternative
two-lane cross-sections for Stage 3, staff has concluded that the best approach is to maintain the
current cross-section design, Option 1 (i.e. build two inside paved lanes on a two-lane granular base
with curb and gutter and 1.0 m concrete boulevard edging). Although some of the other crosssection options would result in some minor initial cost savings, Option 1 would result in an overall
lower life-cycle cost than the other options due to lower maintenance and reconstruction costs. In
addition, any initial cost savings (up to $150,000 maximum) identified with the other options are
considered negligible considering the overall $10 million construction cost of Stage 3, not to mention
the possible $5,000,000 premature reconstruction risk associated with some of the other options.
Implementing the existing cross-section design would also avoid the lengthy delays for re-design (up
to four months) associated with some of the other options and would allow the road to open in 2007.
Some of the other options may result in a delay of the road opening until 2008 due to the extensive
redesign required and resubmission of revised plans to approval agencies for their review.
It should be noted that during the preliminary design of the Needles Boulevard corridor and the
current detailed design of Stage 3, staff thoroughly reviewed various design options and
recommended a design that is robust and can be easily widened in the future. All the intersections
(roundabouts) have been designed for the ultimate four lane road and would only require pavement
re-striping at the roundabout approaches (i.e. no future widening at the intersections will be
required); proposed development accesses have been incorporated in the design and will be
constructed with left and right turn lanes incorporated prior to or simultaneously with development
DOCS #: 275112-v9
Page 8 of 13
May 2, 2006
Report: E-06-040.1
projects. The GEXR railway overpass structure has been designed to locate the full abutments in
their ultimate 4 lane location so that future widening from a two to four-lane bridge will only require
the installation of additional pre-cast girders and deck expansion. All grading for the ultimate four
lane embankment approaches for the railway overpass is included in the initial construction of Stage
3. Lastly, in the future when warranted, the road can be easily widened by removing the curb and
boulevard edging and extending catchbasins, granulars and paving easily while maintaining 2 way
traffic.
CORPORATE STRATEGIC PLAN:
Implementation of the Ira Needles Boulevard project is in harmony with Focus Areas 1 and 4 of the
Corporate Strategic Plan in that it will ensure that adequate infrastructure capacity is in place to
meet planned growth and it will improve the Regional Roads Network.
FINANCIAL IMPLICATIONS:
The 2006 Transportation Capital Budget includes a total of $10.8 million in 2005 and 2006 for this
project. This project is being funded by the Development Charges and Roads Capital Levy Reserve
Funds and funding from the Government of Ontario Millennium Partnership Initiative.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
A copy of this report has been provided to the Clerks of the City of Kitchener and the City of
Waterloo.
ATTACHMENTS
Appendix A – Location and Staging Plan
Appendix B – Two-Lane Cross Section Options for Stage 3
PREPARED BY: Marcos Kroker, Senior Project Manager, Design and Construction
APPROVED BY: Thomas Schmidt, Commissioner of Transportation and Environmental Services
DOCS #275112-v9
Page 9 of 13
Report: E-06-040.1
DOCS #: 275112-v9
Page 10 of 13
Report: E-06-040.1
APPENDIX B
DOCS #275112-v9
Page 11 of 13
Report: E-06-040.1
APPENDIX B-2
DOCS #275112-v9
Page 12 of 13
Report: E-06-040.1
APPENDIX B-3
DOCS #275112-v9
Page 13 of 13
IRA NEEDLES BOULEVARD
STAGE 3 –VICTORIA STREET TO
SOUTH OF ERB STREET
R
WD
VIE
H
HIG
TRUSSLER RD
PRESENTATION TO
PLANNING & WORKS COMMITTEE
MAY 2, 2006
PROJECT BACKGROUND
March 1, 2006 Regional Council
– Approved Stage 2 construction for 4 lanes of Ira
Needles Blvd. from Highway 7&8 to Highview Ave.
and 2 lanes from Highview Ave. to Victoria St.
– Requested staff to review design options that would
provide increased flexibility and reduced costs for the
future 4 laning of Stage 3 of Ira Needles Blvd. from
Victoria St. to south of Erb St.
OPTIONS INVESTIGATED
1
OPTIONS INVESTIGATED
OPTIONS INVESTIGATED
OPTIONS INVESTIGATED
OPTIONS INVESTIGATED
2
Explored 2 Scenarios for Timing of
4 Lane Widening
Based on current permitted zoning, future
widening is not needed until 2022
Despite current permitted zoning, the six
design options were analyzed for 2 timing
scenarios:
– Widening to 4 lanes occurs by 2011
– Widening to 4 lanes occurs in 2022
ANALYSIS OF DESIGN OPTIONS
If widening to 4 lanes occurs in
2022
– Option 1 –Current design ( construct 2 inside
paved lanes with curbs and gutters) is “best”
– Avoids potential $5 million risk of
reconstructing a prematurely failed road in the
near future
– Stage 3 can be opened in 2007
ANALYSIS OF DESIGN OPTIONS
If widening to 4 lanes occurs by 2011
– Option 3a ( construct 2 inside paved lanes with
swales is “best”) results in $150,000 of initial net
savings
– However if 4 laning occurs beyond 2011, substantial
risk of incurring $5 million of additional costs in
future due to premature subsub-grade failure
– Delays due to redesign would delay road opening
until 2008
STAFF RECOMMENDATIONS
Construct the current design (Option 1)
– “best” from a risk analysis perspective
– Avoids $5 million risk of reconstructing prematurely–
prematurely–
failed road in the future
– Allows construction to be completed in 2007
Based on the above risk analysis the Option 1
benefit of avoiding a $5 million reconstruction
cost far outweighs any potential short term
saving of avoiding $500,000 of throwaway costs
should widening occur before 2011
3
QUESTIONS
QUESTIONS ??
ERBSVILLE
RD
EE
IRA N
DL
ES
BL
VD
4
Report: E-06-051
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Design and Construction
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
GERBER ROAD IMPROVEMENTS, NAFZIGER ROAD TO MOSER-YOUNG ROAD,
WELLESLEY AND WILMOT TOWNSHIPS - APPROVAL OF ROADWAY
IMPROVEMENTS AND APPROVAL OF SPEED LIMIT CHANGES
FILE CODE: C04-30, 5439
RECOMMENDATION:
THAT the Regional Municipality of Waterloo approve the plans for roadway improvements on Gerber Road
between Nafziger Road and Moser-Young Road on the boundary of Wellesley and Wilmot Townships as
outlined in Report E-06-051 and amend Traffic and Parking By-law 00-032 as amended, upon construction of
the improvements as follows:
a)
Existing 80km/h speed zone situated 400m East of Nafziger Road extending easterly to 1300m
West of Moser - Young Road, amended to 400m East of Nafziger Road extending easterly to
500m West of Moser - Young Road; and
b)
Existing 60km/h speed zone situated 1300m West of Moser - Young Road extending easterly to
300m East of Moser - Young Road, amended to 500m West of Moser - Young Road extending
easterly to 300m East of Moser - Young Road.
SUMMARY:
Gerber Road (Regional Road 12) between Nafziger Road and Moser-Young Road is 6 kilometres in length
and is a boundary road between the Townships of Wellesley and Wilmot. (Please refer to the project keyplan
attached in Appendix A.) This section of Gerber Road had been identified for reconstruction in 2006 as part
of the Region’s Transportation Capital Program for many years. Gerber Road is a two lane road and requires
improvements to rehabilitate the existing deteriorated asphalt surface, to correct drainage problems, to
improve visibility and to provide adequate shoulder widths.
A Project Team was established to direct the study of alternative designs for this project and includes staff
from the Region and the Townships of Wellesley and Wilmot as well as Regional Councillor Ross Kelterborn,
Township of Wellesley Councillor Dusan Cizman and Township of Wilmot Councillor Ralph Shantz.
As part of its alternative design considerations for this project, the Project Team considered alternatives to
improve road safety on Gerber Road by improving sight distance along the road at a number of hills and at
individual accesses and sideroads. In addition, the Project Team considered options for the provision of
different widths of paved shoulders to enhance safety for all users of the road (pedestrians, motorists,
cyclists, agricultural vehicles, horse and buggy traffic, mail and newspaper deliverers).
Docs #: 272590
Page 1 of 15
May 2, 2006
Report: E-06-051
A Public Information Centre (PIC) was held on March 08, 2006 to present the Project Team’s technical
recommendations for improvements on Gerber Road.
Based on the public comments received and the technical considerations for this project, the Project Team is
recommending that the following proposed improvements on Gerber Road be approved: replacement of the
paved surface; widening of the road platform to include 2 metre wide paved shoulders; reconstruction of two
sections of Gerber Road to lower hill profiles and raise valley profiles; placement of curb and gutter on the
north side of Gerber Road from Greenwood Hill Road to the Nith River bridge; and adoption of posted speed
limits of 60 km/hr (300 metres east of Moser-Young Road to 500 m west of Moser-Young Road), 80 km/hr
(500 m west of Moser-Young Road to 400m east of Nafziger Road) and 70 km/hr (from 400m east of Nafziger
Road to Nafziger Road).
These improvements will correct the identified deficiencies on Gerber Road, will improve safety for all roads
users and will provide for the short and long term needs of the Regional Transportation Master Plan and the
Regional Cycling Master Plan.
Wellesley Township, at its regular Council Meeting of April 18, 2000 had no objection to the
recommendations of Report E-06-051.
The total estimated cost of the Gerber Road Improvements is $ 2,700,000.
REPORT:
1.0
Introduction
Gerber Road (Regional Road 12) between Nafziger Road and Moser-Young Road is a 2-lane road 6
kilometres in length and is a boundary road between the Townships of Wellesley and Wilmot.
(Please refer to the project keyplan attached in Appendix A.) This section of Gerber Road had been
identified for reconstruction in 2006 as part of the Region’s Transportation Capital Program for many
years. Gerber Road requires improvements to rehabilitate the existing deteriorated asphalt surface,
to correct drainage problems, to improve visibility and to provide adequate shoulder widths.
A Project Team was established to direct the study of alternative designs for this project and includes
staff from the Region and the Townships of Wellesley and Wilmot as well as Regional Councillor
Ross Kelterborn, Township of Wellseley Councillor Dusan Cizman and Township of Wilmot Councillor
Ralph Shantz.
As part of its alternative design considerations for this project, the Project Team considered
alternatives to improve road safety on Gerber Road by improving sight distance along the road at a
number of hills and at individual accesses and sideroads. In addition, the Project Team considered
options for the provision of different widths of paved shoulders to enhance safety for all users of the
road (pedestrians, motorists, cyclists, agricultural vehicles, horse and buggy traffic, mail and
newspaper deliverers).
In early 2005, a local resident appeared as a delegation at Planning and Works Committee requesting
consideration of a speed limit reduction on a 1.5 km section of Gerber Road within the project limits.
The speed reduction request cited safety concerns related to pedestrian usage and farm equipment
traffic on the narrow road platform. Regional Council agreed to implement a one-year trial period with
a speed limit reduction from 80 km/h to 60 km/h in the 1.5 km section of Gerber Road from the MoserYoung Road intersection westerly. It was noted that the speed limit reduction would be reviewed by
the Gerber Road Improvements Project Team after the one-year trial period and any permanent
changes to the speed limit could be incorporated into the final approval for the overall project.
Docs #: 272590
Page 2 of 15
May 2, 2006
2.0
Report: E-06-051
Alternatives Considered for Improvements on Gerber Road
2.1
Road Cross-Section Alternatives
The Project Team developed a number of road cross-section alternatives to improve safety for users
of Gerber Road. The alternatives included varying widths of lanes and combinations of paved and
gravel shoulders. Since the Region’s Cycling Master Plan designates Gerber Road as a designated
cycling route, all alternatives needed to incorporate a paved cycling lane adjacent to the travelled
driving lane. Based on the road classification, the overall projected traffic volume and the percentage
of heavy trucks, a minimum cycling lane width of 1.0m was established for this roadway. Since the
road usage also includes large farm equipment and horse and buggy traffic (as well as mail and
newspaper deliveries) in the shoulder area, additional width was required beyond the cycling lane. It
was also noted that the shoulders would have to be fully paved since there would be insufficient width
behind the paved bike lane area for maintenance of a gravel surface.
The Project Team determined that the desirable paved shoulder width for this section of Gerber Road
is 2.0 metres (beyond a 3.35m driving lane) which provides adequate extra space for the safety of all
road users while at the same time, it is not so wide as to encourage speeding or unsafe passing
manoeuvres.
At the extreme west limit of the project, the roadway is located within the limits of the village of
Wellesley (from Greenwood Hill Road westerly). In this area, the Project Team proposed that an
urban cross-section be constructed with curb and gutter on the Wellesley village (north) side of
Gerber Road. The curb and gutter would be placed beyond a 1.65m paved shoulder and will facilitate
drainage and better integrate the roadway cross-section with the future residential development
frontage in this area.
2.2
Improved Sight Distances and Speed Limits
The Project Team considered a number of alternatives for safe and reasonable posted speeds along
the 6 kilometres of Gerber Road.
Sight distance is currently deficient at a number of locations based on the posted speeds. In order to
correct the deficient sight distance areas, the Project Team proposed the reconstruction of
approximately 1 km of Gerber Road to lower hills and fill valley areas to improve sight distance for
drivers along the road and for vehicles entering and exiting at driveways and sideroads. With the
proposed reconstruction and re-profiling of approximately 1 km of Gerber Road, an 80 km/hr speed
limit can be maintained for most of Gerber Road. Based on speed surveys conducted in the past, the
average travel speed on this section of Gerber Road is approximately 80 km/hr, regardless of the
posted speed.
One exception to this 80 km/hr speed limit is the section of Gerber Road from Moser-Young Road
westerly 500 metres where it is proposed that the current 60 km/hr posted (trial period) speed remain
since road profile changes to achieve an 80 km/hr design profile would have severe impact on
adjacent properties.
The other exception to the 80 km/hr speed limit is at the west limits of the project from 400m east of
Nafziger Road to Nafziger Road within the Wellesley village limits. The existing speed limit of 70
km/hr will remain in this area until such time as the proposed new residential development is in place.
After this development is completed, there will be consideration that a 50 km/hr speed limit be
adopted in this area.
Docs #: 272590
Page 3 of 15
May 2, 2006
3.0
Public Consultation
3.1
Public Information Centre – March 08, 2006
Report: E-06-051
A Public Information Centre (PIC) was held at the Wellesley Community Centre on Wednesday March
08, 2006. Plans showing the proposed improvements were on display and Project Team
representatives were present to answer questions and receive feedback. The plans included the
following proposed improvements to Gerber Road to correct the identified deficiencies:
a. complete replacement of the paved surface to provide a smooth riding surface
b. widening of the 2-lane road platform to include 2 metre wide paved shoulders for designated
cycling lanes and to enhance safety for all modes of transportation (vehicles, cyclists,
pedestrians, horse and buggy, farm traffic, mail and newspaper deliveries)
c. reconstruction of portions of Gerber Road to lower hill profiles or raise valley profiles to
improve the existing sight distances along the road and at existing access locations
(driveways, farm entrances, sideroads)
d. placement of curb and gutter on the north side of Gerber Road with a graded boulevard area
for a future sidewalk from Greenwood Hill Road to the Nith River bridge east of Nafziger
Road.
e. Adoption of the following posted speed limits:
Section 1 (500 metres west of Moser-Young Road to 300 metres east of Moser Young Road) retain the existing 60 km/hr speed limit
Section 2 (500 metres west to 1300 metres west of Moser-Young Road) - increase the current
speed limit from 60 km/hr to 80 km/hr
Section 3 (1300 metres west of Moser-Young Road to 400 metres east of Nafziger Road) retain the existing 80 km/hr speed limit
Section 4 (400 metres east of Nafziger Road to Nafziger Road) - retain the existing 70 km/hr
speed limit
A copy of the proposed Gerber Road cross-sections that were presented at the PIC is included as
Appendix B.
Approximately thirty seven (37) members of the public attended the PIC and twenty-five (25) written
comments were received. Please refer to Appendix “C” for a summary of all written comments
received.
3.2
Issues Raised by the Public
Based on the comments received from the PIC, the following main issues and concerns were raised
by the public:
Docs #: 272590
Page 4 of 15
May 2, 2006
Report: E-06-051
a) Concerns with Visibility at the Crest of the Hill West of Moser-Young Road
Public Comments:
Three respondents from the PIC requested that the hill 200 metres west of the Moser-Young
Road Intersection be lowered. Two comments cited a need for increased visibility to see
oncoming eastbound vehicles cresting the hill before backing out of the driveway located just east
of the hill (at the Brenner property at 1011 Gerber Road). The other comment requested the hill
lowering in order to maintain a consistent 80 km/hr speed limit all the way to Moser-Young Road.
Five comment sheets received were in support of leaving the hill as is to discourage speeding.
Project Team Response:
The plans at the PIC did not include a proposed lowering of the hill located approximately 200
metres west of Moser-Young Road. The hill meets the stopping sight distance criteria for the
posted 60 km/hr speed limit and therefore does not represent a deficiency requiring reconstruction
to increase sight distance.
It should be noted that the intersection of Gerber Road and Moser-Young Road is fully stop
controlled. Traffic approaching Moser-Young Road must come to a stop at this 3-way stopcontrolled intersection and vehicles are already therefore slowing down for the approach to the
intersection; in fact rumble strips are in place on this intersection approach before the hill is
crested and these rumble strips will be reinstated to current Region standards as part of this
project. In addition, the “stop ahead” sign is also encountered before the crest of the hill alerting
drivers to the stop condition beyond the hill.
The Project Team did further review a number of design alternatives which would increase sight
distance at the Brenner driveway. Improvements to the hill to achieve an appreciable increase in
sight distance would require a significant lowering of the hill by up to 1.5m metres as well as
cause severe impacts to adjacent properties requiring the purchase of property and the removal
of approximately ten (10) mature trees. For these reasons, the Project Team is not
recommending a lower design profile at this location. In addition, the Project Team noted that any
improvement to the sight distance over the crest of the hill would likely encourage speeding even
if the posted speed were to remain at 60 km/hr.
Regional staff has agreed to meet with the Brenners on site to review alternative solutions to
increase their comfort level in leaving their driveway. Considerations will include: construction of
a small turn-around area at their driveway so that vehicles can always face Gerber Road as they
exit the driveway; relocation of the Gerber driveway to the crest of the hill which would increase
visibility to the west when exiting the driveway. If the cost of either of these alternative
considerations is reasonable, it is proposed that the Region cost-share with the Brenners in the
one-time costs to increase visibility and safety at this driveway location.
b) Concerns with Proposed Speed Limits
Public Comments:
The proposed speed limit changes presented at the PIC included an increase in the speed limit
from 60 to 80 km/hr within part of the one year trial area, from 500m west to 1300m west of
Moser-Young Road. Seven respondents from the PIC were opposed to the proposed speed limit
changes shown at the PIC and specifically requested that the speed limit of 60 km/hr be retained
throughout the entire trial area (from Moser-Young Road to 1300m metres westerly). Fourteen
respondents were in favor of the proposed speed limit changes shown at the PIC.
Docs #: 272590
Page 5 of 15
May 2, 2006
Report: E-06-051
In addition to the PIC comments, staff has received other feedback from the public with respect to
the current speed limit reduction on Gerber Road within the trial area, from Moser-Young Road
intersection westerly 1.3 km. Since the time that the speed limit reduction was implemented on a
trial basis early in 2005, Transportation Division staff has received 16 comments from the public.
Of the 16, 14 voiced concerns that the 60 km/hr speed limit was unreasonably low. Of the 2 in
favour of the speed reduction, one later concurred that the 60 km/hr speed limit should be
retained in the built-up area closer to the intersection of Gerber Road and Moser-Young Road, but
that it is unreasonable if continued further west.
Project Team Response:
The one year trial period lowering the speed limit on Gerber Road (from the Moser-Young
intersection westerly 1.3 km) was put in place in early Spring, 2005 and lowered the speed limit in
this area from 70 km/hr to 60km/hr. The changes proposed at the PIC included the following:
a)
Section 1 - retain the 60 km/hr speed limit in the area from the stop sign at MoserYoung Road westerly 500 metres, i.e. past the hill at the Brenner property;
b)
Section 2 - raise the speed limit to 80 km/hr from this point to the limit of the trial area
to match the 80 km/hr speed limit from that point westerly to Wellesley.
Transportation Division staff undertook speed surveys on Gerber Road in the vicinity of Section 2
(500 metres west to 1300 metres west of Moser-Young Road). During three separate 24 hour
surveys taken in May 2005, July 2005 and October 2005, the average speed for all vehicles
ranged from 78 km/hr to 80 km/hr, even though the posted speed limit was 60 km/hr. It should be
noted that these speeds observed in 2005 in Section 2 (with a posted 60 km/hr speed limit) were
in fact higher than speeds recorded in earlier years on this section when the speed limit was
posted at 70 km/hr.
The common expectation is that arbitrarily lowering the speed limit will increase safety by
encouraging at least some drivers to slow down. This expectation is erroneous because an
unrealistically low speed limit increases the speed dispersion, resulting in an undesirable mix of
slower and faster drivers. An unrealistically low speed limit may also provide a false sense of
security for drivers and pedestrians.
It should be noted that good engineering practice sets speed limits at or about the average speed
because this is most likely to produce a uniformly moving traffic stream. Traffic flowing at a
uniform speed results in increased safety and fewer collisions. Drivers are less impatient, pass
less often, and are less likely to tailgate, which reduces both head-on and rear-end collisions.
The posting of an appropriate speed limit also simplifies the work of enforcement officers because
most of the traffic is moving at or near the posted speed. Blatant speeders are easily spotted,
safe drivers are not penalized, and police officers are not asked to enforce and defend unrealistic
and arbitrary speed limits.
Based on the foregoing, the Project Team is recommending that the speed limit changes
proposed at the PIC be implemented.
c) Safety Issues
Public Comments:
Six respondents commented on the need to improve road safety, widen shoulders, and increase
poor sight distances.
Docs #: 272590
Page 6 of 15
May 2, 2006
Report: E-06-051
Project Team Response:
These comments support the Project Team’s cross-section and road re-profiling
recommendations as displayed at the PIC.
The Project Team is proposing the reconstruction and re-profiling of 1.1 km of Gerber Road in
order to achieve the vertical geometrics to maintain a consistent 80 km/hr speed limit for all but
the two ends of the 6 km project limits. The profile corrections are proposed at the following two
locations:
a) 900 metre long cut and fill section from 1100 metres to 2000 metres west of Moser-Young
Road;
b) 200 metre long cut section west of Sandhills Road.
4.0
Recommended Alternative
Based on the public comments received and the technical considerations of the Project Team, it is
recommended that the proposed improvements on Gerber Road be approved as presented at the
PIC and as described in this report. The recommendations include: replacement of the paved
surface; widening of the road platform to include 2 metre wide paved shoulders; reconstruction of two
sections of Gerber Road to lower hill profiles and raise valley profiles; placement of curb and gutter on
the north side of Gerber Road from Greenwood Hill Road to the Nith River bridge; and adoption of
the posted speed limits of 60 km/hr (500 metres west of Moser-Young Road to 300 metres east of
Moser-Young Road), 80 km/hr (500 m west of Moser-Young Road to 400 m east of Nafziger) and 70
km/hr (from 400 m east of Nafziger Road to Nafziger Road).
These improvements will correct the identified deficiencies on Gerber Road, will improve safety for all
roads users and will provide for the short and long term needs of the Regional Transportation Master
Plan and the Regional Cycling Master Plan.
5.0
Project Cost
Based on the final recommendations developed by the Project Team, the total estimated cost of the
Gerber Road Improvements is $ 2,700,000.
6.0
Presentation to Township of Wellesley Council
A DRAFT copy of this report was distributed to members of Wellesley Township Council at the
Council meeting on Monday April 18, 2006. At the meeting, staff also made a presentation of the
report contents and the Project Team's recommendations. Wellesley Council had no objections to
the recommendations contained in the report. The only issue raised by Wellesley Council was to
verify that sufficient sight distance exists at the intersection of Gerber Road and Parkview Drive. Staff
have subsequently confirmed that the sight distance on Gerber Road at Parkview Drive meets the
requirements for the posted 70 km / hr speed limit.
Docs #: 272590
Page 7 of 15
May 2, 2006
Report: E-06-051
7.0 Next Steps
Subject to project approval at the May 10, 2006 Regional Council meeting, the following project
schedule is proposed:
Finalize Detailed Design
Tender
Construction
April 2006
May 2006
July - early September 2006
CORPORATE STRATEGIC PLAN:
This project is in harmony with the strategic directions of the Corporate Strategic Plan in that it would address
objectives of the Region’s Transportation and Cycling Policy Master Plans.
FINANCIAL IMPLICATIONS:
The 2006 Transportation Capital Budget includes funding of $1,699,000 in 2006 for the improvements on
Gerber Road to be funded from the Roads Rehabilitation Reserve Fund. The program budget was based on
benchmarking costs for a simple rehabilitation of the deteriorated Gerber Road pavement. The final
recommendations include the additional work and cost to widen the road platform to provide paved shoulders
and undertake profile corrections. The current total project cost is estimated to be $ 2,700,000. The
provision of additional funds for this project will be addressed in the Region’s mid-year review of the Capital
Budget in mid-May, 2006.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
NIL
ATTACHMENTS
Appendix A
Appendix B
Appendix C
Key Map
PIC Cross-sections
Gerber Road Improvements - Public Information Centre Comment Sheets
PREPARED BY: John Lee, Project Manager
APPROVED BY: Thomas Schmidt, Commissioner Transportation and Environmental Services
Docs #: 272590
Page 8 of 15
Report: E-06-051
APPENDIX A
Docs #: 272590
Page 9 of 15
Report: E-06-051
APPENDIX B
Docs #: 272590
Page 10 of 15
May 2, 2006
Report: E-06-051
APPENDIX C
Name & Address
Mrs. Brenner
George and Mary
Brenner
(separate letter)
Support
speed
limit
Y
Comments
•
•
•
•
•
•
•
•
•
•
S. Prange
9 Firella N0B 2T0
Corry Kittle
1011 Gerber Rd.
St Agatha, ON
N0B 2L0
Y
•
Y
•
Joyce Bariler
44 Lawrence St.
N0B 2T0
Y
•
Wendy & Rod
Schickler
125 Lawrence St.
N0B 2T0
Barbara &
Andrew Detzler
1300 Greenwood
Hill Rd. N0B 2T0
Y
•
•
Y
•
Docs #: 272590
•
•
Coming out of her driveway can’t see cars coming over hill
Support widening road to include 2 metre wide paved shoulders
Believe should lower the 1st hill profile as much as possible and raise the
valley profiles to ensure visibility for the adjacent driveways and motorists
Driveways are difficult to exit due to lack of visibility. Family and visitors are
extremely nervous exiting the driveway and some find the only way to get
out is to back onto the wrong side of the road until the way is clear. This at
least allows oncoming traffic to see the vehicle
By lowering this hill it will enable heavily loaded trucks to accelerate easier
and should decrease emissions and improve air quality
Better visibility would decrease the need for additional rumble strips
By lowering the profile of the hill this would enhance the safety of motorists
entering and exiting driveways
Cyclists and pedestrians and other modes of transportation use the road
and would increase safety for them as well
With the last road improvement, this item was discussed and abandoned.
We strongly feel this should be acted on as a safety issue, otherwise the
same debate will surface later
Better to be proactive and not wait until we have a fatality that will raise this
debate again
Good to see improvements to deal with traffic level
I am in support of this speed limit only if the proposed 80 is lowered to 70
just after the 500 m west of Moser Young
We have to live on this street, safety is our main concern. Any argument to
increase the limit is the result of a ticket or the lower limit is an
inconvenience, which compared with human safety is meaningless. If the
limit is increased to 80 km/hr past the 500 m starting at Moser Young Rd.,
this means people will be driving 70/75 km in the 60 zone to ramp up to the
80 at this point. 70 km/hr is an acceptable limit past the 500 m 60 zone, not
80. Any reduction of a hill on this 60 stretch will create a straight-away and
a safety hazard
The change is needed in order to be consistent with other rural roads in and
out of a community. The current situation is nothing but a speed trap and an
expense to the tax payers to have police sit to ticket drivers who are not
completely aware of brief changes in speed
Recommending speed limit returned to 80 K in the “trial area”
Traffic congestion at intersection of Gerber and Moser Young due to
shoppers at farm promote hazard by not being off the road when they park.
Road should be widened there as well
This is the minimum distance to 60 speed limit should be on the east end by
Kittels
Parking for produce should be prohibited along the road – let them drive
onto the property
Page 11 of 15
May 2, 2006
Report: E-06-051
C-2
Jamie McDermid
1181 Queens
Bush Rd. N0B
2T0
Y
•
•
•
George Hosea
3574 Nafziger Rd.
N0B 2T0
Y
•
•
Ron McCormick
1171 Gerber Rd.
RR #1 St. Agatha
N0B 2L0
Mrs. Kittle
1171 Gerber Rd.
RR. #1 N0B 2L0
Rosemary KittelMcCormick
1171 Gerber Rd.
RR. #1 N0B 2L0
•
•
•
•
•
•
•
N
N
•
•
•
•
•
•
•
•
•
•
Rosemary KittelMcCormick
1171 Gerber Rd.
RR. #1 N0B 2L0
(separate letter)
N
•
•
•
•
•
•
•
•
Docs #: 272590
Inclusion of paved shoulders for bikes, buggies, etc is a good idea, so is the
curb gutter, blvd and walkway from Green Hill to Nafziger
My concern is pedestrian traffic at the bridge across from the hardware store.
At this point the bicycle path will narrow, the space continuing on up to
Nafziger is limited
My suggestion to council is to proceed with sidewalk installation at the time of
construction and to implement creative designs to ensure pedestrian safety
from the bridge to Nafziger Rd.
I support speed limit changes (the sooner the better)
2 metre wide paved shoulders for cyclists and pedestrians are good ideas
Shoulder should be marked
There shouldn’t be any parking of cars or trucks on shoulders
Lower hills or raised valleys is a good idea
I have seen an adult cross Gerber Rd on two occasions who did not stop and
look both ways.
Should hills be lowered on Kittel’s corner?
Section 1- I agree with leaving posted speed limit at 60 km but would like this
to be extended past 1171 Gerber Road for safety reasons
Section 2 - I would like to see this, if increased up to 70 kph not 80 kph for
safety reasons. (As it was before the 60 km/hr trial, it was 70 km/hr before
this trial period)
Please leave hill at 1011 Gerber Rd. so people don’t go too fast over the hill
Also please increase sight distances at 1171 Gerber Rd.
Rumble strips in (one missed at barn)
Wants 60 limit to stay (re: farm vehicles)
Hill not cut down is preference
Please keep the 60 zone and not go up to 80 km. if anything please keep it at
the previous 70 km
Please see our paper work from previous meetings
We really want to keep our 60 zone the same as the train and in the same
spot
Keep rumble strips in place
Please consider our safety! And not just because Wellesley residents
complained about the 60 km zone getting tickets
In favour of wider shoulders and extra pavement for vehicles to pull onto at
side of road at father’s residence (Wilfred Kittel)
Pleased rumble strips and signage will remain
Wish hill by the barn and stone drive shed remain untouched
Fear if hill is removed that it will turn into a speed zone and make it difficult to
deal with regarding walking and farm implements crossing the road
Relived to see the 60 km zone from Moser young to 500 m west
Does not like 70 km zone stopped to where it originally was and complete
gone
Suggestion 1 – extend 60 km zone so it reaches end of their property at 1171
Gerber Road as they drive and cross with slow moving vehicles all the time
and allow extra time for large trucks to slow down for the dangerous area at
the barn
Cars are currently going 84 km in 60 zone, and fears they will go 100 km in
an 80 zone.
Page 12 of 15
May 2, 2006
Report: E-06-051
C-3
•
Jeremy Kittel
RR. 1 St. Agatha
1011 Gerber Rd.
N0B 2L0
N
Wilfred Kittel
RR. 1 St. Agatha
1011 Gerber Rd.
N0B 2L0
Donna Kittlel
RR. 1 St. Agatha
1011 Gerber Rd.
N0B 2L0
Peter van
Oberbeek
Y
Murray Klages
3204 Notre Dame
Dr.
St. Agatha N0B
2L0
Y
L. Gawron
RR. 1 1184
Gerber Rd.
Wellesley N0B
2T0
N
Christine, Jan,
Anna, and Mary
Gawron, Keith
Turner
1184 Gerber Rd.
(RR#1) Wellesley
N
Docs #: 272590
Y
Y
Suggestion 2 – keep 60 zone as proposed (Moser-Young to 500 m west) and
from this point keep the original 70 km to where it originally started (1300 m
west of Moser Young)
•
Concerned about the future and traffic worsening
•
Please keep our hill intact the way it is now, it will turn into a fast speedway if
it is off making it dangerous for us
•
In agreement with having the 60 km zone as indicated in Section 1
•
In Section 2, we disagree. It should be 60 km until the end of our farm at
1171 Gerber Rd. It is needed for the school bus stop and where we drive
with tractors
•
I would like to see 1300 metres west of Moser Young Road 60 kph.
•
Keep driveway to stone shed the same height
•
Rumble strips on the hill so I can hear the cars coming when I walk across to
barns and keep all the signs up
•
We are in agreement having the 60 km zone as indicated in section 1
•
In section 2 we think it should stay 60 or 70 pass McCormick’s driveway
•
It is too dangerous with the grandchildren getting on the bus
•
We hope the hill is kept as is
•
I feel that the deceleration zone at Moser Young Rd (500 m) is probably too
long
•
As is the situation now, I fear the public will largely ignore the 60 km limit
•
Frequent user of the road and has a big concern regarding the hill just from
the stop at Notre Dame Dr.
•
When you come over the hill travelling east, you are never sure whether you
will find children, animals or farm machinery. It is especially dangerous during
produce season and pumpkin time as cars park on both sides of the road
and children and adults cross this highway
•
When coming out of the driveway of 1021 Gerber Rd., (Mary Brenner) you
have to go on the wrong side of the road and it does not give you enough
time to get out of the road for traffic coming over the hill which is very
dangerous
•
The very fact that police caught numerous commuters going 80 km and
above points to the fact that more than a few drivers will exceed the 80 km
limit probably 20 above to 100 km which creates more high risk and danger
to residents who live here
•
In St. Clements a person was killed this year
•
Last year (2005) Mr. Kittle crossing with his tractor was really injured and
escaped a near death situation due to fast drivers
•
Raising the speed limit just to satisfy commuters is a very big mistake! And
pays no consideration to people who live in this area!
Factors that are a concern:
•
Increased residential population density in this area
•
Increased commuter through traffic
•
Varied mix of traffic i.e.: farm equipment, pedestrians, cyclists, commuter
vehicles
•
Varied terrain limits and line of sight visibility
•
All of these factors combined interact to counter indicate an increase in the
speed limit at this time
Page 13 of 15
May 2, 2006
Report: E-06-051
C-4
Kirby Marreck
19 Water St. New
Dundee
N
•
•
•
•
David & Melanie
Hackbart
1175 Hackbart
Rd.
656-2930
•
•
•
•
•
•
Cheryl McCabe
84 Reiner Cres.
N0B 2T0
Y
•
•
Mark Dietrich
Y
•
Steven Bryant
1184 Gerber Rd.
N0B 2T0
•
•
•
•
•
•
Docs #: 272590
In regards to the purposed changes of the speed limit increase on Gerber
Rd. I am opposed
I drive down this road daily and with an increase in speed, I fear for the
safety of the children and the farmers along this road who use it often
Please reconsider your proposal and put the safety of others first, along with
the preservation of valuable farmland
4-5 years ago there was a culvert put in just up from our road because there
was a problem with water running across Gerber Rd.
ever since the culvert was put in, it seems that the culvert is not taking the
run off water away fast enough and it backs up in Abraham Martin’s field,
then our field, then into Mr. Calma’s Field
This problem seems to be getting worse as the years go by
I had said something to the road crew workers when they were back
checking the culvert and finishing their work that I had a concern that the
water wasn’t going away fast enough and it was backing up into our fields,
but we have not complained otherwise up until now
With all the rain we had in the last 1-2 weeks, you can just drive up our road
from Gerber Rd. and see the water (frozen again at the moment) sitting in
Mr. Martin’s field, our field and Mr. Calma’s field.
We realize when you have rain in the winter things will back up because of
frozen ground but this happens year round
We would appreciate this problem corrected when you are making changes
to Gerber Rd.
The current 60 km is an extreme measure for one household
If speed/traffic is a concern then the vegetables/seasonal business that is
located directly at the stop should possibly review their business plan and
locate it behind the property or have a driveway off of Moser Young
I would like to see the hill by Moser-Young taken down and the speed limit
to 80 all the way through
Keep the speed limit as is
Currently the distance from Moser Young Rd. W. is 1 km. The information
document states that the distance is to be changed to 500 km for the
marking of the 60 km signs
I am not sure the reasoning behind this decision, currently 7 homes are in a
secure safety zone of 60 km on this section of Gerber Rd. If the signs are
changed, then there will only be 2 homes affected and in a safe and secure
60 km zone
3/4 of the people on this road will be eliminated from the safe zone. I can
not understand only protecting ¼ of the residents
There are many areas in the Region of Waterloo that have lowered speed
limits with similar characteristics:
o hidden driveway signs
o many homes and farmland clustered close together
o children that frequent the roadway at various times of the day
o high speed limits lowered to allow effective defensive driving
Some of the areas are:
o Moser Young Road from Weimer line to Hessen Straus
o Hessen Straus Rd. near the intersection of Maplewood & Hengott
Rd
o Kressler line starting near Hessen Straus and continuing toward
Erbsville Rd.
Page 14 of 15
May 2, 2006
Report: E-06-051
C-5
A completely lowered speed limit of 70 km the entire length of
Benjamin Rd.
o Near Erbsville a speed limit of 50 km
o Berlets Rd. south of Wilmot line
It takes a vehicle 60 seconds to travel 1 km at 60 km/hr. the distance from
the current sign on Gerber Rd. to Moser Young road marking the 60 km
speed is approximately 1 km. That means a vehicle should take 1 minute to
travel that distance. The proposed changes as recommended by this
information document would allow traffic to travel faster on Gerber Rd. and
they would only save themselves 15 seconds if the signs were changed.
The loss a life on this section of roadway would be tragic.
o
•
•
Docs #: 272590
Page 15 of 15
GERBER ROAD
IMPROVEMENTS
Township of Wellesley
Gerber Road Key Map
Why Improvements To Gerber Road ?
• Deteriorated asphalt surface
• Deficient sight distances
• Road width inadequate for road users
(school children, pedestrians, farm traffic,
horse and buggy, mail and newspaper
deliveries and cyclists)
Deteriorated Asphalt Surface
1
Deficient Sight Distances
Proposed Improvements.
At Public Information Centre
•Reconstruct road pavement
•Provide 2 metre wide paved shoulders
•Correct profile at 2 locations
•Construct curb and gutter on north side
of road (Greenwood Hill Road to Nith
River)
Road Width Inadequate
Proposed Improvements.
At Public Information Centre
•Changes to posted speed limits
60 km/hr (Moser –Young Road to 500
metres westerly)
80 km/hr (500 metres west of MoserYoung Road to 350 metres west of
Greenwood Hill Road),
70 km/hr (from 350 metres west of
Greenwood Hill Road to project limits)
2
Issues Raised by Public
Issues Raised by Public
Visibility at Hill West of Moser-Young
Road
Visibility at Hill West of Moser-Young
Road
Project Team Response:
– Existing profile meets minimum stopping sight
distance criteria for 60kmh posted speed
– Traffic already slowing for existing 3 way stop
Project Team Response:
– Lowering of existing hill would require:
Significant removal of mature trees
Significant property acquisition
Encourage speeding
– Region Staff to meet with Brenner’s (turn-around
or driveway relocation)
Issues Raised by Public
Proposed speed limit changes
Project Team Response:
- The majority of respondents were in favour
of speed limit changes
- By re-profiling of Gerber Road, an 80 km/hr
speed limit can be maintained for most of
Gerber Road
Issues Raised by Public
Issue: Need to improve road safety,
widen shoulders, and increase
sight distances
Project Team Response:
- Comments support the Project Team’s
recommended cross-section and road reprofiling
3
Final Recommended Improvements
Final Recommended Improvements
• Complete replacement of the deteriorated
pavement
• Widening of the road platform and paved
surface to include 2 metre wide paved
shoulders
• Reconstruction of 2 sections of Gerber
Road to improve sight lines
• Placement of curb and gutter on the north
side of Gerber Road from Greenwood Hill
Road to the Nith River bridge including
grading boulevard for a future trail or
sidewalk
Final Recommended Improvements
• Adoption of the following posted speed limits
• 60 km/hr (Moser –Young Road to 500 m
westerly)
• 80 km/hr (500 m west of Moser-Young Road to
350 m west of Greenwood Hill Road)
• 70 km/hr (from 350 m west of Greenwood Hill
Road to project limits)
Next Steps
• Letters to all PIC attendees and residents (April
2006)
• Recommendation to Region of Waterloo P&W
Committee, May 2006
• Construction (July to mid September, 2006)
• Road will be closed to through traffic for 4 weeks
• Access to driveways, maintained during
construction
4
Gerber Road Improvements
• Questions
?
5
Report: E-06-054
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Transportation
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
ROUNDABOUT AT THE INTERSECTION OF REGIONAL ROAD #17
(AMENT LINE) AND REGIONAL ROAD #10 (HERRGOTT ROAD), IN THE
TOWNSHIP OF WELLESLEY
FILE CODE: C04-30, T02-30/17
RECOMMENDATION:
THAT the Regional Municipality of Waterloo take no action with respect to the request for the
installation of a roundabout at the intersection of Regional Road #17 (Ament Line) and Regional
Road #10 (Herrgott Road), in the Township of Wellesley:
SUMMARY:
NIL
REPORT:
On November 19, 2005, a fatal collision occurred at the Ament Line/Herrgott Road intersection, in
the Township of Wellesley. Since then, collision countermeasures that staff have implemented or
are about to implement include improvements with respect to signing, the flashing beacon,
pavement markings, and rumble strips.
On March 22, 2006, Planning and Works Committee requested staff to bring forward a report
outlining the option of installing a roundabout at the Ament Line/Herrgott Road intersection. Staff
considered this option and determined that it is technically possible to construct a roundabout at this
location with the purchase of some additional property. However staff recommend that no action be
taken at this time with respect to a roundabout at the Ament Line/Herrgott Road intersection for the
following reasons:
•
The intersection currently experiences on average approximately 2 injury collisions per year.
Installing a roundabout may reduce these collisions, however the number of collisions is typical
of similar rural intersections;
•
The construction of a roundabout at this location would cost over $500,000 and because of the
limited funding available for road projects staff feel there are other higher-priority projects that
should be considered first; and
•
It is the Region’s practice to implement appropriate collision countermeasures in an incremental
fashion.
Staff will monitor this intersection to determine the effectiveness of the
countermeasures already implemented or planned.
Page 1 of 2
May 2, 2006
Report: E-06-054
CORPORATE STRATEGIC PLAN:
This report addresses the Region’s goal to provide a high quality Regional transportation system.
FINANCIAL IMPLICATIONS:
The cost to construct a roundabout at this location would be over $500,000.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Staff in the Design and Construction Division contributed to the preparation of this report.
ATTACHMENTS:
NIL
PREPARED BY:
Nancy Button, Manager, Transportation Engineering
APPROVED BY:
Thomas Schmidt, Commissioner of Transportation and Environmental
Services
Name: E-06-054
Document Number: 274390
Page 2 of 2
Report: E-06-057
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Transportation
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
ROUNDABOUT EDUCATION PROGRAM
FILE CODE: C04-30, T04-10
RECOMMENDATION:
For information.
SUMMARY:
The Region’s 2006 roundabout education program includes:
•
•
•
•
•
•
•
A training video;
A radio campaign;
Increased police presence;
Updates to the education brochure;
Roundabout awareness signs;
Enhancements to the roundabout pages on the Region’s web site; and
Improvements to traffic control signs.
REPORT:
In preparation for the new roundabouts that the Region of Waterloo will be constructing this year,
Regional staff will be re-launching in 2006 the roundabout education program that was initially
started in 2004. The program is timed to have its main impact in June 2006, just before the opening
of this year’s first new roundabout, at the intersection of Sawmill Road (Regional Road #17) and
Arthur Street (Regional Road #85). The other locations where the Region will be constructing
roundabouts in 2006 are:
•
•
•
Ira Needles Boulevard (Regional Road #70) at Highview Drive, Highland Road (Regional
Road #6) and Victoria Street (Regional Road #55);
Can-Amera Parkway (Regional Road #80) at Conestoga Boulevard; and
Fountain Street (Regional Road #28) at Blair Road (Regional Road #42).
Training Video
The City of Lacey, the City of Olympia and the Washington State Department of Transportation
cooperatively produced an excellent roundabout training video, set in the City of Lacey, entitled
Driving Modern Roundabouts and available for viewing at www.ci.lacey.wa.us. With permission
from the State of Washington, the Region of Waterloo has retained C to C Productions to adapt the
Lacey video to create a Region of Waterloo version of the video. The introduction and conclusion to
this video will feature an Inspector from the Waterloo Regional Police Services (WRPS), speaking in
front of a Region of Waterloo roundabout.
Page 1 of 5
May 2, 2006
Report: E-06-057
To provide sufficient capacity, most of the Region’s new roundabouts will have 2-lane entries. The
roundabouts are sized to reduce speeds while accommodating large vehicles. The training video
clearly addresses the issues of:
•
•
•
•
•
How a driver should travel through a 2-lane roundabout;
The operation of a large vehicle through a 2-lane roundabout;
Pedestrian and cyclist movements through a roundabout;
What to do when an emergency vehicle approaches a roundabout; and
What not to do when driving in a roundabout.
The Region of Waterloo video will be distributed in mid-June 2006, in conjunction with the first week
of the radio education campaign. The video will be available for viewing on the Region’s web site.
Staff will also distribute this training video to agencies within the Region including:
•
•
•
•
•
•
•
•
•
•
•
•
Local municipalities;
WRPS;
Grand River Transit;
Trucking companies and associations;
Insurance companies;
Driver education schools;
The Canadian Automobile Association;
Ministry of Transportation driver licensing offices;
Libraries;
School boards;
Seniors centres; and
Visitor/tourism information centres.
It is anticipated that many of these agencies will use the video for staff and public training with
respect to the use of roundabouts. Regional staff will also explore opportunities to have the video
aired on television both locally and provincially.
Radio Campaign
Staff have booked time for a radio education campaign for roundabouts. The radio campaign will
reinforce that at roundabouts drivers should slow down, yield, ease in and then ease out of the
roundabout, and will direct drivers to the Region’s web page for further information. The radio
campaign is planned to occur over 2 weeks starting June 18, 2006, just before the opening of the
Sawmill Road/Arthur Street roundabout at the end of June 2006.
Police Presence
WRPS have agreed to increase police presence at the new roundabouts in the weeks following the
opening of each roundabout. They will provide an initial “gentle” level of enforcement, aimed more
at educating drivers rather than punishing drivers who drive incorrectly through a roundabout.
The WRPS also plan to add a link so that the public can view the Region’s roundabout training
video through the WRPS road safety web site.
Page 2 of 5
May 2, 2006
Report: E-06-057
Education Brochure
Appendix A contains a draft of the Region’s roundabout education brochure, All About
Roundabouts. Staff updated this brochure from the 2004 version by simplifying the language,
updating the photos to show Region of Waterloo roundabouts, adding tips for drivers of large
vehicles, and providing advice on how to drive at a roundabout when an emergency vehicle
approaches.
Staff will distribute the brochure in mid-June 2006, in conjunction with the first week of the radio
education campaign. The distribution list for the brochure includes every household in the Region of
Waterloo, as well as every agency receiving the training video. The brochure will be printed and
delivered to households through the same company that delivers the Region’s Environews. Copies
of the brochure will be provided to the roundabout construction contractors to distribute to drivers
who are flagged to stop for roundabout construction, as was done during the 2004 roundabout
construction. WRPS will distribute the brochures to stopped drivers during their increased police
enforcement at the new roundabouts.
Roundabout Awareness Signs
In advance of construction, staff will place roundabout awareness signs on Regional roads
approaching new roundabouts. The signs indicate that roundabouts are coming and provide the
Region’s web site address and a telephone number. Figure 1 shows a roundabout awareness sign
placed on Highland Road at the proposed Ira Needles Boulevard. The number of roundabout
awareness signs will include:
•
•
•
•
5 for Ira Needles Boulevard Stage 2;
3 for the roundabout at Sawmill Road/Arthur Street;
2 for the roundabout at CanAmera Parkway and Conestoga Boulevard; and
3 for the roundabout at the intersection of Fountain Street and Blair Road.
Figure 1: Roundabout Awareness Sign
Page 3 of 5
May 2, 2006
Report: E-06-057
Web Site
Improvements to the roundabout pages on the Region’s web site will include:
•
•
•
•
Updates to the text and photos;
A link to the Region’s roundabout training video;
Improvements to the animation sequences of vehicles travelling through a roundabout, including
the addition of a large vehicle and some examples of what not to do (with animation to be
provided by the eSolutions Group); and
A video clip showing traffic flow at Regional roundabouts.
The web page improvements are scheduled for completion by the beginning of June 2006.
Traffic Control Signs
Staff reviewed the Region’s practice for traffic control signs at roundabouts and made changes to
make the signing simpler, clearer and more consistent with overall Regional signing practice.
Examples of changes to the signs include:
•
•
•
•
•
•
•
•
Removal of the roundabout circle inside the “yield” sign, to make the sign consistent with other
“yield” signs throughout the Region and Province;
Use of “yield ahead” signs where recommended as per the Ontario Traffic Manual;
Removal of the speed tab from the “roundabout ahead” sign because there is a potential need to
stop at the approach to the roundabout. Speeding has not been an issue at the existing
roundabouts and is not typically posted for travel through an intersection;
Removal of the text from the lane designation signs. This simplification will make it easier for a
driver to absorb the required lane designation information in the short time that the driver has to
read and understand the sign;
Standardization of the colour of guide signs (signs that provide street name or destination
information). Standard colours help drivers to more easily recognize and interpret signs. Guide
signs are to be white lettering on green background, consistent with Regional and Provincial
practice;
Optimized font for increased legibility and recognition. Larger fonts are needed for higher
operating speeds in advance of the roundabout. Use of upper and lower case letters makes
words more easily recognizable by their shape;
Improved placement and spacing of signs; and
Increased size of the chevron signs in the central islands, to clearly indicate that drivers should
proceed counterclockwise in the roundabout.
CORPORATE STRATEGIC PLAN:
The roundabout education program addresses the Region’s goal to provide a high quality Regional
transportation system.
FINANCIAL IMPLICATIONS:
Currently, the approved 2006 Transportation Capital Budget does not include any funding in 2006
for roundabout education. As part of the 2006 mid-year review of the 2006 Transportation Capital
Budget, staff will be identifying budget transfers of $65,000 for the 2006 roundabout education
program.
Page 4 of 5
May 2, 2006
Report: E-06-057
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
This report was prepared with assistance from the Design and Construction Division, the Corporate
Communications and Citizen Service Division, and the Waterloo Regional Police Services.
ATTACHMENTS:
Appendix A - draft brochure entitled All About Roundabouts
PREPARED BY: Nancy Button, Manager, Transportation Engineering
APPROVED BY: Thomas Schmidt, Commissioner of Transportation and Environmental Services
Name: E-06-057
Document Number: 276766
Page 5 of 5
Report: E-06-058
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Transportation
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
ONTARIO’S MILLENNIUM PARTNERSHIP FUNDING AGREEMENT FOR THE
REGION OF WATERLOO INTERNATIONAL AIRPORT SERVICING AND LAND
DEVELOPMENT PROJECT
FILE CODE: C04-30, T02-30/SBM, T18-01
RECOMMENDATION:
THAT the Regional Chair and Clerk be authorized to sign an agreement with Her Majesty the Queen
in Right of Ontario (by its Ministry of Agriculture, Food and Rural Affairs) to provide for $1,112,608 of
capital funding from the Millennium Partnerships Initiative for the Region of Waterloo International
Airport servicing and land development project as described in Report E-06-058.
SUMMARY:
NIL
REPORT:
Regional Council on July 7, 2004 (Report E-04-091) approved nominating (a) The
Region of Waterloo International Airport servicing and land development project and
(b) Regional Road #24 (Hespeler Road), Munch Avenue to Dunbar Road widening and operational
improvements project for the remaining $1 million (approximate) in capital funds available to the
Region from the total $40 million in Ontario Millennium Partnership (OMP) funding to replace the
originally nominated Regional Airport Runway Extension project which was not approved by the
Province for Millennium Partnership funding.
On March 29, 2006, Region staff received confirmation from the Province approving the Region’s
request to commit the remaining $1,112,608 in capital funds remaining in the Region’s $40 million
OMP notional allocation to the Region of Waterloo International Airport servicing and land
development project (refer to Appendix A). This will finalize all Provincial funding commitments
related to the $40 million notional allocation to the Region of Waterloo.
The next step for the Region is to formalize a funding agreement with the Province and the
Ministry of Agriculture, Food and Rural Affairs (OMAFRA). As part of finalizing this agreement, the
Province has requested that Regional Council pass a by-law approving the authorization for the
Regional Chair and Clerk to execute the funding agreement for the Region of Waterloo
International Airport servicing and land development project. Once executed by the Region, the
agreement be forwarded to the OMAFRA.
Page 1 of 2
May 2, 2006
Report: E-06-058
Status of Project and Agreement
Regional staff has completed negotiation of the Provincial Agreement with OMAFRA staff and
recommends that the agreement be executed. It should be noted, however, that many of the
substantive provisions of the Provincial Agreement are somewhat onerous and not open to
negotiation by the Province. Since the Project was completed in 2005, most of these provisions are
not of concern. However, Regional staff notes the following provisions of the Provincial Agreement:
•
•
•
The Province may withhold, or deduct from, any payments due to the Region under any
provincial programme, present or future, if it does not receive required information in respect
of the Project or if it determines that there has been an “overpayment” in respect of
the Project;
The Region is required to indemnify the Province against any claims, damages, expenses
and costs, etc. incurred by the Province relating to the Provincial Agreement or the Project
and maintain insurance coverage in this regard; and
In order for costs to be eligible for Financial Assistance, they must relate to “infrastructure
problems that cause an immediate and serious issue for human health or the environment.”
Provincial staff is unwilling to revise this criterion in the Provincial Agreement but has
provided written confirmation that the Project meets this criterion.
Since this construction project was completed in 2005, once this agreement is fully executed, the
Region will submit a financial claim to OMAFRA for processing and payment.
CORPORATE STRATEGIC PLAN:
The implementation of this infrastructure projects supports the Region’s goal of creating and
supporting a climate that encourages economic prosperity.
FINANCIAL IMPLICATIONS:
The Region’s share of the project costs has been funded from debentures and the
Provincial funding of $1,112,608 has been accounted for in this project budget.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Staff from the Finance and Corporate Resources (Legal Services) Departments has reviewed this
report, and will be involved in finalizing the agreements with the Province.
ATTACHMENTS:
Appendix A – Letter from David Caplan, Ministry of Public Infrastructure Renewal
PREPARED BY: Rob Gallivan, Manager, Transportation Program Development
APPROVED BY: Thomas Schmidt, Commissioner of Transportation and Environmental Services
Document Name: E-06-058
Document #: 276617
Page 2 of 2
Report: CR-RS-06-025
REGION OF WATERLOO
CORPORATE RESOURCES
Legal Services
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
DISPOSAL OF EASEMENT INTEREST, NAFZIGER ROAD, TOWNSHIP OF
WILMOT
FILE CODE:
RECOMMENDATION:
THAT the Regional Municipality of Waterloo:
a)
declare the Region’s existing easement interest in Parts 9 and 11, Reference Plan 58R13951, Township of Wilmot as surplus and enter into such documentation as is required to release
the Region’s interest established by the easement for $1.00 plus costs, subject to the Region's
property disposition by-law and to the satisfaction of the Region’s Solicitor, as detailed in Report CRRS-06-025 dated May 2, 2006; and
b)
give the Regional Solicitor authority to execute and register, electronically or otherwise, any
documentation required to give effect to the foregoing.
SUMMARY:
Nil
REPORT:
The Regional Municipality of Waterloo acquired an easement over Part 1, Reference Plan 58R11306, which easement was registered on title on June 9, 1998 as Instrument Number 1382338.
The easement was conveyed by Alloy Casting Industries Limited (the “Owners”) to the Region for a
nominal cost to construct a drainage ditch on the lands. The drainage ditch is located on the west
side of Nafziger Road south of Snyder’s Road West, in New Hamburg in the Township of Wilmot.
The Owners are currently developing the lands. Due to the development of the lands a portion of
the drainage ditch was relocated and an easement was registered on August 8, 2005 from the
Owners to the Region over the required lands for the maintenance of the relocated drainage ditch at
the expense of the Owner as a condition of severance. As a result, part of the existing easement is
no longer required on the lands referred to in the Recommendation above. These lands are now
owned by The Corporation of the Township of Wilmot and the Township has registered a by-law
dedicating and opening the lands as public highway, namely Kaster Court. Planning, Housing and
Community Services staff and Transportation and Environmental Services staff have advised they
have no objection to the Region releasing the easement interest in the lands.
The Region's property disposition by-law requires that we advertise the disposal of surplus interest
in land in the local newspaper. The release of easement as it affects the lands will be finalized only
after all requirements of the Region’s property disposition by-law are met. All associated costs of
the release of easement, such as public notification and registration of documentation, will be paid
by the Owners.
The location of the subject lands are as shown attached in Appendix “A” and Appendix “B”.
Page 1 of 4
May 2, 2006
Report: CR-RS-06-025
CORPORATE STRATEGIC PLAN:
The recommendation does not directly fall under one or more of the objectives of the five focus
areas; however, it does support the Region’s Vision, Mission and Values in that it provides good
citizen service.
FINANCIAL IMPLICATIONS:
All associated costs of the release of easement will be paid by the Owners.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Transportation and Environmental Services staff and Planning, Housing and Community Services
Department staff have been consulted in the preparation of this report.
ATTACHMENTS
Appendix “A” – location map of lands
Appendix “B” – partial copy of Reference Plan 58R-13951.
PREPARED BY: Joan Moore, Property Agent
APPROVED BY: Gary Sosnoski, Commissioner of Corporate Resources
# 276283
Page 2 of 4
May 2, 2006
Report: CR-RS-06-025
Appendix “A”
Subject Area:
Kaster Court
# 276283
Page 3 of 4
May 2, 2006
Report: CR-RS-06-025
Appendix “B”
Partial Copy Reference Plan 58R-13951
Subject Lands:
Parts 9 and 11, Plan 58R-13951
Kaster Court
# 276283
Page 4 of 4
Report: CR-RS-06-027
REGION OF WATERLOO
CORPORATE RESOURCES
Legal Services
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
AUTHORIZATION TO EXPROPRIATE PERMANENT EASEMENTS (2ND REPORT)
ALONG SHANTZ STATION ROAD, TOWNSHIP OF WOOLWICH, RELATING TO
REGION OF WATERLOO INTERNATIONAL AIRPORT REQUIREMENTS
FILE CODE:
RECOMMENDATION:
That the Regional Municipality of Waterloo approve the expropriation of the property detailed in
Report CR-RS-06-027 dated May 2, 2006 described as follows:
Permanent Easements:
1.
Part Lot 88, German Company Tract, Township of Woolwich, being
Reference Plan 58R-15013 (1163 Shantz Station Road)
2.
Part Lot 87, German Company Tract, Township of Woolwich, being
Reference Plan 58R-15013 (municipal address unavailable)
3.
Part Lot 103, German Company Tract, Township of Woolwich, being
Reference Plan 58R-15013 (1292 Shantz Station Road)
4.
Part Lot 87, German Company Tract, Township of Woolwich, being
Reference Plan 58R-15013 (municipal address unavailable)
Part 1 on
Part 5 on
Part 6 on
Part 7 on
And that staff be instructed to register a Plan of Expropriation for the property within three months of
the granting of the approval to expropriate the property, as required by the Expropriations Act;
And that the registered owners be served with a Notice of Expropriation and a Notice of Possession
for the property after the registration of the Plan of Expropriation;
And that an Offer of Compensation be served upon the registered owners of the property in the
amount of the market value of the land as estimated by the Region’s appraiser;
And further that the Regional Solicitor be authorized to discontinue expropriation proceedings or any
part thereof, in respect of the above described lands, or any part thereof, upon the registration on
title of the required documentation to complete an acquisition of the required interest.
SUMMARY:
Nil
REPORT:
As part of the approved Airport 2006 Capital program and the Airport Master Plan it has been
identified that there is a need to achieve a precision approach for aircraft on Runway 07/25. As part
of the requirement for precision approach the Region requires the lowering of Shantz Station Road
to the east of Runway 07/25 (in 2007) and to remove obstacles for incoming aircraft, which include
the existing hydro poles on Shantz Station Road which must be removed and replaced with
underground works. Currently the right of way for Shantz Station Road is very limited and as a
result property is required for burying the hydro lines and for placing new poles and guys along
Page 1 of 4
May 2, 2006
Report: CR-RS-06-027
Shantz Station Road, which will not interfere with the precision approach requirements.
Waterloo North Hydro has confirmed that they will require permanent easements along Shantz
Station Road for the relocation of existing hydro utilities as a result of airport requirements. It is the
intent that these easements will be transferred to the hydro authority if they are acquired through a
negotiated settlement prior to expropriation.
Council approved the commencement of expropriation of the subject properties on November 29,
2005 as detailed in report CR-RS-05-089. The appropriate forms under the Expropriations Act were
served in order to initiate formal proceedings under the Act for these properties. All of the affected
property owners were previously contacted by Legal Services staff and informed of the project as
well as the Region’s intention to commence the expropriation process and the Region’s
Expropriation Information Sheet was provided to each of them. Legal Services staff also contacted
all property owners and informed them of the Region’s intention to continue with the expropriation
process in order to ensure that the construction timeline is maintained, including this report being
presented to Council, as detailed in the Region’s Expropriation Information Sheet.
Negotiations have been proceeding with the affected property owners and if an agreement is
reached and the conveyance of property rights is completed, that property will be dropped from the
expropriation process by the Regional Solicitor.
The Region did not receive a notice for a Hearing of Necessity within the statutory time frame
established by the Expropriations Act from any of the affected property owners. The next step in the
proceedings is for Council to approve the expropriation of the property. This approval will ultimately
be endorsed upon a certificate of approval on the Plan of Expropriation for those properties not
acquired under agreement. The Plan is then registered within three months of the approval.
Ownership of the property vests with the Region upon the registration of the Plan. Notices of
Expropriation are then served upon all registered owners, including tenants as shown on the
assessment roll.
Once ownership by the Region is secured through the registration of the Plan, it is possible to serve
the Notice of Possession. The date for possession can be no sooner than three months following
the date of service of the Notice of Possession. The Notices of Expropriation and Notices of
Possession may be served at the same time.
After the registration of the Plan of Expropriation and prior to the taking of possession of the property
the expropriating authority is required to serve the registered owners with an offer in full
compensation for their interests in the land. The offer must be accompanied by the immediate
payment of one hundred (100%) percent of the appraised market value of the land to the registered
owners as estimated by the Region's appraiser. The registered owners are also to be served with a
report appraising the market value of the property, which report formed the basis for the offer of
compensation
The expropriation process is proceeding in an attempt to ensure that the Region has possession of
the permanent easements to coincide with the scheduled construction of hydro works in 2006.
Transportation and Environmental Services staff advises that they are not aware of any
environmental concerns with respect to the subject lands. The expropriation of the permanent
easements is on an “as is” basis.
The subject lands are shown on the attached appendix “A”.
#277827
Page 2 of 4
May 2, 2006
Report: CR-RS-06-027
CORPORATE STRATEGIC PLAN:
This project supports the goal of creating and supporting a climate that encourages economic
prosperity.
FINANCIAL IMPLICATIONS:
Transportation and Environmental Services staff advise the approved Airport 2006 Transportation
Capital program includes $176,000 for the relocation of the overhead hydro to underground and
property costs, and it is estimated that the existing budget is sufficient to cover these costs.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Transportation and Environmental Services have been consulted in the preparation of this report.
ATTACHMENTS
Appendix “A” – location map of lands.
PREPARED BY: W. Duncan Leggett, Solicitor, Property
APPROVED BY: Gary Sosnoski, Commissioner of Corporate Resources
#277827
Page 3 of 4
May 2, 2006
Report: CR-RS-06-027
Appendix “A”
3
2
4
Shantz Station Road
Airport Lands
1
Permanent Easements:
1.
2.
3.
4.
#277827
Part 1, Plan 58R-15013 (1163 Shantz Station Road)
Part 5, Plan 58R-15013 (municipal address not available)
Part 6, Plan 58R-15013 (1292 Shantz Station Road)
Part 7, Plan 58R-15013 (municipal address not available)
Page 4 of 4
Report: E-05-103.1
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Waste Management
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
FOOD WASTE ORGANICS PILOT PROJECT UPDATE
FILE CODE: E21-20
RECOMMENDATION:
THAT the Regional Municipality of Waterloo:
a)
b)
Approve the scope of the Food Waste Organics Pilot Project as presented in Report
E-05-103.1 dated May 2, 2006; and
Amend the existing waste collection contract with Waste Management Canada to
include curbside collection and transfer of the Food Waste to the processing facility
for the duration of the pilot project.
SUMMARY:
The Food Waste Organics Pilot Project is tentatively scheduled to begin on October 23, 2006.
Residents in five different selected pilot areas will receive green bins and education packages
during the first weeks of October. The pilot will involve two neighbourhoods in Cambridge, two
in Kitchener, and one in Waterloo. Collected materials will include food waste kitchen scraps,
as well as soiled tissues, paper towels, pet wastes, and kitty litter. The organics will be
collected by our existing waste collection contractor, Waste Management Canada, using an
individual truck dedicated to the pilot program, and delivered to Integrated Municipal Systems in
Thorold, Ontario for processing. Communication with and education of program participants will
begin several weeks before the start of the pilot and will continue throughout the year.
REPORT:
Background
The “Three Year Waste Reduction Sequencing Plan” was approved by Regional Council on
October 19, 2004. One of the components of the plan is a Food Waste Organics Pilot Project
scheduled for the fall of 2006. Completion of the pilot project also fulfills one of the objectives of
the Corporate Strategic Plan.
The Food Waste Organics Pilot Project will run from October 2006 through September 2007,
allowing 12 months to evaluate the program. Approximately 5,000 households in the tri-cities
area will participate in this program, which will be evaluated based on the amount of waste
diverted; number and nature of complaints/concerns received; program costs; participation rate
and capture rate. Following completion of the pilot, long term options for processing and the
potential for Region-wide rollout will be fully reviewed.
Page 1 of 9
May 2, 2006
Report: E-05-103.1
Collection of Materials
Collection Containers
Residents will be given a 40-litre curbside collection bin with latching lid (commonly referred to
as a “green bin”) and a smaller sized kitchen-bin to collect materials. A supply of paper liner
bags with a water-resistant cellulose liner will also be delivered to residents along with the cart.
Although the use of liners for the bin is not necessary for participation, the liners will assist
residents in keeping bins clean and odour free. Once residents have used up their supply, they
can wrap food waste in other acceptable paper products, such as take out bags, or flour/potato
bags. They will also have the option of obtaining additional paper bag liners as required from
the Region at cost.
Collection Method
The collection of food waste organics will take place weekly in the pilot areas, on residents’
regular garbage collection day. Weekly garbage and recycling pickup and bi-weekly leaf and
yard waste collection in these areas will remain unchanged. A dedicated truck will be used to
collect the food waste. Participation in the pilot program is not mandatory, but all residents in
the designated collection area will be encouraged to participate. Staff developed the five pilot
areas to include a mix of housing styles across the Region. Most pilot areas match existing
daily collection routes to provide a basis for evaluating the effectiveness of the collection
program.
For the pilot, collected food waste will be delivered to the Cambridge Transfer Station, where it
will be stored in sealed containers and then transferred for processing as required. The
Region’s two existing waste collection contractors were invited to bid to supply the single truck
required for the pilot program. The bid received from Waste Management Canada is
competitive and consistent with the collection current contract cost. The all inclusive daily cost
for collection services is $770.00 and includes daily transfer of the food waste collected to the
Cambridge Transfer Station. Plein Disposal declined to bid.
Designated Materials for Diversion
The following materials are acceptable in the Food Waste Organics Pilot:
Kitchen Waste
Baked goods, bones, bread/toast, butter and margarine, cake, candy, cereal, cheese, cookies,
coffee filters and grounds, corn cobs and husks, dough, eggs and eggshells, fish and fish parts,
flour, fruit, grains, gravy and sauces, grease/lards/fats, herbs and spices, jams and jellies,
mayonnaise, meat and meat products, nuts and shells, oatmeal, pasta, peanut butter, pizza,
popcorn, pumpkins, rice, salads and dressings, shellfish, sour cream, sugar, syrup, tea bags,
vegetables, yogurt.
Paper Products
Facial tissues, flour/sugar/potato bags, freezer paper, greasy pizza boxes, microwave popcorn
bags, paper napkins/plates/cups, paper towels, soiled waxed paper and cardboard, wrapping
paper.
Other
Cat litter, dryer lint, feathers, hair, houseplant waste, nail clippings, pet hair, pet droppings,
sawdust, toothpicks, wood chips, wood ashes (cold).
Plastic bags and other plastics products are not acceptable in the green bin. Wrapping food
waste in plastic bags cause extreme problems in processing and composting the food waste.
264030
Page 2 of 9
May 2, 2006
Report: E-05-103.1
By not accepting plastic bags in the green bin, the quality of the finished compost will be high
with very little residue.
Processing System
Public and private organics processing facilities were invited to bid on the composting of the
collected organics. Integrated Municipal Systems (IMS) of Thorold, Ontario has been selected
to undertake processing for this pilot as they met the required technical evaluation criteria and
were the lowest bidder. IMS was also one of only two bidders willing to accept kitty litter and pet
wastes along with food organics for processing. This is a significant issue as it is estimated that
over 9,000 tonnes of kitty litter is landfilled locally each year. The cost to process the food
waste is $60/tonne. IMS will mix the Region’s food waste with yard waste received from
elsewhere. IMS assumes ownership of the food waste once received.
Collection Areas
Five areas on current collection routes in the tri-cities are proposed for the pilot, providing a
diverse cross-section of the Region. Precise maps of the collection areas, including
participating streets are included in Appendix A and described verbally below.
•
•
•
•
•
Monday Collection Area: City of Cambridge, north of Cedar Street to Blenheim Road
(not included), south of Cedar Street to Wedgewood Drive
Tuesday Collection Area: City of Kitchener, north of Ottawa Street South between
Windflower Drive and International Place, southwest of Fischer Hallman and southeast
of Ottawa Street to Wilderness Drive and Bush Clover Crescent
Wednesday Collection Area: City of Waterloo, area bordered by Columbia Street (not
included), Albert Street (not included), Weber Street N. (not included) and Blythwood
Road.
Thursday Collection Area: City of Cambridge, area bordered by Townline Road (not
included) to the east, Ellis Road to the south, and River Road (not included) to the
northwest.
Friday Collection Area: City of Kitchener, area bordered by Frederick Street to the
north, East Avenue to the east, Weber Street East and Stirling Avenue North in the
south, and Lancaster Street East in the west.
Communication/Education Strategy
The communication plan for the food waste pilot includes the following steps:
1. Letter of Information hand delivered to residents in pilot areas;
2. Community open house sessions in each pilot area;
3. Green bin, lined paper bags and educational materials distribution in the two weeks prior
to program start up;
4. Ongoing communication to pilot participants via a quarterly newsletter; and
5. Participant survey at regular program intervals.
Next Steps
The start date for the pilot has been tentatively set for October 23, 2006. The communication
and education program for participating residents will begin within one month of the start date.
264030
Page 3 of 9
May 2, 2006
Report: E-05-103.1
CORPORATE STRATEGIC PLAN:
This pilot program will evaluate the effectiveness and cost of curbside food waste collection as a
method of diverting waste from our landfill. This is consistent with the Corporate Strategic Plan
of reducing reliance on landfill disposal, while ensuring that we spend wisely the dollars that we
are entrusted with and maximize their use for those we serve.
FINANCIAL IMPLICATIONS:
As part of the 2006 Budget Process, Regional Council approved a one-time expenditure of $1.5
million over the years 2006 and 2007 for the pilot program. All program costs confirmed to date
are within budget estimates. Processing costs are based on actual tonnes received and
processed. Therefore, actual costs will be based on program participation. A complete update
on the pilot program will be provided to Planning and Works Committee in February 2007.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
The Finance Department has reviewed this report.
ATTACHMENTS
Appendix A: Proposed Collection Routes
PREPARED BY: Cari Howard, Project Manager
APPROVED BY: Thomas Schmidt, Commissioner of Transportation & Environmental Services
264030
Page 4 of 9
May 2, 2006
Report: E-05-103.1
APPENDIX A - Collection Area Maps
Monday Collection Area: City of Cambridge
VVEE
RYY AA
UR
ISBBU
ALLIS
S
SA
D
R
RD
RAAYY
RR
UR
M
MU
R
DR
OD
RO
OR
O
LLSSBB
H
HIILL
VVEE
N AA
ON
RO
YR
B
BY
E
VE
AV
EA
ALLE
D
DA
STT
NS
EN
HE
PH
EP
S
STTE
STT
NTT S
EN
K
KE
E
VE
AV
WA
EW
RE
D
DR
RTT
CR
IM C
S
SIM
R
DR
ILLL D
HIL
CH
RC
UR
HU
C
CH
D
RD
ER
ATTE
GA
HG
UTTH
OU
S
SO
PPLL
YAALL
OY
RO
NTT R
UN
OU
M
MO
S
ES
RE
CR
DC
ND
AN
HLLA
IGH
H
HIG
R
DR
DD
OD
OO
WO
KW
RK
AR
P
PA
E
NE
AN
Y LLA
EY
NLLE
EN
K
KE
STT
YS
AY
D
DA
W
WEES
STT C
CO
OVVE
E
CCRR
EESS
TTCC
RRTT
D
RD
ER
ATTE
GA
HG
UTTH
OU
S
SO
RTT
CR
YC
NY
AN
BA
A
ALLB
D
VD
BLLV
IN B
WIN
RW
OR
C
CO
CRT
PACIFIC
PACIFIC CRT
R
DR
STT D
ES
RE
CR
ILLLC
H
HIL
B
BLLE
EN
NH
HE
EIM
IM R
RD
D
R
DR
AD
EA
NLLE
ON
D
DO
STT
RS
AR
DA
ED
C
CE
REESS
CR
RC
AR
DA
ED
C
CE
D
RD
KR
EK
EE
RE
CR
RC
R
A
A
D
D
E
E
C
C
DD
AANN
G
GRR
RTT
CR
NC
AN
VA
IIV
L
L
L
L
U
SSU
DDRR
GEE
DDG
RRII
R
DR
DD
OD
OO
WO
HW
UTTH
OU
S
SO
RTT
CR
DC
OD
OO
WO
R
RW
DEE
ND
U
UN
EESS
CCRR
D
D
OOOO
W
W
LLEE
P
P
AAPP
S
ES
RE
CR
HC
TH
R
R
DR
D
O
O
W
SW
OAAKK
DS
AD
TTEE O
I
I
H
H
W
WA
W
W
W
WO
OO
OD
DVV
AALLEE
CR
C
RTT
E
E
V
V
A
A
N
N
W
W
A
HLLA
CH
B
BIR
IRC
R
DR
ND
N
AVVAA
ELLA
D
DE
EESS
CCRR
ODD
OO
WO
RRW
DDEE
SS
AALL
REE
CR
DC
OD
OO
W
WO
SSTT
W
WEE
D
RD
DR
OD
OO
WO
RW
AR
H
HA
R
DR
DD
OD
OO
WO
EW
GE
DG
ED
W
WE
©
© Teranet
Teranet Land
Land Information
Information Services
Services Inc.
Inc. and
and its
its licensors,
licensors, 2006.
2006.
not be
be reproduced
reproduced without
without permission.
May
May not
permission.
THIS
THIS IS
IS NOT
NOT AA PLAN
PLAN OF
OF SURVEY
SURVEY
Produced by Planning,
Housing and Community Services
264030
Monday Collection Area: City of Cambridge
N
© Region of Waterloo 2006
Page 5 of 9
May 2, 2006
Report: E-05-103.1
Tuesday Collection Area: City of Kitchener
R
R
ND
IIN
OBB
R
RO
KKEE
W
WAA
SS
REE
CR
NC
IIN
OBB
R
RO
KKEE
W
WAA
SS
REE
CR
R
RC
E
E
W
OW
LLO
DFF
N
ND
W
WII
LL
R
R PP
WEE
O
OW
L
L
DFF
N
ND
W
WII
SS
SSTT
W
WAA
TTAA
O
OTT
RTT
CCR
SS
EESS
CRR
RRC
TTEE
W
WAA
DDRR
EERR
W
W
LLOO
SS
DDFF
RREE
IINN
W
W
LLCC
I
I
OO
IILLFF
M
M
LL
LL PP
NAA
N
O
O
TTII
NNAA
EERR
T
T
IINN
TT
CCRR
W
OOW
ILLLL
W
WI
EERR
AATT
W
W
264030
Tuesday Collection Area: City of Kitchener
N
SS
REE
C
CR
Produced by Planning,
Housing and Community Services
W
WO
OO
OD
DP
OP
PO
PP
PYY C
RTT
CR
R
EER
OVV
CLLO
H
HC
USS
BBU
Information Services
©
© Teranet
Teranet Land
Land Information
Services Inc.
Inc. and
and its
its licensors,
licensors, 2006.
2006.
not be
be reproduced
reproduced without
without permission.
May not
permission.
May
THIS
THIS IS
IS NOT
NOT A
A PLAN
PLAN OF
OF SURVEY
SURVEY
SSTT
YY
RRRR
E
E
BB
CCKK
HHAA
RRDD
AANN
M
M
LL
AALL
--HH
R
R
HHEE
SSCC
FFII
SS
REE
CR
DC
IID
CH
RC
O
OR
R
D
DR
OXX
FFO
REEYY
G
GR
S
ES
RE
CR
EC
OTTTTE
RLLO
AR
HA
CH
NC
EN
EE
UE
Q
QU
S
ES
RE
C
CR
INTT
MIN
IN M
AIN
NTTA
UN
OU
M
MO
R
DR
SD
SS
ES
NE
RN
ER
DE
ILD
W
WIL
S
ES
RE
CR
IN C
RTTIN
AR
MA
EM
INE
P
PIN
A
AC
CTTIV
IVA
AA
AV
VEE
© Region of Waterloo 2006
Page 6 of 9
May 2, 2006
Report: E-05-103.1
Wednesday Collection Area: City of Waterloo
TT
CRR
D
DC
O
O
O
W
WO
RRKK
PPAA
D
D
D RR
OD
OO
W
WO
H
H
YYTT
BBLL
PPLL
RIIEE
R
RR
BBAA
VVE
DD AA
R
R
O
LLFFO
M
MII
TT NN
RR SS
BBEE
W
WEE
LL
D PP
OD
OO
WO
HW
TTH
BBLLYY
L
PPL
DD
O
O
OO
W
DW
ILILD
W
W
DDRR
CCKK
RRAA
M
MAA
TTAA
LL
EE
AAZZ
HH
PPLL
SSO
OR
RR
REE
LL
SSMM
AALL
LLW
W
OOO
ODD
DDR
R
SSTT
SSTT
LLYY
OLL
H
HO
SSTT
RTT
EER
AALLBB
R
D
DR
N
TTIIN
S
S
U
AAU
SS
REE
CR
LL C
L
L
I
I
RRDD
CCAA
SSTT
GHH
G
HHII
W
W
SSTT
BBIIAA
M
M
U
U
OLL
C
CO
Information Services
© Teranet
Teranet Land
Land Information
Services Inc.
Inc. and
and its
its licensors,
licensors, 2006.
2006.
©
May
May not
not be reproduced
reproduced without
without permission.
permission.
IS NOT
THIS
THIS IS
NOT A
A PLAN
PLAN OF
OF SURVEY
SURVEY
Produced by Planning,
Housing and Community Services
Wednesday Collection Area: City of Waterloo
N
© Region of Waterloo 2006
Page 7 of 9
May 2, 2006
Report: E-05-103.1
Thursday Collection Area: City of Cambridge
S
ES
RE
CR
NC
ON
PTTO
KIIP
S
SK
R
RIIV
VE
ER
RR
RD
D
Y
AY
WA
DW
OD
OO
W
WO
E
E
V
V
I
I
O
OLL
R
DR
ND
EN
KE
EK
E
EE
M
M
C
C
M
M
R
DR
RD
NEER
NN
EN
R
RE
REESS
CR
EE C
ALLEE
RA
AR
K
KA
EENN
DDEE
AAVV
O
OUU
RR D
DRR
G
GIIBB
BBSS
TT
R
DR
ND
ON
SO
RS
ER
DE
A
ALLD
R
DR
ND
AN
RA
ELLR
M
ME
PLL
AP
MA
E
ELLM
D
RD
YR
NTTY
UN
OU
C
CO
ST
AL ST
TTAL
UTT
N
NU
P
PLL
ATTTT
RA
PPR
R
RR
R
E TTEE
INE
STTIN
RS
ER
W
WE
RTT
CR
MC
AM
IILLLLIIA
W
W
G
G
N
K
KIIN
R
DR
KD
ICK
MIC
RM
OR
CO
CC
M
MC
R
DR
ND
AN
DA
RD
OR
JJO
S
ES
RE
CR
NC
ON
STTO
RS
AR
M
MA
R
DR
YD
RY
RR
ER
JJE
E
NE
AN
R LLA
ER
SLLE
US
OU
H
HO
RTT
CR
NC
IAN
BIA
AB
FFA
DR
ND
ON
RO
OFFR
S
SO
S
ES
RE
CR
EC
IFFFE
CLLIF
HC
RTTH
OR
N
NO
264030
S
ES
RE
CR
RC
ER
ME
H
HAAM
Produced by Planning,
Housing and Community Services
S
ES
RE
CR
OC
RO
AR
CA
EC
D
DE
STT
IN S
HLLIN
GH
UG
AU
CLLA
M
MC
Y
AY
WA
SW
ES
EE
G
GE
©
© Teranet
Teranet Land
Land Information
Information Services
Services Inc.
Inc. and
and its
its licensors,
licensors, 2006.
2006.
not be
be reproduced
reproduced without
without permission.
May not
permission.
May
THIS
THIS IS
IS NOT
NOT AA PLAN
PLAN OF
OF SURVEY
SURVEY
R
DR
RD
ER
ATTE
WA
EW
UE
B
BLLU
R
DR
DD
OD
OO
WO
RW
ER
K
KE
RTT
CR
EC
NE
EN
RLLE
ER
M
ME
D
RD
ER
NE
NLLIIN
WN
OW
TTO
S
ES
RE
CR
YC
EY
NE
EN
EE
WE
S
SW
S
ES
RE
CR
YC
CY
RC
AR
M
MA
3344
N
N
D 1100
OAAD
RO
ER
IDE
S
SID
D
RD
IS R
E
ELLLLIS
Thursday Collection Area: City of Cambridge
N
© Region of Waterloo 2006
Page 8 of 9
May 2, 2006
Report: E-05-103.1
Friday Collection Area: City of Kitchener
SSTT
CKK
C
I
I
EERR
EEDD
FFRR
VVEE
TT AA
EEAASS
EE
AAVV
R
R
NEE
RN
R
M
MEE
STT
S
DIIAA
LLYYD
VVEE
R AA
R
NEE
N
H
H
O
H
HO
TT
LL SS
UEE
M
MU
SSAA
ST E
E
TER ST
CASTER
LAN
LANCAS
TT
LL SS
PPEE
A
A
H
C
CH
TT
N SS
ON
O
MEE
SSIIM
TT
N SS
M
MAA
E
E
G
NG
BBIIN
D
R
RD
AALLEE
D
D
N
EEN
G
GLL
TT
R
R SS
HEE
CH
AAC
B
B
U
RU
BBR
TT
G SS
UG
RU
KKR
SSTT
OYY
RO
TTR
N
EE N
AAVV
R
RAA
O
O
D
N
ND
PPAA
NN
VEE
G AA
G
I
I
N
N
RLL
R
SSTTII
FFAAII
RRVV
IIEEW
W
AAVV
EE
SSTT
EE
OSS
R
RO
W
WEE
BBEE
RR
SSTT
EE
N
N
SSTT
ONN
RRO
E
E
M
M
C
CAA
SS
REE
CR
AC
R
R
O
DO
N
ND
PPAA
©
© Teranet
Teranet Land
Land Information
Information Services
Services Inc.
Inc. and its licensors, 2006.
2006.
May
May not
not be
be reproduced
reproduced without
without permission.
permission.
THIS
THIS IS
IS NOT
NOT A
A PLAN
PLAN OF
OF SURVEY
SURVEY
Produced by Planning,
Housing and Community Services
264030
Friday Collection Area: City of Kitchener
N
© Region of Waterloo 2006
Page 9 of 9
Report: E-06-047
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Waste Management
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
WASTE MANAGEMENT EDUCATION PROGRAM
FILE CODE: C04-30
RECOMMENDATION:
For information.
SUMMARY:
Public interest in waste management, particularly diversion from landfill, has grown significantly over
the last decade. Municipalities are investing in education programs on the importance of the 3 Rs
and how individual waste management practices can reduce what is being sent to landfill. This
report provides details on the comprehensive, hands-on Waste Management education program
focused on the youth in the Region of Waterloo. A small vacant building at the front gate of the
Waterloo Landfill has been converted to accommodate school groups for on-site educational
presentations, including tours of the landfill and Materials Recycling Centre. A formal opening and
ribbon cutting ceremony is planned for May 16, 2006, at 11:00 a.m. following the Planning
and Works Committee meeting to be held at the WRESTRC facility. All Regional Councillors
are invited to participate.
REPORT:
Background
In November 2001, Regional Council endorsed a recommendation to develop and implement a
student-focused, Waste Management environmental education program, and to launch the “Don’t
Litter Bug” vehicle as a trademark representing the new initiative. Introduced to the public at the
2002 Waterloo-Wellington Children’s Groundwater Festival, the “Bug” and blue box trailer is widely
recognized in the Region and continues to be used in parades and in many public events as a visual
prompt for better waste management habits. As intended, the “Bug” has been very popular with
children and teachers, stimulating requests for school presentations on waste management issues.
In late 2002, a school-based environmental educational program called “Catch the Bug” was
initiated, with a focus on Grades K to 6. This program continues to be presented at schools,
engaging children in informative, hands-on activities, with a theme on recycling and “what we can
do”.
Page 1 of 3
May 2, 2006
Report: E-06-047
Education Program Details
The objectives of the educational program are:
•
to build awareness of Waste Management issues, both regionally and within the
broader global environment;
•
to provide practical techniques on how each one of us can implement reduction
and diversion practices;
•
to positively encourage participation through building a heightened sense of
personal commitment and community pride; and
•
by providing education on environmental issues, the rich environmental history of
the area and the Region’s continued progressive initiatives.
To ensure that these objectives are being met, regular evaluation of the program content and
delivery are performed by the teacher user groups. Suggestions/recommendations are recorded
and reviewed by Staff for program improvements. Feedback on the program has been enthusiastic
and consistently positive, increasing the referrals and requests for next-year bookings. A welcome
outcome of this popularity has been the interest from higher grades, with increasing demand from
Grades 7 – 11.
Since its inception in 2002, the number of participants has grown by over 350 percent, to over
6,200 students experiencing the at-school or on-site program in 2005. The force behind the growth
has come primarily from word-of-mouth amongst the teacher user group. Promotion continues on
the Region’s website and through Environews.
The education program has been an overwhelming success and continues to evolve. High demand
for the “Catch The Bug” program and on-site tours led to an expansion of the school-based
education program. A small, vacant building at the front gate of the Waterloo landfill has been
converted to accommodate school groups for on-site educational presentations, incorporating a full
tour of the Materials Recycling Facility and landfill. Hosting school groups on site will greatly
increase the number of students that can participate, as compared to staff traveling to schools.
Another objective for this on-site program is to provide an even more in-depth learning experience.
Through pilot testing, teachers have indicated that the new on-site program, supported by a physical
tour of the waste management facility, provides a stronger impact and lasting impression with the
students.
To quote one teacher on the benefit of this program as an educational tool: “This was one of the
best and most valuable school trips I have ever participated in. The students learned so much that
we have been able to take back to our school and homes.”
A formal opening and ribbon cutting ceremony is planned for May 16, 2006, at 11:00 a.m.
following the Planning and Works Committee meeting to be held at the WRESTRC facility. All
Regional Councillors are invited to participate.
CORPORATE STRATEGIC PLAN:
This program supports the Corporate Strategic Goal of maintaining a sustainable and livable
community.
264988
Page 2 of 3
May 2, 2006
Report: E-06-047
FINANCIAL IMPLICATIONS:
Education program costs are provided for in the 2006 operational budget for the
Waste Management Division.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
NIL
ATTACHMENTS
NIL
PREPARED BY: Susan White, Manager, Waste Collection and Diversion
APPROVED BY: Thomas Schmidt, Commissioner, Transportation and Environmental Services
264988
Page 3 of 3
Report: E-06-056
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Waste Management
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
WATERLOO LANDFILL MONITORING PROGRAM UPDATE
FILE CODE: C04-30/E28-40
RECOMMENDATION:
THAT the Regional Municipality of Waterloo enter into a consulting agreement with Conestoga-Rovers
and Associates (CRA) to provide engineering and hydrogeologic services necessary to support the
Region with environmental monitoring activities at the Waterloo Landfill Site to an upset limit of
$194,750 plus applicable taxes.
SUMMARY:
NIL
REPORT:
Background
As required by the Waterloo Landfill Site Certificate of Approval, the Region undertakes a number of
environmental monitoring programs including groundwater and surface water quality assessments. Due
to our expanded site environmental infrastructure and increased involvement and commentary by the
Ministry of Environment (MOE) and the Waterloo Landfill Liaison Committee (WLLC), the groundwater
and surface water monitoring programs have grown. At present, groundwater and surface water
samples are collected from a sampling network comprised of over 180 monitoring wells and five surface
water ponds both on site and on adjacent properties. Results from our monthly monitoring activities are
summarized, assessed in terms of acceptable limits and provided to the MOE in the form of Annual
Monitoring Reports (AMRs). In addition, quarterly meetings are held to discuss operational and
monitoring program issues with the WLLC.
This report presents an overview of proposed activities to meet our monitoring program objectives.
Proposed Monitoring Program Activities
i)
Monitoring Well Installations
Upwards of ten (10) new monitoring wells are proposed in 2006. Eight (8) of these wells will be situated
along the western perimeter of the landfill site. The remaining two (2) wells will replace older, nonfunctioning wells. These new installations will further enhance groundwater monitoring data in this area
and provide additional input for the updated landfill hydrogeology assessment discussed below. In
addition, monitoring data will be compiled and verified as it becomes available including ongoing
optimization of the environmental monitoring program.
Page 1 of 4
May 2, 2006
ii)
Report: E-06-056
Updated Landfill Hydrogeology Assessment
A comprehensive update of the hydrogeology around the Waterloo Landfill Site is ongoing and is
intended to clarify the impact and potential future impact of landfill activities. This task involves the
development and implementation of an expanded water level monitoring program to supplement
existing groundwater data.
iii)
Environmental Control Measures
Continuing activities aimed at reducing environmental impacts from the landfill site are proposed and
include an assessment of the effectiveness of large diameter collection sumps (wells) in the northwestern portion of the old landfill area (OLA). The existing groundwater extraction well system located
in the southern portion of the site will also be evaluated and updated including an assessment for the
need for additional extraction wells.
iv)
Annual Reporting to The Ministry of Environment
This task has evolved considerably over the past few years and involves the preparation and finalization
of the 2006 AMR and the 2007 monitoring program for submission to the MOE. As well, separate
reporting related to individual monitoring tasks is now required as part of our monitoring program
activities.
v)
Hydro One/MOE/WLLC Technical Support
Due to ongoing consultation with neighbouring property owners Hydro One, the MOE and the WLLC, it
is anticipated that there will be a requirement for attendance at meetings and the preparation and
submission of technical response comments on the Region’s behalf. This is necessary as we are now
undertaking more activities related to the approved southern landfill expansion including an increase to
our monitoring network in relation to initial construction of landfill cells in the SEA in 2006 (cells SE-1
and SE-3) as well as the upcoming relocation of a hydro corridor.
Consultant Assignment
Staff recommend entering into a Consulting Agreement with CRA to provide monitoring program
assistance as outlined herein. CRA prepared all the original detailed designs for the landfill expansion
and authored the June 1990 hydrogeologic report that formed the basis of our successful EA approval.
CRA has also reviewed monitoring results at the site on an annual basis and has provided valuable
assistance to date. The consultant Project Manager involved in the preparation of the landfill expansion
documents remains committed to the project and will provide an invaluable link in discussions with the
MOE regarding what was assumed in the past compared to current conditions. CRA has prepared a
detailed workplan and cost estimate to perform the work and staff have thoroughly reviewed the
workplan and costs, made modifications as appropriate and consider the negotiated fee to be fair and
reasonable given the scope and complexity of the assignment. Given CRA’s previous involvement and
quality of work, staff are recommending to forgo the standard consultant selection process and retain
CRA to perform the work. A detailed list of tasks to be completed and associated costs is provided on
Appendix A. Overall, the consulting costs for this assignment will not exceed an upset fee of $194,750.
CORPORATE STRATEGIC PLAN:
Development and implementation of the monitoring program activities is consistent with the Corporate
Strategic Goal of developing policies and practices to protect our groundwater resources.
270140
Page 2 of 4
May 2, 2006
Report: E-06-056
FINANCIAL IMPLICATIONS:
The approved 2006 Waste Management Capital Budget includes $550,000 for hydrogeology and
leachate control initiatives which is sufficient for tasks related to monitoring program activities. The
remaining capital budget will be used for retaining drilling and excavation contractors necessary to
undertake the works related to the monitoring program activities described herein.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Staff from the Region’s Purchasing Division and water resource protection group were consulted in the
preparation of this report as well as the local resident group (WLLC) and the MOE.
ATTACHMENTS:
APPENDIX A – Monitoring Program Activities, Summary of Major Tasks and Upset Fees
PREPARED BY: Jon Arsenault, Manager, Engineering and Programs
APPROVED BY: Thomas Schmidt, Commissioner, Transportation & Environmental Services
270140
Page 3 of 4
May 2, 2006
APPENDIX A
Report: E-06-056
Monitoring Program Activities
Summary of Major Tasks and Upset Fees
Tasks
Fees
1. Supervision of Monitoring Well Installations & Program Assistance
$ 26,250
2. Updated Landfill Hydrogeology Assessment
$ 29,000
3. Environmental Control Measures
$ 72,000
4. Annual Reporting to MOE
$ 52,500
6. Hydro One/MOE/WLLC Technical Support
$ 15,000
Total Upset Fee
$194,750
270140
Page 4 of 4
Report: CR-RS-06-026
REGION OF WATERLOO
CORPORATE RESOURCES
Legal Services
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
HYDRO CORRIDOR RELOCATION, WATERLOO LANDFILL SITE
FILE CODE:
RECOMMENDATION:
That the Regional Municipality of Waterloo enter into agreements as required for the relocation of
the Hydro One corridor and transmission lines at the Waterloo Landfill site as follows:
a)
convey to Hydro One Networks Inc. an easement over lands described as part of Part Lot
39, German Company Tract, City of Kitchener, subject to registration of a reference plan, for the
sum of $2.00 plus associated taxes and costs on terms and conditions satisfactory to the
Commissioner of Transportation and Environmental Services and the Regional Solicitor, as detailed
in report CR-RS-06-026 dated May 2, 2006;
b)
convey to the Province through Ontario Realty Corporation the fee simple interest in the
lands described as part of Part Lot 39, German Company Tract, City of Kitchener, subject to
registration of a reference plan, for the sum of $2.00 and the conveyance to the Regional
Municipality of Waterloo of the existing corridor acquired under Recommendation c) below plus
associated taxes and costs on terms and conditions satisfactory to the Commissioner of
Transportation and Environmental Services and the Regional Solicitor, as detailed in report CR-RS06-026 dated May 2, 2006;
c)
acquire from the Province through Ontario Realty Corporation the fee simple interest in the
lands, being the existing corridor, described as Parts 2 and 3 on Plan 58R-7999 in the City of
Kitchener for the sum of $2.00 and the conveyance to the Province through Ontario Realty
Corporation of the new corridor conveyed under Recommendation b) above, plus associated taxes
and costs on terms and conditions satisfactory to the Commissioner of Transportation and
Environmental Services and the Regional Solicitor, as detailed in report CR-RS-06-026 dated May 2,
2006; and
d)
give the Regional Solicitor authority to execute and register, electronically or otherwise, any
documentation required to give effect to the foregoing.
SUMMARY:
Nil
REPORT:
The Region is in the process of expanding the Waterloo Landfill Site along its southern boundary.
This expansion requires the relocation of an existing Hydro One transmission line to a location
situated farther south onto lands which are owned by the Region. The Provincial Crown
represented by Ontario Realty Corporation is the owner of the corridor lands on which the existing
Hydro One transmission lines are situated. An agreement is proposed whereby the Region provides
an easement to Hydro One on the lands to be transferred to the Province so that Hydro One can
construct new transmission lines in anticipation of a later land exchange. These lines would then be
Page 1 of 3
May 2, 2006
Report: CR-RS-06-026
activated, the existing corridor would be deactivated and removed by Hydro One and the existing
Hydro One easement would be released. The Region and Province represented by Ontario Realty
Corporation would then exchange lands for a nominal sum, the Region being conveyed the existing
corridor from which the hydro lines have been relocated, and Ontario Realty Corporation acquiring
the new corridor onto which the hydro lines were relocated pursuant to the easement. The lands to
be conveyed to Ontario Realty Corporation will be the same lands on which the easement was
previously provided to Hydro Ontario to facilitate the relocation of the hydro lines. The costs of the
relocation and removals was detailed and approved in Report E-06-036 dated March 7, 2006.
Previously Report CR-RS-05-022 dated April 5, 2005 approved the recommendation that declared
the new Hydro corridor (Region owned lands) surplus to its requirements. Certain matters have
been finalized since that Report as a result of negotiations with Hydro One. Therefore, the
Recommendations in this Report provide approval as to price as required by Recommendation c) of
Report CR-RS-05-022 as although Hydro One is still obtaining the easement from the Region for a
nominal sum, the price is otherwise being satisfied, both as to the acquisition of the old corridor and
the disposition of the new corridor, by the exchange of these lands between the parties.
The transmission line relocation is scheduled to commence this year and it is estimated that
completion of said relocation will occur in 2007.
CORPORATE STRATEGIC PLAN:
This project is a component of an overall waste management system designed to be consistent with
the corporate strategic focus area of protecting and enhancing the environment.
FINANCIAL IMPLICATIONS:
The Region and Hydro One/Ontario Realty Corporation have agreed to exchange lands and
easement needs for nominal sums.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Staff of the Transportation and Environmental Services Department have been consulted and have
assisted in the preparation of this Report.
ATTACHMENTS
Appendix “A” –Sketch of Waterloo Landfill Site, Proposed Hydro One Relocation
PREPARED BY: Bruce McNaughton, Administrator, Real Estate Services
APPROVED BY: Gary Sosnoski, Commissioner of Corporate Resources.
#276090
Page 2 of 3
May 2, 2006
#276090
Report: CR-RS-06-026
Page 3 of 3
Report: E-06-039
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Water Services
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
WATER SUPPLY UPDATE
FILE CODE: C04-30/P&W/WS.06
RECOMMENDATION:
For information.
SUMMARY:
The Regional Municipality of Waterloo’s Water Services Division (WSD) has a number of ongoing
projects and initiatives that are intended to increase water supply capacity, reduce peak demand
and ensure adequate water supply in the short, medium and long term. This report summarizes
these ongoing projects and initiatives and puts them into the context of current and future water
demands and capacity.
The Region is one of the fastest growing communities in Ontario. One of the impacts of growth is a
steady increase in water demands. To ensure adequate water supply, the Region approved the
Long Term Water Strategy (LTWS) in May 2000. Updates on the specific LTWS activities related to
increasing water supply are discussed in this report.
The WSD has also implemented several short and medium term programs related to water supply
capacity. These include treatment of 1,4 Dioxane to restore the Greenbrook well field to operation;
Infrastructure Asset Management System for the well water supply and optimization of the
Mannheim Water Treatment Plant. These projects focus on restoring water supply capacity.
A number of initiatives in the Water Efficiency Master Plan (WEMP) have successfully achieved
savings of 1.2 MIGD over a seven-year period. Implementation of the Stage 2 Outdoor Water Use
Restrictions in 2005 successfully reduced total per capita water use by 10% over the summer
months. Combined, these water efficiency initiatives have effectively reduced water demands and
ensure continued commitment to meet the objectives of the WEMP.
REPORT:
Background
The WSD has a number of ongoing projects and initiatives that are intended to increase water
supply capacity, reduce demand and ensure adequate water supply in the short, medium and long
term. This report summarizes these ongoing projects and puts them into the context of current and
future water demand and capacity.
Page 1 of 7
May 2, 2006
Report: E-06-039
As the Region is one of the fastest growing areas in Ontario, planning for growth requires planning
for steadily increasing water demand. The Region monitors two primary measures of water
demand:
•
Average Day Water Demand: This measures usual daily residential and industrial water
use. Average day water use is impacted by growth and/or changes in indoor water use (i.e.
implementing water efficiency measures, etc.)
•
Maximum Day Water Demand: This measures the maximum amount of water used on one
day during a year. Maximum day water demand is impacted primarily by weather and
outdoor water use.
Graph 1 shows monthly average day water demands from 2002 to 2005. The graph shows that the
overall average day demands have changed minimally over the past four years even with a 7%
growth in population over this period. Although growth has continued, our average day demands
have essentially remained unchanged. Average day per person water demand has reduced 10%
from 390 litres/person to 354 litres/person (includes residential and industrial). Increased Water
Efficiency is one of the factors that has caused the reduction and some of the measures include:
1. New residential and industrial development is more water efficient than existing structures;
2. Impact of regional water efficiency programs on existing residential and business water use; and
3. Shift from higher water use industries to lower water use industries.
Integrated Urban System
Avg. Day (2002)
Avg. Day (2003)
Avg. Day (2004)
Avg. Day (2005)
50
45
Average Daily Consumption
(Million Imperial Gallons)
40
35
30
25
20
15
10
5
0
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Graph 2 compares the annual average day and maximum day from 1998 to 2005. Again, the
annual average day consumptions show minimal change in the period of eight years. The maximum
day is heavily dependent on the weather conditions and outdoor water use with significant yearly
variations. Hot and dry summers generally result in higher peak water demands. The 2005
maximum day clearly highlights the reduced peak water demand resulting from the Outdoor Water
Use restrictions as compared to similar summer weather conditions in 2001 and 2002.
It is important to note that requirements to provide increased water supply capacity are driven by
peak water demands.
DOCS #271802; File: E02-40/4644-20
Page 2 of 7
May 2, 2006
Report: E-06-039
Tri City Consumption
Average Day (Imp.G)
Maximum Day (Imp.G)
60
Consumption (Million Imperial Gallons)
50
40
30
20
10
1998
1999
2000
2001
2002
2003
2004
2005
Implementation of the LTWS Master Plan
The approved LTWS contained a number of recommendations to increase water supply capacity in
the short, medium and long term. The primary recommendations of the LTWS are:
•
•
•
10 MIGD Aquifer Storage and Recovery (ASR) facility;
New 5 MIGD of ground water supply in 2018; and
Immediately pursue acquisition of a water taking permit, land for treatment and
transmission facilities and other approval/consultation/notifications necessary for the
construction of a Great Lakes pipeline.
Approval of LTWS in 2000 coincided with events in Walkerton. The tragedies in Walkerton started
an unprecedented number of regulatory changes and reactions in the water industry. The WSD
initially concentrated on complying with new regulations and little time was available for the
immediate implementation of the LTWS Master Plan. Over the past two years, increasingly more
time has been directed towards implementation of the LTWS.
Progress on several
recommendations in the LTWS is summarized later in this report.
Current Status
In the short term, the Region’s water supply capacity has been impacted for a number of reasons.
These include reductions in capacity caused by increasing regulatory requirements, increasing well
maintenance requirements and the temporary shutdown of the Greenbrook wellfield. Capacity
increases have been realized from the first phase of the ASR at Mannheim, increasing maintenance
and rehabilitation of Region wells and optimization of the treatment process at the MWTP.
Graph 3 shows the Region’s current water capacity and future planned increases. The remainder of
this report highlights a number of activities within Water Services to ensure appropriate water supply
for the Region of Waterloo.
DOCS #271802; File: E02-40/4644-20
Page 3 of 7
May 2, 2006
Report: E-06-039
Water Demands & Capacity
80
60
Production (IGPD)
ASR Phase 2
Average Demand
Max. Day Demand
Average Demand Projected
Max. Day Demand Projected
System Capacity
70
Ongoing Projects to
Restore Lost Capacity
of Water Sources
Greenbrook
Shut-Down
Grand Reservoir
+
New Groundwater
ASR Phase 1
50
40
30
20
10
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
Year
Ongoing Projects and Initiatives
LTWS ASR
In the spring of 2005, the first phase of the ASR was commissioned with a system of four
injection/recovery wells and two recovery wells to provide approximately 5 MIGD of peak summer
capacity.
During the summer of 2005, the ASR was still being commissioned and was operated in a short
term storage mode with alternating days of injection and recovery, dependent primarily on weather
conditions. A total of 176 ML of water was injected and 87 ML was recovered. During the summer
of 2006, monitoring of both injection and recovery capacities will continue to ensure the ASR system
achieves maximum efficiencies. Phase 1 of the ASR has added approximately 5 MIGD of peak
summer capacity. The second phase of the ASR has been scheduled for completion in 2009 and
completion of Phases 1 and 2 of the ASR will add approximately 10 MIGD of peak summer capacity.
LTWS- 5 MIGD New Groundwater Source
To address a decline in capacity and performance of the well supply system and to find up to
5 MIGD of new groundwater capacity (as approved in the LTWS Master Plan), the Integrated Urban
System (IUS) optimization and expansion project was initiated in 2005. A Planning and Works
Committee report, E-06-012, provided an update on the status of the project and identified program
activities for 2006. In Cambridge East, test wells have been installed and will be evaluated over the
next six months with the Environmental Assessment to be completed in 2007. The performance
evaluation of two existing wells, P16 and W5, will also be finalized in 2007. The next steps for these
projects, including construction and regulatory licensing, is scheduled for the following three to five
years. The investigation of new well supply sources in Erbsville, Chicopee and Breslau are in the
initial stages. Completion of these projects will add approximately 5 MIGD of supply capacity by
approximately 2010.
LTWS-Water Supply Master Plan Update
Since the Region’s LTWS was approved and since the March 2004 update report on the LTWS,
there have been a number of changes including: population projections as a result of the Places to
DOCS #271802; File: E02-40/4644-20
Page 4 of 7
May 2, 2006
Report: E-06-039
Grow from the province, a new Great Lakes-St. Lawrence Basis Sustainable Water Resources
Agreement, new regulating framework, and decline in infrastructure performance. To evaluate the
impact of these issues, and others, on the recommended activities from the LTWS, a Water Supply
Master Plan (WSMP) update has been initiated. A P&W Committee report recommending the
consultant to update the WSMP is also being presented at this May 2 meeting. Pending Council
approval, the update is to be completed in the spring of 2007.
Concurrent with the completion of the WSMP update, staff are pursuing an opportunity to partner
with other municipalities in the Grand River watershed to review a Lake Erie-based water supply
system option. Region staff have met with staff from Haldimand County, County of Norfolk, City of
Brantford, Brant County, City of Guelph, Six Nations, Mississaugas of the New Credit First Nation
over the last nine months. The existing infrastructure (constructed in the 1970s) located in
Haldimand County was planned and constructed as the basis for a water supply for municipalities in
the watershed. The existing infrastructure includes twin 6.7 m diameter intake pipe, low lift station,
control building, high lift pump station, 36.5 Hectare area for treatment plant, and associated
licences including a Permit to Take Water for 412 MIGD. The existing infrastructure is sized for a
capacity of 400 MIGD. Considerable infrastructure including water treatment facilities, pumping and
piping would still be required. The infrastructure currently supplies water to several industrial
customers and Haldimand County.
Regional staff are participating in an informal working group to exchange information on the current
status of the water supply system, discuss current master plans and share information on timeline
and common concerns with future water supply. The working group identified a common concern
as related to the continued supply of water to support future growth. A memorandum of
understanding is currently being developed between the stakeholders to be brought forward to
committee later this year. A complete update will be provided at that time. Completion of the
WSMP update and development of a Lake Erie-based water supply option will help to ensure long
term supplies for the Region.
Greenbrook WTP
Since the fall of 2004, the Greenbrook well field has been offline as a precaution after the detection
of levels of 1,4-Dioxane at levels higher than anticipated. Over the past months, several related
projects have been running concurrently.
The treatability study starting with a literature review of various advanced oxidation process (AOP)
technologies and bench scale testing of these AOP was completed last year. In January and
February of this year, three pilot projects were conducted to evaluate the technologies and
equipment performance. These pilots including ultra violet treatment with hydrogen peroxide, ozone
treatment with hydrogen peroxide and a proprietary technology were tested at the Greenbrook
Treatment Plant.
An environmental assessment and predesign have also been undertaken with an extremely
aggressive time frame. For the scope of this project, the well supply capacity for Greenbrook was
maintained at current levels allowing for streamlining of the environmental assessment process. A
detailed pre-design is being completed to streamline construction activities.
Preliminary discussions with the MOE have indicated that no provincial regulatory standard will be
issued within the time frame of this project. A Health Canada Drinking Water Guidance Value was
issued at a level of 0.03 mg/L. For this project, a more conservative target of 0.01 mg/L has been
used for the design criteria. A detailed report on the status of the Greenbrook project is scheduled
for the P&W Committee in June. A second report for P&W Committee recommending consultant
selection is also scheduled for this summer. Completion of this project will restore the capacity of
Greenbrook to its previous level.
DOCS #271802; File: E02-40/4644-20
Page 5 of 7
May 2, 2006
Report: E-06-039
Mannheim Water Treatment Plant
The MWTP supplies approximately 20% of the drinking water to the Region’s IUS. Due to
operational constraints and regulatory restrictions, the plant has not consistently achieved the
design capacity of 72.7 MLD (16 MIGD). In March 2006, the MWTP Operating Strategy Review
Update (Report E-06-032) identified alternatives to bring the MWTP to its original design capacity.
A detailed assessment of the unit processes at the MWTP indicated that the pre-treatment system
(rapid mixing, flocculation and sedimentation) and filtration system require upgrades. During the
summer of 2005, optimization of the plant chemistry resulted in increase in production levels up to
approximately 12 MIGD. Filter upgrades scheduled for fall of 2006 are anticipated to provide
improved treated water quality and increase filter performance efficiency. Currently, the capacity of
the plant is reduced during periods of variation in water quality typical of the late fall and early spring
when the plant produces between 36 and 55MLD (8 to 12 MIGD). Further filter upgrades to the
under-drain system are to be completed in 2008 to address seasonal variations and further
evaluation of the plant performance will confirm the pretreatment upgrade requirements.
Completion of this project will restore the capacity of the MWTP to its original level as early as the
end of 2009.
Infrastructure Asset Management
In 2003, a comprehensive well rehabilitation and well pump asset management program was
implemented for the well supply system. The program incorporated recommendations from the
source water protection section on best management practices for well rehabilitation and well pump
maintenance methods. Over the past three year period a total of sixteen wells have been
rehabilitated and thirty-four well supply pumps have been serviced or replaced. In 2005, the
program was further enhanced by expanding the program to include smaller submersible well supply
pumps. These programs ensure the continued reliability of the well supply system. However, based
on improved performance monitoring, a decline in performance efficiencies has been observed at
some wells over the past five-year period. As our monitoring information improves, we are working
to obtain better information on these trends. While this program does not address capacity, it does
ensure that the capacity we have is available when it is needed.
Water Efficiency
In keeping with the 1998 WEMP Plan targets, WSD has been successful in achieving cumulative
water savings from 1998 to 2005 of 1.2 MIGD. As the WEMP is now being updated, staff are
evaluating proposed measures and associated budget implications. One of the new successful
programs was the creation of the Outdoor Water Use Bylaw in 2003 with updates in 2005 and 2006.
The promotion of once-per-week lawn watering and implementation of Stage 2 restrictions in the
summer of 2005 were successful in reduction of peak demands as noted previously in Graph 3.
Comparing the peak demand in 2005 with comparable peak demands under historical summer
conditions, total per capita water use was reduced by 10% from June till August. Implementation of
measures to reduce water demand are an important part of the Region’s strategy to ensure
adequate water supply capacity for both current and future needs.
Overall Summary
The Region is undertaking a number of projects and initiatives to meet the water needs of the
community, both current and future. As summarized in this report, these projects and initiatives
address the short, medium and long term needs of the community. Appropriate and timely
construction of new capacity, maintenance of existing capacity combined with the Region’s Water
Efficiency effort will ensure an adequate water supply now and into the future.
DOCS #271802; File: E02-40/4644-20
Page 6 of 7
May 2, 2006
Report: E-06-039
CORPORATE STRATEGIC PLAN:
This update on the water supply supports Focus Area 1: “Manage Regional Growth to Enhance
Quality of Life” to ensure adequate infrastructure capacity to meet current and planned growth.
FINANCIAL IMPLICATIONS: Nil
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE: Nil
ATTACHMENTS - Nil
PREPARED BY: Nancy Kodousek, Director, Water Services
APPROVED BY: Thomas Schmidt, Commissioner, Transportation & Environmental Services
DOCS #271802; File: E02-40/4644-20
Page 7 of 7
Water Supply Update
Introduction
• Current Status
• Average Day
• Maximum Day
• Water Supply Capacity
• Implementation LTWS
• ASR
• New Water Supply
• Water Supply Update
Water Services
Water Supply
• Water Supply Projects
•
•
•
•
Greenbrook WTP
Mannheim WTP
Asset Management
Water Efficiency
09/05/2006
09/05/2006
Current Status
Water Supply
Integrated Urban System
Avg. Day (2002)
• Average Day Demand
Avg. Day (2003)
Avg. Day (2004)
Avg. Day (2005)
50
• Growth average 7 % from 2002 to 2005
45
• 10 % lower per capita consumption (June – Aug 2005)
• System Capacity
• Demand vs. System Capacity
• Water Supply Unique
Average Daily Consumption
(Million Imperial Gallons)
40
• Maximum Day Demand
35
30
25
20
15
10
5
• Groundwater (80%)
• Surface Water (20%)
0
Jan
09/05/2006
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
09/05/2006
1
Tri City Consumption
Average Day (Imp.G)
Water Demands & Capacity
Maximum Day (Imp.G)
80
60
Production (IGPD)
Consumption (Million Imperial Gallons)
60
40
30
ASR Phase 2
Average Demand
Max. Day Demand
Average Demand Projected
Max. Day Demand Projected
System Capacity
70
50
Ongoing Projects to
Restore Lost Capacity
of Water Sources
Greenbrook
Shut-Down
Grand Reservoir
+
New Groundwater
ASR Phase 1
50
40
30
20
20
10
10
-
0
1998
1999
2000
2001
2002
2003
2004
2005
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
Year
09/05/2006
Implementation
LTWS
•
Water Supply
Projects
ASR (10 MIGD Peak)
• Greenbrook WTP
• Construction 2009
•
New ground water supply
(5MIGD)
–
–
–
–
Breslau
Area
Erbsville
Area
• Treatability & Predesign Projects
• Detailed Report P&W in June
%
• Mannheim WTP (16 MIGD)
W5
Cambridge East
Breslau
P16/W5 Restore
Chicopee Ski Resort
K42
• Optimization Project to restore capacity
W14
K41
Chicopee
Chicopee
Area
P16
Pinebush
Well Field
• Construction 2010
•
Clemens Mill
Well Field
Water Supply Master Plan
– Technical Update
• Report Summer 2007
09/05/2006
kilometers
0
4
0
0.5
1
kilometres
8
Shades Mills
Well
Well Field
09/05/2006
• Asset Management
• Ensure capacity is available when needed
• Water Efficiency
• Target 1.5 MGD by 2009 (6820 cubic meters/day)
• Annual Budget $ 0.5 million annual
• Update Master Plan June 2006
09/05/2006
2
Report: E-06-033
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Water Services
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
CONSULTANT SELECTION FOR THE WATER SUPPLY STRATEGY UPDATE
FILE CODE: C04-30/P&W/WS.06
RECOMMENDATION:
THAT the Regional Municipality of Waterloo enter into a Consulting Services Agreement with
XCG Consultants Ltd. of Kitchener, Ontario, to provide consulting engineering services for the
Water Supply Strategy Update, at an upset limit of $172,000 plus applicable taxes.
SUMMARY:
The Region’s Water Supply Master Plan (MP) provides a strategy for ensuring adequate water
supply to the Region of Waterloo to 2041. Since its approval by Regional Council in May 2000,
significant changes with planning, technical and regulatory issues have occurred. These changes
will be addressed through an update of the MP.
A Request for Proposal to provide engineering services by prospective consultants to undertake the
Water Supply Strategy Update was advertised in local newspapers. Based on the Region’s
Consultant Selection Policy, which includes a review of the Letter of Interest, detailed work plans,
schedules and upset fee cost estimates provided by the consultants, the Consultant Selection Team
recommends that XCG Consultants Ltd. of Kitchener, Ontario be retained to undertake this
assignment at an upset fee limit of $172,000 plus applicable taxes.
REPORT:
Background
In May 2000, the Long Term Water Strategy (LTWS) study was approved by Regional Council. This
study provides direction on long term water supply with a planning horizon of 2041.
The LTWS included a detailed water demand forecast, analysis of the existing system capacity and
evaluation of numerous water supply alternatives and staging scenarios. These scenarios consisted
of various water supply and storage combinations including: groundwater, surface water
(Grand River and/or Great Lakes), and aquifer storage and recovery (ASR). The LTWS included
the following key recommendations:
•
•
•
Immediate construction of a 22,700m3/d (5 MIGD) ASR facility;
Construction of an additional 22,700m3/d (5 MIGD) ASR facility in 2007;
Construction of 22,700m3/d (5 MIGD) of additional groundwater facilities in 2018;
Page 1 of 5
May 2, 2006
•
•
•
Report: E-06-033
Immediately pursue acquisition of a water taking permit, land for treatment and transmission
facilities and other approvals/consultations/notifications necessary for the construction of a
Great Lakes displacement pipeline (either from Lake Huron or Lake Erie);
Construction of a 432,000m3/d (95 MIGD) displacement pipeline in 2035; and
Continued use of groundwater to meet the requirements of the rural water supply systems.
The impact of significant changes in planning, technology and regulations will be addressed by
this update to the MP. Key changes are highlighted as follows:
1. The Provincial Places to Grow Act, has a growth plan for the Greater Golden Horseshoe,
including the Region of Waterloo. Increased growth patterns will result in increased
demand for water;
2. Improved technology has identified some decline in capacity at specific well fields and
has impacted water taking and treatment methods; and
3. New legislation including the Great Lakes-St. Lawrence River Basin Sustainable Water
Resources Agreement, the Clean Water Act, Safe Drinking Water Act, etc. will impact
water taking and impose supply restrictions.
Consultant Selection
A Request for Expression of Interest to provide consulting engineering services for the Water Supply
Strategy Update was advertised in the Kitchener-Waterloo Record, Cambridge Reporter and the
Daily Commercial News on Friday, January 13, 2006. Five consulting firms responded to the
advertisement by submitting an Expression of Interest.
Three firms were short listed based on the Quality Factors and asked to submit detailed work plans
and upset fees for this assignment. The three short listed consultants were:
§
§
§
Stantec Consulting Ltd.
XCG Consultants Ltd.
MacViro Consultants Inc.
The Project Team involved in the consultant selection consisted of:
§
§
§
§
N. Kodousek, Director, Water Services
J. Cavalcante, Manager, Engineering and Planning, Water Services
K. Yajima, Sr. Planning Engineer, Water Services
C. Mathews, Principal Planner, Community Planning, Planning, Housing & Community Services
Department
The evaluation criteria used for selecting the successful consultant were consistent with the
Region’s Purchasing By-Law. The evaluation criteria and their respective weightings were as
follows:
Quality Factors
§ Project Approach and Understanding (25%)
§ Experience of the Project Manager (25%)
§ Experience of the Project Support Staff (20%)
§ Experience on Similar Projects (15%)
DOCS#274095
Page 2 of 5
May 2, 2006
Report: E-06-033
Equity Factors
§ Current Workload for Region (3%)
§ Local Office (2%)
§
Price Factor
§ Upset Price (10%)
The Expression of Interest and Detailed Work Plans submitted by the three short-listed consultants
demonstrated a good understanding of the project, capable project teams and experience on similar
projects. After reviewing the Expressions of Interest, detailed work plans, schedules, and upset fees,
XCG Consultants Ltd. was evaluated to have the highest overall score and presented the lowest
cost estimate. Based on this evaluation, the project team recommends that XCG Consultants Ltd.
be retained to undertake this assignment at an upset fee limit of $172,000 plus applicable taxes.
Scope of Work
The scope of work for this assignment includes:
§
§
§
§
§
§
§
Collection and review background information;
Update of the water demand forecast;
Update of the existing system capacity;
Review of the current and advise on forthcoming regulatory requirements;
Refinement of original assumptions and implementation scenario of the MP;
Presentation of results to the public, Regional Council and the local area municipalities; and
Preparation of the final report.
Additional details relating to the major tasks in this assignment can be found in Appendix A
attached.
Schedule
Subject to Council’s approval of this assignment, the proposed schedule for the assignment is
approximately a 10 month period commencing in May 2006 and ending in March 2007.
Consultant Upset Limit
The upset limit for consulting fees and disbursements for the Water Supply Strategy Update is
$172,000 plus applicable taxes. A breakdown of the successful consultant’s upset fee is included in
Appendix A attached to this report.
CORPORATE STRATEGIC PLAN:
Completing the Water Supply Strategy Update supports Focus Area 1 of the Corporate Strategic
Focus to Manage Regional Growth to Enhance Quality of Life. This project is consistent with the
objective of ensuring Adequate Infrastructure Capacity to Meet Current Needs and Planned Growth
in the Region of Waterloo.
DOCS#274095
Page 3 of 5
May 2, 2006
Report: E-06-033
FINANCIAL IMPLICATIONS:
The Region’s approved 2006 Water Capital Program provides a budget of $300,000 for preparation
of the LTWS. The consulting assignment for completing the Water Supply Strategy Update is an
upset limit of $172,000 plus applicable taxes within the budget allowance. The project is 100%
financed through the Regional Development Charges.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
The Planning, Housing and Community Services Department and the Finance Department are
involved in the preparation of the Master Plan.
ATTACHMENTS
Appendix 1 - Breakdown of Consultant’s Upset Fee
PREPARED BY: Kaoru Yajima, Senior Planning Engineer
APPROVED BY: Thomas Schmidt, Commissioner of Transportation and Environmental Services
DOCS#274095
Page 4 of 5
May 2, 2006
Report: E-06-033
Appendix A – Breakdown of Consultant’s Upset Fee
Task 1
Data Review and Update Water Demand Forecast
$40,905
Task 2
Data Review and Update Existing System Capacity
$28,700
Task 3
Review Current and Advise on Forthcoming Regulatory
Requirements
$36,365
Refinement of Original Assumptions and
Implementation Scenario
$30,886
Task 5
Presentation of Results
$14,705
Task 6
Report Finalization
$20,439
Task 4
Total Consultant Upset Fee:
DOCS#274095
$172,000
Page 5 of 5
Report: E-05-099.3
G3
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Transit Services
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
GRT FLEET MAINTENANCE UPDATE
FILE CODE: C04-30, T19-80
RECOMMENDATION:
For information.
SUMMARY:
In August 2005, a report was presented to Planning and Works Committee to outline the progress
made in response to several recommendations contained in two consultant reports which were
completed for Transit Services in 2004 as part of their review of operational effectiveness and
regulatory compliance. The reports contained 79 recommendations most of which have since been
completed. Regional Council directed staff to provide progress updates and several fleet update
reports have subsequently been provided to document the ongoing progress in response to these
recommendations.
In addition, Regional Council directed that two external follow-up audits be conducted to monitor the
progress on the consultants’ recommendations, and also an external compliance review be
completed of bus purchasing, refurbishing and disposals to financial and purchasing policies.
These reviews have all been completed and are attached as appendices to this report. A summary
of the contents of each of these reports is provided below.
The reports highlight that significant progress has been made since the initial reports were
presented in late 2004. There were no outstanding safety related issues identified and there were
positive references to GRT’s current state of operations and to the ongoing continuous improvement
efforts underway. These improvement initiatives are intended to make sure operating practices are
introduced and sustained to ensure the ongoing availability of a transit fleet which is maintained in a
high quality, safe and effective manner.
The financial audit of bus purchasing, refurbishing and disposals reveals that the Regional financial
and purchasing polices were generally followed with some areas of non-compliance and some
suggested improvements. The implementation of the Region’s new purchasing bylaw at the
beginning of 2005 along with several changes to transit management practices have resulted in
significant improvements.
REPORT:
In August 2005, a report was presented to Planning and Works Committee to outline the progress
made in response to several recommendations from two consultant reports which were completed
for Transit Services in 2004 as part of their review of operational effectiveness and regulatory
compliance. Of the 79 recommendations contained in these two reports, most have been completed
Page 1 of 7
May 2, 2006
Report: E-05-099.3
and the remaining items are actively in progress. Subsequently a number of additional fleet update
reports have been provided to outline the ongoing progress in response to these recommendations.
In addition, Regional Council directed that two external follow-up audits be conducted to monitor the
progress on the consultants’ recommendations along with an external review of bus purchasing,
refurbishing and for disposals to Regional financial and purchasing policies.
These reviews have been completed and are attached as appendices to this report. A summary of
the contents of each of these reports is provided below.
Transit Maintenance Review – ENTRA Consultants
In October 2004 ENTRA Consultants completed a review of operating practices in the transit fleet
section and offered several recommendations to implement industry best practices to enhance the
effectiveness of the fleet repair section at Grand River Transit.
In November 2005 ENTRA returned to review the progress being made in accordance with their
initial recommendations. This report is attached as Appendix A.
ENTRA indicated; “Overall GRT has made commendable progress on implementing these
recommendations. There is now an effective process in place, which has set GRT on the path to
becoming a leader in fleet management practice.”
The following is the Assessment Profile from their recent audit report which summarizes the
progress to date for the 44 recommendations originally identified in their October 2004 report. The
specific details of each of the recommendations and their current status are outlined in their
attached report.
Assessment Profile of Recommendations
Successfully implemented – 26 Recommendations. Indicates implementation is complete. Those
initiatives where ongoing performance monitoring is required to ensure continued success have
been also noted.
Satisfactory Progress – 12 Recommendations. Indicates the implementation is not fully complete
but was at or above the expected level of completion given the complexity or duration of the task.
Further Action Required – 2 Recommendations. Indicates the action was outstanding. Both of
these items were considered lower priority initiatives and relate to the parts supply process which
was recently transferred from transit services to the purchasing division.
Early Implementation Stage – 4 Recommendations. Indicates the work had just begun on items
which had been identified and prioritized as later stage tasks. ENTRA indicated there was no
concern over their status.
The report concluded with; “Implementing a process of change of the magnitude and scope
achieved by GRT over the past year is a commendable effort, and has been achieved through the
direct involvement of management and supervisory staff and the cooperation of staff.”
The ENTRA fleet program recommendations continue to be managed and monitored by the
Maintenance Steering Committee. Items which were recently identified as requiring ongoing
monitoring will also be closely tracked. The remaining recommendations will be managed over
the coming months to ensure their successful implementation is also achieved.
Docs #276240 – v3
Page 2 of 7
May 2, 2006
Report: E-05-099.3
Audit of Bus Procurement Processes - Grant Thornton
In December 2005 Grant Thornton LLP, Chartered Accountants were selected to conduct an audit
of bus procurement process. The objective of this review was an evaluation of the processes used
for;
i)
bus purchase transactions between 2001 and 2005
ii)
bus refurbishment procurements between 2003 and 2005
iii)
disposal of buses between 2000 and 2005
These transactions were then compared for compliance purposes with Regional procurement
policies, guidelines, procedures and the purchasing by-laws. For the period 2000 until 2004
purchasing by-law 61-91 was used and then effective 2005, by-law 04-093 was used. A copy of their
full report is attached as Appendix B and is briefly summarized below.
Bus Purchases
The audit reviewed all three bus purchase tenders completed since 2001 and concluded the tender
process for each purchase was in compliance with the Region’s by-laws and purchasing policies.
They recommended using a documented evaluation process, similar to the one used for the most
recent bus purchases, whereby the bids are reviewed to determine if they are compliant to the
Region’s bus specifications and in cases of non-compliance the financial impact is determined to
build a business case for selection based on the overall lowest cost versus the lowest tender price.
Bus Refurbishing
The audit examined 25 bus refurbishment transactions which occurred between 2003 and 2005,
representing approximately 70% or $1,089,836 of all work completed. Since 8 transactions were for
nominal bodywork repairs the final sample was based on 17 major bus refurbishing transactions.
The focus of this review included both how vendors were selected and how additional work was
approved. The majority of the refurbishing occurred under purchasing by-law 61-91, since the work
was completed before 2005. However 4 of the 17 refurbishments were measured against the new
purchasing by-law 04-093. All of the identified issues of non-compliance occurred prior to the new
purchasing by-law being enacted in 2005.
The audit identified instances of non-compliance, to the former purchasing by-law, including cases
where there were less than 3 quotes for work beyond $10,000, occasions where there was not a
sealed tender bid for work expected to exceed $50,000 and also cases where extra work for more
than $10,000 was completed, although three quotes were not secured.
The report outlines the Bus Refurbishing program which was launched in 2004 to refurbish 49 buses
or 25% of the fleet. A refurbishment program of this magnitude, while continuing to meet GRT
service expansion goals, represented a significant undertaking. The distribution of this work was
managed by employees in the fleet section at GRT, who were concerned with the expediency of
repair work to ensure continued bus availability to meet service requirements. Since there were only
four companies who performed bus refurbishments, contracts were often awarded without three
quotes and provided to the contractor with available capacity.
Major bus refurbishment is a complex process that can often take several weeks (4 to 6 weeks) to
complete. Often, the complete scope of work required for a bus refurbishment is not obvious until
the bus has been partly dismantled by the refurbisher. At that time, it is not practical to get multiple
quotes from other companies to undertake the additional work which may be needed on a bus. The
audit identified that the one company in particular often identified the need for additional work, not
included in the original quotes or tenders.
Docs #276240 – v3
Page 3 of 7
May 2, 2006
Report: E-05-099.3
In an effort to quantify the potential cost impact of this extra work, the total cost of the 7
refurbishments completed by this company were compared to the next lowest bid and the difference
was calculated at approximately $60,000. The total cost for these seven refurbishments, including
the extra costs was $598,058. What is unknown from this comparison is whether this work would
have resulted in extra billings from other companies, had they been retained to conduct these
refurbishments. In all cases, a Transit Services representative agreed that the work was needed,
approved the work before completion, and verified the work was performed as required.
Many of these issues were previously identified by transit management staff in 2004 and a number
of process changes were implemented into the bus refurbishment procurement process during the
latter part of 2004. These included a requirement for multiple bids for all bus refurbishing, having
the bids forwarded directly to the purchasing department, the bid evaluation and selection process is
conducted by purchasing in consultation with GRT and all bids now include potential optional items
which may be discovered when the bus is dismantled along with the proposed hourly rate for this
work. In addition extra work requires a new purchase requisition be completed once the work has
been approved by a transit management representative.
Finally, the audit reviewed four (4) bus refurbishment transactions from 2005 against the new by-law
and determined all were compliant. This highlights the success of the changes introduced by transit
management staff during 2004 in improving the refurbishment procurement process.
Bus Disposals
The audit also reviewed bus disposals between 2000 and 2005, in accordance with the Region’s bylaws and purchasing policies and determined all 17 transit bus disposals were in compliance. The
total dollar value of the transactions related to the disposal of buses from 2000 to 2005 was
$12,373. They recommended the disposal process could be enhanced by maintaining a list of
surplus transit buses which have been disposed. This recommendation has been adopted by staff in
the Purchasing division.
Commercial Vehicle Operator Registration (CVOR) compliance - THSAO
In October 2004 the Transportation Health and Safety Association of Ontario (THSAO) were
engaged to conduct a legislative compliance review to the Highway Traffic Act, known as a Facility
Audit. This report provided a number of recommendations to ensure compliance and also offered
suggestions to implement additional industry best practices to enhance workplace safety.
This organization is one of 14 sector specific associations dedicated to promoting safe workplace
practices in businesses throughout Ontario. These groups are mandated and funded by the
Workplace Safety and Insurance Board (WSIB) and are engaged in education, training, consulting
and safety assessments. The THSAO is primarily dedicated to working with companies in the
transportation sector and regularly provide CVOR compliance audits. Since they audit to a zero
tolerance standard they indicate that their Facility Audit Reports will always result in findings and
recommendations to assist organizations, like the Region of Waterloo, who wish to improve their
safety effectiveness.
In December 2005, THSAO returned to conduct a follow up review of the progress to date and to
identify any areas of concern from a legislative compliance or an industry best practice perspective.
This audit report is attached as Appendix C.
The THSAO report noted in their introduction; “Numerous system improvements were observed
throughout the course of this follow up review. System improvements include the hiring of an
experienced planner/scheduler to assist in planning and scheduling of vehicle preventative
Docs #276240 – v3
Page 4 of 7
May 2, 2006
Report: E-05-099.3
maintenance, a lock out system to ensure all safety related defects are repaired prior to the release
of a vehicle, upgrading the hours of work tracking system and the issuing of numerous notices
related to driver responsibilities.”
There continue to be a few administrative issues identified in the following areas;
General CVOR Administration
The THSAO report recommends programs should be implemented across the transit services
division. This resulted because the hours of work tracking system and the scheduling of preventative
maintenance and MTO safety inspections were piloted in one location and then expanded to the
other. Both of these systems are now operating at both transit operations facilities in Kitchener and
Cambridge.
Accident Program Administration
As an industry best practice the THSAO is recommending the collision review process be amended
to remove the assessment of discipline as a factor for consideration by the employee based
Accident Review Committee. They are concerned the assessment of discipline, which is a
management responsibility, may bias the ruling of driver culpability by the committee. They further
suggest increasing the Committee’s emphasis on analyzing the accident and the situations leading
up to it, as a means of gathering information to assist in developing employee training in accident
prevention techniques.
A revised Collision Investigation and Review process was recently develop by the Regions’
corporate health and safety staff and once implemented will result in the adoption of these
recommended industry best practices identified in the THSAO report.
Licensing Administration
As identified in their previous report the THSAO recommends GRT’s bus operators be licensed as
school bus drivers’ with a class B license because of the transportation provided to students at local
high schools. This issue remains a grey area of interpretation to the Highway Traffic Act (HTA), for
regular transit services; however there are plans to upgrade all transit operators to a B license
before the end of 2007. Currently about half of the bus operators have this qualification since many
employees were recruited with this class of driver license.
The report also identified one case where a school charter trip was conducted with an operator who
held a class C rather than a class B (school bus) license and the legislation is clearer for these trips.
As a result all future school charter trips will be driven only by operators with a school bus or class B
driver license.
From a best practice perspective the THSAO also recommended a system be implemented to
regularly road test all employees who drive Regional equipment and to develop another system to
notify employees and their supervisor when their license is due to expire.
Hours of Work Administration
A system to track hours of work was developed in 2005 which monitors hours to the Employment
Standards Act limit of 64 hours in a 7 day period. However when charter work is performed the limit
is reduced to 60 hours in accordance with the Highway Traffic Act. The tracking system will be
amended to include this exception.
Docs #276240 – v3
Page 5 of 7
May 2, 2006
Report: E-05-099.3
Other recommendations included ensuring employee’s hours of work outside GRT are provided in a
timely manner and recorded since they must be included in the maximum hours of work. A system
was developed in 2005 and reminders are posted for information, however they suggest employees
continue to be regularly reminded of their obligation to provide this information. Also they identified
the tracking system should be expanded to include all employees (ie mechanics who drive buses
during road tests) who drive Regional equipment. This amendment to the tracking system is
currently being developed
Preventative Maintenance Administration
The report acknowledges the introduction of the preventative maintenance program, scheduling of
MTO inspection and PM assignments and the introduction of improved vehicle files and the new
lock out system in the transit fleet section.
Their four recommendations focused on the following items. Ensuring all vehicles continue to be
inspected and maintained in accordance with the new program and all supporting information
attached to the work order record. Also ensure the completeness of all information. This was
identified due to recording discrepancies with the vehicle odometer readings. A new fuel dispensing
system, which will be operational in the coming weeks, will enhance the integrity of the data which is
currently recorded manually. Thirdly, consider modifying the lock out policy to include all
highway/public road use rather than the current reference to ”in revenue service” This editorial
amendment has been made to the policy. Finally, continue to monitor drivers to ensure they
conduct effective pre-trip inspections. This function is closely monitored and reported on daily by
transit operations supervisors.
The THSAO concluded; “Extensive improvements were made between the 2004 and 2005 audit.
Some systems are extremely complicated and take many months to resource and implement.
Ongoing discussions strongly suggest that even during the development of this report,
improvements continued to be made.”
CORPORATE STRATEGIC PLAN:
The Regional Strategic Plan, approved by Regional Council in July 2004, and the Transportation
and Environmental Services Department Strategic Plan include a number of objectives and actions
related to Transit Services’ role in ensuring a High Quality Regional Transportation System and also
ensuring Operational Effectiveness and Efficiency.
FINANCIAL IMPLICATIONS:
The financial impacts of implementing the recommendations from the Consultant reports have been
included in the 2006 budget.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
The Finance and Corporate Resources Departments have been consulted during the preparation of
this report.
Docs #276240 – v3
Page 6 of 7
May 2, 2006
Report: E-05-099.3
ATTACHMENTS:
Appendix A – ENTRA Consultants – Transit Maintenance Review – March 2006
Appendix B – Grant Thornton LLP, - Audit of Bus Procurement Processes – March 2006
Appendix C - THSAO – Facility Audit Follow up Report – April 2006
PREPARED BY: Eric Gillespie, Director Transit Services
APPROVED BY: Thomas Schmidt, Commissioner, Transportation and Environmental Services
Docs #276240 – v3
Page 7 of 7
May 2, 2006
Report: E-05-099.3
APPENDIX A
ENTRA Consultants
Grand River Transit
Transit Maintenance Review
Summary Status Report
March 2006
Docs #: 278282
Grand River Transit
Transit Maintenance Review
Summary Status Report
March 2006
Excellence in
Transportation
Planning
Grand River Transit
Transit Maintenance Review
Summary Status Report
In October 2004, ENTRA Consultants produced a working paper on the findings and preliminary
recommendations for the Grand River Transit Maintenance Review. IN conjunction with staff and
management at GRT, an action plan to address those recommendations was developed, beginning
in November 2004, with implementation of major action items beginning in 2005.
Throughout 2005, ENTRA performed periodic reviews of the progress of the implementation. In
November 2005, GRT requested ENTRA to complete a comprehensive review of the progress and
results of the new programs. This report summarizes the results of that review. This assessment
is presented with a review of each of the recommendations from the October 2004 report, in the
same format as they were presented in that report.
1. Summary Conclusion
Implementing a process of change of the magnitude and scope achieved by GRT over the past year
is a commendable effort, and has been achieved through the direct involvement of management
and supervisory personnel and the cooperation of staff. Overall GRT has made commendable
progress on implementing these recommendations. There is now an effective process in place,
which has set GRT on the path to becoming a leader in fleet management practice.
As part of this evolution, each of the following recommendations and their implementation need
to be constantly monitored with processes and procedures adjusted as necessary. Emphasis
should be placed on “Team Building” and “Employee Involvement” to ensure all maintenance and
service personnel can work together to continue to improve work performance and overall
efficiency.
ENTRA Consultants
2006-03-29
Page 1
2. Assessment Summary
In the following sections, the original recommendations are presented in their original form, and
italicized in this report. Each recommendation is then followed by a summary of the November
2005 status of progress in this area. This assessment is followed by a summary status statement
in one of the following categories:
~
Successfully implemented (26 recommendations): indicates that the implementation was
complete, and has been successful. Where the recommendation also indicates that monitoring
is required, this indicates that the area is a key function for on-going performance monitoring.
~
Satisfactory Progress (12 recommendations): indicates that implementation was not yet
complete or requires additional follow-up, but progress was at or above the level expected,
given the complexity or duration of the task.
~
Further Action Required (2 recommendations): indicates that action on these items had been
deferred, and was still pending. Both items in this category relate to parts supply processes,
and are considered lower priority items.
~
Early Implementation Stage (4 recommendations): indicates areas where work had just begun,
and had not progressed sufficiently to form a proper assessment. In each case, these
represent recommendations that were identified as later-stage tasks, and there is no concern
over their status.
2.1 Preventative Maintenance Recommendations
A formal preventive maintenance program be developed as soon as possible
A program was developed, with the assistance of a mechanics working group,
based on the industry best practices and Ministry of Transportation requirements.
The format of the document is such that each item to be inspected must be
“checked-off” when completed.
This preventive maintenance program formed the basis for the specific action
plans and assessment presented here.
Once the new preventative maintenance program is developed, the program be strictly
followed
The new maintenance procedures which include the MTO requirements were
introduced in May 2005 and the regular PM program was initiated in June of 2005.
All of these programs are now performed as follows:
~
MTO Annual – every 12 months – includes a complete brake safety inspection
~
MTO Semi Annual – every 6 months
~
PM Inspection -- every 10,000 KM -- includes oil and filter change.
Items that are not required to be changed every 10,000 Km’s, are scheduled in
multiples of 10,000 kilometres.
ENTRA Consultants
2006-03-29
Page 2
Assessment Summary: Successfully implemented, ongoing monitoring required
The practice of “fix when broken” for transmissions, engines and other components cease as
soon as possible;
A new component rebuild strategy be developed as quickly as possible and
GRT purchase one or two replacement engines and transmissions for the shop, and a‘ remove
and replace” program be established.
This program has started for small components, however, for the larger
components such as engines and transmissions, a “kilometre-failure rate” bench
mark has yet to be developed.
Once the planner/ scheduler becomes more familiar with the vehicle history, she
will be able to research and determine an appropriate benchmark for engine and
transmissions. This will allow both a schedule and a budget to be developed for
the change out of these components.
Currently, GRT is limited for space in the maintenance area and therefore major
engine repair and removal should continue to be contracted out. However,
consideration should be given to budget for a spare transmission and engine, for
the newer transit buses. This would assist in a faster vehicle in house repair turn
around.
Assessment Summary: Satisfactory Progress
2.2 Work Plans
GRT establish a process for the development of annual, monthly, weekly and daily work plans
for its shop
A maintenance planner/ scheduler started in the fall of 2005 and work plans are
now being developed with the initial focus on preventative maintenance. Once all
the schedules for the preventive maintenance programs are firmly established,
other programs will be initiated.
Assessment Summary: early implementation stage, continued review necessary
following implementation
All vehicle kilometers be recorded on a daily basis when the vehicles are serviced on the fuel
island:
To accurately schedule Preventive Maintenance programs, daily readings of vehicle
kilometers are recorded daily and entered into the database for the maintenance
programs. This information is now recorded on a nightly on the service-line check
sheet, and entered to IFIS.
Assessment Summary: Successfully implemented, ongoing monitoring required
ENTRA Consultants
2006-03-29
Page 3
Standard times be established as a basis for the annual, monthly, weekly and daily work plans:
For the supervisory staff and the planner/ scheduler to forecast and plan the work
schedule for the maintenance shop, it is important to know the time requirement
for the planned work. A working group committee, consisting of mechanical and
supervisory staff, has been established to determine reasonable times required for
jobs performed in the maintenance shop. Committee meetings were held during
December and this project should be completed in February 2006.
Assessment Summary: Satisfactory Progress
Supervisors meet at least once per week to review progress during the week, and to plan for
next week and next month
Due to management and supervisory staff changes, work scheduling in the shop
has been somewhat slow to take hold. However, the maintenance manager position
is now permanently filled and supervisory planning meetings have been initiated.
These meetings will be scheduled on a regular basis in the near future.
Assessment Summary: Satisfactory Progress
The Parts supervisor attend these “production meetings”
The parts supervisor has not been involved in these meetings, and has continued
to rely on information from other departments for direction.
Assessment Summary: Further Action Required
The practice of allowing staff to pick and choose their work cease as soon as possible, so that
supervisors can establish priorities for meeting daily and weekly targets, and for ensuring that
daily service commitments are met.
This practice has stopped.
Supervisors on duty on duty now assign work with the assistance of the
scheduler/ planner, supervisors know in advance what Preventive Maintenance
work and MTO inspections are due and work can be assigned to personnel best
suited for certain type of work.
Assessment Summary: Successfully implemented, ongoing monitoring required
2.3 Work Activities
A strategy be developed with the trades staff to increase the frequency of jobs that are started
by one shift to be completed by the next shift
Licensed mechanics are required to sign the MTO’s safety inspection certificate,
and in some cases are reluctant to take over uncompleted work performed by
another mechanic. A procedure has now been implemented to allow the “signing”
mechanic to re-inspect the work performed by the other mechanic to ensure the
work was completed properly.
ENTRA Consultants
2006-03-29
Page 4
This process will allow work started on another shift to be continued by the
following shift and therefore not waste valuable hoist capacity.
Assessment Summary: Successfully implemented, ongoing monitoring required
Vehicle history be made available to staff when they initiate work on a vehicle
Vehicle history files are now available to mechanical staff and a computer has
been located on the shop floor allowing mechanics to access vehicle files and
research past vehicle problems.
Assessment Summary: Successfully implemented, ongoing monitoring required
A consistent policy regarding which vehicles or which jobs will be contracted out be
established and followed
A new policy has been established which dictates that only major bus body/
structural refurbishing and MTO inspections (when necessary) be contracted out
and the maintenance manager be part of the decision process.
Assessment Summary: Successfully implemented, ongoing monitoring required
A consistent policy regarding how and why change-offs will be conducted be established and
shared with Operations
A bus change-off protocol has been developed and introduced to operations. This
will be an ongoing process and education to new operators.
Although it is a bit early to compare year over year to date, the number of nonmechanical “change-offs” in 2005 (up to the end of October) showed a 20 percent
improvement over 2004.
Assessment Summary: Satisfactory Progress
The tire program be reviewed for cost effectiveness, bogey, re-grooving, siping, tire pressure
monitoring
Tires are now “bumped” nightly on the service line to ensure tires are not flat. Also
tire pressures are checked and adjusted on each PM and MTO inspection
The cost effectiveness of a re-grooving and siping program has not been
completed at this time.
Assessment Summary: Satisfactory Progress
A formal cleaning program (including training for cleaners) for transit vehicles be established,
including the requisite number of staff
A formal detailed cleaning program has been developed and initiated, including a
scheduled timing cycle and staff trained to ensure a unit is to a standard that
reflects a positive corporate image of GRT to the public.
ENTRA Consultants
2006-03-29
Page 5
During the summer period, several students were hired to complete a thorough
cleaning of the GRT fleet. This program is expected to bring the buses up to a
“clean standard” and once completed, regular GRT staff should be able to maintain
this standard. Buses should be cycled approximately every 3 months for a detailed
cleaning. High mileage vehicles may have to be cycled more often.
Assessment Summary: Satisfactory Progress
2.4 Staff Levels
GRT consider pre-hiring two additional mechanics to assist through the transition period from
the current reactive to the future proactive maintenance work plan:
Two mechanics were pre- hired to replace two retiring mechanics. Further, to bring
GRT up to industry standard for bus to mechanic ratio, four additional mechanics
were hired (approved in 2005 budget). With these additional mechanics, mechanic
staff can be dedicated to Preventive Maintenance work to ensure that PM’s do not
fall behind schedule.
Additional mechanics are included in the 2006 budget
Assessment Summary: Successfully implemented
The current vacant supervisory position be converted to a maintenance planning supervisor
position
This was approved and a scheduler/ planner person started in late August of
2005.
Assessment Summary: Successfully implemented
2.5 Staff Scheduling
Current staff schedules be maintained at this time, and that they be reviewed once the formal
preventive maintenance programs and other work plans have been developed, with the
following noted exceptions:
~
the specific pros and cons of the 10-hour shifts be reviewed for effectiveness and efficiency
and
~
consideration be given, to operating the South Garage on weekdays onlyA working group has been formed to review the ten-hour shifts and its
effectiveness and also to ensure it meets the Ministry of Labor guidelines.
Assessment Summary: early implementation stage, continued review necessary
ENTRA Consultants
2006-03-29
Page 6
2.6 Garage Equipment and Layout
A detailed review be conducted of the garage layout and equipment, including the fueling,
servicing and cleaning lines
The review was conducted and several upgrades and improvements are being
initiated to increase productivity and safety. See Hoists and Service line.
Assessment Summary: Successfully implemented, ongoing monitoring required
The decision to install three In-ground hoists in the North Garage be reviewed as soon as
possible, and the alternatives to the in-ground hoists, such as wheel lifts or scissor lifts be
explored
This decision was reviewed and it was changed to the following:
~
-one portable wheel lift
~
-two in-ground hoist
Assessment Summary: Successfully implemented
Some form of separation wall or curtain be installed to keep the dust from the body area from
the mechanical work area:
Discussions are currently underway with the body shop staff to determine the best
practical method to achieve this objective and the appropriate funds to be
included in the 2006 budget.
Assessment Summary: early implementation stage, continued review necessary
Information regarding all safety inspections of shop equipment should he reported at the
monthly Occupational Health and Safety Committee meetings and posted In an appropriate
location0
This information is now passed on to the Safety Committee and all information is
posted.
Assessment Summary: Successfully implemented
2.7 Service Line
The servicing data collected at the South Garage be linked with or recorded into the IFIS
system
The Data from the South garage is now linked to the IFIS system
Assessment Summary: Successfully implemented
ENTRA Consultants
2006-03-29
Page 7
Service attendants at the North Garage service line record bus kilometers daily — either into
the card reader at the pumps, or on paper at the service line
The service attendants are currently recording the kilometres onto the paper
checklist. This will be eliminated as soon as the new computerized card readers
are installed. ( due to be completed by end of the year)
Assessment Summary: Satisfactory Progress
The sheet at the North Garage service line be revised by eliminating the numerous columns
regarding duties, and replacing the columns with: employee number, bus number, kilometers,
oil added (check mark only), and antifreeze added (check mark only)
The sheet was revised and only necessary information is recorded.
Assessment Summary: Successfully implemented
The North Garage service line be upgraded, with input and suggestions from the service
attendants
Several meetings were held with the service attendants to discuss their input and
the requirements to improve the work environment of the fueling area and the
general servicing of the vehicles. Numerous suggestions were identified and the
majority have or will be implemented, including:
~
The fueling and service lane has been upgraded to allow two buses to be
fueled at one time
~
Additional fuel hoses were installed on the opposite wall to fuel the smaller
buses that have the fuel tank opening on this side, eliminating the need to
drag the fuel hose across the bay.
~
Overhead fuel hoses are being installed to enhance the movement of the long,
heavy fuel hoses.
~
Two new computerized fuel pump card readers are being installed. The
employee enters the vehicle-kilometres and his employee number to begin the
fueling process and the system has “safeguard limits” built-into avoid entering
the wrong mileages. These new readers will transmit all the fueling data into
the IFIS system data base and the mileages can then be used to schedule the
Preventive Maintenance programs.
~
Additional oil, windshield washer fluid and anti-freeze dispensers were
installed to assist in servicing the smaller buses.
Assessment Summary: Satisfactory Progress
The service attendants be trained on servicing the new Nova Bus vehicles as soon as possible:
All service attendants have been trained on the new buses.
Assessment Summary: Successfully implemented
ENTRA Consultants
2006-03-29
Page 8
The service attendants be issued tire pressure gauges (and be trained in their use), new
brooms, flashlights, and any other small tools as suggested by service attendants
The required equipment has been issued, however, tire pressure gauges were not
introduced; instead the service attendant will “bump” tires on a nightly basis.
Assessment Summary: Successfully implemented
A roof be installed over the outside fuelling station:
External fueling is the exception and the addition of a roof has been deferred for
future review as part of the facility expansion in 2007.
Assessment Summary: Not Applicable
Consideration be given to lowering the fare box receptacles to ground level, so that service
attendants will no longer be required to use stairs to service the fare boxes
This has been completed.
Assessment Summary: Successfully implemented
Defective or hard-to-read hub odometers be repaired or replaced:
This will not be necessary, since the “odometer” reading will be used for recording
mileages.
Assessment Summary: Not Applicable
Hire 2 additional service attendants for the North Garage, and use North Garage service
attendants as South Garage back-ups
Completed—Two additional attendant have been hired.
Assessment Summary: Successfully implemented
With the additional service attendants, consider options for spot cleaning on the service island
(rather than just sweeping) continue with the South Garage service attendants process of
checking engines until the new PM program is operational, and then review this process vis-àvis the new PM program to determine its continued effectiveness once the new PM program is
in place
The spot cleaning has been tried and it is workable providing that the required
service attendant are at full complement. Staffing has been a problem in this area
in the past and at best, the system had operating at about 65 percent to 70
percent, making it difficult to perform additional cleaning duties other then the
basic sweeping.
Additional resources have added as part of the 2006 budget.
The South Garage will continue the current process.
Assessment Summary: Satisfactory Progress – further monitoring required
following new staff additions
ENTRA Consultants
2006-03-29
Page 9
Consider installing garbage containers in all buses and encouraging customers to use them,
and operators to dump them two or three times per shift
All buses now have a container for garbage.
Assessment Summary: Successfully implemented
Consider sweeping the buses in the service line rather than in the parking garage, in order to
increase efficiency
The sweeping is completed just prior to entering the service bay, while waiting for
serviced buses to clear the service lane.
Assessment Summary: Successfully implemented
Consider a North Garage “parking attendant” (one of the service attendants) to direct
operators from 17:30 to 19:30 on weeknights.
This duty is being performed by a person who is on modified- light duty. This
practice should be monitored to ensure its effectiveness and to determine if
dedicated resources are required.
Assessment Summary: Satisfactory Progress – monitoring required
2.8 Parts Supply and Inventory Management
A series of parts supply performance indicators be developed, recorded and shared monthly
with the maintenance department and senior GRT management
The parts department is currently performing a review with the finance
department.
Assessment Summary: early implementation stage, continued review necessary
following implementation
The current value of inventory be reviewed vis- a-vis the annual work plan to ensure that the
parts rooms are not overstocked
This is currently under review. It is important that the parts supervisor be aware
of what the maintenance department is planning re special projects and such, and
imperative that a representative from stores attend the weekly planning meetings
to ensure that material is at hand.
The Region’s Finance Department completed a review of the parts supply function
and has determined that it should be centralized as part of the regional corporate
structure. Once this transition is complete, GRT should monitor to ensure the
continued effective supply of parts when required.
Assessment Summary: Further Action Required
ENTRA Consultants
2006-03-29
Page 10
2.9 Maintenance Management System
GRT maintenance supervisory and clerical staff be fully trained on the IFIS system
The current staff and the new scheduler/ planner have now been trained on this
system and this will be an on-going process.
Assessment Summary: Successfully implemented, ongoing monitoring required
A supervisory or management person, or persons, be held responsible to ensure that data is
accurately recorded in the IFIS system
Currently all information recorded into the IFIS system is performed by
supervisors and the maintenance clerk. The scheduler/ planner checks to ensure
that the information is entered properly.
Assessment Summary: Successfully implemented, ongoing monitoring required
A set of formal Key Performance Indicators be developed to measure the effectiveness and
efficiency of the GRT Maintenance Department
A number of indicators have been developed to track Preventive Maintenance, MTO
inspections and in-service bus breakdowns or change-offs. More indicators and
performance measures are being developed to give management the tools to see
where improvements are occurring and where more are necessary.
Assessment Summary: Satisfactory Progress
2.10 Staff Training and Human Resources
A comprehensive technical skills training program be developed for GRT maintenance staff,
consisting of individual training courses based on current and future needs
Staff be provided opportunity to practice new skills on the job:
The maintenance manager is currently gathering information on past employee
training and future requirements to ensure that new skills can be utilized on the
job. The required funding for the training courses will be included in the 2006
budged.
Assessment Summary: Satisfactory Progress
A comprehensive internal communications program for GRT maintenance staff be developed
jointly with staff
A new bi-monthly newsletter “The Maintenance Monitor” has been developed
informing staff of all the latest developments in the transit and maintenance area.
Assessment Summary: Successfully implemented
ENTRA Consultants
2006-03-29
Page 11
2.11 North and South Garages
Management and staff at GRT maintenance recognize that there is one maintenance
department with two garages that need to work together to address the future success of the
maintenance department:
All maintenance programs are being implemented at both garage locations and
supervisory meetings include staff from all locations. Mechanical staff is also to
move between locations when the need arises.
Assessment Summary: Successfully implemented
2.12 Building Maintenance
GRT meet with the Region’s building department in an attempt to streamline building
maintenance processes
The GRT has meet with the Regional Building department to ensure GRT
maintenance department repairs are performed by the building department in a
timely manner.
Assessment Summary: Successfully implemented, ongoing monitoring required
2.13 Vehicle Purchases and Vehicle Retirements
GRT form a Bus Specification Committee to plan the next vehicle purchase:
The committee was formed prior the last bus order and input was received.
Assessment Summary: Successfully implemented
GRT review the effectiveness of the Bus Specification Committee work after the next vehicle
purchase has been completed
This committee will meet after some the next bus order has been received and
operators and maintenance personnel will be given an opportunity to review the
changes recommended by them for the order.
Assessment Summary: Successfully implemented
2.14 Conclusion
All of the above recommendations and their implementation need to be constantly monitored
with processes and procedures adjusted as necessary. Emphasis should be placed on “Team
Building” and “Employee Involvement” to ensure all maintenance and service personnel can work
together to continue to improve work performance and overall efficiency.
Implementing a process of change of the magnitude and scope achieved by GRT over the past year
is a commendable effort, and has been achieved through the direct involvement of management
and supervisory personnel and the cooperation of staff.
ENTRA Consultants
24-31Brep06-03-29StatusRepREV: 2006-03-29
Page 12
May 2, 2006
Report: E-05-099.3
APPENDIX B
GRANT THORNTON
Grand River Transit
Audit of Bus Procurement Processes
To the Chair and Council of the Region of Waterloo
March 24, 2006
Docs #: 278314
Audit of Bus Procurement Processes
To the Chair and Council of the
Region of Waterloo
March 24, 2006
Grant Thornton LLP
Chartered Accountants
Management Consultants
AUDITOR’S REPORT
To the Chair and Council of the Region of Waterloo
We have audited the Region of Waterloo’s compliance with purchasing By-law 61-91 and By-law 04093 and the related purchasing practices of the Region for all of the bus purchase procurement
processes from 2000 to 2005, bus refurbishments procurement processes for major repairs and
refurbishments from 2003 to 2005, and all of the disposal of buses during the period 2000 to 2005.
Our responsibility is to express an opinion on the Region’s compliance with the purchasing By-law
61-91 and By-law 04-093 and the related purchasing practices based on our audit.
We conducted our audit in accordance with the standards for assurance engagements of the Canadian
Institute of Chartered Accountants. Those standards require that we plan and perform an audit to
obtain reasonable assurance whether the Region’s compliance with By-law 61-91 and 04-093 and
related purchasing practices are free of material misstatement. Our audit includes examining, on a test
basis, evidence supporting the compliance with the established criteria and any related disclosures.
In our opinion, the bus tender process was in compliance with the Region’s By-law 61-91 and By-law
04-093 and the related purchasing policies. In our opinion, the Region complied with the bus
refurbishment procurement process for transactions conducted under By-law 04-093. In our opinion,
the bus disposal process was in compliance with the Region’s By-laws and purchasing policies.
We noted certain instances of non-compliance with the Region’s purchasing By-law 61-91 in the bus
refurbishment process. These instances of non compliance are detailed in the attached report.
Hamilton, Canada
March 24, 2006
Suite 1040
Standard Life Centre
120 King Street West
Hamilton, Ontario
L8P 4V2
T (905-525-1930
1-800-858-3092 (Ontario)
F (905) 527-4413
E Hamilton@GrantThornton.ca
W www.Grant Thornton.ca
Canadian Member of Grant Thornton International
Grant Thornton LLP
Chartered Accountants
Audit of Bus Procurement Processes
March 24, 2006
Contents
Executive Summary ......................................................................................................................................1
Background and Objectives ......................................................................................................................1
Conclusions...............................................................................................................................................2
Background…………………………………………………………………………………………………4
Our Assignment ............................................................................................................................................5
Scope.............................................................................................................................................................6
Approach.......................................................................................................................................................7
Findings
Bus Purchase Procurement Process - Assignment #1……………………………………………………9
Bus Refurbishment Process - Assignment #2…………………………………………………………..12
Bus Disposal Process - Assignment #3…………………………………………………………………22
Audit of Bus Procurement Processes
March 24, 2006
1
Executive Summary
The Chair and Council,
Region of Waterloo,
150 Frederick Street, 4th Floor,
Kitchener, Ontario,
N2G 4J3.
Dear Regional Chair Seiling and Members of Council:
BACKGROUND, OBJECTIVES, AND CONCLUSIONS
The Council of the Region of Waterloo directed the Region’s administration to undertake an external
audit of certain business transactions of Grand River Transit (“GRT”) relating to the purchase of buses,
the refurbishment of buses and the disposal through sale of buses and that the external auditor was to
provide a report back to the Council thereon.
In December 2005, the Region issued a call for proposals (Proposal #P2005-52) pursuant to the direction
of Council. Grant Thornton LLP, a national chartered accounting firm, was selected on January 16, 2006
to conduct the engagement and report the results to Council.
The objectives of the audit were to evaluate directly, using suitable criteria, the transactions under review
and the compliance with policy and procedures and the applicable purchasing By-law at the time for:
1) all of the bus purchase procurement processes in this period (Tender 2001-128 in 2001, Tender 2003114 in 2003, and Tender 2005-130 in 2005);
2) bus refurbishing procurement processes for major repairs and refurbishments from 2003 to 2005; and
3) all of the disposal of buses during the period 2000 to 2005.
The deliverables of the audit included a reporting on the compliance with purchasing By-laws and
practices within the Region and providing an evaluation of the policies and procedures utilized in each of
the three components of the assignment. As well, the report was to indicate any potential non-compliance
with key portions of the purchasing By-law.
From 2000 to 2004, the transactions were considered in relation to the Region’s purchasing By-law 6191. Effective for 2005, the Region enacted purchasing By-law 04-093 and the transactions were
measured against this new standard.
Audit of Bus Procurement Processes
March 24, 2006
2
CONCLUSIONS
BUS PURCHASES
In our opinion, the bus tender process was in compliance with the Region’s By-laws and purchasing
policies.
For the bus purchase tenders examined prior to 2005, we did note that the tendering process could have
been more robust by enhancing the documentary evidence in the following areas:
I. It would have been desirable to completely document the Region’s evaluation of the bids, the
bidder’s compliance with the detailed specifications, and the financial impact of any noncompliant components; and
II. The business case for selecting the successful bidder should have been clearly supported and
documented to show that the bid represented the lowest overall cost and not just the lowest
overall price.
BUS REFURBISHMENTS
In our opinion, the Region complied with the bus refurbishment procurement process for transactions
conducted under the new purchasing By-law 04-093 in 2005.
We did note instances of non-compliance with the Region’s purchasing By-law 61-91 in the bus
refurbishment process, including:
I. RFP’s where less than 3 quotes were obtained when work was expected to exceed $10,000;
II. RFP’s for refurbishments when the cost was expected to exceed $50,000 but sealed tenders were
not obtained; and
III. Instances where additional costs exceeded $10,000 but three quotes were not obtained.
We understand from management that in certain situations where 3 quotes were not obtained, it was
owing to the circumstance whereby the usual suppliers of the refurbishments were already working on
GRT buses and the work was awarded to a supplier that had capacity at that time.
We observed that sealed tenders are now obtained as required under By-law 04-093.
In cases for which the vendor discovered extra work was required, the Region approved and paid for
these extras totaling $162,359. If the next lowest bid had been accepted and no additional work
discovered, the total expenditure would have been $60,000 less.
For clarity, all of the instances of non-compliance occurred with transactions applied under By-law 61-91
and there were no instances of non-compliance noted with transactions applied under By-law 04-093.
Audit of Bus Procurement Processes
March 24, 2006
3
BUS DISPOSALS
In our opinion, the bus disposal process was in compliance with the Region’s By-laws and purchasing
policies.
There were 17 transit bus disposals in the period 2000 to 2005 and only approximately $12,000 was
involved in this activity. The bus disposal process could be enhanced by adopting the following best
practice:
I. A list of surplus transit buses should be maintained by the Purchasing division to enhance its
ability to track transit bus disposals.
CHANGES IN 2005
Our review covered the time period from 2000 to 2005 and considered the policies and procedures that
were governed under the By-law in effect at the time.
The Region enacted the new purchasing By-law 04-093 effective January 1, 2005, and implemented
revised policies and processes in Transit Services. We have concluded that the bus procurement, bus
refurbishment and bus disposal processes are more comprehensive than the procedures that were followed
under By-law 61-91.
We understand that improvements were implemented by the Purchasing division for 2005 and we
observed that the documentary evidence supporting the purchasing procedures is much more substantial
after these enhancements came into practice.
Thank you for the opportunity to provide professional services to the Region of Waterloo. Should you
have any questions regarding our report, please contact us.
Yours truly,
Grant Thornton LLP
Evan McDade, CA.CBV
Partner
jem/jm
Audit of Bus Procurement Processes
March 24, 2006
4
Report to Council on External Audit of Bus
Procurement Processes
The Chair and Council,
Region of Waterloo,
150 Frederick Street, 4th Floor,
Kitchener, Ontario,
N2G 4J3.
Dear Regional Chair Seiling and Members of Council:
Background
In 2000, the Region of Waterloo assumed operation of the transit system of the cities of Cambridge and
Kitchener and consolidated these operations into a single transit system for the Region known as Grand
River Transit (“GRT”). Since then, GRT has experienced rapid growth to provide increased levels of
service to the residents of the Region. The expansion of service, including increases to the fleet of buses,
together with replacements and refurbishments of the older fleet, has resulted in increased expenditures
for purchase of buses and maintenance and refurbishment of buses.
Several studies and reviews have been undertaken for the Transit Services Division to determine the state
of the fleet and look for opportunities for improvements in practices. The Region’s purchasing division
and GRT’s management are proactively committed to improving the purchasing and operating processes.
In 2005, changes were made to the internal controls around bus refurbishment procurement to prevent
extra billings and to maintain the integrity of the procurement processes.
The Council of the Region of Waterloo directed the Region’s administration to undertake an external
audit of certain business transactions of Grand River Transit during the years 2001 to 2005. The purpose
of the audit procedures and the findings follow in this report.
Audit of Bus Procurement Processes
March 24, 2006
5
Our Assignment
We were engaged under your RFP #2005-52 to provide a Section 5025 Report to Council. A 5025
Report is a direct reporting engagement where the auditor will evaluate directly, using suitable criteria,
the transactions which are under review and the compliance with policy and procedures in these
circumstances.
The Region desired a high level of assurance from the review and concluded that an audit engagement is
appropriate in the circumstances. To that end, we reviewed all of the bus tenders, all of the bus disposals,
and approximately 70% of the dollar value of the bus refurbishments for the period under review.
Therefore, the audit did achieve the high level of assurance that it was seeking.
The objective of this engagement was to audit specific bus purchasing, bus refurbishing and bus disposal
transactions in the years 2000 to 2005 to determine if the Region’s procurement policy, guidelines,
procedures and By-laws were followed and to provide an audit report to Council on the results of this
review.
There were three components to this assignment:
1) A review of all of the bus purchase procurement process used for the acquisition of buses, looking at
all the tenders that were issued in this period (Tender 2001-128, Tender 2003-114, and Tender 2005130);
2) A review of the bus refurbishing procurement process used for the major repairs and refurbishments
of buses in the GRT fleet from 2003 to 2005; and
3) A review of all the disposal of buses during the period 2000 to 2005.
Each of the three components of the assignment is specifically addressed in our report.
Audit of Bus Procurement Processes
March 24, 2006
6
Scope
The review of the bus purchase procurement process included all the tenders that were issued during this
period: Tender 2001-128, Tender 2003-114, and Tender 2005-130. The bus refurbishment review
included sampling transactions occurring during the period January 1, 2003 to December 31, 2005
totaling approximately $1.55 million. The review of all the disposal of buses covered the period between
2000 and 2005.
The actual transactions subject to this audit are as follows:
Bus purchases
Tender 2001-128 (Two awards totaling 30 buses)
$13,731,000
Tender 2003-114 (Two awards totaling 34 buses)
15,998,000
Tender 2005-130 (One award totaling 12 buses)
5,139,000
$34,868,000
Bus refurbishment
2003 - 14 transactions
$
222,197
2004 - 47 transactions
987,519
2005 - 31 transactions
345,767
$ 1,555,483
Disposals
17 transactions from 2000 to 2005
$ 12,373
Audit of Bus Procurement Processes
March 24, 2006
7
Approach
Our overall approach to the engagement included the following steps:
1.
Initial interviews with senior Region personnel in the Finance department, the Internal Auditor,
and senior personnel at Grand River Transit;
2.
Initial interviews with the Regional Chair, the Chair of the Planning and Works Committee, and
the Chair of the Administration and Finance Committee;
3.
An opportunity to meet with individual Councillors was available;
4.
A review of background material to confirm our understanding of the systems, processes and
protocols put in place related to the procurement, refurbishment, and disposal of buses;
5.
The development of an audit plan to design appropriate procedures to test transactions in each
area of the assignment;
6.
Additional interviews to determine the processes actually followed from 2000 to 2005 in
procuring, refurbishing, and disposing of buses;
7.
An examination of Tender 2001-128, Tender 2003-114, Tender 2005-130 and review of
documentation associated with these tenders including instructions to bidders, copies of bids,
addendums, purchase orders, invoices, communications with respect to design changes and
negotiations on closing, inspection reports and receiving documents;
8.
Receipt of a listing of refurbishment transactions in 2003, 2004 and 2005 and a selection of a
statistical sample of transactions and supporting documentation for analytical and compliance
procedures;
9.
An identification of specific bus refurbishments to be evaluated as part of the audit of
refurbishments;
10.
A review of documentation relating to known bus disposals;
11.
A review of the work plan initially communicated to the Region on proposing for the
engagement;
12.
Modification of the above procedures as appropriate; and
13.
A review of each of the assignments was directed by the requirements of the proposal document.
Audit of Bus Procurement Processes
March 24, 2006
8
Results
BUS PURCHASE PROCUREMENT PROCESS - ASSIGNMENT #1
BACKGROUND
The Region of Waterloo provides transit services in the urban areas of Cambridge, Kitchener and
Waterloo seven days a week. With population growth and increased ridership, as well as an aging fleet,
the Region needed to acquire new buses to meet demand, provide service expansion and replace older
buses and stay within budgetary requirements.
In 2001, in accordance with capital plans, a request for proposal (RFP) was issued for the purchase of 10
transit coaches (with an option to purchase an additional 20 coaches in 2003) to replace buses that were
nearing the end of their useful life.
A 2003 RFP continued Grand River Transit’s 5 year business plan to expand the fleet. Update reports
were submitted to Council considering both the environmental impact and cost of replacement.
In 2005, the capital acquisition program continued with the Region issuing a tender for the purchase of 10
transit coaches for delivery in 2006, and an option to purchase an additional 20 coaches in 2007.
We were directed to look at all the bus procurement tenders from 2001 to 2005, and we understand that
these tenders are T2001-128, T2003-114, and T2005-130. We were to determine if the tenders were in
compliance with the Region’s purchasing By-laws and procedures.
Audit of Bus Procurement Processes
March 24, 2006
9
TENDER T2001-128
In accordance with By-law 61-91, Tender T2001-128 was sent to 3 bidders on August 2, 2001 inviting
submissions for the supply of 10 transit coaches for delivery in 2002 and an optional 20 additional
coaches in 2003.
The tender documents included detailed vehicle specifications. It was the Region’s expressed intent to
purchase vehicles that closely conformed to the detailed specifications, although non-compliant items
could reasonably be expected on the bids.
The following were the tender bids received for diesel buses for tender T2001-128:
Company
Manufacturer #1
Manufacturer #2
Manufacturer #3
Price for each
of first 10
transit buses
$457,700
$455,714
$479,437
Price for each
optional 20
Sub total
transit buses
$4,577,000
$457,700
$4,557,140
$465,765
$4,794,370
$479,437
Sub total
Total Cost
$9,154,000
$13,731,000
$9,315,300
$13,872,440
$9,588,740
$14,383,110
The Finance Department Report dated December 12, 2001 recommended that Manufacturer #1 be
awarded the tender for the 10 buses. This bid was the second lowest price, but an appropriate business
case documented that this bid would result in the lowest overall cost owing to the materials used in the
body of the buses and the warranty offered by the manufacturer.
The Finance Department Report dated April 2-3, 2002 recommended that the tender bid from
Manufacturer #1 be accepted at a price of $9,154,000 for the optional 20 buses. This recommendation
was in compliance with the purchasing By-law.
Conclusion – Tender #T2001-128
Tender #T2001-128 was issued in accordance with the Region’s purchasing By-law 61-91.
We did note that, although the documentation maintained for this tender was extensive, the process could
have been enhanced by documenting the financial impact of non-compliance with technical specifications
provided by the bidders. It would also have been desirable to completely document the Region’s
evaluation of the bids, the bidder’s compliance with the detailed specifications, and the financial impact
of any non-compliant components to fully support the determination of the bid with the lowest overall
cost.
Audit of Bus Procurement Processes
March 24, 2006
10
TENDER T2003-114
In accordance with By-law 61-91, Tender T2003-114 was sent to 4 bidders, the three from the 2001
tender plus one other, inviting tender submissions for the supply of 18 transit coaches for delivery in 2004
and an optional 12 additional transit coaches in 2005.
The tender documents included detailed vehicle specifications on which the bidder was to document their
compliance with each specification or their deviation from the specification. It was the Region of
Waterloo’s expressed intent to purchase vehicles that closely conformed to the detailed specifications.
Bids were received from three manufacturers, but one bid was received late and returned unopened (in
accordance with the purchasing By-law).
The following were the tender bids for diesel buses for tender T2003-114:
Company
Manufacturer #1
Manufacturer #2
Price for each of
first 18 transit
buses
$476,425
$466,319
Price for each
optional 12
Sub total
transit buses
$8,575,650
$490,718
$8,393,742
$480,309
Total
Extended
Sub total
Cost
$5,888,616 $14,464,266
$5,763,708 $14,157,450
The Administration and Finance Committee meeting dated June 17-18, 2003 recommended to Council
the purchase of 18 transit buses from Manufacturer #2, which was the lowest price. The Administration
and Finance Committee meeting dated April 21, 2004 recommended to Council the purchase of 16
additional transit buses from this manufacturer, bringing the total to 34 buses compared to the specified
30.
Proper approval from Council was obtained for both bus procurement purchases under this tender,
including the 4 additional buses costing $1,921,236. The total invoiced amount was $15,998,127 which
agreed to the final purchase orders and was paid in full. The difference between the invoiced amount and
the amount approved by Council was a result of changes to the tender bid price based on options and
changes made during the time of pre-production meetings with the manufacturer, which is in accordance
with the by-law.
Conclusion – Tender #T2003-114
Tender #T2003-114 was issued in accordance with the Region’s purchasing By-law 61-91.
We did note that the tendering process could have been more robust by enhancing the documentary
evidence. It would have been desirable to completely document the Region’s evaluation of the bids, the
bidder’s compliance with the detailed specifications, and the financial impact of any non-compliant
components. The business case for selecting the successful bidder should have been clearly supported
and documented to show that the bid represented the lowest overall cost and not just the lowest overall
price.
Audit of Bus Procurement Processes
March 24, 2006
11
TENDER T2005-130
In accordance with By-law 04-093, Tender T2005-130 was sent to three transit bus manufacturers on
August 4, 2005 inviting submissions for the supply of 12 transit coaches for delivery in 2006 and an
optional 20 additional coaches in 2007.
The tender documents included detailed vehicle specifications on which the bidder was to document their
compliance with each specification or their deviation from the specification. It was the Region of
Waterloo’s expressed intent to purchase vehicles that closely conformed to the detailed specifications.
The following were the tender bids received for transit buses for tender T2005-130:
Company
Manufacturer #1
Manufacturer #2
Manufacturer #3
Price for each
of first 12
transit buses
$429,180
$436,989
$432,165
Price for
each optional
20 transit
buses
$5,150,160
$424,888
$5,243,868
$443,934
$5,185,980
$439,703
Sub total
Sub
total
$8,497,760
$8,878,680
$8,794,060
Total Extended
Cost
$13,647,920
$14,122,548
$13,980,040
The Purchasing division analyzed the tenders and summarized all items that were in non-compliance with
the tender specifications. GRT staff then reviewed the listing of non-compliant items and assessed their
impact and on December 9, 2005, letters were sent to the three Bidders informing them that each bid was
non-compliant with the requirements of the tender. Documentation supporting the assessment process
was greatly improved for this tender.
In accordance with By-law 04-093, the Region cancelled Tender T2005-130 and exercised its right to
negotiate as set out in the Tender documents. The Purchasing By-law, which came into effect January 1,
2005, prevents the Region from accepting non-compliant bids.
The Finance Department Report dated February 16, 2006 recommended the purchase of 12 transit buses
from Manufacturer #3 at a final negotiated price of $428,223 per bus, after adjustments to their original
bid for minor part changes.
Proper approval from Council was obtained for the bus procurement purchases under this tender. A
properly authorized purchase order was issued.
Conclusion – Tender #T2001-128
Tender #T2005-130 was issued in accordance with the Region’s purchasing By-law 04-093.
Under By-Law 04-093, any negotiated acquisition must be approved by Council if the value of the
acquisition exceeds $100,000 and Council must be informed of the fact that all bids were non-compliant.
Both of these requirements were followed by the Region with respect to this tender.
Audit of Bus Procurement Processes
March 24, 2006
12
BUS REFURBISHMENT PROCESS – ASSIGNMENT #2
BACKGROUND
The Region of Waterloo has one of the largest low floor bus fleets in Ontario. While this enhances
accessibility for customers who have mobility difficulties, it reduces road clearance and causes the bus to
vacuum up road salt, trapping the salt on the bus undercarriage, and leading to more rapid structural
deterioration. This deterioration is more pronounced on the right side of the bus, due to the fact that the
bus is constantly pulling up to the curbs.
The Region of Waterloo has a fleet of 193 transit buses today which include Orion V, Classics, New
Flyers, Nova and Motor Coach Industry buses. The potential costs for refurbishment depends on many
factors including the type of bus, its age and life expectancy, whether it’s low-floor, and the type of
frame. In 2004, the Region developed a Refurbishing Program which recommended that 49 buses
undergo some level of refurbishment in 2004 and 2005. This created significant challenges in terms of
scheduling the work while maintaining service levels.
Transit buses are expected to be in operation a minimum of 18 years, with many buses being retired after
20 years. Refurbishment of transit buses in Ontario usually takes place after 10 to 12 years of service.
The objectives of the external audit were to evaluate directly, using suitable criteria, the transactions
relating to bus refurbishments during 2003 to 2005 to determine the extent of the Region’s compliance
with its policies and procedures and the purchasing By-law in effect at the time.
SAMPLE SIZE
The refurbishing expenditures were grouped by year and then a sample was selected. This method of
sample selection ensured a representative selection of transactions for all years was included and that
various refurbishers were tested.
Our sample selection resulted in the following coverage:
Refurbisher
Company A
Company B
Company C
Company D
Other
Total
Total transactions
from 2003 -2005
($)
$608,143
Number
of
Samples
12
Value of
Samples
($)
$555,056
413,660
272,229
129,362
132,090
7
3
3
--
316,454
122,448
104,878
--
76.5%
45.0%
81.1%
--%
$1,555,484
25
$1,098,836
70.6%
Coverage
Percentage
91.3%
Audit of Bus Procurement Processes
March 24, 2006
13
MEASUREMENT CRITERIA – PROCESS & BY-LAWS
Our examination of the refurbishments was focused on the process followed in selecting a vendor,
compliance with Region protocols and By-laws, and completeness of supporting documentation including
bids received and authorization of any additional work completed.
Specifically, we considered the requirements of By-law 61-91 and the impact of the By-law 04-093
effective January 1, 2005. 4 of the 17 major refurbishments reviewed were measured under the new
purchasing By-law requirements.
Audit of Bus Procurement Processes
March 24, 2006
14
FINDINGS
The 25 transactions examined for refurbishment covered a significant amount (70%) of the total
refurbishing expenditures incurred. Of these 25 transactions, 17 related to full refurbishments and the
remainder to extra billings or other work. We found instances of non-compliance with the By-law 61-91
in the transactions examined as outlined below.
Bylaw
61-91
>
$50,000
Quotes Estimated
on file
Cost
Tender
3
70,820
0
46,932
N/R
1
64,080
No
3
35,148
N/R
2
74,900
No
0
32,177
N/R
1
68,880
No
3
55,111
No
0
70,628
No
0
61,611
No
3
61,210
No
3
61,210
No
0
65,754
No
3
74,648
Best
Cost
Bus #
521
522
8801
8901
8905
8912
9201
9202
9206
9207
9208
9210
9410
9203
By-Law
61-91
61-91
61-91
61-91
61-91
61-91
61-91
61-91
61-91
61-91
61-91
61-91
61-91
04-093
9404
04-093
N/R
0
25,270
N/R
--
9417
9420
04-093
04-093
N/R
N/R
0
3
38,170
74,648
N/R
--
No
No
No
N/R
--
--
--
-
Finding
Compliant
Note 1
Notes 1, 2 & 3
Note 3
Notes 1, 2 & 3
Note 1
Notes 1&2
Note 2
Notes 1, 2 & 3
Notes 1&2
Notes 2 & 3
Notes 2 & 3
Notes 1&2
Compliant
Compliant Note 4
Compliant Note 4
Compliant
Note 1 - 3 quotes were not obtained/no quotes were obtained or the quote is not in the file;
Note 2 - Estimated cost exceeded $50,000 but no call for a sealed tender;
Note 3 - Additional work required exceeded $10,000 and two other quotes not obtained; and
Note 4 – Region was compliant as purchasing had the authority to award work without 3
quotes on file.
N/R – not required
Audit of Bus Procurement Processes
March 24, 2006
15
The level of non-compliance varied. Some refurbishments had instances of non-compliance where less
than 3 quotes were received and it was not part of a sealed tender, while others had one relatively minor
instance of non-compliance (i.e. two quotes obtained and lower bid awarded).
¾ Of the 17 full refurbishments reviewed, only 7 had the required 3 quotes on file and only 3 of
these were part of a formal tender;
¾ If the estimated cost exceeded $50,000, By-Law 61-91 required that Purchasing and Fleet
Maintenance officials call for a sealed tender. In 9 cases, the cost of the refurbishment exceeded
$50,000 and a sealed tender had not been undertaken;
¾ In all instances when more than one quote was obtained, the lowest quote was awarded the
contract to refurbish the bus.
We discussed with management the circumstances whereby only one quote was obtained. We were
informed that there were four main refurbishers available to complete the work and in some cases, three
of the refurbishers were already busy completing refurbishments on Region of Waterloo buses. In an
effort to expedite the refurbishments, the contract was awarded to a refurbisher that had capacity at that
time. In these instances, time and capacity was the reason for awarding the contract versus pricing. This
occurred in the refurbishment decision for buses 9404 and 9417 as allowed for under By-law 04-093.
In 2003 and for the first half of 2004, quotes were received via fax at Grand River Transit. There were no
deadlines placed on requests for quotes and as a result, quotes for specific bus refurbishments were
received on different days from the refurbishers. By-law 61-91, section C-5 indicates “Where the
requirement for goods or services is estimated to exceed $10,000 but is less than $50,000, the purchase
may be made on the authority of the Director of Purchasing and Fleet Maintenance upon such terms and
conditions as he/she shall deem advisable subject to him/her first obtaining at least 3 quotations for such
goods whenever possible.” This indicates that the decision should have been made through the Region of
Waterloo Purchasing division and not at Grand River Transit.
Section C-6 further states “All requirements for goods or services estimated to exceed $50,000 in value
shall be obtained by calling for sealed tenders by the Director of Purchasing and Fleet Maintenance
upon such terms and conditions as he/she deems advisable. This may be done by advertising in daily
local or trade newspapers or by invitation.” Under these circumstances, the decision should again have
been made through the Region’s Purchasing division.
SUPPORTING DOCUMENTATION
Quotes were either not obtained or not retained on file for 7 of the 17 refurbishments reviewed. An
additional 2 refurbishments had only one quote on file. It was not clear if other quotes had been obtained,
but only the quote from the refurbisher awarded the work was available for review in these two instances.
In all cases, there was appropriate evidence of authorization for the work to be performed and for
payment to be made.
Audit of Bus Procurement Processes
March 24, 2006
16
For the two refurbishment tenders examined, appropriate documentation was received under all By-law
criteria. All bids obtained were included as documentation in the Purchasing division’s file as well as any
amendments to the original instructions.
Audit of Bus Procurement Processes
March 24, 2006
17
TRENDS IN THE REFURBISHING PROCESS
We summarized the total transactions by year and by major refurbisher and determined that one company
(“Company A”) received a significantly higher amount of refurbishment contracts in dollar terms in 2004
as compared to the other major refurbishers.
$700,000
$600,000
$500,000
Company A
$400,000
Company B
Company C
$300,000
Company D
Other
$200,000
$100,000
2003
2004
2005
Total
From this information, the 17 major refurbishments selected were broken down by type of bus to enable
further trend analysis. There were 4 categories of buses included in the sample:
1. Conventional diesel, Motor Coach Industries with an average life span of 14-18 years, 1987
or 1989 models. Not accessible (not low-floor).
2. Conventional diesel, New Flyer Industries D40LF with an average life span of 11-18 years,
1992 model. Accessible.
3. Conventional diesel, New Flyer Industries D40LF with an average life span of 9-18 years,
1994 model. Accessible.
4. Conventional diesel, Orion Bus with an average life span of 14 to 18 years, 1989 model.
Our sample included a number of buses under category 1 and 2 above to enable an analysis for any type
of trends.
Audit of Bus Procurement Processes
March 24, 2006
18
THE REFURBISHING PROCESS – TIMELINES
We noted that Company A was often the lowest bidder during a certain period of time and accordingly
was awarded the contract. However, Company A did extra bill for work that resulted in an overall cost
exceeding the quoted price of the other bidders. It cannot be determined whether the other bidders would
have extra billed for the work had they been awarded the contract.
The following timeline indicates the awarding of selected contracts and the incidence of extra billing:
Motor Coach Buses
Bus 8901
Company A
Company B
Company C
Bus 8905
Company A
Company C
Bus 8801
Company A
Bus 521
Company A
Company B
Company C
Bid Date
Dec 16/02
Dec 10/02
Dec 17/02
Bid Date
Feb 16/04
Feb 17/04
Bid Date
Bid
Amount
$35,147
$38,936
$49,825
Bid
Amount
Tender
Tender
Tender
$35,147
Awarded
$74,900
$85,524
Bid
Amount
No quotes
on file
Bid Date
Awarded
$74,900
Awarded
--
Bid
Amount
$70,821
$81,582
$106,231
$64,081
Awarded
$70,821
Extra Bill
$18,085
Extra Bill
$26,194
Extra Bill
$16,889
Extra Bill
$10,716
Total Cost
$53,232
Total Cost
$101,094
Total Cost
$80,970
Total Cost
$81,537
Timing of
Extra
work
Jan-03
Timing of
Extra
work
May-04
Timing of
Extra
work
Apr-04
Timing of
Extra
work
Dec-04
To summarize, Company A was awarded all 4 of these specific Motor Coach Industries bus
refurbishments. The first bid was awarded in December 2002 for $35,147 and the final cost was $53,232.
In February 2004, it was awarded the refurbishment of bus 8905 based on a quote of $74,900 and the total
cost was $101,094.
In April 2004, the refurbishment of bus 8801 was awarded to Company A for $64,081 and it was
determined that additional work of $16,889 was required. The total cost for this refurbishment was
$80,970.
Audit of Bus Procurement Processes
March 24, 2006
19
In September 2004, a call for tenders was done for the refurbishment of bus 521. All bidders attended a
pre-bid meeting on September 27, 2004 where they were able to inspect the bus before finalizing their
bids. Company A was awarded this refurbishment with a quote of $70,821. Additional work of $10,716
was required.
Experience gained on the refurbishment of bus numbers 8905 and 8801 showed that initial quotes
provided by Company A may have been too low, given that additional billings were required to complete
all necessary work. Company A provided a bid on bus 521 that was consistent with its initial bid for both
8905 and 8801 but did not factor in any likely extra requirements to complete the refurbishment.
Although the final costs per bus for 8905 and 8801 were significantly higher than the initial estimates,
Company A provided a quote of $70,821 on bus 521 which was almost $10,500 less than the next lowest
bid. The final cost for bus 521 was only $45 lower than Company B’s bid for this work. Total hours
estimates were 461 for Company A and 428 for Company B.
In each instance where extra work was required, a representative of Grand River Transit approved the
additional work before it was completed.
The hourly rates for the initial 461 hours quoted by Company A were at bid rates of $50 per hour and any
additional time spent was charged at a retail rate of $65 per hour.
1992 D40LF Flyers
Bus 9206
Company A
Buses
9208
and 9210
Bid Date
Bid
Amount
Mar-04
Bid Date
Awarded
--
Bid
Amount
Company A
Jun -04
$61,210
Company B
Company C
Other
Jun -04
Jun -04
Jun -04
$73,591
$77,685
$91,046
$61,416
Awarded
$61,210
Extra Bill
$27,992
Extra Bill
$34,401
$26,783
Total Cost
$89,408
Total Cost
$95,611
$87,993
Timing of
Extra
work
Jun-04
Timing of
Extra
work
Sep-04
This table summarizes the timelines surrounding Company A being awarded all three of these specific
New Flyer bus refurbishments. The first bid provided by Company A, in March 2004, was for $61,416
and extra billings moved the final cost to $89,408. In June 2004, Company A was awarded the
refurbishment of buses 9208 and 9210 based on a quote of $61,210 per bus. Extra billings moved the
total cost to the Region to $95,611 for bus 9208 and $87,993 for bus 9210.
Audit of Bus Procurement Processes
March 24, 2006
20
The quotes provided for buses 9208 and 9210 were identical. Total required hours estimated for each bus
were:
Company A: 621 hours
Company B: 769 hours
Company C: 814.5 hours
Other: 753 hours
It was determined that Company A did not use the list of required work provided by Grand River Transit
(GRT). The quote provided did not break down hours and materials costs by item. It also included key
wording changes and the removal of some of the specific requirements that were on the list provided by
GRT.
Looking at specific items where these deviations in wording occurred or where items were removed from
the quotes, the average cost of these per the estimates of Company B and Company C was $8,600. Total
average hours for these specific items was 92 and these would have been billed at the additional retail rate
of $65 per hour from the original quoted rate of $50 per hour provided by Company A.
TRENDS IN THE REFURBISHING PROCESS – ADDITIONAL BILLINGS
Major refurbishments examined
Total instances of additional billing
Cost of additional billings
$
A
7
7
150,710
Company
B
C
5
2
1
0
$ 11,649
$
-
D
3
0
$
-
Other
0
0
$
-
Of the sample selected, each major refurbishment completed by Company A contained additional work
beyond the original scope of the contract. There was only one instance of additional billing from
Company B and this related specifically to repairs needed as a result of an accident. There were no
further instances of additional billing from the Company B, Company C or Company D.
We have calculated the potential extra cost to the Region. For the 7 refurbishments completed by
Company A that resulted in additional billings, we compared the quote to the next lowest bid. The
difference between the final cost to the Region and the next lowest quote was as follows:
Audit of Bus Procurement Processes
March 24, 2006
Bus
521
8801
8901
8905
9206
9208
9210
Total
Awarded
Bid
70,821.91
64,080.91
35,147.79
74,900.01
70,628.28
61,209.95
61,209.95
Next Lowest
Bid
81,581.91
None
45,236.41
85,524.35
None
73,591.25
73,591.25
21
Total Cost
(including
extra cost)
81,537.69
80,969.59
53,232.88
101,093.71
98,620.56
95,611.33
87,992.64
Difference
(44.22)
7,996.47
15,569.36
22,020.08
14,401.39
$ 59,943.08
In all instances, a member of the GRT staff approved the work to be done in advance of it being
completed. Again, it cannot be determined whether the other bidders would have billed for extra work
had they been awarded the contract.
We understand that management at GRT and the Region’s Purchasing Department are looking at ways to
minimize the exposure to additional billings and keep the bidding process fair. These changes were made
in 2005 so that there would not be the need for extra billings. This includes having two lists of
specifications; one that details the known items that need to be repaired/replaced and a second that lists
possible repairs required based on the history of the bus type. The overall best cost would then be
selected, factoring both quotes into the equation on a weighted scale in an effort to reduce GRT’s
exposure to extra billings at a higher hourly rate.
CONCLUSION
In our opinion, the Region complied with the bus refurbishment procurement process for transactions
conducted under By-law 04-093.
We did note instances of non-compliance with the Region’s purchasing By-law 61-91 in the bus
refurbishment process, summarized as follows:
I. not obtaining three quotes for the work when it was expected to exceed $10,000;
II. not calling for sealed tenders when the estimated cost exceeded $50,000; and
III. additional work estimates exceeding $10,000 but additional quotes were not obtained.
There is evidence that all of the work was performed by the supplier. Therefore, the potential maximum
additional cost incurred by the Region is likely under $60,000. We understand that new processes were
put into place in 2005 to minimize the costs of extra billings.
Audit of Bus Procurement Processes
March 24, 2006
22
BUS DISPOSAL PROCESS – ASSIGNMENT #3
BACKGROUND
Grand River Transit and other Regional staff maintain a listing of transit buses which outlines their
expected year of retirement which originally is based on the 18 year expected life of a transit bus.
Obsolete transit buses have minimal value as there is a very limited resale market. Traditionally, scrap
metal dealer and wreckers have shown little interest in purchasing obsolete transit buses as the metal in an
18 year old bus frame has deteriorated to the point of being worthless. Buyers for obsolete transit buses
are found through contacts established with other transit authorities or bus repair facilities.
We examined the Vehicle Continuity Schedule for 2002 to 2005 provided by GRT Fleet Services and the
annual submissions to the Ministry of Transportation of Ontario (MTO) for the same period and
established that there were 17 bus disposals during this time frame for total proceeds of $12,373 (an
average of $728 per bus). For 2000 and 2001, when the above schedule and submissions were not
prepared, we reviewed the General Ledger detail for the general revenue and recharge revenue north and
south accounts for any potential bus dispositions.
MEASUREMENT CRITERIA – PROCESS & BY-LAWS
Our examination of transit bus disposals focused on the compliance with the Region’s by-laws, the
completeness of supporting documentation and the receipt of sale funds. Specifically, we considered the
requirements of the Purchasing By-laws 61-91 and 04-093 which were in effect during the period under
review. A Financial Management Manual which was updated on November 17, 2005 also dealt with the
disposition of motor vehicles and equipment.
CONCLUSION
In our opinion, the bus disposal process was in compliance with the Region’s By-laws and purchasing
policies.
There were 17 transit bus disposals in the period 2000 to 2005 and only approximately $12,000 was
involved in this activity. The bus disposal process could be enhanced by adopting the following best
practice:
I. A list of surplus transit buses should be maintained by the Purchasing division to enhance its
ability to track transit bus disposals.
May 2, 2006
Report: E-05-099.3
APPENDIX C
TRANSPORTATION HEALTH & SAFETY ASSOCIATION OF ONTARIO (THSAO)
Facility Audit Follow Up Report
Grand River Transit
April 6, 2006
Docs #: 278301
Facility Audit
Follow Up Report
Prepared for:
Grand River Transit
April 6, 2006
Introduction
On September 27 – October 1, 2004 Transportation Health and Safety Association of Ontario (THSAO)
conducted a National Safety Code compliance audit to review Grand River Transits (GRT) systems as
they relate to the legislative requirements found largely in the Highway Traffic Act of Ontario. The
audit was similar in scope to one which might be conducted by the Ontario Ministry of Transportation
(MTO). In addition to a legislative review, the audit reviewed areas of transportation from a best
practice perspective or standards generally accepted as industry norms. Three main components of
transportation were reviewed; the driver component, the vehicle component and the training and
monitoring component. A final report with Observations and Recommendations was issued to key staff
within GRT.
At the request of Grand River Transit, specifically Eric Gillespie, Director of Transit Services a follow
up review was conducted by THSAO on November 30 and December 1, 2005. This review focused on
steps and actions taken by GRT related to the recommendations issued in the 2004 audit.
The audit commenced with an interview with key personnel. The focus of the discussion was the steps
taken to date related to the recommendations from the 2004 audit along with the scope of this audit. At
the completion of the discussion, a review of current processes and files was conducted to verify
progress in the recommendations. As with the initial review, this review was based on a zero tolerance
review of applicable legislation and/or Ministry Facility Audit criteria.
Numerous system improvements were observed throughout the course of this follow up review. System
improvements include the hiring of an experienced planner / scheduler to assist in planning and
scheduling of vehicle preventative maintenance, a lock out system to ensure all safety related defects are
repaired prior to the release of a vehicle, upgrading the hours of work tracking system and the issuing of
numerous notices related to driver responsibilities. Notices include; “Completing of Pre Trip Inspection
Reports”, “Driver Fatigue”, “Reporting of Non GRT Driving Hours”, “How to read MTO Inspection
Stickers”, “Hours of Work and Rest Periods”. Discussions with GRT staff subsequent to the audit
suggest that additional system improvements have be made. As these systems were not verified,
inclusion in this report could not be made. However it is quite evident that GRT has made numerous
system improvements between the initial audit in 2004 and the audit in 2005. Improvements appear to
be actively ongoing.
This report contains a summary of the results of the initial interview, general observations made
throughout the review and additional recommendations. Legislation is quoted to support
recommendations made that are based on a legislative standards. If no legislative standard is quoted, the
recommendation is based on industry standard or best practice standards.
Observations and Recommendations
CVOR
* The Commercial Vehicle Operator's Registration (CVOR) System is an automated monitoring
system that tracks the on-road safety performance of commercial vehicle operators. Carrier
monitoring systems such as the CVOR System are an integral part of the National Safety Code
standards throughout Canada. The goals of the CVOR System are to improve safety for all users of
Ontario highways and develop effective compliance strategies with emphasis on safety and
protection of the highway infrastructure. The CVOR System monitors a carrier's CVOR Record
over a two-year period. This automated computer system contains information that includes:
• Carrier
information (i.e. fleet size, commodity, violation rate, safety rating)
• Convictions
• Reportable
• Vehicle
accidents
mechanical safety inspections
• Ministry
interventions (i.e. letters, interviews, audits and sanctions)
* Excerpts from the MTO web site explaining the CVOR system.
http://www.mto.gov.on.ca/english/trucks/guideline/cvor.htm#quest1
Number
Name
Address
Rating
Date
Record Summary
010 545 855
The Regional Municipality of Waterl,oo
150 Fredrick St 3rd Floor HR Kitchener
Satisfactory
2005 06 08
Number of Events
Accidents
Convictions
Inspections
286
9
6
Violation Rate
Total
Points
189
23
0
Percent of
Threshold
46.3 %
01.5 %
0.0 %
23.5 %
Notes:
The record Summary represents two years of data from June 2003 – June 2005
Last MTO Audit date was 2002 01 25. Audit Score – Vehicle 81.6, Driver 100.
Collisions are the leading cause of CVOR points. Although CVOR covers all of the Region of Waterloo, GRT vehicles
cause the majority of the incidents that lead to points.
Multiple Reports Comparison
June 05
Oct 04
Accidents
Number of Events
238
263
Total Points
186
188
Percent of Threshold
46.3
48.2
Convictions
Number of Events
9
6
Total Points
23
15
Percent of Threshold
01.5
01.0
Inspections
Number of Events
6
15
Total Points
0
2
Percent of Threshold
00.0
08.0
23.5
26.4
Violation Rate
Dates:
Recommendation
Ensure that all GRT vehicles, drivers and branches or divisions are included in system safety
improvements
HTA sec 16
The audit only reviewed system improvements at the Strasburg facility in Nov / Dec 2005. Discussions
with staff suggest that although some improvements were made system wide, not all aspects of the GRT
operation may have been included in all updates.
Collisions
Collisions continue to be a significant cause of incidents and pointable occurrences on the CVOR. 47
collisions were registered on the Region of Waterloo CVOR between Jan 1 and June 8, 2005, 46 of
which involved GRT vehicles. 34.7% of these collisions resulted in Points being assessed on the CVOR
record. Points are only assessed on the CVOR if the investigating Police Officer determines an
impropriety by either GRT or the Operator (driver) contributed to the collision.
The collision review process appears to be very lenient towards the operator regarding preventability
findings. Files of non preventable collisions were reviewed and the conclusion in several of the files was
debatable. One file overturned a police report finding of driver impropriety without any documentation
or investigation to justify the non preventable ruling.
Some Collision files continue to be lacking in both content and degree of investigation. One file viewed
did not have a police investigation report while another file focused on the “other drivers” lack of
avoidance actions.
Discipline continues to be linked directly to the collision review process. Once a collision is deemed to
be preventable a predetermined point / discipline system is activated. Discipline directly linked to the
review process can lead to a biased or perceived biased ruling on preventability by the committee.
An internal point system is assigned to each preventable collision. Points are used for disciplinary
purposes. Actual or estimated repair costs are a factor in determining points. Based on preventability
concepts along with accepted collision causation theories, degree of damage should not be a significant
determination of risk or severity. In the case of damage, colliding with an older model vehicle might
cause minor financial damage with a severe collision, while a relativity minor collision with a newer
luxury vehicle would cause significantly more financial damage. Minimal focus should be on the degree
of damage. The primary focus should be on the event and the situations leading to the event.
Recommendations
The number of collisions which GRT vehicles are involved in must be reduced. Furthermore the number
of Pointable collisions must be reduced.
The Region of Waterloo is currently reviewing the Collision Investigation and Review process. The
focus of Collision Investigations and Review should be to determine root and apparent cause of the
collision. The investigation must include a fair and unbiased review of the facts. The prevention of
collisions requires that collisions investigations and reviews focus on “prevention” of similar future
reoccurrence or how could “we” have prevented the collision. All personnel must take collisions and
their prevention seriously.
Policies and standards should be developed and enhanced to prevent future similar collisions from
occurring. Consider a system that will systematically enhance the preventability standard.
Investigations must be thorough followed by a fair and unbiased review of the facts.
Licencing
Operators continue to be scheduled for routing based on seniority with no consideration to licence class.
Regular transit operations clearly require a Class “C” licence. School specials could be interpreted to
require either a “C” or a “B” class licence. As Charters are contracts negotiated to provide a specific
service and School Charters are contracts with a “school board” usually to transport “children”, Charters
with a school board to transport children clearly require a Class “B” licence. Several examples were
seen where Class “C” operators conducted school charters.
The Region of Waterloo and by extension GRT is a Recognized Authority with the Ministry of
Transportation. This designation enables GRT to upgrade and renew drivers licences. The Region is in
the process of upgrading its licencing abilities to include Class “B” licencing. Currently approximately
half of the operators have a Class “B” licence.
Driver Abstracts are ordered 2 – 3 times annually by the safety department. Licence qualifications are
constantly monitored. Although the Region is authorized by MTO to renew driver’s licences, operators
have the option of not using this complimentary service. When an operator chooses to go to MTO to
renew his / her licence there is no requirement to inform GRT of the renewal state. There is a several
week time delay from when MTO updates its systems to when GRT becomes aware of the renewed
licence and a further administrative delay for GRT to update its electronic systems. An operator could
have his / her licence expire and operate a GRT vehicle for several weeks with all GRT’s documentation
confirming the invalid state of the licence. On Nov 5, 2005 an operator’s licence expired. GRT only
verified a valid licence on December 3, 2005
Only new hires receive a regular road tests or reviews of driving ability. No evidence that non operators
such as mechanics receive driver qualification reviews. Operators do not receive on going driver
qualification reviews. An operator may however receive a road test as part of a Return to Work
evaluation or upon recommendation from the Collision Review Committee
Recommendations
Consider developing a system that will inform a drivers supervisor and the driver of when his/ her
licence status may be become invalid. The system should place an equal onus on the driver to provide
satisfactory proof of a valid licence prior to operating privileges being permitted once the GRT
monitoring systems reveal an invalid licence. Verbal indication of a valid licence by a driver should not
be considered satisfactory proof.
Only permit Class B licenced drivers to conduct School Charters.
HTA sec 32 (1), (10)
Consider only permitting Class B drivers to conduct School Specials
Continue the process of enhancing the Signing Authority system to permit the upgrading of operators to
a Class “B” licence status.
Consider a system that includes regular and ongoing monitoring of driving abilities (road test) for all
personnel who may operator GRT equipment. Personnel include bus operators, supervisory staff and
mechanics.
Hours of Work
An upgraded Excel hours of work program has been developed to track operator hours. This new
system tracks legislative limits such as 8 hour off duty time, and all daily and weekly cycle limits. This
system has been in effect since September 2005. Note that a 64 hour 7 day cycle is used rather than the
HTA 60 hour cycle. All regular routes are preloaded into the monitoring system to ensure compliance.
The audit revealed that operators are not being permitted to conduct a switch off or charter that might
place them in violation of the 64 hour rule. Operator are however occasionally exceeding the 60 hour on
duty cycle rule. Although general transit operations may be exempt from the 60 hour rule, when
performing a non - transit service such as when conducting a charter, the transit exemption no longer
applies.
Not all activity is recorded in the Hours of Work tracking system. On Oct 9, 2005 a two hour charter
was conducted without being noted in the tracking system.
Drivers are required to report any hours worked outside of GRT. A log sheet has been developed and a
notice of the new requirement was posted in October 2005. Although evidence of drivers reporting extra
hours was seen, there is often a significant time delay in the reporting of these extra hours.
Mechanics hours are not currently tracked to ensure compliance with legislative limits.
Recommendation
Although general transit operations may be exempt from Highway Traffic Act Hours of Work On Duty
and Driving limitations, when not exempt the HTA requirements apply. Modify the Hours of Work
monitoring system to include the regulated On Duty Cycles. The HTA limits driving after 60 hours in 7
days cycle.
HTA sec 190(6) & reg 4/93 sec 3(2)
Ensure that all On Duty activity is recorded and used to monitor available hours. On Duty Activity must
include all On Duty Activity for all operators. The activities should be recorded in a timely manner to
ensure effectiveness in proactively monitoring driver availability
HTA sec 16 and 190 (6) & Reg 4/93 sec 13, 15
All persons who may operate GRT equipment must be monitored to ensure compliance with legislated
On Duty Driving limitations.
HTA sec 16 and 190 (6) & Reg 4/93 sec 13, 15
Preventative Maintenance
In September 2005 a planner / scheduler was hired to assist in the planning and scheduling of all GRT
vehicles for preventative maintenance. The planner / scheduler tracks, schedules and monitors vehicles
for Preventative Maintenance (PM), Annual and Semi Annual Inspections. Scheduling lists are
provided to the maintenance department weekly. The new PM system was implemented October 2005.
This review did not audit the PM system that existed between October 2004 and August 2005.
Vehicle maintenance files viewed were more detailed in content than from the previous audit. Each file
contains a separate slot for Work Orders, Annual and Semi Annual Inspections Certificates, Preventative
Maintenance Inspections, Vehicle Specifications and Other.
The PM schedule allows for a 56 week cycle for PM’s. The documented PM schedule requires vehicles
to be inspected at least every 18,000 kms. Maintenance and Scheduling staff interviewed state that they
try to inspect vehicles closer to a 10,000 km interval. In October 2005 the PM scheduling and
completion rate was recorded at 93%. In November 2005 the PM scheduling and completion rate was
recorded at 93% successful. The Planner / Scheduler was able to justify the remaining 7 % or 2 vehicles
with reasonable explanations such as vehicles being out of service and vehicles out sourced for extended
repairs.
Odometer readings recorded on work orders and subsequently recorded into electronic data bases
continue to be of concern. Some readings have variances that can not be explained through regular
vehicle usage. eg unit 2203 had a reading of 254,375 on November 30, 2005 and a reading of 257, 003
on December 1, 2005, a variance of 2628 km in 24 hrs.
In May 2005 a lock out system was implemented. The system is designed to ensure that “vehicles are
not deployed for revenue service with known vehicle safety defects”. This system has undergone
several operation improvements since its implementation date, with the latest occurring on November 2,
2005.
The audit only reviewed sample files and systems at the Strasburg facility. No review was conducted at
the Cambridge facility, therefore it is not known if system improvements have been implemented
throughout the GRT.
Recommendations
Continue to ensure that all vehicles owned and operated by GRT are inspected and maintained as per the
Preventative Maintenance policy and program. Once inspected, a list or check sheet should be attached
to the work order or invoice detailing what items were inspected and the result of the inspection.
HTA sec 107 (3)
Ensure that all maintenance records contain the required information. The Odometer reading used must
be the actual reading taken at the time of repair or maintenance
HTA Sec 107 and Reg 575 sec 10 (b)
Continue to ensure that no vehicle is used that may have a safety related defect. Consider modifying the
“Lockout and Release Procedure” to include all highway / public road use. The current policy only
restricts the “revenue serviced” use of GRT vehicles.
HTA Sec 84
Continue to monitor drivers to ensure they conduct effective pre trip inspections and that they record
such inspection prior to vehicle usage.
HTA sec 107 (4) & Reg 575 sec 2, 4
GRT Policy Procedure and Practice 33.10 a
Conclusion
Throughout the audit process, it was evident that management and staff at GRT are sincerely interested
in improving operations to provide a safer commercial fleet. Extensive improvements were made
between the 2004 and 2005 audit. Some systems are extremely complicated and take many months and
resources to implement. Ongoing discussions strongly suggest that even during the development of this
report, improvements continued to be made.
Report: P-06-054
rwoo
REGION OF WATERLOO
PLANNING, HOUSING AND COMMUNITY SERVICES
Housing
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
Chair Jane Brewer and Members of the Community Services Committee
DATE:
May 2, 2006
SUBJECT:
HOUSING INCENTIVES AND FUNDING RESOURCE GUIDE
FILE CODE:
RECOMMENDATION:
For information.
SUMMARY:
The Region of Waterloo produced its first Housing Incentives and Funding Resource Guide (the
Guide) in 2002 to provide Affordable Housing Strategy proponents with clear and concise
information on affordable housing funding programs. More recently, the Regional Growth
Management Strategy, the Community Action Plan for Housing and other community requests
confirmed the need for a more comprehensive inventory of housing resources. Consequently, the
Guide has been expanded to include key housing related incentives and resources offered by the
Region of Waterloo, Local Municipalities, senior levels of government and non-government
organizations.
REPORT:
The Affordable Housing Strategy, first approved by Regional Council in May 2001, identified the
need to develop and maintain a comprehensive data base of affordable housing
“assistance/programs”. In response, the Region of Waterloo prepared a Housing Incentives &
Funding Resource Guide (the Guide) and made it available to the public in 2002. The Guide was
found to be very useful to both non-profit and private sector proponents as they sought funding
assistance to develop projects under the Region’s Affordable Housing Strategy. By capitalizing on
the information contained in this Guide, the Region and its partners have already made significant
progress on the implementation of the Regional Growth Management Strategy (RGMS) and the
Affordable Housing Strategy.
The RGMS and new Provincial policy direction will require a greater share of residential growth to
occur within the existing built-up areas through reurbanization and to encourage a range and mix of
housing types to meet the needs of all residents. The previous Guide was, therefore, updated to
include a broader range of incentives and resources. This new Guide builds on the earlier version
and expands the focus beyond affordable housing to include incentives for adaptive reuse,
downtown housing, brownfield remediation and other forms of housing development. The need for
a comprehensive incentives guide is also supported by the Reurbanization Working Group and the
Community Action Plan for Housing (Action Plan) that recommends that the Region “provides
support to housing stakeholders and promote information on housing issues, programs and links to
other services” (Action 46, p. 119).
The incentives and resources identified in the Guide are a compilation of programs offered not only
by the Region, but by other community partners, including the Government of Canada, Province of
260101
Page 1 of 2
May 2, 2006
Report: P-06-054
Ontario, Local Municipalities, non-profit agencies and private organizations. To make it easier for
users to navigate the various incentives and resources, the information has been organized under
three main categories: programs that support the creation of housing, programs for providing
community support services/projects and programs to assist individuals/homeowners/landlords.
The table of contents further identifies the programs by "type of program” to aid in identifying
relevant incentives and resources.
The Guide will be made available on the Region’s website and in hard copy format. To ensure that
the Guide remains a valuable resource for housing stakeholders in the Region, information will be
regularly updated.
CORPORATE STRATEGIC PLAN:
The incentives and resources contained in the Guide will help to increase reurbanization by
promoting financial incentives to support the implementation of Council’s Strategic Focus, identified
under Focus Area 1: Manage Regional Growth to Enhance Quality of Life. The Guide will also aid in
meeting the objective to improve the accessibility to housing and reduce homelessness under Focus
Area 2: Enhance Community Health and Social Well Being in the Corporate Strategic Plan.
FINANCIAL IMPLICATIONS:
The costs of producing the updated Guide can be accommodated using approved budget funds.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Staff from Finance and Social Services provided input into several programs included in the Guide.
ATTACHMENTS:
Attachment #1: Housing Incentives & Funding Resource Guide
PREPARED BY: Jeffrey Schumacher, Principal Planner
Peter Walberg, Principal Planner
APPROVED BY: Rob Horne, Commissioner of Planning, Housing and Community Services
260101
Page 2 of 2
Overview
• The Original Guide
• The Updated Guide:
Housing Incentives & Funding
Resources Guide
Presented to:
–
–
–
–
Benefits
Structure and Layout
Incentives and Funding Resources
How Proponents can Benefit
• Implementation and Next Steps
Planning & Works Committee
May 2, 2006
The Original Guide
The Updated Guide...
• Produced in 2002
• Developed as a important part of the
Affordable Housing Strategy (AHS):
– Develop and maintain a comprehensive
data base of affordable housing “assistance
and programs”
• Intent:
– To provide affordable housing proponents
with clear and concise information on
funding programs
• Useful to both non-profit and private sector
developers
1
Updated Guide
• Better respond to and advance multiple
initiatives:
–
–
–
–
–
Regional Growth Management Strategy
Affordable Housing Strategy
Community Action Plan for Housing
Brownfield Financial Incentive Pilot Program
Community requests for information
• Incorporates a broader range of housing
incentives and resources
• Includes programs offered by different levels
of government and several organizations
• More ‘user friendly’ and engaging
Updated Guide
• Structure and layout of the Guide:
– Information is first divided into separate
categories:
Updated Guide
• Benefits of the expanded scope include:
– Quicker and easier access to a full range of
housing related incentives and resources
– The piggy-backing of incentives and funding
resources
– Better opportunity for policy and program
integration
– More efficient allocation of staff time and
resources
– Easier monitoring and update
– Improved marketing and promotion
Updated Guide
– Categories further subdivided by the
sponsoring government or agency
– Incentives and resources are also grouped
by the type of program
• Programs that support the creation of housing
• Programs for providing community support
services and projects
• Programs to assist individuals, homeowners,
and landlords
2
Updated Guide
• Among the incentives and resources listed
include:
–
–
–
–
Updated Guide
• How proponents can benefit:
Heartwood Place on Gaukel
•
•
•
•
•
•
•
Development charge exemption (Cities & Region)
Toilet Replacement Program (Region)
Emergency Repair Program (Federal/Provincial)
Residential Energy Efficiency Project (Private
Organization)
Canada-Ontario Affordable Housing Program
Affordable Housing Strategy Capital Grant
Rent Supplement Funding
Optional Property Tax Class
Regional and City of Kitchener Development Charge Exemptions
Trillium Grant
Habitat for Humanity volunteer crew
The Bridges
•
•
•
•
•
•
•
•
Canada-Ontario Affordable Housing Program
National Homelessness Initiative - SCPI Funding
Affordable Housing Strategy Capital Grant
Rent Supplement Funding
Optional Property Tax Class
Emergency Shelter Purchase of Service Agreement with Social
Services
Regional and City of Cambridge Development Charge Exemptions
City of Cambridge Grant and waiving of fees
Implementation and Next Steps
• Hardcopies to be printed and circulated to:
– Housing proponents and stakeholders
– Local Municipal and Waterloo Regional
Libraries
• Guide to be posted on the Region’s website
• Incentives and funding resources to be
updated on a regular basis
• Guide to be expanded based on ongoing
collaboration with community partners and
other agencies
Housing Incentives & Funding
Resources Guide
Presented to:
Planning & Works Committee
Community Services Committee
May 2, 2006
3
Report: P-06-041
REGION OF WATERLOO
PLANNING, HOUSING, AND COMMUNITY SERVICES
Community Planning
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
INITIATION OF AN AMENDENT TO THE REGIONAL OFFICIAL POLICIES PLAN
TO CONSIDER DESIGNATION OF DUMFRIES CONSERVATION AREA
FILE CODE: D04-90/GS
RECOMMENDATION:
THAT the Regional Municipality of Waterloo approve the following with regard to a Regional Official
Policies Plan amendment as explained in P-06-041, dated May 2, 2006:
a)
authorize the initiation of an amendment to the Regional Official Policies Plan to establish
mapping and policy to address the role of Dumfries Conservation Area in the City of Cambridge
within the City Urban Area; and
b)
direct staff to initiate discussions with the Grand River Conservation Authority and the Local
Municipalities to define the role of other major open space areas in the implementation of the
Urban Greenlands Strategy.
SUMMARY:
Among the many comments received during the process to designate the first two Environmentally
Sensitive Landscapes (ESLs) in the Region of Waterloo, was the request that the Dumfries
Conservation Area be evaluated for potential inclusion in the proposed Blair-Bechtel-Cruickston ESL
to provide it with an appropriate level of differentiation from adjoining urban uses. After careful
review, Regional staff is of the opinion that the inclusion of this area within the Blair-BechtelCruickston ESL is not warranted in that it does not fulfill sufficient scientific criteria, and because it is
physically separated from the body of the ESL by a strip of urban residential development along
Coronation Boulevard. Consideration of a different type of classification, however, is now warranted.
The Dumfries Conservation Area, along with other major open space areas, play a significant
environmental and social role in terms of their contribution to the overall quality of life within urban
communities. These contributions will become ever more important with the implementation of the
Regional Growth Management Strategy and the Province’s Places to Grow initiative which promote
intensification of development within urban areas. In urban communities, greenspace and natural
areas such as conservation areas are essential for human well-being. This report recommends the
initiation of an amendment to the Regional Official Policies Plan to recognise the significant role the
Dumfries Conservation Area plays in the environmental and social well being of the community.
The report also recommends that the Region convene discussions with the Grand River
Conservation Authority (GRCA) and the Local Municipalities aimed at defining the role of other
major open space areas in the implementation of the Urban Greenlands Strategy. This proposed
designation of the Dumfries Conservation Area has been discussed with and is supported by senior
staff at the GRCA.
250125
Page 1 of 5
May 2, 2006
Report: P-06-041
REPORT:
The Dumfries Conservation Area is a 75 hectare (185 acre) expanse of woodlands, plantations,
wetlands, and open fields bounded by Hespeler Road on the east, Dunbar Road on the north, and a
railway line on the west. The property was donated by Percy Hilborn to the Province of Ontario in
1967 for use as a park. Three years later, it was transferred to the Grand River Conservation
Authority (GRCA) to be managed and operated as a park.
Starting in the 1970s, the construction of an east-west arterial from Franklin Road to Blair Road was
planned for the City of Cambridge. This alignment was shown in the 1976 and 1985 Regional
Official Polices Plans (ROPP) as traversing the southern part of the Dumfries Conservation Area.
The current ROPP shows a much wider “Proposed Regional Road Corridor” encompassing virtually
the entire Conservation Area. During the Cambridge Area Route Selection Study, public concern
was expressed about the potential construction of the East-West Arterial through the Dumfries
Conservation Area. Subsequently, it was concluded through the Detailed Transportation Network
Review (DTNR) not to construct what had become known as the East-West Arterial or the
associated new bridge over the Grand River to connect to a proposed West-Side Arterial. On
November 24, 2004, Regional Council adopted the recommendations in Report P-04-126 which
identified transportation network improvements to address transportation issues in the City of
Cambridge. In the process, it recommended removal of the proposed East-West and West Side
Arterials from the Regional Official Policies Plan. A ROPP Amendment to implement that change
was tabled at the Planning and Works Committee meeting of April 18, 2006, and is anticipated to be
formally considered by Regional Council on May 10, 2006 (Report P-06-022).
While review of the Cambridge transportation system was proceeding, Regional Council adopted
the Regional Growth Management Strategy (RGMS) on June 25, 2003. One action of the RGMS is
to “initiate a process to identify and protect Environmentally Sensitive Landscapes.” The RGMS
identifies six candidate Environmentally Sensitive Landscapes (ESLs), including one proposed to be
traversed by the East-West Arterial on the rare (formerly Cruickston Charitable Research Reserve)
lands located immediately to the west of the City of Cambridge in North Dumfries Township. As
Council subsequently adopted the results of the DTNR on November 24, 2004, it also adopted the
following resolution:
“Authorize staff to proceed with the processing of an amendment to the Regional Official
Policy Plan to consider the designation of the Cruickston lands, the south portion of the
Grand River in North Dumfries containing the old growth Carolinian forest, and the Dumfries
Conservation Area as Environmentally Sensitive Landscape, and to hold a public meeting as
required by the Planning Act to receive public input on such an amendment;”
Through the processing of the amendment to designate the first two ESLs (Report P-06-040),
including the Blair-Bechtel-Cruickston ESL which encompasses the rare lands, it was determined
that the Dumfries Conservation Area does not warrant inclusion in the ESL because it does not fulfill
the rigorous scientific criteria for designation, and also because it is physically separated from the
body of the ESL by a strip of urban residential development along Coronation Boulevard.
At the second Public Meeting on the proposed amendment to the ROPP to establish the first ESLs,
held on November 10, 2005, Councillor Jane Brewer requested staff to prepare a report on the pros
and cons of the designation of the Dumfries Conservation Area as an ESL. Rather than simply restate the technical rationale for excluding the Dumfries Conservation Area from the Blair-BechtelCruickston ESL, staff wish to propose a new and different approach for addressing the role of the
Dumfries Conservation Area.
The Places to Grow initiative seeks to create more liveable, transit-supportive, economically viable
urban communities, while optimising public infrastructure and protecting natural resources and
250125
Page 2 of 5
May 2, 2006
Report: P-06-041
productive farmland. In order to achieve these goals and prevent further urban sprawl, it is
prescribing targets for intensification and minimum densities for residential and employment
development on a regional scale that will result in increased densities within the urban communities.
A necessary complement to higher urban densities, however, is publicly accessible greenspace and
parkland. Such areas provide a rich variety of environmental benefits which include:
•
•
•
•
helping to mitigate the urban “heat island effect” generated by paved and built-over surfaces
and heavy energy consumption in transportation, heating, and cooling, and thereby improve
the local climate;
providing areas where urban runoff can be attenuated in quality and quality before being
discharged to streams and rivers or infiltrated to groundwater;
helping to protect and maintain groundwater quality in that some urban greenspace and
parkland areas comprise part of identified wellhead protection areas; and
providing relatively large areas of wildlife habitat in close proximity to urban communities.
Of no less importance, however, is the contribution of these areas to our urban quality of life. In
addition to the usual opportunities for walking and nature appreciation, urban greenspace and
parkland provide for indoor and outdoor recreation areas, education centres, picnic areas,
campgrounds, and beaches. Increasingly, such recreational activities are seen to contribute to our
physical and mental health and well-being of the community.
While many of the major open spaces within the Region of Waterloo are owned by and maintained
under the responsible leadership of the GRCA and the Local Municipalities, there is increasing
perception in the public that the need to increase urban densities associated with the Places to
Grow initiative may affect the future of such areas. One of the four major goals of the Greenlands
Strategy endorsed by Council on April 13, 2005, is the development of an Urban Greenlands
Strategy to complement re-urbanisation and intensification of the main urban areas “in order to
ensure healthful, liveable, attractive communities.”
This report recommends the initiation of an amendment to the ROPP to recognise the significant
role Dumfries Conservation Area will play in the environmental and social well being of the future
regional community, and the initiation of a process to define the role of other major open space
areas within the Urban Greenlands Strategy. The initiation of a ROPP amendment for the Dumfries
Conservation Area has been discussed with and is supported by senior staff at the GRCA. The
process to define the role of other major open space areas would be undertaken in direct
collaboration with the GRCA and the Local Municipalities through their participation on the
Greenlands Working Group.
CORPORATE STRATEGIC PLAN:
This report will help realise the objective to Protect Sensitive Land Resources in Focus Area 3. That
objective calls for development of a Greenlands Strategy, one component of which is creation of an
Urban Greenlands Strategy.
FINANCIAL IMPLICATIONS:
NIL
250125
Page 3 of 5
May 2, 2006
Report: P-06-041
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
NIL
ATTACHMENTS:
Attachment #1: Dumfries Conservation Area
PREPARED BY: Chris Gosselin, Manager of Environmental Planning
APPROVED BY: Rob Horne, Commissioner of Planning, Housing and Community Services
250125
Page 4 of 5
May 2, 2006
Report: P-06-041
Attachment #1 – Location of Dumfries Conservation Area, City of Cambridge (Preston)
250125
Page 5 of 5
Report: P-06-056
REGION OF WATERLOO
PLANNING HOUSING AND COMMUNITY SERVICE
Transportation Planning
TO:
Chair Jim Wideman and Members of the Planning and Works Committee
DATE:
May 2, 2006
SUBJECT:
SOUTH KITCHENER TRANSPORTATION CORRIDOR STUDY – PREFERRED
ALTERNATIVE AND UPCOMING PUBLIC MEETING
FILE CODE:
RECOMMENDATION:
For information.
SUMMARY:
The South Kitchener Transportation Corridor Study was initiated in 2004 to consider transportation needs for
an area of Kitchener, illustrated in Appendix A. The Steering Committee has identified a preferred solution
and is presenting it to the Planning and Works Committee for information prior to the formal public meeting
scheduled for May 9, 2006. The preferred solution identified as Alternative 4C is shown in Appendix B.
Further investigation is also recommended to consider undertaking additional Land Use and Transportation
Studies in the Fairway Road corridor. These studies would include identifying opportunities for mixed land
use, identify methods of improving the pedestrian and cycling environment, opportunities to enhance the
landscaping and design of the area, possible improvements to the safety and efficiency of auto and truck
movements, and to identify locations for transit priority measures.
The South Kitchener Transportation Corridor Study followed the Class Environmental Assessment (Phase I
and II) which included extensive public consultation with local residents, businesses, interested public,
special interest groups, and review agencies. Three Public Consultation Centres and a workshop were held
with a total attendance of over 400 and the receipt of over 250 written submissions, emails and facsimiles.
Key public and agency feedback is noted below:
•
There is consensus that there are transportation issues in the area that need to be addressed. Many
people have also stressed the importance of maintaining the natural area that exists today that includes
ESPA 27 and two Provincially Significant Wetlands (PSW) (as illustrated in Appendix A);
•
The Ministry of Natural Resources and the Grand River Conservation Authority are supportive of
Alternative 4C and strongly encourage a design speed of 70 km/hr, rather then the typical 80 km/hr to
minimize impact on the PSW. Both agencies will continue to be part of the process in order to have input
on mitigation techniques for minimizing disruption to the natural environment;
•
The City of Kitchener Environmental Committee has recommended that the boundaries of ESPA 27 be
expanded and that no transportation corridor be constructed in the Hidden Valley area.
•
The Ecological and Environmental Advisory Committee (EEAC) of the Region of Waterloo has stated
that Alternatives 1 and 3 would have negligible affect on the Hidden Valley natural area and that
Alternative 4 would have localised serious adverse environmental impacts on the Hidden Valley natural area but
that if the study determines a new road is required, it would have the least impact on the Hidden Valley natural
area and might be approved subject to appropriate mitigation. EEAC also recommended that the boundaries of
ESPA 27 be expanded.
278675
May 2, 2006
Report: P-06-056
The input received from the May 9, 2006 Public Meeting of the Planning and Works will be incorporated into
a final staff report and recommendation to the Planning and Works Committee. If approval is received from
Council to proceed, next steps would include;
•
•
•
•
•
•
Continue to examine detailed design concepts and mitigation techniques for natural area impact and well
head area mitigation:
Continue to work with the Stonegate Drive residents and the City of Kitchener to consider the design of
the connection of Stonegate Drive with the new road;
Determine property requirements and initiate land purchase with owners;
Determine final project costs;
Report to Regional Council and complete the Environmental Study Report;
File the Environmental Study Report with the Ministry of the Environment.
REPORT:
1.1
Introduction
The South Kitchener Transportation Corridor Study commenced in 2004. The scope of the study included the
establishment and protection of possible transportation corridors to provide future east-west access through
South Kitchener to meet the transportation needs of people and goods movement.
The study area is illustrated in Appendix A. A transportation link in the Hidden Valley area is contained in
both the Regional and City of Kitchener Official Plans. The 1999 Regional Transportation Master Plan
confirmed the need to create a new corridor within the study area along with a new Highway 8 interchange
between Fairway Road and the Grand River. The Regional Cycling Master Plan (2004) also identified the
need for a cycling facility in conjunction with planned roadway upgrades and transportation system expansion
in the study area. This study considered the established road corridor along with several other alternatives.
The study area has varying existing and planned land uses including commercial, light and heavy industrial
and a variety of housing densities. The study was guided by a Steering Committee comprised of Regional
staff and Councillors, City of Kitchener staff and Councillors, Grand River Conservation Authority staff,
Ministry of Natural Resources staff and Ministry of Transportation staff. The following Regional and Municipal
Councillors sit on the Project Team:
•
•
•
Councillor John Gazzola (City of Kitchener)
Councillor Jean Haalboom (Region of Waterloo)
Councillor Jim Wideman (Region of Waterloo)
•
The study has followed Phases I and II of the Provincial Class Environmental Assessment process including;
•
•
•
•
•
•
1.2
Problem definition and needs assessment,
Involvement of the public and review agencies on an on-going consultation basis,
Conducting investigations for social/cultural and heritage environment in the study area,
Land use and economic considerations,
Inventories of natural/cultural environment in the Hidden Valley area, and
Transportation and environmental impacts of alternative planning solutions.
Existing Conditions
A large portion of the Hidden Valley area is designated as ESPA 27. However, much of the area has also
been either zoned or designated by the City of Kitchener for uses such as Business Park and residential.
Appendix C illustrates the land use designation in the area. Currently there is a holding provision on the land
designated as business park and residential because of the lack of servicing infrastructure for water and
sewage as well as transportation access. The holding provision related to transportation can be removed with
the completion of Wabanaki Drive or if other road access is provided in the area.
278675
Page 2 of 47
May 2, 2006
1.2.2
Report: P-06-056
Road Operations
Roadway traffic conditions in the South Kitchener study area are generally constrained by intersection
configurations and the minimal access to Highway 8. Various through traffic movements and especially
turning movements along Fairway Road are already operating at capacity. The area has many other
transportation challenges including an unfriendly, disconnected pedestrian and cycling environment, and
delays to transit operations.
Specific problem areas are identified in Appendix D and summarized below;
•
Fairway Road Much of Fairway Road is operating at capacity during peak hours and many
intersections along Fairway Road are operating at poor levels of service, including Fairway Road &
Manitou Drive, Wilson Avenue and King Street. Commercial access points are also highly congested
creating unsafe turning movements. Due to this congestion, heavy vehicles are being forced to
choose Homer Watson Boulevard to access Highway 401, causing out of direction travel.
•
Manitou Drive The intersections of Manitou Drive at Fairway Road and at Bleams Road and the twolane section between these intersections cause delays that result in auto traffic using streets such as
Wilson Avenue, Goodrich Drive and Wabanaki Drive that are key corridors for goods movement in the
area.
•
Highway 8/Fairway Road Interchange Heavy congestion on the ramps results in traffic diverting to
King Street East during the afternoon peak periods. Traffic from the many side streets and driveways
along Fairway Road makes it difficult to improve the progression of traffic because of the many stops
and delays.
1.2.3
Transit Operations
Transit buses travelling Fairway Road between the Fairview Park Mall entrance and King Street during
peak hours experience long delays due to heavy congestion. During afternoon peak hours the entrance
to the Mall and the internal routes to the station are often congested. In addition, several transit stops
along Fairway Road are not provided with sidewalks, making pedestrian access difficult during the winter
months. On Bleams Road, congestion is forcing transit vehicles to wait several cycles to turn left onto
Manitou Drive during the afternoon peak.
1.2.4
Pedestrian and Cycling Facilities
Highway 8 presents a major barrier to pedestrian and bicycle traffic, where the Fairway Road underpass
is the only crossing in the area. Along Fairway Road, many driveways and few sidewalks result in a poor
level of service for pedestrians or cyclists. Many roads within the industrial area such as Bleams Road,
Manitou Drive, Homer Watson Boulevard don’t have sidewalks.
1.2.5 Environmental and Natural Heritage Conditions
The study also included a significant environmental inventory component. This data was used to determine
areas that meet the Regional requirements of an ESPA under the Regional Official Policies Plan and to
define the PSW boundaries.
The Hidden Valley area contains Environmentally Sensitive Policy Area (ESPA) 27 and a PSW as shown in
Appendix E. ESPA 28 and 31 are also located within the study area, but are not associated with any
proposed roadway alignments.
Information directly related to ESPA 27 in the Hidden Valley area has also been updated as part of the
environmental inventory. Appendix E illustrates additional lands that meet the Region’s criteria for ESPAs.
278675
Page 3 of 47
May 2, 2006
Report: P-06-056
Some of the more important findings from these inventories include:
•
Documented in the area were 25 different vegetation communities, 111 bird species, 344 different
plant types, 28 mammal species, 17 Reptile and Amphibian species
•
Creeks within the study area do not support fish habitat, but ponds provide habitat for amphibians
and reptiles. No protected species were found;
•
The quality of the woodlands within the study area is considered outstanding, and include a number
of rare plant species of regional and provincial significance;
•
Wildlife is diverse in the area, but while previous studies had identified several protected species,
none are now found likely owing to human encroachment;
City of Kitchener and Waterloo Region records include two properties listed on their Heritage Inventory
along Hidden Valley Road, and heritage buildings in the German Mills area immediately north of the
Bleams Road/Manitou Drive intersection. None of these buildings are designated under the Ontario
Heritage Act.
A Stage 1 archaeological resource assessment was conducted of the study area, and although small
portions of land have had previous archaeological fieldwork, no materials were recovered. However,
since the study area was found to have archaeological potential, any previously un-assessed lands will
require further inventory.
A preliminary geotechnical investigation of the study area concludes that it is a significant groundwater
recharge zone, and three Regional wells are located off Manitou Drive near Bleams Road. As a result,
any new road construction will have to follow strict design and maintenance standards.
2.0
Development of Planning Alternatives
2.1
Initial Planning Alternatives
To address the needs in the South Kitchener area the following alternatives were initially developed.
Appendix H provides further details about each alternative. During the development of alternatives, the
design speed of the road sections was a point of much discussion. The “design speed” of a road is used to
define the speed at which a vehicle can safely travel the road. Generally, Regional practice is to design a
road at 10 km/hr to 20 km/hr higher then the posted speed limit.
Alternative 1: Do-Nothing
• No River Road Extension
• Assumes planned road improvements within the area, including Highway 8 widening, Fairway
Road, Block Line Road and Wabanaki Road extensions and Manitou Drive widening, projects
were also common to all other planning alternatives.
• Included an increase in the transit mode share from 5% in 1996 to 7% in the AM Peak Hour by
2016.
Alternative 2: River Rd. Extension
• Original alignment as approved in 1984
• Full Highway 8 interchange
• Bike lanes, and sidewalks
• 6-lanes on Fairway Road between King Street and Wilson Avenue.
278675
Page 4 of 47
May 2, 2006
Report: P-06-056
Alternative 3: Transit Emphasis
• Partial River Road Extension from King Street to Highway 8, Goodrich Drive Extension to Manitou
Road
• Fairway Road widening (6-lanes from 4-lanes) King Street to Manitou Drive
• External to the study area, the transit mode share is assumed to be 7%, within the study area the
transit mode share was increased to 15%.
Alternative 4: River Rd. Extension plus Transit (Bus-only lanes on River Road)
• Combination of Alternatives 2 and 3 with the River Road Extension aligned around the edge of
the Hidden Valley area
• Partial Highway 8 interchange
• Directional ramp off of Fairway Road to southbound Highway 8.
• Includes the widening of Homer Watson Blvd to 6-lanes from Highway 401 to Ottawa Street
• External to the study area, the transit mode share is assumed to be7%, within the study area the
transit mode share was increased to 15%.
Alternative 5: Multi-Use River Rd. Extension
• Similar to Alternative 2 but uses a road alignment that aligns closely with the existing Hidden
Valley Road (transit-only lanes on River Road extension)
• External to the study area, the transit mode share is assumed to be7%, within the study area the
transit mode share was increased to 15%.
2.2
Alternatives for Road Section Between Manitou Drive and Wilson Avenue
In alternatives two to five, the road section between Manitou Drive and Wilson Avenue was examined
resulting in two available options. The area of this road section is highlighted as Area A on Appendix B Map.
Option 1 – (Identified by the dashed line)
The Region of Waterloo owns most of the current road allowance from Wilson Avenue to just east of Manitou
Drive. This road corridor was acquired as a result of a previous road alignment study that was completed
with the installation of the water main to Manheim. This corridor used a design speed of 40 km/hr because of
land availability at the time of the study. The project team directed that this alignment be revisited due to the
low design speed and proposed function of the road.
Option 2 – (Identified by the solid line)
This current study considered the alignment of this road with an 80 km/hr design speed. This new alignment
eliminates the need to fragment the property directly to the east of Manitou Drive. However, a portion of the
rear of the industrial lot fronting onto Webster Road is required. The current use of this lot is for long term
storage and there has been no objection from the land owners after initial discussions.
2.3
Public Consultation
Three Public Consultation Centres and a Workshop (see Appendix F) were held during the study to obtain
opinions and preferences from the public on the problem/opportunity definition, potential alternative planning
solutions, evaluation criteria and the preferred alternatives. There has been extensive public involvement in
the process with over 400 attendees . Approximately 250 comments have been submitted to date in the form
of comment sheets, facsimiles, and emails.
Public Consultation Centre #1
At the first Public Consultation Centre, the top six issues of interest in order of significance as noted are:
general road congestion, natural environment, highway access, water/air quality, transit and walking.
Significant concerns were raised about the preservation of Hidden Valley and the retention of the natural
habitat, wetlands, protection of ESPA and impacts to the natural environment. Significant transportation
concerns were raised about bottlenecks on Fairway Road, congestion, connections and interchange
improvements to Highway 8, and east-west access for business and personal trips.
278675
Page 5 of 47
May 2, 2006
Report: P-06-056
Public Consultation Centre #2
At the second Public Consultation Centre there continued to be significant interest about both the
preservation of the natural environment and protection of Hidden Valley and in improving east-west
transportation connections. The top evaluation criteria that people felt were important were the Natural Area
Impact, Groundwater Impact and Roadway Continuity.
Public Consultation Centre #3
At the last public meeting, 170 people attended to view the preferred alternatives. The majority of people
indicated that they preferred an alternative that limited impact on the natural environment but provided
improved highway access. There were a few comments indicating that no road should be built and that the
whole area should be preserved. Most people understood that there are congestion and delay issues in the
study area for all types of road users (trucks, motorists, cyclists, pedestrians and transit) and that a
transportation connection is needed.
In addition, at the last public meeting, several residents of the Stonegate Drive area (Appendix G) stated
concerns with the connection of the ramps on the east side of the highway to Stonegate Drive. Their
concerns included potential cut through traffic in their neighbourhood and safety. City of Kitchener policy
requires that there must be two access points to a neighbourhood for emergency vehicles. The current
access near River Road and King Street must be closed because it is too close to the intersection. Residents
were informed that there will be a separate meeting with Stonegate Drive residents as part of the preliminary
design phase of this project. At this meeting, Regional and City of Kitchener staff will explore solutions with
the residents, to minimize neighbourhood impacts of the connection related to potential cut through traffic.
2.4
Additional Alternatives Developed After Public Input
The alternatives below were developed in response to input from the public, agencies and Steering
Committee on the initial five alternatives.
Alternative 1A: Alternative1 Do-Nothing with Development Cap – A development cap was assumed in
the area.
Alternative 3A: Transit Emphasis with Partial Highway 8 Interchange – Similar to Alternative 3 along with
a partial Highway 8 interchange on the east side of the highway.
Alternative 4A: Mixed Traffic Lanes – Similar to Alternative 4 but without bus lanes on the River Road
extension
Alternative 4B – Similar to Alternative 4A but with no Homer Watson Widening
Alternative 5A River Road Extension with Mixed Lanes – Similar to Alternative 5 with the Bus Only/HOV
lanes open for mixed traffic use.
3.0
Evaluation of Planning Alternatives
3.1
Evaluation Criteria and Principles
The Steering Committee concluded that the following principles should be used during the evaluation
process;
•
The original plan adopted by the Region of Waterloo and City of Kitchener in 1981, and again in 1994 to
extend a River Road extension from King Street west to Goodrich Drive along the north edge of
Environmentally Sensitive Policy Area (ESPA) #27, in the Hidden Valley area, should be abandoned. It
should be replaced with a routing solution that is sensitive to natural conditions and approved
development opportunities within the study area, while effectively addressing transportation needs;
278675
Page 6 of 47
May 2, 2006
Report: P-06-056
•
The new routing solution should maximize the use of existing roads within the Study Area, taking into
account roadway design standards;
•
An interchange connection between a new River Road extension and Highway 8 is preferred, but
whether it is a full or partial interchange is dependent on public and stakeholder input, agency
responses, design considerations and cost. In addition, consideration should be given to the impacts of
this interchange on Highway 8 and Fairway Road, including Kitchener-Wilmot Hydro plans, and
associated redevelopment projects on and in the vicinity of Fairway Road.
The criteria used in the evaluation of alternatives and the details of the results of the evaluation are shown in
Appendix I.
3.2
Summary of Evaluation
Alternative 1 and 1A did not address traffic and related transportation deficiencies in the South Kitchener
Corridor, or improve conditions for transit operations, cycling and pedestrian movements and goods
movement. Also, implementing a development cap on lands designated, zoned, and/or approved for
development would only delay the need for transportation improvements.
Alternative 2 would result in extensive natural environmental and groundwater impacts within the Hidden
Valley Forest. Alternative 3 and 3A did increase transit ridership, but not enough to offset the increased
travel demand in the corridor. Alternative 4, 4A and 4B responded well to the transportation needs in the
area and improved transportation operations in the Corridor while minimizing impacts on area properties
and the Hidden Valley Forest. However, there was a high capital cost of a new southbound directional
ramp from Fairway Road to Highway 8, and limited opportunities to operate a River Road extension as a
transit-only route.
Alternative 5 and 5A responded well to the transportation needs in the area but had increased impact on
the forest edge at the interchange location, including a small PSW adjacent to Highway 8 that would be
eliminated.
Overall, the initial evaluation resulted in Alternatives 4B and 5A being presented to the public as preferred by
the Steering Committee.
Alternative 4B was selected because it responded very well to transportation needs in the Corridor without
the cost and impacts of the Homer Watson Boulevard widening, but still had the potential groundwater
impacts and the high cost of the Fairway Road directional ramp. Alternative 5A was selected because it
responded the best in addressing Corridor transportation needs.
3.3
Additional Variations to Planning Alternatives
Some members of the Steering Committee noted concern about the localized Hofstetter wetland PSW
impacts from the west side interchange ramps in Alternative 5A, and the feasibility and cost of a Fairway
Road directional ramp in Alternative 4B. These preferred alternatives also included modern roundabouts
at the Highway 8 Ramp terminals to minimize ramp impacts on natural features. When the Ministry of
Transportation informed the Committee that roundabouts would not be permitted at highway ramp
terminals, the Committee decided to evaluate two additional variations on these alternatives without
roundabouts to determine impacts:
Alternative 4C River Road Extension with Partial 3-directional Interchange: Alternative 4C (Appendix
B) was developed with all the same design elements as Alternative 4B, except the east to south ramp on
Fairway Road to Highway 8 was removed and a southbound Highway access provided directly from River
Road. This alternative provided highway access in all directions except the southbound exit from Highway 8
to River Road without the higher costs of constructing a highway ramp from Fairway Road. Given the MTO
improvements at the Fairway Road interchange that are under construction now, this exiting movement may
be able to be accommodated with consideration for a full-turn access at Wabanaki Drive and Fairway Road.
278675
Page 7 of 47
May 2, 2006
Report: P-06-056
Alternative 6 River Road Extension with Full Interchange (no Ramp Terminal Roundabouts) –
(Appendix I) was developed with all the same design elements as Alternative 5A, except without a
roundabout. This alternative was evaluated to compare the amount of the Hofstetter wetland PSW and forest
area impacted by a River Road Extension with a full highway interchange compared to Alternative #4C. The
impact area is larger owing mainly to the need for ramp terminal setbacks required by MTO on the River
Road extension. It is expected that the Hofstetter wetland would be lost because of fill placement.
In order to accommodate the MTO required spacing of signalized intersections; the road alignment would
have further penetrated into the Sugar Maple area and come closer to the current ESPA boundary. This
alternative was not considered further because of the environmental impact.
4.0
Preferred Alternative
4.1
Steering Committee Preferred Alternative
At the last Steering Committee meeting on March 22, 2006, the following statement was developed and
unanimously accepted.
“The preferred alternative for the South Kitchener Transportation Corridor Study is Alternative 4C (Appendix
B) with a design speed of 70 km/hr, if feasible and with mitigation and treatment for any wetland and forest
impacts. Full consideration should be given to alternative design speeds, minimizing tree loss, narrower road
widths, alternative methods for winter maintenance (no road salt), and recovering and replanting of disturbed
vegetation. The new corridor is recommended to have pedestrian facilities and cycling lanes on both sides.”
4.2
Description of Steering Committee Preferred Alternative – 4C
The preferred alternative involves many design and policy elements (some noted above) that will need to be
refined and confirmed at the next stage of this study. Starting at the West side of the study area going to the
East side, the following elements are included;
•
•
•
•
•
•
•
•
•
•
•
A roundabout at the intersection of Manitou Drive and Bleams Road/River Road extension will be
constructed,
Use of an 80 km/hr design speed on the River Road Extension section between Wilson Avenue and
Manitou Drive will be used,
Infiltration impacts will be mitigated around the Water Supply Well located near Schneider’s Creek south
of the River Road Extension from Manitou Drive to Wilson Avenue,
Traffic control measures at the intersection of Wilson Avenue and River Road Extension (formerly
Goodrich Drive) will be further considered during the design stage,
Goodrich Drive from Wilson Avenue to Hidden Valley Road would be assumed as a Regional Road,
A roundabout at the intersection of River Road Extension and Hidden Valley Drive/Future Wabanaki
Road Extension will be constructed,
Wabanaki Drive from Hidden Valley Drive to south of the rail corridor would be assumed as a Regional
Road. This road section would be constructed in the future to 4 lanes entirely to the east as per the
Wabanaki Drive Environmental Assessment,
Wabanaki Drive would remain a City of Kitchener Street from Fairway Road to River Road Extension.
This short section would intersect with the River Road Extension,
River Road Extension would follow the Hidden Valley Road alignment from Wabanaki Drive until the
bend near Highway 8,
The design speed for the section of the River Road Extension that is parallel to Highway 8 will be 70
km/hr, if feasible, a final decision will be may at the next stage of this project,
There will be a partial Highway 8 River Road Extension interchange constructed that provides for all
movements except the Highway 8 southbound exiting movement to the River Road Extension.
278675
Page 8 of 47
May 2, 2006
•
•
•
•
•
Report: P-06-056
A road access to the designated residential lands south of River Road will be provided; further details will
be developed in cooperation with the developer during the next stage of this study,
Hidden Valley Road will be closed south of the River Road extension and a Cul-de-sac will be
constructed,
The ramp terminal intersection with River Road and Stonegate Drive will be signalized and the design of
the connection with Stonegate Drive will be considered as part of the next stage of this study,
A private Road access from the existing residence will be provided to the River Road Extension,
Design features that mitigate and offset negative impacts on the natural environment will be included.
5.0
Agency Participation
5.1
Regional Ecological and Environmental Advisory Committee (EEAC)
EEAC was consulted at the onset of the study to ensure that the Terms of Reference for the study included
all necessary environmental data collection and analysis. EEAC formed a sub-committee that reviewed the
findings of the Environmental Consultant and the Interim Report of the Evaluation of the Five Planning
Alternatives. The recommendations from the EEAC Report 05-016.3 (Appendix K), state that EEAC would
consider Alternatives 1 and 3 to have negligible impact on the Hidden Valley natural area. EEAC stated that
Alternative 4 would have localised serious adverse environmental impacts on the Hidden Valley natural area
by removing an area of Provincially Significant Wetland and some adjoining successional woodland, but that
if the study determines a new road is required, it would have the least impact on the Hidden Valley natural
area, and that it might be approved pursuant to Policies 4.3.17(c) and 4.4.9(c) of the ROPP subject to
appropriate mitigation. EEAC also made recommendations to staff that involve the expansion of ESPA 27
boundaries; which are being explored with the City of Kitchener and the land owner.
5.2
City of Kitchener
City of Kitchener staff have been members of the Steering Committee and will be giving formal input to the
Preferred Alternative over the next few weeks. Initial input from the Economic Development Committee has
been supportive of a new transportation link to serve the area. The Environmental Committee supports
Alternative 1 only (Do Nothing: Baseline). They also recommended, similar to EEAC, that the boundaries of
ESPA 27 be expanded. The City of Kitchener will work closely with the Region during the next phase of the
project to ensure that the residents of Stonegate Drive are considered and all potential solutions to their
issues are explored.
5.3
Grand River Conservation Authority (GRCA)
The Grand River Conservation Authority supported Alternative 4B, initially. When Alternative 4C was brought
forward, the GRCA requested more field work and mapping of specific features to enhance understanding of
the specific differences between the alternatives. The GRCA is supportive of Alternative 4C at this time, but
strongly recommend that the design speed of 70 km/hr be considered in the detailed design phase. The
GRCA will continue to be involved with the study process in the detailed design phase.
5.4
Ministry of Natural Resources (MNR)
The Ministry of Natural Resources have been continually involved in the study process. The information
collected as part of the study has been used by MNR staff to refine the PSW boundaries in the Hidden Valley
area. The MNR is supportive of Alternative 4C, but similar to the GRCA would like to see consideration given
to a 70 km/hr design speed. The MNR states that this project will have localized significant impacts on the
natural features. As a result, during the next phase of this process, mitigation and offsetting habitat projects
will be identified specifically related to;
• Wildlife passage culverts
• Maintaining existing flow patterns under the proposed road bed
• Barrier to stop amphibians and reptiles from getting onto roads
• Forestation to offset de-forestation
278675
Page 9 of 47
May 2, 2006
•
•
•
•
Report: P-06-056
Wetland creation,
Bridge options
Plantings
Transplanting plants
6.0
Conclusions
As part of the Kitchener Transportation Corridor Study, the Steering Committee has identified a preferred
alternative and is presenting it to the Planning and Works Committee for information and Public Input. The
preferred Alternative is identified as 4C, shown in Appendix B.
Further investigation is also recommended to consider undertaking studies in the Fairway Road corridor in
order to encourage the completion of the pedestrian network, examine mixed land use opportunities, improve
the landscaping and design environment, improve safety and efficiency of auto and truck movements, and
identify locations for transit priority measures.
The Class Environmental Assessment (Phases I and II) for the South Kitchener Transportation Corridor is
nearing completion and has included consultation with the public and agencies as summarized below.
•
Extensive Public Consultation has occurred over the course of the study involving local residents,
businesses, interested public, special interest groups, and review agencies. Three Public Consultation
Centres and a workshop were held with a total attendance of over 400 people and the receipt of over
250 written submissions, emails and facsimiles;
•
There is consensus that there are transportation issues in the area that need to be addressed. Many
have also stressed the importance of maintaining the natural area that exists today that includes ESPA
27 and two Provincially Significant Wetlands(PSW);
•
The Ministry of Natural Resources and the Grand River Conservation Authority are supportive of
Alternative 4C and strongly encourage a design speed of 70 km/hr, rather then the typical 80 km/hr to
minimize impact on the PSW. Both agencies will continue to be part of the process in order to have input
on mitigation techniques for minimizing disruption to the natural environment;
•
The City of Kitchener Environmental committee has recommended that the boundaries of ESPA 27 be
expanded and that no transportation corridor be constructed in the Hidden Valley area.
•
The Ecological and Environmental Advisory Committee of the Region of Waterloo has stated that
Alternatives 1 and 3 would have negligible affect on the Hidden Valley natural area and that Alternative 4
would have localised serious adverse environmental impacts on the Hidden Valley natural area but that if the study
determines a new road is required, it would have the least impact on the Hidden Valley natural area and might be
approved subject to appropriate mitigation. EEAC also recommended that the boundaries of ESPA 27 be
expanded.
7.0
Next Steps
The input received from the May 9, 2006 Public Meeting of the Planning and Works will be incorporated into
a final staff report and recommendation to the Planning and Works Committee. If approval is received from
Council to proceed, next steps would include;
•
Continue to examine detailed design concepts and mitigation techniques for natural area impact and
well head area mitigation;
•
Continue to work with the Stonegate Drive residents and the City of Kitchener to consider the design of
the connection of Stonegate Drive with the new road;
278675
Page 10 of 47
May 2, 2006
Report: P-06-056
•
Determine property requirements and initiate land purchase with owners;
•
Determine final project costs;
•
Report to Regional Council and complete the Environmental Study Report;
•
File the Environmental Study Report with the Ministry of the Environment.
CORPORATE STRATEGIC PLAN:
The examination of the South Kitchener Corridor as a possible future all-modes transportation facility
supports the Strategic Focus Area 4: Ensure High Quality Regional Transportation System by maintaining
and improving the Regional Road Network.
FINANCIAL IMPLICATIONS:
The Region's 2006 Transportation Capital Budget includes $160,000 in 2006 for the South Kitchener
Transportation Study to cover the costs associated with the design and completion of the Class
Environmental Assessment to be funded from the Regional Development Reserve Fund. The 2006
Transportation Capital Program includes funding for this project totaling $23.5 Million in 2007 to 2011. Once
final project costs and staging is determined, they will be incorporated into the Transportation Capital
Program.
OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:
Staff from Transportation and Environmental Services participate as members of the Steering Committee for
this study.
ATTACHMENTS:
Appendix A
Appendix B
Appendix C
Appendix D
Appendix E
Appendix F
Appendix G
Appendix H
Appendix I
Appendix J
Appendix K
- Study Area
- Steering Committee Preferred Option
- Hidden Valley Land Use Map
- Summary of Transportation Conditions
- Areas that Meet ESPA Criteria
- Public Consultation Centres and Workshop Dates and Purposes
- Map of the Stonegate Drive Area
- Description of Planning Alternatives
- Evaluation Criteria and Comparison of Alternatives
- Alternative 6
- EEAC Recommendation (Report 05-016.3)
PREPARED BY: Paula Sawicki, Transportation Planning Engineer
APPROVED BY: Rob Horne, Commissioner, Planning, Housing and Community Services
278675
Page 11 of 47
May 2, 2006
Report: P-06-056
Appendix A – Study Area
Study Area
278675
Page 12 of 47
May 2, 2006
Report: P-06-056
Appendix B – Steering Committee Preferred Alternative
* The “design speed” of a road is used to
define the speed at which a vehicle can
safely travel the road. Generally,
Regional practice is to design a road at
10 km/hr to 20 km/hr higher then the
posted speed limit.
ALTERNATIVE 4C - 70 KM/HR DESIGN SPEED*
FUTURE
RESIDENTIAL
ACCESS
ALTERNATIVE 4C - 80 KM/HR DESIGN SPEED*
AREA A
REGIONAL
WELL HEAD
278675
Page 13 of 47
May 2, 2006
Report: P-06-056
Appendix C – Hidden Valley Land Use Map
278675
Page 14 of 47
May 2, 2006
Report: P-06-056
Appendix D – Summary of Transportation Conditions
Roadway traffic conditions in the South Kitchener study area are generally constrained by
intersection configurations and the access to Highway 8. Various through traffic movements and
especially turning movements along Fairway Road are already operating at capacity as shown on
the Exhibit below, and at the Bleams Road/Manitou Drive intersection.
AV
E
HIG
HW
AY
8
KI
NG
SW
AY
W
ILS
ON
DR
Traffic Operation Deficiencies
S
ANA
KI DR
WEBSTER R
D
GOODRICH DR
HID
VAL DEN
LEY
RD
Legend
WILS
Intersections at Capacity
VE
ON A
MAN ITOU DR
D
SR
AM
E
L
B
E
WAB
RD
WAY
FAIR
KING
ST
Congested Areas
Peak Hour Level of Service ( 2004)
AM Peak Hour
Intersection
Fairway Road & Manitou Drive
Fairway Road & Fairview Park Mall Main Entrance
Fairway Road & Wilson Avenue
Wilson Avenue & Kingsway Drive
Bleams Road & Manitou Drive
Homer Watson Blvd & Manitou Drive
Wabanaki Drive & Manitou Drive
Hwy 8 Ramp & Fairway Road
King Street & Fairway Road
Fairway Road & Harvey’s/Swiss Chalet/Mark’s Work
Warehouse
Fairway Road & River Road
King Street & River Road
Bleams Road & Homer Watson Blvd
Fairway Road & Midas/Quiznos/Part Source
278675
Delay
(secs)
30
21
38
10
13
28
10
25
31
PM Peak Hour
Overall
Delay
LOS
LOS
(secs)
C
87
F
C
185
F
D
65
E
A
20
B
B
37
D
C
117
F
B
18
B
C
218
F
C
217
F
8
A
57
E
13
21
25
31
B
C
C
C
16
19
34
9
B
B
C
A
Page 15 of 47
May 2, 2006
Report: P-06-056
Appendix E – Continuous Natural Areas that Meet the Region’s ESPA Criteria
Continuous natural areas
that meet the Region’s
ESPA criteria
Existing ESPA 27
Exhibit 1
278675
Page 16 of 47
May 2, 2006
Report: P-06-056
Appendix F – Public Consultation Centres and Workshop Dates and Purposes
Public Consultation Centre #1 – May 27, 2004
-
Provided an orientation to the South Kitchener Transportation Corridor Study
-
Provided background and study process information
-
Gained public input before developing the problem/opportunity statement and creating
alternative planning solutions
Stakeholder Workshop – July 27, 2004
The following questions were addressed at the Workshop.
1. Describe what you think the problem is with the existing and future transportation
conditions in the South Kitchener Corridor.
2. How would you improve transportation in the South Kitchener Study Area over the
next 10 to 20 years?
3. How do we get there? What considerations should be taken into account in making
decisions about future transportation demand?
4. What advice do you have for the Region of Waterloo in assessing the various
transportation opportunities and constraints?
Public Consultation Centre #2 – January 19, 2005
-
Summarized the transportation and development history in the South Kitchener
Transportation Corridor study area.
-
Presented the existing and expected transportation challenges in the study area.
-
Reported on the opportunities and constraints to improve transportation in the study area.
-
Introduced some alternative ways to address the transportation challenges.
-
Gained public input before evaluating the alternative solutions.
Public Consultation Centre #3 – October 4, 2005
278675
-
Described the transportation improvement alternatives considered for the South Kitchener
study area;
-
Presented the findings of the examination of these transportation improvement alternatives;
-
Presented preferred alternatives endorsed by the Study Steering Committee for public
consideration and comment; and
-
Outlined the further steps in the Study process
Page 17 of 47
May 2, 2006
278675
Report: P-06-056
Page 18 of 47
May 2, 2006
278675
Report: P-06-056
Page 19 of 47
May 2, 2006
278675
Report: P-06-056
Page 20 of 47
May 2, 2006
278675
Report: P-06-056
Page 21 of 47
May 2, 2006
278675
Report: P-06-056
Page 22 of 47
May 2, 2006
278675
Report: P-06-056
Page 23 of 47
May 2, 2006
278675
Report: P-06-056
Page 24 of 47
May 2, 2006
278675
Report: P-06-056
Page 25 of 47
May 2, 2006
278675
Report: P-06-056
Page 26 of 47
May 2, 2006
278675
Report: P-06-056
Page 27 of 47
May 2, 2006
278675
Report: P-06-056
Page 28 of 47
May 2, 2006
278675
Report: P-06-056
Page 29 of 47
May 2, 2006
278675
Report: P-06-056
Page 30 of 47
May 2, 2006
278675
Report: P-06-056
Page 31 of 47
May 2, 2006
278675
Report: P-06-056
Page 32 of 47
May 2, 2006
278675
Report: P-06-056
Page 33 of 47
May 2, 2006
278675
Report: P-06-056
Page 34 of 47
May 2, 2006
278675
Report: P-06-056
Page 35 of 47
May 2, 2006
278675
Report: P-06-056
Page 36 of 47
May 2, 2006
278675
Report: P-06-056
Page 37 of 47
May 2, 2006
Report: P-06-056
Appendix G: Stonegate Drive Area
N
278675
Page 38 of 47
May 2, 2006
Report: P-06-056
Appendix H: Description of Planning Alternatives:
Alternative #1: The Baseline
In this alternative, transportation system improvements for the study area are limited to “road”
projects currently approved or planned in South Kitchener, including the Highway 8 widening,
Fairway Road extension, Manitou Drive widening, Block Line Road extension and Wabanaki
Drive extension. In addition, there would be a modest increase in the amount of transit use over
the next 10 years as planned by Waterloo Region.
The Baseline alternative performs very poorly from a transportation perspective since it does not
add needed east-west roadway capacity of South Kitchener or improve deficient intersections on
the major roads. It also responds poorly to the social and economic criteria since the lack of
transportation improvements in the South Kitchener corridor is expected to result in added
roadway enhancement projects elsewhere in the area.
1.A. Baseline with a Cap was tested as a sub-alternative to determine if and how South
Kitchener transportation challenges would be impacted by limiting the amount of
development in the Hidden Valley area and along Fairway Road, as suggested by some
members of the public. Owing to the amount of through and local traffic already in the
study area, and the amount of traffic expected to be generated by already approved
development lands to the west and east of the study area, restricting further Fairway
Road and Hidden Valley development would have little impact on traffic growth and
related transportation challenges in South Kitchener.
Alternative #2: River Road Extension
This planned road extension, approved in 1981 through the Study Area from King Street to
Manitou Drive as a 4-lane arterial road, is shown on Exhibit 1.
This alternative performs well in addressing traffic deficiencies and improving overall accessibility
to the study area, including improved access to and from Highway 8 with a new full interchange
and reduced impacts on natural areas compared to a more direct road extension. However, it
does result in significant impacts to the Hidden Valley natural area, specifically ESPA #27. This
natural impact outweighs the transportation benefits of this alternative, making it a low ranking
option.
Alternative #3: Transit Emphasis – This transportation alternative is based on a larger increase in
transit ridership, along with widening of Fairway Road to 6 lanes from King Street to Manitou
Drive to add Bus-Only lanes, and a 2-lane extension of Goodrich Drive from Wilson to Manitou.
The emphasis on transit service creates positive impacts by attracting more people from their
cars to transit, but at the cost of deteriorating roadway capacity since widening Fairway Road for
Bus-Only lanes would not serve the projected growth in through and destination traffic. Current
deficiencies for cycling, pedestrian and goods movement are not addressed. Also capital costs
for roads are replaced in this alternative with costs for transit expansion and operation.
3.A. Transit Emphasis with Partial Interchange on Highway 8 for northbound on and off
access onto River Road east of the highway was tested as a sub-alternative. The
results show some limited improvement in forecast traffic conditions, a slight increase in
traffic volumes on the existing River Road east of the highway and minor natural and
social impacts east of Highway 8 and west of Wilson Avenue in the Schneider Creek
area. When considering the combined effects and impacts, this sub-alternative is
ranked one of the lowest of all evaluated alternatives;
278675
Page 39 of 47
May 2, 2006
Report: P-06-056
Exhibit 1 – Planning Alternative #2
River Road Extension
Alternative #4: Hybrid River Road Extension/Partial Interchange – This alternative was developed
as an alternative route to the original River Road extension shown in Alternative #2. It includes a
new 4-lane arterial road on a new alignment extending from King Street to Manitou Drive, but
with reduced impact on the Hidden Valley area by following much of existing Hidden Valley Road
and Wabanaki Drive alignments as shown on Exhibit 2.
Alternative #4 has one lane per direction on the new River Road extension reserved only for
buses and other high occupancy vehicles. It also includes a partial interchange on the east side
of Highway 8 to allow northbound traffic on and off the highway, and a new ramp off Fairway
Road eastbound to Highway 8 southbound to replace the existing left turn from Fairway Road
onto the highway on-ramp. Alternative #4 also assumes that Homer Watson Boulevard is
widened to six through lanes as planned from Bleams Road to Highway 401 to provide enhanced
north-south capacity in South Kitchener.
From a transportation perspective, Alternative #4 performs well with improved roadway
operations, less congestion and better transit operations than some of the other alternatives.
However, its added vehicle capacity is limited with two of the lanes reserved for buses and high
occupancy vehicles. Also, with the partial interchange, it requires a new ramp off Fairway Road
eastbound onto Highway 8 southbound to provide improved highway access. The cost and
constructability of this ramp may be affected by Kitchener-Wilmot Hydro plans to expand and
improve their operation immediately south of Fairway Road near the highway.
Like Alternative #2, Alternative #4 also provides a new continuous east-west arterial route across
South Kitchener for motorists, trucks, transit, cyclists and pedestrians, while reducing the direct
social and natural impacts on the Hidden Valley area. It utilizes as much existing road allowance
as possible, with a “modern roundabout” on the west side of Highway 8 to direct traffic around
278675
Page 40 of 47
May 2, 2006
Report: P-06-056
rather than through the Hidden Valley area. It’s cost is high if the estimated $20 million to widen
Homer Watson Boulevard is included. While this cost is attributed to the Regional Transportation
Master Plan, its inclusion as part of Alternative #4 elevates the associated capital cost to about
$42 million, which is at least double the cost of the other comparable alternatives. A moderate
ranking is given to Alternative #4 as compared to the other alternatives.
4.A. Alternative #4 with Mixed Travel Lanes - Unlike Alternative #4, this sub-alternative
assumes the River Road extension is available for all roadway traffic, with no exclusive
Bus-Only or high occupancy vehicle lanes. This essentially doubles the vehicle capacity
of the road, with resulting improvements to traffic operations and virtually no negative
impacts. It also responds to two other concerns; 1) that Bus-Only lanes may be difficult
to enforce in mixed traffic, and 2) that all Grand River Transit routes now serving the
Fairview Park Mall terminal use Fairway Road. This sub-alternative has a moderate
ranking in part because of the highest capital cost of including the Homer Watson
widening.
4.B. Alternative #4A with no Homer Watson Widening – If the major widening of Homer
Watson Boulevard is removed as a part of Alternative #4A, the economic performance of
Alternative #4 is enhanced by reducing the capital cost to about $22 million. When the
other criteria are considered, this sub-alternative ranks first compared to the other
alternatives.
Exhibit 2: Planning Alternative 4
River Road Extension with Partial Interchange
(Identified as one of two Preferred Alternative Initially)
278675
Page 41 of 47
May 2, 2006
Report: P-06-056
Alternative #5: Alternative River Road Extension/Full Interchange – This alternative offers all the
transportation system features and socio-environmental advantages of Alternative #4, but with
the added advantage of full access to and from Highway 8. With this increased highway access,
Alternative #5 is expected to generate some added traffic growth on the surrounding road
network, but the involved roads can accommodate this growth. As shown on Exhibit #3, this
alternative has been designed to minimize impacts of the west side highway interchange ramps
on the natural area by using modern roundabouts as part of the interchange design. This
approach would require Ministry of Transportation approval. In addition, the new southbound
ramp from Fairway Road to Highway 8 is included in Alternative #4 is not required with the full
interchange provided in Alternative #5. This alternative (Exhibit 3) ties as the second ranking for
the Study Area.
5.A Alternative 5 with Mixed Travel Lanes – With no exclusive Bus-Only travel lanes on the
new River Road extension in this sub-alternative, traffic operations are improved similar
to that provided in Alternative #4A. Also, as with Alternative 5, this sub-alternative
reduces the social and natural impacts on the natural area edge along Hidden Valley
Road using modern roundabouts as part of the interchange design, also requiring
Ministry of Transportation approval. This sub-alternative ranks first overall.
Exhibit 3 – Alternative #5
Alternative River Road Extension with Full Interchange
(Identified as one of two Preferred Alternative Initially)
278675
Page 42 of 47
Report: P-06-056
SOUTH KITCHENER TRANSPORTATION CORRIDOR STUDY
SUMMARY OF ROAD IMPROVEMENTS INCLUDED IN EACH PLANNING ALTERNATIVE
Alt
1
2
3
4
5
River Rd. –
Hwy 8 to
Wabanaki
River
Rd –
King
to
Hwy 8
Goodrich
Dr./Bleams
Rd Manitou to
Wilson
River Rd /
Hwy 8
Fairway Rd
Widening
Interchange
Direct Ramp
East on
Fairway to
South Hwy 8
Homer
Watson
Widening
Bleams to
401
QueueJump
Lanes /
Transit
Priority
Fairway Rd
/ Wabanaki
Full Turns
Intersection
Bike
Lanes –
E-W
Direction
Transit
mode
share
target
(2021)
N/A
Double by
2016 –
7% mode
share
15%
locally, 7%
external to
study area
No
Yes; four
lanes;
standard
alignment
No
No
Yes
No
Yes
No
Yes, full
interchange
No
6 lanes King to
Wilson; no HOV
lanes
No
No
No
No
No
No
No
No
No
River Rd
– King to
Manitou
No
Yes
No
6 lanes King to
Manitou; with
HOV lanes
No
No
Yes
Yes
Yes; four
lanes with
HOV lanes
and
alternative
alignment
Yes; four
lanes with
HOV lanes
Yes
Yes
Partial, East
side ramps
6 lanes King to
Wilson; no HOV
lanes
Yes
Yes
Yes
Yes
Goodrich
– Wilson
to
Wabanak
i, Fairway
Wabanak
i to King
River –
King to
Manitou
Yes
Yes
Yes, full
interchange
6 lanes King to
Wilson; no HOV
lanes
No
No
Yes
Yes
River Rd.
-King to
Manitou
15%
locally, 7%
external to
study area
15%
locally, 7%
external to
study area
Page 43 of 47
May 2, 2006
Report: P-06-056
Appendix I – Evaluation Criteria
1. Transportation Criteria:
1.1 Roadway Network Performance
1.2 Transportation System Performance
1.3 Transit System Performance
1.4 Transit Ridership
1.5 Cycling/Walking Network Performance
1.6 Roadway Network Continuity
1.7 Good Movement Performance
1.8 Transportation System Accessibility
2. Social-Cultural Environment Criteria:
2.1 Direct Property Impact
2.2 Regional Growth Management Strategy
2.3 External Traffic Impacts
2.4 Cultural Landscape Impact
2.5 Noise Impact
2.6 Visual Impact
3. Natural Environment Criteria:
2.1 Natural Area Impact
2.2 Groundwater Impact
2.3 Surface Water Impact
2.4 Air Quality Impact
2.5 Resource Consumption
4. Economic Environment Criteria:
4.1 Capital Cost
4.2 Operation & Maintenance Cost
4.3 Property Impact Potential
"\"Insert DOCS Number ie., DOCS #69587\""
Page 44 of 47
May 2, 2006
Report: P-06-056
Appendix I Continued– Comparison of Alternatives
Criteria
Alt. 1
Baseline
Alt. 1A
Baseline
w Cap
Alt. 2
RTMP/Riv
er Rd
Extend
Alt. 3
Transit
Emphasis
Alt. 3A
Transit
Emphasis/
Part
Interchange
Alt. 4
Hybrid River
Rd Extend/
Part
Interchange
Alt 4A
4 with mixed
traffic lanes/
Part Interchange
Alt 4B
4A with no
Homer
Watson
Widening
Alt. 5
Hybrid
River Rd
Extend/
Full
Interchange
Alt 5A
5 with mixed
traffic/
Full
Interchange
SUMMARY
RANKING:
Transportation
SUMMARY
RANKING:
Socio-Cultural
SUMMARY
RANKING:
Natural
SUMMARY
RANKING:
Economic
TOTAL
SUMMARY
RANKING
Least responsive
Most responsive
•
Alternative #4B with a new River Road extension from King Street to Manitou Drive utilizing existing road allowances around
as much of the Hidden Valley area north edge as possible and extending west along Goodrich Drive to Manitou Drive, and
with a partial interchange on the east side of Highway 8 and a new southbound Highway ramp from Fairway Road; and
•
Alternative #5A with the same River Road extension alignment, but with a full interchange at Highway 8.K
"\"Insert DOCS Number ie., DOCS #69587\""
Page 45 of 47
Report: P-06-056
Appendix J – Alternative #6 - Refined Alternative 5A
Alternative #6 – Duplicate of Alternative 5A - Except No Roundabouts at ramp terminals
Page 46 of 47
May 2, 2006
Report: P-06-056
Appendix K – EEAC Recommendation (Report 05-016.3)
1. THAT the Ecological and Environmental Advisory Committee advise Planning, Housing and Community
Services staff:
1.1 that, based on recent field investigations carried out as part of the South Kitchener Transportation
Study, the Committee is of the opinion that the northern boundary of the Hidden Valley Environmentally
Sensitive Policy Area [ESPA 27] established in 1981-84 is not ecologically appropriate, and that the area
indicated on Map 4 fulfills sufficient criteria for designation, and should therefore be re-included in the
Environmentally Sensitive Policy Area;
1.2 that, being cognizant of the high ecological values of the natural area specified in 1.1 as well as the
fact that a significant part of it has been zoned for business park development, the Committee urges the
Region, City of Kitchener, and landowner to give serious consideration to protecting the lands through a
potential exchange of appropriate developable lands; and
1.3 that the Committee is willing to work with Regional and Kitchener staff and the landowner to mitigate
impacts to the remaining natural area through the potential alignment and detailed design of a new road
and the anticipated approval of new development in the area.
2. THAT the Ecological and Environmental Advisory Committee advise Planning, Housing and Community
Services staff that, based on a review of the proposed alternatives presented in the South Kitchener
Transportation Corridor Study
2.1 that Alternatives 1 and 3 would have negligible impact on the Hidden Valley natural area, and that they
are therefore the preferred overall alternatives from a natural heritage perspective, and that either could
be approved pursuant to Policies 4.3.17(a) and 4.4.9(a) of the Regional Official Policies Plan;
2.2 that Alternative 2 be rejected pursuant to Policies 4.3.17(b) and 4.4.9 (b) of the Regional Official
Policies Plan;
2.3 that Alternative 4 would have localised serious adverse environmental impacts on the Hidden Valley
natural area by removing an area of Provincially Significant Wetland and some adjoining successional
woodland, but that if the study determines a new road is required, it would have the least impact on the
Hidden Valley natural area, and that it might be approved pursuant to Policies 4.3.17(c) and 4.4.9(c) of the
ROPP subject to appropriate mitigation; and
2.4 that Alternative 5 would have more serious adverse environmental impacts on the Hidden Valley
natural area than Alternative 4 in that it would remove a swath of the mature woodland along with the area
of Provincially Significant Wetland and adjoining successional woodland, and should therefore be rejected.
2.5 that Alternative 6 would have more serious adverse environmental impacts on the Hidden Valley
natural area than Alternatives 4 and 5 in that it would remove a more extensive swath of the mature
woodland along with the area of Provincially Significant Wetland and adjoining successional woodland,
and should therefore be rejected.
3. THAT the Ecological and Environmental Advisory Committee advise Planning, Housing and Community
Services staff that, in the event a River Road extension is approved in principle, that the Committee be
requested to provide further detailed input to minimize impacts to the residual natural areas.
4. THAT the Ecological and Environmental Advisory Committee request staff to forward Report EEAC-05016.3 to the South Kitchener Transportation Corridor Project Team as the Committee’s comments and
recommendations on the environmental aspects of this undertaking, dated January 31, 2006.
278675
Page 47 of 47
REGIONAL MUNICIPALITY OF WATERLOO
PLANNING AND WORKS COMMITTEE
MINUTES
Tuesday, May 2, 2006
9:00 a.m.
Council Chamber
150 Frederick Street, Kitchener, Ontario
Present were: Vice-Chair B. Strauss, D. Craig, K. Denouden, H. Epp, J. Haalboom, W. Roth**,
K. Seiling and C. Zehr*
Regrets: J. Wideman
Also present: R. Kelterborn and M. Connolly***
DECLARATIONS OF PECUNIARY INTEREST UNDER THE MUNICIPAL CONFLICT OF
INTEREST ACT
None declared.
DELEGATIONS
a)
Rosemary Kittel-McCormick, St. Agatha, appeared before Committee regarding Report
E-06-051, Gerber Road Improvements. She requested Committee review extending the 60km
zone in order that it reaches the end of her property at 1171 Gerber Road. If this is not
possible, R. Kittel-McCormick requested keeping the 60km zone as proposed, and from this
point keeping the original 70km to where it originally started (approx. 1300m west of Moser
Young Road). She stressed the importance of the speed limit in regards to the school bus
stopping in the area. R. Kittle-McCormick requested she be informed of Council’s decision to
the report. (R. Kittel-McCormick provided Committee with a written submission)
R. Kelterborn indicated he is in support of the recommendation, but recognizes the McCormick’s
issues with the school bus stop in front of their lane. He suggested that the appropriate bus
sign marks be made at this stop. R. Kelterborn would like the road construction to be completed
in time for the Wellesley Apple Butter and Cheese Festival.
REPORTS – TRANSPORTATION AND ENVIRONMENTAL SERVICES
DESIGN AND CONSTRUCTION
a) E-06-051
Gerber Road Improvements, Nafziger Road to Moser-Young Road, Wellesley
and Wilmot Townships - Approval of Roadway Improvements and Approval of
Speed Limit Changes
John Lee, Project Manager provided a brief report on Gerber Road improvements. He indicated
improvements are required, due to deteriorated asphalt surface, deficient sight distances and
the inadequate road width for road users (school children, pedestrians, farm traffic, horse and
buggy, mail and newspaper deliveries and cyclists). J. Lee outlined the proposed improvements
and issues raised at the Public Information Centres.
P&W
-2-
06/0502
MOVED by W. Roth
SECONDED by C. Zehr
THAT The Regional Municipality of Waterloo approve the plans for roadway improvements on
Gerber Road between Nafziger Road and Moser-Young Road on the boundary of Wellesley and
Wilmot Townships as outlined in Report E-06-051 and amend Traffic and Parking By-law 00032 as amended, upon construction of the improvements as follows:
a)
Existing 80km/h speed zone situated 400m East of Nafziger Road extending easterly
to 1300m West of Moser - Young Road, amended to 400m East of Nafziger Road
extending easterly to 500m West of Moser - Young Road; and
b)
Existing 60km/h speed zone situated 1300m West of Moser - Young Road extending
easterly to 300m East of Moser - Young Road, amended to 500m West of Moser Young Road extending easterly to 300m East of Moser - Young Road.
CARRIED
DELEGATIONS - continued
b)
Rod Muir, Waste Diversion Campaigner, Sierra Club of Canada, appeared before
Committee regarding Report E-05-103.1, Food Waste Organics Pilot Project Update, and
expressed the interest from the Sierra Club of Canada in providing their support to the project.
c)
Elinor Hueton, Puslinch, appeared before Committee regarding Report P-06-041,
Initiation of an Amendment of the Regional Official Policies Plan (ROPP) to Consider
Designation and Protection of Dumfries Conservation Area. She expressed her support for the
proposal to amend the ROPP in order to establish mapping and policy to address the role of the
Dumfries Conservation Area in Cambridge. (E. Hueton provided Committee with a written
submission)
REPORTS – PLANNING, HOUSING AND COMMUNITY SERVICES
COMMUNITY PLANNING
b) P-06-041
Initiation of an Amendment to the Regional Official Policies Plan to Consider
Designation and Protection of Dumfries Conservation Areas
MOVED by D. Craig
SECONDED by W. Roth
THAT The Regional Municipality of Waterloo approve the following with regard to a Regional
Official Policies Plan amendment as explained in P-06-041, dated May 2, 2006:
a)
authorize the initiation of an amendment to the Regional Official Policies Plan to establish
mapping and policy to address the role of Dumfries Conservation Area in the City of
Cambridge within the City Urban Area; and
b)
direct staff to initiate discussions with the Grand River Conservation Authority and the Local
Municipalities to define the role of other major open space areas in the implementation of
the Urban Greenlands Strategy.
CARRIED
P&W
-3-
06/0502
d)
Dave Aston, MHBC Planning appeared before Committee regarding Report E-06-040.1,
Ira Needles Boulevard, Stage 3. He spoke on behalf of his clients, Ira Needles Commercial
Group, to request a deferral of the report until the May 16th Committee meeting. He explained
his clients would appreciate the chance to review the report with staff before a decision is made.
Staff indicated a deferral of the report would not implicate the construction.
In response to a concern from H. Epp that stakeholders were not consulted, Thomas Schmidt
Commissioner, Transportation and Environmental Services responded that Regional Council
had directed staff to review options that could provide increased flexibility and reduce the cost of
future expansion of the road from two to four lanes. Staff as requested reviewed numerous
options, as presented in the report, and is recommending that Ira Needles be constructed as a
two lane road with an urban cross section as originally approved in the environmental
assessment. As the option being recommended remained unchanged from that approved as
part of the Environmental Assessment it was felt that no additional consultation was required.
REPORTS – TRANSPORTATION AND ENVIRONMENTAL SERVICES – continued
DESIGN AND CONSTRUCTION - continued
c) E-06-040.1 Ira Needles Boulevard, Stage 3, Victoria Street to South of Erb Street, Review of
Two-Lane Cross Section Alternatives that will Facilitate Future Road Widening to
Four Lanes
MOVED by K. Seiling
SECONDED by C. Zehr
That The Regional Municipality of Waterloo maintain the current cross-section design, identified
as Option 1 in Report E-06-040.1 and described as initially constructing two paved inside lanes
on a two lane granular base with concrete curb and gutter and 1.0 metre wide concrete
boulevard edging for the proposed construction of Ira Needles Boulevard, Stage 3, from Victoria
Street to south of Erb Street; and DEFER the decision until the Planning and Works Committee
meeting of May 16, 2006, in order for staff to meet with the Ira Needles Commercial Group.
CARRIED
TRANSPORTATION
d) E-06-054
Roundabout at the Intersection of Regional Road #17 (Ament Line) and Regional
Road #10 (Herrgott Road), in the Township of Wellesley
MOVED by K. Seiling
SECONDED by W. Roth
THAT The Regional Municipality of Waterloo take no action with respect to the request for the
installation of a roundabout at the intersection of Regional Road #17 (Ament Line) and Regional
Road #10 (Herrgott Road), in the Township of Wellesley.
CARRIED
e) E-06-057
Roundabout Education Program
Nancy Button, Manager, Transportation Engineering showed a video pertaining to how round-abouts function. The video showed how drivers should safely negotiate within a round-a-bout and
P&W
-4-
06/0502
is an example of the type of video the Region of Waterloo is proposing to generate in order to
educate the public. N. Button responded to questions regarding the size of the round-a-bout in
the video verses the size of the Region’s round-a-bouts.
Received for Information.
f) E-06-058
Ontario’s Millennium Partnership Funding Agreement for the Region of Waterloo
International Airport Servicing and Land Development Project
MOVED by C. Zehr
SECONDED by J. Haalboom
THAT The Regional Municipality of Waterloo authorize the Regional Chair and Clerk to sign an
agreement with Her Majesty the Queen in Right of Ontario (by its Ministry of Agriculture, Food
and Rural Affairs) to provide for $1,112,608 of capital funding from the Millennium Partnerships
Initiative for the Region of Waterloo International Airport servicing and land development project
as described in Report E-06-058.
CARRIED
g) CR-RS-06-025
Disposal of Easement Interest, Nafziger Road, Township of Wilmot
MOVED by W. Roth
SECONDED by C. Zehr
THAT The Regional Municipality of Waterloo:
a)
declare the Region’s existing easement interest in Parts 9 and 11, Reference Plan 58R13951, Township of Wilmot as surplus and enter into such documentation as is required to
release the Region’s interest established by the easement for $1.00 plus costs, subject to the
Region's property disposition by-law and to the satisfaction of the Region’s Solicitor, as detailed
in Report CR-RS-06-025 dated May 2, 2006; and
b)
give the Regional Solicitor authority to execute and register, electronically or otherwise,
any documentation required to give effect to the foregoing.
CARRIED
h) CR-RS-06-027
Authorization to Expropriate Permanent Easements (2nd Report) Along
Shantz Station Road, Township of Woolwich, Relating to Region of
Waterloo International Airport Requirements
MOVED by W. Roth
SECONDED by K. Denouden
THAT The Regional Municipality of Waterloo approve the expropriation of the property detailed
in Report CR-RS-06-027 dated May 2, 2006 described as follows:
Permanent Easements:
1.
Part Lot 88, German Company Tract, Township of Woolwich, being Part 1 on
Reference Plan 58R-15013 (1163 Shantz Station Road)
2.
Part Lot 87, German Company Tract, Township of Woolwich, being Part 5 on
Reference Plan 58R-15013 (municipal address unavailable)
P&W
-53.
06/0502
Part Lot 103, German Company Tract, Township of Woolwich, being Part 6 on
Reference Plan 58R-15013 (1292 Shantz Station Road)
Part Lot 87, German Company Tract, Township of Woolwich, being Part 7 on
Reference Plan 58R-15013 (municipal address unavailable)
4.
AND THAT staff be instructed to register a Plan of Expropriation for the property within three
months of the granting of the approval to expropriate the property, as required by the
Expropriations Act;
AND THAT the registered owners be served with a Notice of Expropriation and a Notice of
Possession for the property after the registration of the Plan of Expropriation;
AND THAT an Offer of Compensation be served upon the registered owners of the property in
the amount of the market value of the land as estimated by the Region’s appraiser;
AND FURTHER THAT the Regional Solicitor be authorized to discontinue expropriation
proceedings or any part thereof, in respect of the above described lands, or any part thereof,
upon the registration on title of the required documentation to complete an acquisition of the
required interest.
CARRIED
WASTE MANAGEMENT
i) E-05-103.1 Food Waste Organics Pilot Project Update
Cari Howard, Project Manager, gave an overview of the report highlighting materials that can be
included in the “green bin”; and how neighbourhoods within the Region of Waterloo were
selected for the pilot project. She indicated the bin being considered for use in the pilot project
is used by the City of Toronto.
MOVED by C. Zehr
SECONDED by K. Denouden
THAT The Regional Municipality of Waterloo:
a)
Approve the scope of the Food Waste Organics Pilot Project as presented in Report
E-05-103.1 dated May 2, 2006; and
b)
Amend the existing waste collection contract with Waste Management Canada to
include curbside collection and transfer of the Food Waste to the processing facility
for the duration of the pilot project.
CARRIED
j) E-06-047
Waste Management Education Program
T. Schmidt reminded Committee members of the May 16th Planning and Works Committee
meeting to be held at the Waterloo Region Emergency Services Training & Research Complex
(WRESTRC).
Received for Information.
k) E-06-056
Waterloo Landfill Monitoring Program Update
P&W
-6-
06/0502
MOVED by J. Haalboom
SECONDED by K. Denouden
THAT The Regional Municipality of Waterloo enter into a consulting agreement with ConestogaRovers and Associates (CRA) to provide engineering and hydrogeologic services necessary to
support the Region with environmental monitoring activities at the Waterloo Landfill Site to an
upset limit of $194,750 plus applicable taxes.
CARRIED
l) CR-RS-06-026
Hydro Corridor Relocation, Waterloo Landfill Site
MOVED by D. Craig
SECONDED by W. Roth
THAT The Regional Municipality of Waterloo enter into agreements as required for the
relocation of the Hydro One corridor and transmission lines at the Waterloo Landfill site as
follows:
a)
convey to Hydro One Networks Inc. an easement over lands described as part of Part
Lot 39, German Company Tract, City of Kitchener, subject to registration of a reference plan, for
the sum of $2.00 plus associated taxes and costs on terms and conditions satisfactory to the
Commissioner of Transportation and Environmental Services and the Regional Solicitor, as
detailed in report CR-RS-06-026 dated May 2, 2006;
b)
convey to the Province through Ontario Realty Corporation the fee simple interest in the
lands described as part of Part Lot 39, German Company Tract, City of Kitchener, subject to
registration of a reference plan, for the sum of $2.00 and the conveyance to the Regional
Municipality of Waterloo of the existing corridor acquired under Recommendation c) below plus
associated taxes and costs on terms and conditions satisfactory to the Commissioner of
Transportation and Environmental Services and the Regional Solicitor, as detailed in report CRRS-06-026 dated May 2, 2006;
c)
acquire from the Province through Ontario Realty Corporation the fee simple interest in
the lands, being the existing corridor, described as Parts 2 and 3 on Plan 58R-7999 in the City
of Kitchener for the sum of $2.00 and the conveyance to the Province through Ontario Realty
Corporation of the new corridor conveyed under Recommendation b) above, plus associated
taxes and costs on terms and conditions satisfactory to the Commissioner of Transportation and
Environmental Services and the Regional Solicitor, as detailed in report CR-RS-06-026 dated
May 2, 2006; and
d)
give the Regional Solicitor authority to execute and register, electronically or otherwise,
any documentation required to give effect to the foregoing.
CARRIED
WATER SERVICES
m) E-06-039 Water Supply Update
Nancy Kodousek, Director, Water Services, provided a presentation highlighting the current
status of water supply in the Region of Waterloo. She outlined water supply projects and
indicated detailed reports regarding Greenbrook and the Water Efficiency Update Master Plan
would be forwarded to the Committee in June 2006.
P&W
-7-
06/0502
*C. Zehr left the meeting at 10:20 a.m.
Received for Information.
n) E-06-033
Consultant Selection for the Water Supply Strategy Update
MOVED by J. Haalboom
SECONDED by H. Epp
THAT The Regional Municipality of Waterloo enter into a Consulting Services Agreement with
XCG Consultants Ltd. of Kitchener, Ontario, to provide consulting engineering services for the
Water Supply Strategy Update, at an upset limit of $172,000 plus applicable taxes.
CARRIED
TRANSIT SERVICES
o) E-05-099.3 GRT Fleet Maintenance Update
Eric Gillespie, Director, Transit Services gave a brief overview of the report and introduced the
Consultants working with Transit Services, in attendance. He indicated the report is an update
outlining significant, ongoing progress has been made since the initial reports were presented in
late 2004. There were positive references to GRT’s current state of operations and to the
ongoing continuous improvement efforts underway.
M. Connolly indicated he was pleased with the report. With regard to bus refurbishments, he
acknowledged that new procedures were in place but asked how past experiences with noncompliance might be avoided in the future. It was suggested that he could discuss this further
with staff.
Received for Information.
**W. Roth left the meeting at 10:35 a.m.
***M. Connolly left the meeting at 10:35 a.m.
JOINT REPORT
p) P-06-054
Housing Incentives and Funding Resource Guide
Peter Walberg, Principal Planner provided a brief presentation indicating the current guide has
been expanded to include key housing related incentives and resources offered by the Region
of Waterloo, local municipalities, senior levels of government and non-government
organizations.
J. Haalboom emphasized the importance of incentives pertaining to heritage restoration projects
in the Region of Waterloo. Rob Horne, Commissioner of Planning, Housing and Community
Services indicated staff would review the issue.
Received for Information.
REPORTS – PLANNING, HOUSING AND COMMUNITY SERVICES - continued
P&W
-8-
06/0502
TRANSPORTATION PLANNING
q) P-06-056
South Kitchener Transportation Corridor Study – Preferred Alternative and
Upcoming Public Meeting
R. Horne advised Committee members of the Public Meeting to be held in Council Chambers on
May 9th regarding the matter.
J. Haalboom requested the team leader on the project continue as team leader into the next
phase of the project.
Received for Information.
OTHER BUSINESS
a)
Council Enquiries and Requests for Information Tracking List was received for
information.
b)
J. Haalboom requested further information regarding a water pipeline and what it means
for the Region of Waterloo if the City of Guelph’s water supply is not sufficient. T. Schmidt had
been in discussion with the City of Guelph. He indicated Regional Council had approved a
pipeline, and staff is looking at acquiring a consultant and pursuing acquisition of water taking
permit,
land
for
treatment
and
transmission
facilities
and
other
approval/consultation/notifications necessary for the construction of a Great Lakes pipeline.
c)
R. Kelterborn brought forward a letter from Gary Lovie, Environmentally Sensitive
Property Owner Association (ESPO), to Committee requesting the deferral of the proposed
Environmentally Sensitive Land (ESL) due to new development pertaining to the Conservation
Authorities initiating new measures for the environment and water. G. Lovie in his letter
suggests Regional staff fully investigate whether these measures could be used in place of the
ESL.
Committee members concurred the matter has been deferred to the Regional Council meeting
on May 10, 2006, and any further decisions required to be made will be done at that meeting.
Regional staff indicated they would formally communicate this to G. Lovie.
ADJOURN/CLOSED SESSION
The meeting adjourned at 11:00 a.m.
MOVED by K. Denouden
SECONDED by H. Epp
THAT a closed meeting of Planning & Works Committee be held on Tuesday, May 2, 2006,
following the regular meeting of the Planning and Works Committee, in accordance with Section
239 of the Municipal Act, 2001, for the purposes of considering the following subject matters:
i)
A proposed or pending acquisition of land for municipal purposes
CARRIED
COMMITTEE CHAIR, B. Strauss
COMMITTEE CLERK, I. Sa Melo
#279689