Environmental Study Report - City of Hamilton

City of Hamilton 

Improvements to Dartnall Road 

(Rymal Road to Stone Church Road) 

Class Environmental Assessment 

Environmental Study Report 

Prepared by: 

AECOM 

45 Goderich Road, Suite 201 905 390 2022 tel 

Hamilton, ON, Canada L8E 4W8 905 578 4129 fax 

www.aecom.com 

Project Number: 

60114995 

Date: 

November 2011

AECOM City of Hamilton Improvements to Dartnall Road 




Distribution List 

# of Hard Copies PDF Required Association / Company Name 

Revision Log 

Revision # Revised By Date Issue / Revision Description 

AECOM Signatures 

Report Prepared By: 

Karin Wall, MCIP, RPP 

Manager, Environmental Planning





Table of Contents 

Statement of Qualifications and Limitations 

Distribution List 

1. Introduction ..................................................................................................................................... 1 

1.1 Background .......................................................................................................................................... 1 

1.2 Purpose of the Study ........................................................................................................................... 1 

1.3 Municipal Class Environmental Assessment Process ......................................................................... 1 

1.4 Study Team Organization .................................................................................................................... 5 

1.5 Study Schedule .................................................................................................................................... 5 

2. Summary of Transportation Master Plan (Phase 1 & 2) .............................................................. 6 

2.1 Purpose of the Transportation Master Plan ......................................................................................... 6 

2.2 Problem Identification (Phase 1) ......................................................................................................... 6 

2.2.1 Need and Justification ............................................................................................................ 6 

2.2.2 Problem/Opportunity Statement ............................................................................................. 6 

2.2.2.1 North Glanbrook Industrial Business Park Transportation Master Plan ............... 7 

2.2.2.2 Dartnall Road Extension Class Environmental Assessment ................................ 7 

2.2.2.3 Refined Problem Statement ................................................................................. 7 

2.3 Alternative Solutions (Phase 2) ........................................................................................................... 8 

2.3.1 Evaluation of Alternative Solutions ......................................................................................... 8 

2.3.2 Recommended Alternative Solution ....................................................................................... 8 

3. Public and Agency Consultation ................................................................................................... 9 

3.1 Consultation Plan ................................................................................................................................. 9 

3.2 Summary of Phase 1 and 2 Consultation .......................................................................................... 10 

3.3 Phase 3 Consultation ......................................................................................................................... 10 

3.3.1 Regulatory Agency Involvement ........................................................................................... 10 

3.3.1.1 Agency Mailing List ............................................................................................ 10 

3.3.1.2 Study Notification Letter ..................................................................................... 11 

3.3.2 Public Involvement ................................................................................................................ 16 

3.3.2.1 Public Information Centre ................................................................................... 16 

3.3.3 First Nations Consultation .................................................................................................... 20 

3.4 Phase 4 Consultation ......................................................................................................................... 20 

4. Description of the Existing Environment ................................................................................... 21 

4.1 Data Collection and Review .............................................................................................................. 21 

4.2 Transportation Characteristics ........................................................................................................... 22 

4.2.1 Existing Road Network ......................................................................................................... 22 

4.2.2 Access .................................................................................................................................. 22 

4.2.2.1 Signalized Intersections ..................................................................................... 22 

4.2.2.2 Property Entrances ............................................................................................. 22 

4.2.3 Heavy Vehicle/Truck Traffic .................................................................................................. 22 

4.2.4 Transit Service ...................................................................................................................... 22 

4.2.5 Pedestrian and Cycling Facilities .......................................................................................... 25 

4.2.6 Road Safety Considerations ................................................................................................. 25 

4.3 Engineering Environment .................................................................................................................. 26 

4.3.1 Storm Drainage ..................................................................................................................... 26 

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4.4 Physical Environment ........................................................................................................................ 26 

4.4.1 Physiography, Geology and Topography ............................................................................. 26 

4.4.2 Surface Water Resources .................................................................................................... 27 

4.4.3 Groundwater Resources ....................................................................................................... 28 

4.4.4 Soils and Agricultural Capability ........................................................................................... 28 

4.5 Natural Environment .......................................................................................................................... 30 

4.5.1 Designated Natural Areas .................................................................................................... 31 

4.5.2 Terrestrial Habitat ................................................................................................................. 32 

4.5.2.1 Vegetation .......................................................................................................... 32 

4.5.2.2 Wildlife ................................................................................................................ 34 

4.5.2.3 Species at Risk ................................................................................................... 35 

4.5.3 Aquatic Habitat ..................................................................................................................... 36 

4.5.3.1 Dartnall Road North Tributary ............................................................................ 36 

4.5.3.2 Dartnall Road Centre Tributary .......................................................................... 37 

4.5.3.3 Dartnall Road South Tributary ............................................................................ 37 

4.6 Socio-Economic Environment ........................................................................................................... 37 

4.6.1 Political Jurisdiction .............................................................................................................. 37 

4.6.2 Provincial Planning Context .................................................................................................. 37 

4.6.2.1 Provincial Policy Statement ................................................................................ 38 

4.6.2.2 Growth Plan ........................................................................................................ 38 

4.6.2.3 Greenbelt Plan.................................................................................................... 39 

4.6.2.4 Niagara Escarpment Plan .................................................................................. 39 

4.6.3 Municipal Planning Context .................................................................................................. 40 

4.6.3.1 Building a Strong Foundation ............................................................................. 40 

4.6.3.2 VISION 2020 ...................................................................................................... 40 

4.6.3.3 Growth Related Integrated Development Strategy ............................................ 40 

4.6.4 Designated Land Uses ......................................................................................................... 41 

4.6.4.1 Region of Hamilton-Wentworth Official Plan ...................................................... 41 

4.6.4.2 City of Hamilton Official Plan .............................................................................. 42 

4.6.4.3 Urban Hamilton Official Plan .............................................................................. 43 

4.6.5 Existing Land Uses ............................................................................................................... 44 

4.6.6 First Nation Interests............................................................................................................. 44 

4.6.7 Emergency Service Providers .............................................................................................. 45 

4.6.8 School Busing ....................................................................................................................... 45 

4.6.9 Noise ..................................................................................................................................... 45 

4.6.10 Utilities .................................................................................................................................. 45 

4.6.11 Sources of Potential Contamination ..................................................................................... 45 

4.7 Cultural Environment ......................................................................................................................... 46 

4.7.1 Archaeological Resources .................................................................................................... 46 

4.7.2 Built Heritage and Cultural Landscapes ............................................................................... 46 

5. Transportation Alternatives ......................................................................................................... 47 

5.1 Alternative Solutions Overview (EA Phase 2) ................................................................................... 47 

5.2 Alternative Roadway Design Concepts (EA Phase 3) ....................................................................... 48 

5.2.1 Generation of Design Alternatives ........................................................................................ 48 

Options 1A/2A Plate 1 (see attached PDF) ....................................................................................... 49 

5.2.2 Evaluation Criteria ................................................................................................................ 57 

5.2.3 Assessment and Evaluation of the Design Alternatives ....................................................... 57 

5.2.4 Preliminary Preferred Design Alternative ............................................................................. 60 

Alternative Intersection Design Concepts (EA Phase 3) ................................................................................ 60 

5.2.5 Generation and Evaluation of Intersection Design Alternatives ........................................... 60





6. Project Description ....................................................................................................................... 68 

6.1 Horizontal Alignment .......................................................................................................................... 68 

6.2 Vertical Alignment .............................................................................................................................. 68 

6.3 Intersections ...................................................................................................................................... 69 

6.3.1 Rymal Road Intersection ...................................................................................................... 69 

6.3.2 Stone Church Intersection .................................................................................................... 69 

6.4 Cross-Section .................................................................................................................................... 70 

6.5 Pedestrians and Cyclists ................................................................................................................... 71 

6.6 Transit ................................................................................................................................................ 71 

6.7 Drainage/Stormwater Management ................................................................................................... 71 

6.8 Illumination ......................................................................................................................................... 72 

6.9 Utilities ............................................................................................................................................... 72 

6.10 Construction Staging ......................................................................................................................... 72 

6.11 Property Required .............................................................................................................................. 73 

7. Environmental Effects, Mitigation Measures and Monitoring .................................................. 74 

7.1 Physical Environment ........................................................................................................................ 74 

7.1.1 Surface Water Resources .................................................................................................... 74 

7.2 Natural Environment .......................................................................................................................... 75 

7.2.1 Designated Natural Areas .................................................................................................... 75 

7.2.2 Terrestrial Habitat ................................................................................................................. 75 

7.2.2.1 Vegetation .......................................................................................................... 75 

7.2.2.2 Wildlife ................................................................................................................ 77 

7.2.2.3 Breeding Birds .................................................................................................... 77 

7.2.2.4 Species at Risk ................................................................................................... 77 

7.2.3 Aquatic Habitat ..................................................................................................................... 78 

7.3 Socio-Economic Environment ........................................................................................................... 78 

7.3.1 Property ................................................................................................................................ 78 

7.3.2 Access .................................................................................................................................. 79 

7.3.3 Open Space .......................................................................................................................... 79 

7.3.4 Noise and Air Quality ............................................................................................................ 79 

7.3.5 Property Waste and Contamination ...................................................................................... 79 

7.4 Cultural Environment ......................................................................................................................... 80 

7.4.1 Built Heritage ........................................................................................................................ 80 

7.4.2 Archaeology .......................................................................................................................... 80 

7.5 Utilities ............................................................................................................................................... 80 

7.6 Construction Staging ......................................................................................................................... 80 

7.7 Summary of Environmental Impacts, Mitigation and Commitments to Future Work ......................... 80 

7.8 Monitoring .......................................................................................................................................... 85 

8. References ..................................................................................................................................... 86





List of Figures 

Figure 1. Study Area .................................................................................................................................................. 2 

Figure 2. Municipal Class EA Planning and Design Process .................................................................................... 4 

Figure 3. Existing Conditions ................................................................................................................................... 24 

Figure 4. Soils and Agricultural Capability ............................................................................................................... 29 

List of Tables 

Table 1. Members of the Study Team ...................................................................................................................... 5 

Table 2. Summary of Consultation Activities (Phase 3 and 4) ................................................................................. 9 

Table 3. Agency Contact List ................................................................................................................................. 10 

Table 4. Summary of Comments and Responses Pre-Notice of PIC .................................................................... 12 

Table 5. Summary of Comments and Responses Post-Notice of PIC .................................................................. 17 

Table 6. Secondary Sources .................................................................................................................................. 21 

Table 7. Reportable Intersection Collision Summary (2003-2008) ........................................................................ 25 

Table 8. Reportable Mid-Block Collision Summary (2003-2008)........................................................................... 26 

Table 9. Field Surveys Conducted by Dougan & Associates (2010) ..................................................................... 31 

Table 10. Summary Evaluation of the Roadway Design Alternatives for Dartnall Road ......................................... 59 

Table 11. Summary Evaluation of the Intersection Design Alternatives along Dartnall Road ................................. 67 

Table 12. Horizontal Alignment of the Proposed Dartnall Road Improvements ...................................................... 68 

Table 13. Vertical Alignment of the Proposed Dartnall Road Improvements ........................................................... 69 

Table 14. Cross-Section for the Proposed Dartnall Road Improvements ................................................................ 70 

Table 15. Anticipated Impacts, Proposed Mitigation Measures and Commitments to Future Work ........................ 81 

Appendices 

Appendix A. 

Appendix B. 

Appendix C. 

Appendix D. 

Appendix E. 

Public and Agency Consultation 

Appendix A1. Notification Materials 

Appendix A2. Agency Correspondence 

Appendix A3. PIC Materials 

Terrestrial Environment Report 

Fish Habitat Assessment Report 

List of Rare Species 

Evaluation of Alternative Road Design Concepts





1. Introduction 

1.1 Background 

In 2007, the City of Hamilton (City) completed the Hamilton Transportation Master Plan. The purpose of the 

Transportation Master Plan (TMP) was to develop policies and strategies for the city-wide transportation network for 

the next 30 years. The City’s TMP was prepared following the Municipal Engineers Association (MEA) Municipal 

Class Environmental Assessment document (October 2000 as amended in 2007). Specifically, the TMP was 

prepared following Section A.2.7 for Master Plans and has been accepted by the City as documentation of Phases 1 

and 2 of the Municipal Class Environmental Assessment (Municipal Class EA) process for all projects proposed 

within. 

Among the proposed road improvements, the TMP recommended road widening plus a two-way left turn lane on 

Dartnall Road between Rymal Road and Stone Church Road. Furthermore, the TMP report classifies the proposed 

improvements to this section of Dartnall Road as a Schedule C project. Schedule C projects are subject to the full 

planning and design process outlined in the Municipal Class EA document. AECOM Canada Ltd. (formerly UMA 

Engineering Ltd.) was subsequently retained by the City to undertake Phases 3 and 4 of the Municipal Class EA 

process for the proposed improvements to Dartnall Road from Rymal Road to Stone Church Road. 

1.2 Purpose of the Study 

The purpose of this Class EA study is to identify and evaluate alternative design concepts for the proposed 

improvements to Dartnall Road. The Subject Area (or Study Area), as shown in Figure 1, extends from Rymal Road 

to Stone Church Road for a distance of approximately 1 km. As part of the evaluation, this study assessed the 

impact of each alternative on the natural and socio-economic environments, and considered input from the public 

and regulatory agencies. The objective of this study is to recommend a design concept that will implement the 

proposed road improvements effectively and efficiently, while having regard for the surrounding environment. 

1.3 Municipal Class Environmental Assessment Process 

Prior to the selection of a preferred design, the City must comply with the requirements of the MEA Municipal Class 

EA document (October 2000 as amended in 2007). Approved under the Ontario Environmental Assessment Act, the 

Municipal Class EA process incorporates the following key principles of EA planning: 

• Consultation with affected parties early in and throughout the process, such that the planning process is a 

cooperative venture; 

• Consideration of a reasonable range of alternatives, both the functionally different ‘alternatives to’ and the 

‘alternative methods’ of implementing the solution; 

• Identification and consideration of the effects of each alternative on all aspects of the environment; 

• Systematic evaluation of alternatives in terms of their advantages and disadvantages, to determine their net 

environmental effects; and 

• Provision of clear and complete documentation of the planning process followed, to allow ‘traceability’ of 

decision-making with respect to the project. 

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Figure 1. 

Study Area 

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As illustrated in Figure 2, the Municipal Class EA document outlines a five-phase planning and design process. 

Each phase is summarized below: 

Phase 1 

Phase 2 

Phase 3 

Phase 4 

Phase 5 

Identify the problem and/or opportunity to be addressed. 

Identify alternative solutions to address the problem or opportunity by taking into consideration the 

existing environment, and determine the preferred solution taking into account public and regulatory 

agency input. 

Examine alternative methods of implementing the preferred solution taking into account the existing 

environment, public and regulatory agency input, anticipated environmental impacts, and methods of 

minimizing negative impacts and maximizing positive impacts. 

Document, in an Environmental Study Report (ESR), a summary of the rationale and the planning, 

design and consultation process undertaken through Phases 1 to 3. The ESR is made available for 

public and agency review and comment. 

Complete contract drawings and documents and proceed to construction and operation. Monitor 

construction and operation where necessary for adherence to environmental provisions and 

mitigation. Phase 5 is not part of this study. This phase will be undertaken in advance of 

construction. 

In addition, the Municipal Class EA document classifies transportation improvements as either Schedule A, A+, B or 

C projects based on the anticipated level of impact. Each schedule is described as follows: 

Schedule A 

Projects are limited in scale, have minimal adverse environmental impacts, and require no public 

notification or documentation. 

Schedule A+ Projects are limited in scale, have minimal adverse environmental impacts, and require no 

documentation. However, the public is to be advised of the project prior to implementation. 

Schedule B 

Schedule C 

Projects have the potential for some adverse environmental impacts. The proponent is required to 

undertake a screening process, involving mandatory contact with the directly affected public and 

regulatory agencies, to ensure that they are aware of the project and that their concerns are 

addressed. Schedule B projects require that a Project File be prepared and made available for 

public review. 

Projects have the potential for significant environmental impacts and must proceed under the full 

planning and documentation procedures of the Municipal Class EA document. Schedule C projects 

require that an ESR be prepared and filed on the public record for review by the public and 

regulatory agencies. 

This study is classified as a Schedule C project which involves completion of Phases 1 through 4 of the planning and 

design process (Phases 1 and 2 were completed as part of the TMP and Phase 5 will be completed prior to 

construction). The planning and design process for Schedule C projects are documented in an ESR. The ESR is 

prepared for a minimum 30-day public review period. During this review period, any person or party with an 

outstanding issue may bring the issue forward to the City for resolution. If the issue cannot be resolved, the person 

or party with the concern may request the Minister of the Environment to order the City to comply with ‘Part II’ of the 

Environmental Assessment Act. ‘Part II’ of the Environmental Assessment Act requires the completion of an 

individual EA study with formal government review and approval. This request is called a ‘Part II Order Request’ 

(formerly ‘Bump-up Request’) and must be submitted to the Minister in writing within the minimum 30-day review 

period. If no requests for a ‘Part II Order’ are received during the public review period, the project will proceed to 

Phase 5 (Design and Construction). 

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Figure 2. Municipal Class EA Planning and Design Process 

PHASE 1 - Identify and Describe the Problem(s) 

Problem(s) 

PHASE 2 – Planning Alternatives 

• Identify reasonable Planning Alternatives to to the problem(s) 

• Evaluate Planning Alternatives taking into consideration existing environmental 

and technical factors 

• Identify a Preliminary Preferred Solution to the problem(s) 

Select Preferred Solution 

PHASE 3 - Alternative Design Concepts for Preferred Solution 

• Identify Alternative Designs to to implement the Preferred Solution 

• Inventory natural, social, economic and cultural environment 

• Identify the impact of of the alternative designs after mitigation 

• Evaluate Alternative Designs with consideration of the impacts 

• Identify a Preliminary Preferred Design 

Select Preferred Design 

PHASE 4 - Prepare/Submit Environmental Study Report (ESR) 

• Complete ESR documenting planning and decision-making processes 

undertaken through Phases 1 to 3 

• Place ESR on public record for a minimum 30 calendar days for review 

• Notify the public and government agencies of completion of the ESR and 

provision for Part II II Order Request 

ESR 

PHASE 5 - Implementation of Proposed Improvements 

• Proceed to to construction of of the Project 

• Monitor for environmental provisions and commitments 

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1.4 Study Team Organization 

AECOM Canada Ltd. (AECOM) was retained by the City in 2008 to complete Phases 3 and 4 of the Class EA study 

for improvements to Dartnall Road. This study has been carried out by a Study Team consisting of staff from the 

City and AECOM. Table 1 identifies members of the Study Team. 

Table 1. Members of the Study Team 

City 

AFFILIATION NAME ROLE 

Project Team Melanie Jajko Class EA Project Manager 

Chris McCafferty Technical Project Manager 

Staff Technical Committee 

Development Engineering 

Development Planning 

Community Planning and Design 

Community Planning and Design 

Traffic Engineering 

Transportation Planning 

Transit Planning 

Infrastructure and Source Water Planning 

Infrastructure Planning 

Transit (HSR) 

AECOM 

Class EA Team Karin Wall Class EA Project Manager 

Larry Sarris 

Environmental Planner 

Technical Team Jose Vernaza Technical Project Manager 

Khalid Khan Transportation Engineer 

1.5 Study Schedule 

This study was initiated in April, 2008. Completion dates for each phase of the study are as follows: 

Phase 1 Completed in May 2007 as part of the TMP. 

Phase 2 Completed in May 2007 as part of the TMP. 

Phase 3 Completed in 2010. 

Phase 4 Completed in 2011. 

Implementation of the proposed road improvements is anticipated by 2015. 

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2. Summary of Transportation Master Plan (Phase 1 & 2) 

2.1 Purpose of the Transportation Master Plan 

The Hamilton Transportation Master Plan (TMP) was initiated in 2003 as part of the Growth Related Integrated 

Development Strategy (GRIDS). GRIDS was developed by the City of Hamilton (City) as a planning process to 

determine where future growth will occur over the next 30 years and beyond. The intent of GRIDS is to integrate 

planning for land use with planning for transportation, water, wastewater and stormwater infrastructure. 

As indicated in Chapter 1, the purpose of the TMP is to develop policies and strategies for the transportation 

network over the next 30 years. The City’s TMP was carried out in three stages: 

Stage 1 – Calibration of the existing transportation model to reflect current transportation conditions 

Stage 2 – Development of underlying policies to the Master Plan 

Stage 3 – Preparation of the Master Plan itself. 

2.2 Problem Identification (Phase 1) 

2.2.1 Need and Justification 

The TMP identified the following Problem Statement (as documented by IBI Group and Dillon Consulting in 

association with McCormick Rankin, 2007): 

“Between 2001 and 2031, Hamilton’s population will increase by 162,000 people (32%). During the same period, 

105,000 new jobs are expected to be created. If current travel characteristics remain the same, there will be 180,000 

additional auto driver trips per day that will need to be accommodated by the road network. This translates into 1.2 

million additional kilometres driven by Hamilton residents each day and a consumption of 40 million litres of fuel per 

year. Left unchecked, significant congestion on most Escarpment crossings will result in increased delays to auto 

drivers, transit riders and commercial vehicles. Accordingly, key objectives of the Transportation Master Plan include 

reducing dependence on single-occupant vehicles and promoting improved options for walking, cycling and transit, 

while maintaining and improving the efficiency of trips related to the movement of goods and servicing of 

employment areas.” 

Section 4.4 of the TMP describes the existing road network volumes and deficiencies. Although the existing Level of 

Service (LOS) on Dartnall Road is shown as adequate, the completion of the Red Hill Valley Parkway between the 

Lincoln Alexander Parkway and the Queen Elizabeth Way (QEW) is expected to redistribute traffic volumes in this 

area. Furthermore, Exhibit 2.8 of the City’s working paper entitled Road Network Strategy (2007) illustrates the 

projected impacts of the Red Hill Valley Parkway by 2011. The projected impact on Dartnall Road within the Study 

Area indicates an increase in traffic volume. The working paper referenced above was prepared in support of the 

TMP. 

2.2.2 Problem/Opportunity Statement 

As part of this study, AECOM reassessed the existing transportation/traffic conditions in order to identify impacts of 

the recent (2008) completion of the Red Hill Valley Parkway (or Red Hill Creek Expressway) on existing travel 

patterns and traffic volumes. In addition, relevant data and conclusions of recently completed transportation studies 

involving the Dartnall Road Study Area (e.g., Hamilton TMP) and the extension of Dartnall Road to the south of 

Rymal Road (e.g., North Glanbrook Industrial Business Park TMP, Dartnall Road Extension Class EA) were 

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consolidated and summarized to support the need and justification for widening of Dartnall Road within the Study 

Area. Based on Synchro-Sim Traffic analysis, the traffic conditions at the intersections of Dartnall Road at Stone 

Church Road and Dartnall Road at Rymal Road were identified as critical during PM peak hour under existing lane 

configurations and optimal signal timings. Details regarding the transportation/traffic study are provided in the 

Transportation and Traffic Analysis Report. This report has been submitted to the City under separate cover. 

2.2.2.1 North Glanbrook Industrial Business Park Transportation Master Plan 

In 2006, the City completed a TMP for the proposed North Glanbrook Industrial Business Park (NGIBP) following 

Phase 1 and 2 of the Class EA process. The Study Area is generally bounded by Dickenson Road to the south, 

beyond Nebo Road to the west, Trinity Church Road to the east, and the hydro corridor to the north. The Study Area 

also includes connections to the Red Hill Valley Parkway/Lincoln Alexander Parkway to the north and the airport to 

the west. The TMP identified the need for additional north-south capacity within the NGIBP between Rymal Road 

and Dickenson Road. The need for additional expansions was identified to meet traffic demand in the long term, 

including north-south capacity from the Lincoln Alexander Parkway to Dickenson Road, and protection of additional 

north-south capacity south of Rymal Road. Based on the assessment of alternatives, the recommended 

transportation network includes the extension of Dartnall Road (four-lane arterial with a 36 m right-of-way (ROW)) 

from Rymal Road to Dickenson Road. 

2.2.2.2 Dartnall Road Extension Class Environmental Assessment 

In 2007, the City completed Phase 3 and 4 of the Class EA for the proposed extension and widening of Dartnall 

Road from Rymal Road to Dickenson Road. Based on the assessment of alternative designs, the recommended 

alignment extends from the existing terminus south of Rymal Road to south of Twenty Road, where it gradually 

extends west toward Nebo Road and ultimately passes Dickenson Road. The proposed design includes a four-lane 

roadway with a 36 m ROW from Rymal Road to the existing terminus, and a 40 m ROW from the existing terminus 

to Dickenson Road. 

2.2.2.3 Refined Problem Statement 

The need and justification for improvements to Dartnall Road was confirmed based on the transportation/traffic 

assessment carried out by AECOM and review of relevant transportation studies. Consequently, the problem 

statement was refined as follows: 

“As a two-lane roadway, Dartnall Road will not be able to accommodate the growth in travel demand that is 

anticipated by 2021. Traffic operations will continue to deteriorate during and beyond this timeframe. In addition, 

traffic operations at the signalized intersections with Rymal Road and Stone Church Road would be considered 

problematic during the same period. 

The need for improvements to Dartnall Road has been identified by a number of studies completed by the City of 

Hamilton, including the North Glanbrook Industrial Business Park Transportation Master Plan Class EA (2006). 

Furthermore, significant development is anticipated as part of the North Glanbrook Industrial Business Park to the 

south of Rymal Road. As development occurs, traffic will increase on roadways within and adjacent to this Business 

Park. Although the lands adjacent to Dartnall Road within the Study Area are partially developed, employment in this 

area is expected to double by 2021. 

The findings of the long-term (2021 and 2031) transportation assessments confirmed the need for the Dartnall Road 

widening by 2021 and show that without the widening and Dartnall Road extension, serious deficiencies will occur. 

The widening of Dartnall Road between Stone Church Road and Rymal Road to a 4-lane roadway is expected to 

improve north-south capacity, traffic operations, safety, and accessibility to existing and future developments. In 

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addition, the Dartnall Road improvements will provide an opportunity for improved access to the provincial highway 

network via a direct connection to the Lincoln Alexander Parkway and the Red Hill Creek Expressway. It also 

presents the opportunity to improve alternative modes of travel (i.e., walking, cycling, and transit) throughout the 

corridor.” 

2.3 Alternative Solutions (Phase 2) 

2.3.1 Evaluation of Alternative Solutions 

The following Strategic Transportation Alternatives were considered in the Hamilton TMP to address the Problem 

Statement in Section 2.2.1: 

1. Do Nothing 

2. Implement Committed Projects Only 

3. Modest Transit Expansion 

4. Aggressive Transit Expansion 

5. Travel Demand Management (TDM) 

6. Roadway Capacity Optimization 

7. Roadway Capacity Expansion 

Exhibit 6.2 of the TMP report summarizes the evaluation of Strategic Transportation Alternatives based on an 

assessment of each Alternative against broad categories of criteria (i.e., Natural, Socio-cultural, and Economic 

Factors). The overall assessment was based on how responsive each Alternative would be to addressing the 

Problem Statement and objectives of the TMP study. The evaluation identifies both positive and negative effects of 

the Alternatives. 

2.3.2 Recommended Alternative Solution 

Based on the evaluation completed as part of the Hamilton TMP, the Preferred Solution is to rely on transit and TDM 

in combination with Road Capacity Optimization, before considering Road Expansions. The key elements of the 

proposed plan include: 

• Bus Rapid Transit; 

• Priority Transit Routes; 

• New on-street bike lanes and multi-use paths; 

• Road improvements to reduce localized congestion and improve access to employment lands and new 

communities; 

• Expand commuter rail and regional bus system; 

• Incline Railway; and 

• Improvement of road system to address existing capacity issues and ensure access for existing and new 

employment areas. 

Exhibit A.1 of the TMP proposes road widening and a two-way left turn lane for Dartnall Road between Rymal Road 

and Stone Church Road. These improvements are classified in Exhibit A.1 as a Schedule C Municipal Class EA 

project. 

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3. Public and Agency Consultation 

3.1 Consultation Plan 

Recognizing that public and regulatory agency consultation is an integral part of the Municipal Class EA process, a 

Consultation Plan was developed at the outset of the study and implemented throughout Phases 3 and 4. The 

objectives of the Consultation Plan were to: 

• Identify potentially affected stakeholders; 

• Provide information to stakeholders on all components of the study; 

• Obtain input from stakeholders during each phase of the study; and, 

• Integrate information received from stakeholders into the planning and design process. 

In keeping with the intent of the Municipal Class EA, a number of methods were used to achieve the above-stated 

objectives, including: 

• Mailing information requests to key agencies for data collection and identification of issues/concerns early in the 

study process; 

• Mailing project information (e.g., notification letters regarding Study Commencement, PIC, and Study 

Completion) to regulatory agencies and/or the public during various stages of the study process 

• Placement of a Notice of Study Commencement and combined Notice of PIC in the Hamilton Spectator, Stoney 

Creek News and Mountain News; 

• Convening a Public Information Centre (PIC) during Phase 3 of the study; 

• Receiving and responding to written submissions; and 

• Participating in discussions with regulatory agencies and the public by telephone and electronic mail. 

Table 2 summarizes the consultation activities undertaken as part of this study. Details pertaining to the 

Consultation Plan are provided in the following sections, including a brief overview of consultation activities 

undertaken as part of the Hamilton Transportation Master Plan (TMP). In addition, reference is made to feedback 

received throughout the ESR, where appropriate. 

Table 2. Summary of Consultation Activities (Phase 3 and 4) 

PHASE 3 – ALTERNATIVE DESIGN CONCEPTS 

DATE ACTIVITY TARGET STAKEHOLDERS 

September 9, 

2008 

Study Notification Letter mailed 

Regulatory Agencies, First Nations 

December 8, 2008 Information Requests Regulatory Agencies 

December 4, 2008 Meeting with Hamilton Conservation Authority Hamilton Conservation Authority 

Week of October 

Public, Regulatory Agencies, First 

Notice of PIC Letter mailed 

18, 2010 

Nations 

October 29, 2010 

and November, 5, 

2010 

Notice of PIC posted in local newspapers (Proposed 

Improvements & Environmental Assessments for 

Dartnall Road & Rymal Road) 

Public 

November 10, 

2010 

Public Information Centre 

Public, Regulatory Agencies, First 

Nations 

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3.2 Summary of Phase 1 and 2 Consultation 

Stage 2 of the TMP (Development of underlying policies to the Master Plan) involved a series of events to solicit 

stakeholder input, including Staff/Council workshops, two Public Information Centres, a Charrette with Stakeholders, 

and Council adoption of Policy Papers. Stage 3 of the TMP (Preparation of the Master Plan itself) involved a series 

of Public Information Centres to solicit stakeholder input on the initial stages of the study, alternatives, and the 

proposed preliminary plan. In addition, a number of agencies and organizations were contacted for their input, such 

as the Cycling Committee, Transit User Group, Accessibility Committee, Transit Master Plan and Gas Tax 

Committee, Chamber of Commerce, Transportation Club, and the Niagara Escarpment Commission. The TMP 

report was placed on the public record for a 60-day review period. Feedback received in response to the above 

consultation efforts support alternative transportation choices, particularly bus rapid transit and incline rail. The 

overall theme of many comments acknowledged the link between transportation and land use. 

3.3 Phase 3 Consultation 

3.3.1 Regulatory Agency Involvement 

3.3.1.1 Agency Mailing List 

A list of regulatory agencies thought to be possibly affected or interested in the project was compiled by the City in 

September 2008, including Aboriginal communities and groups, provincial ministries, federal departments, the local 

conservation authority, and various utility companies. A list of agencies contacted at the start of this study is 

provided in Table 3. This list was updated throughout the study to ensure that it remained current. 

Table 3. Agency Contact List 

Ministry of Aboriginal Affairs 

Ministry of Agriculture, Food and Rural Affairs 

Ministry of Attorney General 

Ministry of Culture 

Ministry of Citizenship and Immigration 

Ministry of Community and Social Services 

Ministry of Health and Long-Term Care 

Canada Post Commercial Service Centre 

Canadian Environmental Assessment Agency 

Canadian Centre for Inland Waters 

Canadian Geographical Names Database 

(NATURAL Resources Canada) 

Environment Canada 

Fisheries and Oceans Canada 

City Manager’s Office 

Community Services 

Corporate Services 

Hamilton Emergency Services 

Hamilton Police Services 

Hamilton Public Library 

Mayor’s Office 

PROVINCIAL AGENCIES 

Ministry of Municipal Affairs and Housing 

Ministry of Natural Resources 

Ministry of the Environment 

Ministry of tourism and Culture 

Ministry of Training, Colleges and Universities 

Ministry of Transportation 

Ministry of Energy and Infrastructure 

Ontario Provincial Police 

FEDERAL AGENCIES 

Human Resources Development Canada 

Hamilton Port Authority 

Indian and Northern Affairs Canada 

Industry Canada 

Transport Canada 

MUNICIPAL CONTACTS (CITY OF HAMILTON) 

Planning and Economic Development 

Public Health Services 

Public Works 

Ward 6, 9 and 11 Councillors 

10





Assembly of First Nations 

Association of Iroquois and Allied Indians 

Council of Ontario Chiefs 

Cultural Explorers 

De dwa da dehs nyes Aboriginal Health Centre 

Hamilton Executive Directors Aboriginal Coalition 

Hamilton Regional Indian Centre 

Haudenosaunee Resource Centre 

HEDAC 

Atria Networks 

Bell Canada 

Cogeco Cable Inc. 

Enbridge Pipelines Inc. 

Imperial Oil 

Hamilton Utilities Corporation 

Horizon Utilities (formerly Hamilton Hydro) 

Hydro One 

Canadian National Railway 

Canadian Pacific Railway 

Centre, French Public School Board. 

Greater Toronto Transit Authority 

Hamilton Central Ambulance Communication Centre 

Hamilton Conservation Authority 

Hamilton Cycling Committee 

Hamilton-Wentworth Catholic District School Board 

ABORIGINAL GROUPS AND COMMUNITIES 

Huron Wendat First Nation 

Métis Nation of Ontario 

Métis Women’s Circle 

Mississaugas of the New Credit First Nation 

Nipissing First Nation (Union of Ontario Indians) 

Ontario Federation of Indian Friendship 

Six Nations of the Grand River 

UTILITIES 

Mountain Cablevision 

Ontario Power Generation 

South Mount Cable Ltd. 

Sun-Canadian Pipeline 

TransCanada Pipelines Limited 

Trans-Northern Pipelines Inc. 

Union Gas 

OTHER KEY STAKEHOLDERS 

Hamilton-Wentworth District School Board 

McMaster University 

Mohawk College 

Niagara Peninsula Conservation Authority 

Niagara Escarpment Commission 

Planning and Engineering Initiatives Ltd. 

Southern Ontario Railway 

3.3.1.2 Study Notification Letter 

Regulatory agencies were contacted by the City through a study notification letter dated September 9, 2008. The 

purpose of the letter was to inform agencies of the study and invite their participation in the study process. Select 

agencies were contacted by AECOM in December, 2008 to facilitate the collection of data. A summary of 

comments received and how they have been addressed is provided in Table 4. A copy of all correspondence sent 

and received is included in Appendix A. 

11





Table 4. Summary of Comments and Responses Pre-Notice of PIC 

COMMENTING AGENCY COMMENTS RECEIVED RESPONSE 

Transport Canada • Responsible for the administration of the Navigable Waters Protection 

Act, which prohibits the construction or placement of any “works” in 

navigable waters without first obtaining approvals. 

• If a project affects a potentially navigable waterway, the proponent is 

required to prepare and submit an application. 

Indian and Northern Affairs Canada • No active litigation in vicinity of property. 

• Contact Specific Claims Branch (819) 953-1940 and Comprehensive 

Claims Branch (819) 956-0325. 

• INAC Environmental Unit will not be providing a review of the proposed 

project but has provided a list of resources to facilitate with identifying 

First Nations and other Aboriginal Groups within the vicinity of the area. 

Assembly of First Nations • First Nations to be consulted include Mississaugas of the New Credit 

First Nation and Six Nations of the Grand River Territory. 

Niagara Escarpment Commission • The area of this Municipal Class EA abuts area of the Niagara 

Escarpment Plan. 

• The Commission has an interest in this project and would like to be kept 

informed. 

Ministry of the Environment • Indicated the intention of following the planning and design process for 

Schedule C projects in accordance with the Municipal Class EA 

document. With respect to agency consultation, a range of permits 

and/or approvals may be required to implement the preferred 

alternative. As such, it is crucial that agencies, Aboriginal communities 

and interested stakeholders are informed during this study and given 

• Comment noted. Navigability within the 

affected watercourses (i.e., Hannon 

Creek tributaries) will be confirmed in 

advance of detail design. 

• Comments regarding no active litigation 

were recorded in Chapter 4: 

Description of Existing Environment. 

• Requested information regarding First 

Nation communities and/or 

organizations to be contacted, Claims 

filed under Canada’s Comprehensive 

Claims Policy and Specific Claims 

Policy within and adjacent to the 

subject area, reserve lands requiring a 

land instrument from INAC, information, 

concerns and/or issues with the project 

such as traditional uses of lands 

within/in proximity to the subject area 

and legal action by First Nations 

against the Crown or federal authority 

within and adjacent to the subject area. 

• Resources were reviewed for 

potentially affected First Nations and 

other Aboriginal Groups. 

• Both First Nations were contacted 

during study commencement. 

• Policies of the Niagara Escarpment 

Plan were summarized in Chapter 4 as 

part of existing conditions. 

• Maintained on study mailing list. 

• Maintained an extensive study mailing 

list. 

12






opportunity to comment. 

• Upon finalizing the ESR, a final notice is issued and the 30-day review 

period is shortly initiated. All concerns raised during the comment 

period should attempt to be resolved. Unresolved concerns can result 

in submission of a Part II Order request. 

• Would like to receive copies of all notices and any draft documents that 

may be provided for preliminary review and comment. The EA 

Coordinator for West Central Region is the “one window” into the 

Ministry and will ensure all relevant Ministry staff has the opportunity to 

review and comment on the project. 

• Upon completion of the study, a final 

notice will be published in local 

newspapers, mailed to those on the 

study mailing list, and the ESR will be 

placed on public record. 

• Comment noted and will comply. 

Ministry of Transportation • Requested to be removed from the study mailing list for this project. • Revised study mailing list. 

Ministry of Health and Long-Term • Request input from the Local Medical Officer of Health for the health • Revised study mailing list. 

Care 

unit in which the EA is located (Dr. Elizabeth Richardson). 

Hamilton Region Conservation 

Authority (HCA) 

• Please confirm the timing for when the tree inventory was completed for 

the area likely to be impacted by the proposed improvements to Dartnall 

Road. 

• Please identify the “invasive species” that exist in the naturalized 

groupings of trees at the culvert crossing in the Study Area. 

• The list of trees and their condition rating from the tree inventory done 

by Strybos Barron King in 2008 should be provided. 

• Please provide the protocol on the ISA standard condition rating for 

evaluating overall tree health. 

• Please clarify why no field reconnaissance was performed for the 

vegetation survey in the EIS report with references to studies 

undertaken in that area during the last 5 years. 

• Please clarify the protocol used for the field reconnaissance for those 

birds identified. 

• Please clarify if an incidental wildlife survey was conducted for all of the 

Study Area. 

• Please confirm whether a field reconnaissance was performed for 

potential sighting of the American Badger. 

• It was noted the Milksnake was last recorded within the subwatershed 

in the 1980s – this is incorrect. An assessment should be completed to 

• The tree inventory was conducted on 

December 3, 2008. 

• Invasive species includes Carolina 

poplar (Populus Canadensis) and 

Manitoba maple (Acer negundo). 

• Comment noted and included as 

Appendix B of the report. 

• Protocol included in Section 4.5.2.1. 

• See above. Additional field activities 

were conducted (in response to HCA 

comments) in 2010 (spring, summer, 

fall). 

• Two (2) breeding bird surveys were 

conducted on May 24 th and June 10 th , 

2010 following the protocols outlined by 

the OBBA. 

• An incidental wildlife survey was 

conducted during specific American 

Badger surveys on May 19 th and May 

24 th, 2010. 

• Yes. See above. 

• Completed. 

13






determine the presence/absence of the Milksnake and to determine any 

potential impacts to its habitat. 

• Please confirm whether any site reconnaissance was performed for 

fisheries in the EIS report with references to studies undertaken in the 

Study Area in the last 5 years. 

• Dartnall Road and the proposed work area are located outside the Red 

Hill Creek Escarpment Valley ESA (situated 175 m east of Dartnall 

Road). 

• Contact Rick Woodworth (GIS Specialist) for mapping. 

• HCA owns parcels of land abutting both east and west sides of Dartnall 

Road; the largest parcel is the Mount Albion Conservation Area on the 

east side. Proposed road widening may impact access to Chippewa 

Trail on the west side of Dartnall Road and the parking lot for the 

Conservation Area. 

• Consult Tony Horvat (Land Management Director) of project details. 

• HCA would prefer widening along the west side of the road allowance to 

minimize impact to Chippewa Trail. 

• Two (2) tributaries of Hannon Creek flow north-easterly under Dartnall 

Road through HCA lands to the main Hannon Creek Branch, which 

drains into Red Hill Creek. 

• Culvert replacement/fill placement and grading activities will require 

written approval of HCA. 

• Construction of a stormwater management pond is proposed on the 

east side of Dartnall Road and on the north side of the southerly 

watercourse, on lands owned by HCA. 

• Attached files include additional species information on nearby ESA, not 

included in Hannon Creek Subwatershed Study, a Species at Risk list 

for the ESA, a summary of the ESA, an Ecological Land Classification 

Map of the ESA, and the Mount Albion Master Plan. There is no 

additional information of aquatic species for the area (Hannon Creek 

study is most up-to-date). City of Hamilton Natural Heritage Database 

has been mailed (please sign copies of agreement). 

• Satisfied with the revisions made to the Fisheries Report based on 

• Yes. C. Portt and Associated 

conducted fisheries investigations in 

2010. 

• Comments noted. 

• Mapping will be requested as needed. 

• Comments noted and will be 

considered during Phase 3 of the Class 

EA process. 

• A meeting was held with the HCA in 

December 2008 informing all present 

(including Tony Horvat) of project 

details. 

• Comments were considered during 

Phase 3 of the Class EA process. 

• Comments were considered during 

Phase 3 of the Class EA process. 

Watercourse crossings have been 

recorded in Chapter 4 as part of 

existing conditions. 

• Comments noted and were considered 

during Phase 3 of the Class EA 

process. 



process. 

• All applicable information will be 

summarized in Chapter 4 as part of 

existing conditions and considered 


process. 

• Comment noted and report finalized. 

14






comments provided. 

Hamilton-Wentworth Catholic District 

School Board 

• The board does not have any students currently residing on Dartnall 

Road and therefore there are no bus routes or stops within the subject 

area. 

• Correspondence regarding no school 

bus routes was recorded in Chapter 4 

as part of existing conditions. 

Trans-Canada Pipelines Ltd. • Requested to be removed from the study mailing list for this project. • Revised study mailing list. 

Hydro One • Interested in providing input regarding this study around electrical utility 

relocations and system planning. 



process. 

• Preliminary assessment of the site indicates that there are no Hydro • Comment noted. 

One Transmission Facilities in the subject area. 

Canadian Pacific Railway • Requested to be removed from the study mailing list for this project. • Revised study mailing list. 

Canadian National Railway • Requested to be removed from the study mailing list for this project. • Revised study mailing list. 

Trans-Northern Pipelines Ltd. • Requested to be removed from the study mailing list for this project. 

Transmission pipeline crosses Stone Church Road and Rymal Road 

east of Pritchard Road, outside the Study Area. The pipeline also runs 

east-west across the projected alignment of Dartnall Road, south of its 

present southernmost extension. 

• Comments noted. Revised study 

mailing list. 

Imperial Oil • Requested to be removed from the study mailing list for this project. • Revised study mailing list. 

15





3.3.2 Public Involvement 

Public consultation is an important and mandatory part of the Class EA process. As part of Phase 3, the City’s 

objective was to consult with and receive input from the public regarding the alternative design concepts for the 

preferred solution and incorporate those comments received into Phase 4 of the EA process. Ongoing public 

consultation during Phase 3 was encouraged and the Project Team maintained a study mailing list for interested 

members of the public and responded to comments as necessary. Following the identification of alternative designs, 

preparation of detailed environmental inventories, identification of potential impacts and evaluation of alternative 

designs, the Project Team held a Public Information Centre (PIC) to present these findings and seek input from the 

public. 

3.3.2.1 Public Information Centre 

A Public Information Centre (PIC) was held on Wednesday November 10, 2010 from 6:00 p.m. to 8:00 p.m. at the 

Michelangelo’s Banquet Centre at 1555 Upper Ottawa Street in Hamilton. This was a joint PIC for both this project 

and the Rymal Road Class EA Study. A Notice of the PIC for Proposed Improvements & Environmental 

Assessments for Dartnall Road & Rymal Road was published in the Hamilton Spectator on October 29 and 

November 5 as well as in the, Stoney Creek News and Mountain News on October 28 and November 4, 2010. In 

addition, property owners along both corridors, residents in adjacent neighbourhoods and those on the study mailing 

list were notified directly by letter of the upcoming PIC. 

The purpose of the PIC was to present the findings from the Class EA study and receive feedback from the public on 

the Preferred Plan. The findings presented by the Project Team included the current status of Dartnall Road, 

preferred proposed improvements to Dartnall Road and an evaluation of the alternative improvements. Information 

was presented on display boards, which consisted of the following (see Appendix A3): 

• Welcome 

• Project Study Areas 

• Study Background 

• The Project 

• Ontario’s Municipal Class Environmental Assessment Process 

• Study Process 

• Municipal Class Environmental Assessment Process Diagram 

• Existing Natural Conditions – Dartnall Road 

• Existing Natural Conditions – Rymal Road 

• Generating and Evaluating Design Alternatives 

• Dartnall Road Evaluation of Design Alternatives (two (2) boards) 

• Rymal Road Evaluation of Design Alternatives (two (2) boards) 

• Evaluation of Intersection Design Alternatives (two (2) boards) 

• Preferred Plans for Dartnall and Rymal Road Improvements (including plan, profile and cross-section) 

• Long-term Intersection/Roundabout 

• Project Timeline 

• Thank You for Attending! 

A total of 34 people attended the PIC including residents, business owners and agency representatives. Attendees 

were given the opportunity to provide feedback by filling out Comment Sheets and returning them to the Project 

Team (see Appendix A3). Several comments were received in the form of comment sheets, emails and letters from 

various agencies and the public regarding the Class EA findings. This input is summarized in Table 5 and a copy of 

all correspondence sent and received is included in Appendix A. 

16





Table 5. Summary of Comments and Responses Post-Notice of PIC 

COMMENTING 

AGENCY 

Indian and 

Northern 

Affairs Canada 

Niagara 

Escarpment 

Commission 

(NEC) 

Ministry of 

Citizenship and 

Immigration/ 

Tourism and 

Culture/ Health 

Promotion, 

Sports and 

Recreation 

Branch 

COMMENTS RECEIVED 

• Inventory includes active litigation in the vicinity of this property. It is Six Nations of 

the Grand River Band of Indians v. Attorney General for Canada and Her Majesty 

the Queen in Right of Ontario, Ontario Superior Court of Justice, files in Brantford, 

court reference number 406/95. 

• I am unable to comment with respect to the possible effect of this claim as the case 

has not yet been adjudicated and any statement regarding the outcome of the 

litigation would be speculative at this point. It is recommended that you consult 

legal counsel as to the effect this action could have on the lands you are concerned 

with. 

• If you are interested in further details about this claim, copies of the pleadings can 

be obtained from the Court for a fee. Please contact the appropriate Court Registry 

Office and make reference to the court file number listed above. 

• We cannot make any comments regarding claims filed under other departmental 

policies. 

• Requested information regarding study findings. 

• Staff reviewed the information presented at the October 2010 PIC regarding 

proposed improvements to Rymal Road and Dartnall Road. NEC understands that 

the preferred options are to widen the roads within the existing road rights of way. 

On that basis, the NEC has no objection to the preferred road improvement option. 

The area is outside of the Development Control Area of the Niagara Escarpment 

Plan and therefore no Development Permit is required for the proposed road 

improvements. 

• As part of the Class EA process, the Ministry of Tourism and Culture (MTC) has an 

interest in the conservation of cultural heritage resources including archaeological 

resources, built heritage resources and cultural heritage landscapes. The 2005 

Provincial Policy Statement, issued under the authority of the Planning Act, defines 

“conserved” as “the identification, protection, use and/or management of cultural 

heritage and archaeological resources in such a way that their heritage values, 

attributes and integrity are retained. This may be addressed through a conservation 

plan or heritage impact assessment.” 

• MTC’s Checklist for Determining Archaeological Potential identifies characteristics 

of the property that indicate whether archaeological resources might be present 

and/or impacted. Please complete the checklist to determine whether an 

archaeological assessment by an archaeologist licensed under the Ontario Heritage 

RESPONSE 

• Noted. The Project Team will continue to 

apprise the applicable First Nations of the study. 

• Provided NEC with key plan and existing 

condition plans as well as PIC panels. The 

preferred plans are to widen Rymal Road within 

the ROW. 

• Comment noted. 

• The Project Team recognizes that there are 

cultural heritage features, and potential 

archaeological resources within the Study Area. 

Existing conditions and constraints are 

important considerations towards the selection 

of the preferred alternatives. 

• Jacques Whitford was retained to complete a 

Stage 1 Archaeological Assessment for the 

Dartnall Road Study Area. The former Pearson 

House was located on the east side of Dartnall 

17





COMMENTING 

AGENCY 

Hamilton 

Conservation 

Authority 

(HCA) 

Member of the 

Public 


Act is required for this project prior to any ground disturbance and/or site alterations. 

• In order to determine the extent of all existing cultural conditions, known and 

potential built heritage resources and cultural heritage landscapes should be 

identified. MTC has recently revised the standard checklist for identifying potentially 

heritage resources within the Study Area to provide more clarity and guidance on 

how to identify known and potential cultural heritage resources. Please complete the 

checklist so that MTC can provide direction on what further cultural heritage work 

may be required. 

• The Great Lakes/St. Lawrence Western Chorus Frog population is federally 

designated as Threatened. It seems that since this is a federal issue and not 

provincial, that it is important that the respective consultants working on these 

projects get in touch with Environment Canada to see how we should proceed with 

the management of Western Chorus Frog in the City of Hamilton since it is possible 

that we have both the Great Lakes/St. Lawrence and Carolinian populations within 

its boundaries. 

• Take the HSR bus to work. Twice a day, at least 5 days a week, to or from Upper 

Ottawa and walk the 17 minute Stone Church Road – Dartnall Road route. Dartnall 

Road is most often dark, has no sidewalk, the soft shoulder is very close to the 

pavement and floods during any rain storm. It can be a river of mud. It is really 

quite unpleasant. There is a lot of truck traffic and quite a lot of traffic in general 

during rush hour because of the Red Hill Parkway. Not looking forward to this 

winter because pedestrians are the last to be given consideration on that stretch of 

RESPONSE 

Road, south of the Hannon Creek tributary. As 

such, all grounds beyond the limits of the 

existing ditch line should be subject to a Stage 2 

Assessment. The potential for additional 

archaeological resources exists given the site’s 

proximity to the Hannon Creek tributary. A 

Stage 2 Assessment will be completed prior to 

construction. 

• The South Mountain Area TMP identifies two (2) 

built heritage features adjacent to the 

escarpment rail trail, including a Mill c. 1949 and 

a complex of three (3) silos within the Dartnall 

Road Study Area. Moreover, the rail trail, a 

former railway right-of-way of Hamilton and 

Lake Erie Railway, is considered a cultural 

landscape unit. However, neither of these 

features will be impacted by the proposed 

improvements. 

• The 2002 federal Species at Risk Act 

(SARA) applies only to federal land. There 

are no federally owned lands within the 

study area and therefore any associated 

regulations to protect the species would not 

apply. Nevertheless, the terrestrial report 

recommends that the marsh be considered 

an area of constraint and that as little 

encroachment as possible take place into 

the marsh in the future; and that standard 

silt-fencing be installed to protect the 

integrity of the marsh. 

• The improvements being proposed do take 

pedestrian access into consideration, as well as 

stormwater management. They include a new 

sidewalk on the west side of Dartnall Road and 

improved lighting. The information to be 

presented at the PIC (including a plan of the 

Preferred Alternative) will be available on the 

18





COMMENTING 

AGENCY 

Business 

Owner 

Business 

Owner 

Business 

Owner 


road and will need to negotiate a narrow country road with snowbanks. Hope that 

any improvements will include street lights, sidewalks and better drainage with 

proper upkeep and clearing by the City. All without significantly impacting the bird 

sanctuary. Thank you for your time and consideration. 

• Concerned that intersection improvements will interfere with business entrances off 

Rymal Road and Dartnall Road. 

• We are located on the corner of Rymal and Dartnall Roads and are very vulnerable 

to what the final decision will be. Of the options shown, we favour 1B and 2B. We 

are totally opposed to 3B, the roundabout. 

• Our concerns with any intersection design are the placement and length of the 

dividing islands/boulevards for turning traffic. Designs 1B and 2B show our 

driveway entrance from Rymal just shy of being blocked. Our driveway entrance 

from Dartnall for northbound traffic is blocked as well as traffic exiting on Dartnall to 

head north is blocked. 

• Drainage issues have been constant over the years. We have been maintaining the 

expropriated property. Road and shoulder drainage from City property comes onto 

our property, along our driveway to our sewer on our property by the building, 

northeast corner. We have grade concerns on how the water will be collected and 

diverted during and after construction. Again, there is a large grade issue from 

Rymal Road east and moving northbound along Dartnall Road. 

• Would like to be kept aware of new developments and meetings (mailing list). 

• My concern is the construction of the proposed second driveway into the property 

adjacent to the culvert/bridge as shown and approved on our original site plan. In 

principle I support the proposed roadway widening providing that it includes the two 

(2) driveways to our property. 

RESPONSE 

study website after November 10, 2010. Your 

input into the preferred alternative is 

appreciated. 

• Added to the study mailing list. 

• The short/medium term intersection 

improvements will not directly interfere with the 

business as there are no property impacts. 

However, the driveway entrances off of 

Dartnall/Rymal Road into the business will be 

shortened as some property is required within 

the City of Hamilton’s road right-of-way for the 

road widening. This is due to the road 

widening, the boulevard and sidewalk. The 

driveway loss is entirely within the City of 

Hamilton’s right-of-way. 

• City met with property owner and resolved 

issues. 

• Added to study mailing list. 

• The location and number of driveways will be 

decided by the development application which 

will take the proposed road improvements into 

consideration. 

19





3.3.3 First Nations Consultation 

In addition to study notification letter dated August 24, 2009, the First Nations and associated organizations noted in 

Table 3 were notified of the PIC. To date, no comments have been received from First Nations. Ongoing 

consultation will continue through Phase 4 of the Class EA. 

3.4 Phase 4 Consultation 

Phase 4 involves the completion and submission of the ESR, which documents the planning and decision-making 

processes during Phases 1 to 3, including all consultation undertaken during that time. The ESR will be placed on 

the public record for a formal 30-day public and agency review period, including the opportunity to request a Part II 

Order (formerly Bump-up Request) from the Minister of Environment. The public and agencies will be notified of the 

ESR completion. Following the 30-day review period, the project will either proceed to implementation, including 

detail design and construction, or follow the procedure for a Part II Order Request, as applicable. 

20





4. Description of the Existing Environment 

4.1 Data Collection and Review 

This chapter provides a description of the existing transportation, engineering, physical, natural, socio-economic and 

cultural setting for the Study Area. For the purpose of this inventory, the Study Area includes 120 m on either side of 

Dartnall Road and beyond the study limits. 

In preparing the baseline description of the Study Area, available background information was assembled and 

reviewed. A number of secondary source information (e.g., maps, reports) were used to characterize the Study Area 

and record significant natural, socio-economic and cultural features. Much of the data collected was obtained from 

provincial agencies, the City of Hamilton, and the Hamilton Conservation Authority. Table 6 lists the secondary 

sources reviewed as part of this study. 

Table 6. Secondary Sources 

DATA SOURCE 

REFERENCE 

Maps • 1:50,000 scale National Topographic Series - Map Sheet 

30/M4 

• 1:10,000 scale Ontario Base Maps 

• 1:50,000 scale Palaeozoic Geology of Southern Ontario 

provided by the Ministry of Northern Development and Mines 

• Aerial photographs provided by the City of Hamilton 

• City of Hamilton Bikeways, Trails and Parks Map 

• City of Hamilton Transit Service Map 

Database Inventories • Hamilton Natural Heritage Database (HAMI-69) 

• Natural Heritage Information Centre 

• Committee on the Status of Endangered Wildlife in Canada 

• Species at Risk in Ontario 

Transportation Reports/Studies • Hamilton Transportation Master Plan (TMP) (2007) 

• South Mountain Area TMP Review (2006) 

• South Mountain Area TMP (2000) 

Environmental Reports/Studies • Dartnall/Rymal Road Class EA Terrestrial Environment 

(2010) 

• Assessment of Fish Habitat along Dartnall/Rymal Road 

(2010) 

• Dartnall Road Tree Inventory (2008) 

• Hannon Creek Subwatershed - North Glanbrook Industrial 

Business Park Master Drainage Plan (2008) 

• Mountain Brow Boulevard Crossing and Central Mountain 

Stormwater Class Environmental Assessment (2003) 

Planning Documents • Places to Grow Growth Plan (2006) 

• Niagara Escarpment Plan (2005) 

• Greenbelt Plan (2005) 

• Draft Urban Hamilton Official Plan (2009) 

• City of Hamilton Official Plan (2006) 

• Region of Hamilton-Wentworth Official Plan (2005) 

In addition, roadside reconnaissance activities, technical studies, and environmental inventories were carried out to 

confirm and/or augment the secondary information collected and reviewed. The scope of the data collection 

21





exercise was to provide the City of Hamilton (City) with sufficient information to identify, evaluate and compare 

alternative design concepts. Technical studies included a Transportation and Traffic Analysis. Environmental 

inventories included an Archaeological Assessment and Tree Inventory. 

The following description of the Study Area identifies the constraints and opportunities that form the basis for 

selecting alternative design concepts to implement the proposed improvements. Furthermore, it serves as the 

baseline for identifying and assessing potential impacts associated with the proposed undertaking. Key features of 

the Study Area are illustrated in Figure 3. 

4.2 Transportation Characteristics 

4.2.1 Existing Road Network 

The Dartnall Road Study Area extends for a distance of approximately one (1) km from Rymal Road to Stone 

Church Road. Dartnall Road, Rymal Road and Stone Church Road are all classified as arterial roadways in the 

existing road network (City of Hamilton, 2006). 

Within the Study Area, Dartnall Road is a two (2) lane roadway with a rural cross-section and a posted speed limit of 

50 km/h. Rymal Road is a two (2) lane roadway with a maximum posted speed limit of 60 km/h to the west and 70 

km/h to the east of the Study Area. Stone Church Road is a two (2) lane roadway with a maximum posted speed 

limit of 50 km/h to the east and west of the Study Area. Dartnall Road and Rymal Road have a 36 m ROW while 

Stone Church Road has a 30 m ROW (City of Hamilton, 2000; City of Hamilton, 2006). 

4.2.2 Access 

4.2.2.1 Signalized Intersections 

The Dartnall Road Study Area includes two (2) signalized intersections at Rymal Road and Stone Church Road. 

Both intersections include tapered left turning lanes on all approaches. 

4.2.2.2 Property Entrances 

A number of property entrances facilitate access to and from Dartnall Road within the Study Area. Most of these 

entrances are located within the southern half of the Study Area. Some adjacent establishments have more than 

one access to Dartnall Road. For example, a dual entranceway is provided for the commercial water station located 

at 70 Dartnall Road. 

4.2.3 Heavy Vehicle/Truck Traffic 

Dartnall Road between Rymal Road and Stone Church Road is part of the existing truck route network. The AM and 

PM peak hour heavy vehicle percentages along Dartnall Road within the Study Area vary between 5% and 13%, 

with the truck volumes of 72 and 28 during AM and PM peak hours respectively. 

4.2.4 Transit Service 

The Hamilton Street Railway (HSR) provides municipal transit (bus) service throughout the City. The HSR does not 

currently provide transit service along Dartnall Road within the Study Area. However, two (2) transit routes service 

Stone Church Road at the northern limit of the Study Area. Stone Church Road is fully serviced by Route 43 – 

Stone Church, which provides service from beyond Upper Mount Albion Road in the east to Golf Links Road in the 

22





west (City of Hamilton Website, 2008). Route 22 – Upper Ottawa provides limited service along Stone Church Road 

at the northern limit of the Study Area through its route from Downtown Hamilton to Stone Church Road at Anchor 

Road (east of the Study Area) (City of Hamilton Website, 2008). 

23





Figure 3. Existing Conditions 

24





Although there is no Higher Order Transit proposed for Dartnall Road in the Study Area, Exhibit 7.1 – Proposed 

Higher Order Transit Network in the Hamilton TMP identifies Rymal Road from Upper James Street in the west to 

beyond Dartnall Road to Upper Centennial Parkway in the east as a ‘Proposed Transit Priority Corridor/Future Bus 

Rapid Transit (BRT) Route’ (IBI Group and Dillon Consulting in association with MRC, 2007). The City recognizes 

that a key element of an efficient higher order transit strategy is to develop a BRT network. In this regard, BRT 

alignments will be developed and refined through subsequent phases of the TMP’s EA process, including 

consultation with regulatory agencies and stakeholders (IBI Group and Dillon Consulting in association with MRC, 

2007). Exhibit 7.1 of the TMP further indicates that the southern limit of the Study Area is situated within a ‘Transit 

Service Expansion Area’. According to the TMP, transit services will need to expand in this area in order to serve 

the anticipated growth in population and employment. 

4.2.5 Pedestrian and Cycling Facilities 

Currently, there are no sidewalks along Dartnall Road within the Study Area. During field reconnaissance activities, 

it was noted that pedestrian use of the roadway is low. Pedestrians were observed adjacent to commercial/industrial 

establishments. 

In 1999, the former Region of Hamilton-Wentworth updated its Cycling Plan with ‘Shifting Gears – A New Cycling 

Plan for Hamilton-Wentworth’. The City published a Map of the Planned Cycling Network in 2009 identifying Stone 

Church Road as a ‘Proposed Bike Lane’. 

Exhibit 7.10 – Preferred Cycling Network Strategy in the Hamilton TMP confirms the above noted pedestrian and 

cycling characteristics and identifies the area north of Stone Church Road, along Dartnall Road and adjacent to the 

Lincoln Alexander Parkway is mapped as a ‘Multi-Use Path’ (IBI Group and Dillon Consulting in Association with 

MRC, 2007). 

4.2.6 Road Safety Considerations 

Five (5) year collision data (2003 to 2008) were obtained from the City of Hamilton staff for both key intersections 

and mid-block road sections within the Study Area. Table 7 and Table 8 below document the distribution of 

collisions based on their initial impact type at the intersections and mid-block road sections within the Study Area. 

INTERSECTION 

Stone Church 

Road at Dartnall 

Road 

Rymal Road at 

Dartnall Road 

Source: City of Hamilton 

Table 7. Reportable Intersection Collision Summary (2003-2008) 

APPROACHING 

(HEAD ON) 

REAR 

END 

FIXED OBJECT 

OR 

UNATTENDED 

VEHICLE 

SIDE 

SWIPE 

TURNING 

MOVEMENT 

ANGLE 

(T- 

BONE) 

OTHER 

4 3 2 9 

TOTAL 

1 1 2 

As noted above, over the five (5) year timeframe, nine (9) collisions occurred at the intersection of Dartnall Road and 

Stone Church Road whereas there were only two (2) collision occurrences at the intersection of Rymal Road and 

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Dartnall Road. From the collision data review, it was found that the predominant collision impact type at the 

intersections were head-on collisions followed by rear end collisions. 

As further tabled below, there were two (2) occurrences of rear end collisions along Dartnall Road within the Study 

Area and that may be attributable to lack of separate turning lanes at the driveways/accesses within this stretch of 

Dartnall Road. 

Table 8. Reportable Mid-Block Collision Summary (2003-2008) 

MID-BLOCK 

SECTION 

Dartnall Road, 

south of Stone 

Church Road 

Dartnall Road, 

north of Rymal 

Road 

Source: City of Hamilton 

APPROACHING 

(HEAD ON) 

REAR 

END 

FIXED OBJECT 

OR 

UNATTENDED 

VEHICLE 

SIDE 

SWIPE 

TURNING 

MOVEMENT 

ANGLE 

(T- 

BONE) 

OTHER 

TOTAL 

2 1 3 

1 1 

4.3 Engineering Environment 

4.3.1 Storm Drainage 

The Dartnall Road Study Area is situated within the Glanbrook/Central Mountain (Hannon Creek) Subwatershed 

(Phillips Engineering, 2003). The Hannon Creek Subwatershed has a total drainage area of 1,308 ha, which 

ultimately drains into the Hamilton Harbour via Red Hill Creek (TSH et. al., 2008). Drainage from the existing 

roadway flows to adjacent and parallel roadside ditches throughout the Study Area. Although the southern part of the 

Study Area has a storm sewer pipe, the use of this system is very limited due to the absence of curb and gutters and 

catch basins. 

4.4 Physical Environment 

4.4.1 Physiography, Geology and Topography 

The Study Area is situated within the Haldimand Clay Plain Physiographic Region (Chapman and Putnam, 1984). 

Situated between the Niagara Escarpment and Lake Erie, this Region has an overall area of approximately 3,500 

km 2 and was originally described as flat to undulating Plain. Due to the heavy clay soils found within the Region, 

which result in poor drainage, much of the land is weedy. Land within and adjacent to meadows and roadsides are 

typically comprised of wild carrots, chicory and daisy (Chapman and Putnam, 1984). 

Physiographic mapping (1:253,440) of the Study Area identifies two (2) physiographic formations. Dartnall Road 

from Rymal Road north to Stone Church Road and beyond is situated within the Clay Plains. The area immediately 

south of Rymal Road and immediately west of the Dartnall Road/Rymal Road intersection up to approximately 100m 

north of Rymal Road, partially within and beyond the Study Area, is situated within the Till Moraines (Chapman and 

Putnam, 1984). 

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Review of 1:50,000 Paleozoic geology mapping for Southern Ontario indicates that the Study Area is situated within 

the Lockport Formation. This formation is primarily comprised of dolostone, limestone and argillaceous dolostone. 

The southern limit of the Study Area, just south of Rymal Road, is approximately 199 metres above sea level (masl) 

with a one (1) masl drop at the Dartnall Road/Rymal Road intersection. Traveling north along Dartnall Road, the 

topography drops to approximately 190 masl before increasing to 195 masl at approximately mid-corridor. Towards 

the northern limit of the Study Area, the topography gently slopes to approximately 185 masl at the Dartnall 

Road/Stone Church Road intersection. 

4.4.2 Surface Water Resources 

The Dartnall Road Study Area is situated within the Glanbrook/Central Mountain (Hannon Creek) Subwatershed 

(Phillips Engineering, 2003). Dartnall Road is situated immediately west of the Red Hill Creek Watershed. 

As shown in Figure 3, there are three (3) culvert crossings along Dartnall Road within the Study Area. During 

AECOM’s field reconnaissance in June 2008, two (2) of the culvert crossings did not appear to convey a defined 

channel. The defined Dartnall Road South Tributary channel crosses under Dartnall Road within the southern half of 

the Study Area. During AECOM’s field reconnaissance in 2008, a considerable amount of debris and roadside 

garbage was observed within and adjacent to the Dartnall Road South Tributary. In addition, a sign posted by the 

City of Hamilton Social and Public Health Services Department was observed adjacent to the tributary on the west 

side of Dartnall Road. The sign warned against children playing in the water as the Creek may be contaminated with 

bacteria. 

Figure 3.1.1-1 in the North Glanbrook Industrial Business Park TMP identifies the Dartnall Road South Tributary 

crossing as a ‘High Constraint’ watercourse (MRC and Ecoplans, 2006). As noted therein, the form and function of 

‘High Constraint’ streams are to be preserved. The same figure illustrates flood line limits of Hannon Creek within 

and adjacent to the Study Area. The flood line limits cross Dartnall Road directly adjacent to the Dartnall 

Road/Stone Church Road intersection (MRC and Ecoplans, 2006). 

The Dartnall Road South Tributary is considered a first order headwater feature with an upstream drainage area of 

approximately 4.9 km² (AquaLogic, 2009). It is noted that upstream development (i.e., on the west side of Dartnall 

Road) has resulted in enclosure of much of the defined former alignment of the tributary and upper catchment swale 

drainage. The tributary daylights from a sewer outfall approximately 300 m upstream of Dartnall Road and traverses 

the Escarpment Rail Trail approximately 180 m upstream of Dartnall Road. 

Two (2) 1.65 m diameter corrugated steel pipe culverts carry water from this tributary under Dartnall Road and two 

(2) local ditch inlet outfall pipes also connect to the tributary on the downstream side of the crossing. The tributary is 

confluent with Hannon Creek approximately 400 m downstream in the Mt. Albion Conservation Area. Hannon Creek 

is subsequently confluent with Red Hill Creek, which flows to Hamilton Harbour (AquaLogic, 2009). 

Hannon Creek is characterized by a relatively steep gradient with several knick-points and exposed bedrock within 

the vicinity of the Study Area. In 2006, TSH identified the channel bankfull width varying from 1.5 m to 3.25 m and 

the channel bankfull depth ranging between 0.3 m and 0.6 m. In addition, this channel appeared to have undergone 

a continued phase of stream degradation and channel erosion. Degradation is a result of increased urbanization 

and impervious surfaces adjacent to the creek, which has increased channel flow to the surrounding area (TSH et. 

al., 2008). 

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4.4.3 Groundwater Resources 

Water servicing the Study Area is obtained from Lake Ontario. Water is pumped to the Woodward Avenue Water 

Treatment Facility where it is filtered, cleaned, treated and distributed to supply Hamilton, Stoney Creek, Dundas, 

Ancaster, Waterdown, parts of Flamborough, and Glanbrook. The Woodward Avenue Water Treatment Facility has 

a rated capacity of 909,000 m 2 per day (200 million gallons) and operates between one third and one-half of its 

capacity (City of Hamilton Website, 2008). 

Several karst features (such as sinkholes) have been identified within the Hannon Creek Subwatershed (TSH et. al., 

2008; MRC and Ecoplans, 2006). These features provide ‘fissures’ in the ground to facilitate drainage to the 

groundwater system (MRC and Ecoplans, 2006). Field reconnaissance activities were carried out in 2006 as part of 

the Hannon Creek Subwatershed MDP to classify karst features within the subwatershed. At that time, no observed 

or suspected karst features were noted within the Dartnall Road Study Area. In fact, most of the significant karst 

features were noted on the west side of the subwatershed (MRC and Ecoplans, 2006). The nearest karst feature to 

the Study Area was observed approximately 260 m east of the Dartnall Road/Rymal Road intersection. 

From a hydrology perspective, groundwater within the Study Area Corridor flows in a northerly direction towards 

Lake Ontario. Within the Red Hill Creek Escarpment Valley, it is noted that groundwater recharge is likely occurring 

in the areas of shallow soils and along the moraine above the escarpment. Groundwater discharge from the high 

quality Lockport aquifer occurs as seeps along the escarpment face, and is also contributing to the baseflow of Red 

Hill Creek and its tributaries. Within Figure 2.2.3 of the Hannon Creek Subwatershed MDP, the south Dartnall Road 

tributary, which is located approximately 740 m south of Stone Church Road, is identified as important habitat with 

no groundwater discharge present. 

Given the presence of the Niagara Escarpment, it has largely contributed to the hydrogeology characteristics of the 

area. Above the Escarpment, fracturing of the clay soils during dry periods allows groundwater to penetrate to the 

bedrock at high rates. This groundwater moves through the fractured upper layers of the bedrock and discharges to 

the watercourses above the Escarpment, or as seeps along the Escarpment slopes. Some groundwater moves 

deeper into the bedrock into a more regional groundwater system which ultimately discharges into Lake Ontario, as 

noted above. There is relatively little groundwater infiltration or discharge below the Escarpment as a consequence 

of the underlying Queenston shale that has a low permeability (TSH et. al., 2007). 

4.4.4 Soils and Agricultural Capability 

Soils within the Study Area are documented in the Soils of Wentworth County – Report No. 32 of the Ontario Soil 

Survey (Presant, Wicklund and Matthews, 1965). Additional information regarding soils within the Study Area is 

available from the Ontario Ministry of Agriculture, Food and Rural Affairs (OMAFRA, 2007). 

Five (5) types of soil characterize the Study Area, namely Farmington Loam, Oneida Silt Loam, Stream Course, 

Toledo Silty Clay Loam and Binbrook Silt Loam. The location of these soil types within the Study Area is mapped in 

Figure 4. Further details regarding these soil types are provided below, along with their respective agricultural 

capabilities. The Study Area is presently an urbanized environment with no rural or agricultural land uses. However, 

capabilities in agriculture are provided to fully characterize the quality of soils within the Study Area. 

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Figure 4. Soils and Agricultural Capability 

The Farmington Loam soils are mapped south of Rymal Road and approximately 480 m north of Rymal Road on 

either side of Dartnall Road. Farmington soils are well drained with a depth of soil over bedrock that does not 

exceed 12 inches. However, these soils are moisture deficient and pose a cultivation hazard due to the stoniness 

and outcroppings of bedrock (Presant, Wicklund and Matthews, 1965). In addition, these soils are typically found on 

variable sloping topography resulting from the erosions of the underlying Lockport formation. Due to their loam 

29





textures and inclusions of silt, sand and gravel, Farmington soils were mainly used for pasture (Presant, Wicklund 

and Matthews, 1965). Within the Study Area, these soils are used for open space, recreational (rail trail) and 

industrial land uses. 

Oneida Silt Loam soils are mapped throughout most of the Study Area. These soils are typically well-drained and 

contain stone fragments composed mainly of brown shale and sandstone with a parent material of blocky, gray 

brown or brown clay loam till. From an agricultural perspective, these soils support forage, spring grain, and winter 

wheat as well as some fruit trees including apples, pears and plums (Presant, Wicklund and Matthews, 1965). The 

Oneida Silt Loam soils are associated with open space, recreational (rail trail) and industrial land uses within the 

Study Area. 

Stream Courses are defined as boulder beds or bedrock over streams that are actively flowing for most of the year. 

Stream erosion has removed most of the fine soil materials and has left behind characteristics that do not provide 

suitable crop growing traits (Presant, Wicklund and Matthews, 1965). Hannon Creek is an example of a Stream 

Course within the Study Area. 

Toledo Silty Clay Loam soils are mapped traversing the Escarpment Rail Trail. These poorly drained soils have 

been cleared within the former Wentworth County and are mainly used for pasture and hay. However, small 

acreages are devoted to spring grains and truck crops. Within the Study Area, these soils are associated with 

recreational (rail trail) and industrial land uses. 

Binbrook Silt Loam soils are mapped adjacent to Toledo Silty Clay Loam soils near Stone Church Road on the west 

side of Dartnall Road. These imperfectly drained soils support forage crops and spring grains. These soils can also 

support grain corn, sweet corn, canning peas, and tomatoes with the implementation of artificial drainage (Presant, 

Wicklund and Matthews, 1965). At present, these soils are occupied by commercial/industrial land uses within 

and/or near the Study Area. 

As part of the soils description, a review of Canada Land Inventory (CLI 1 ) Soil Capability for Agriculture mapping 

(provided by OMAFRA) was carried out for the Study Area. Farmington soils are categorized in the CLI as Class 6 

soils, which typically support forage crops as soil limitations are severe. 

Oneida soils are categorized as Class 5 soils and are restricted to forage crops as these soils are not capable of use 

for sustained production or annual field crops. Stream Courses are categorized as Class 7 soils with no capability 

for arable culture or permanent pasture primarily because stream erosion has removed fine soil materials. Toledo 

soils are categorized as Class 2 soils while Binbrook soils are categorized as Class 1 soils, which have no significant 

limitations given that the soils are deep, hold moisture well, and are well supplied with plant nutrients. Both the 

Toledo and Binbrook soils are productive for a wide range of crops and can be managed well without much difficulty. 

None of the above listed soils are currently used for agriculture within the Study Area. 

4.5 Natural Environment 

Supplemental background information as noted in Table 5 above coupled with AECOM site reconnaissance 

activities conducted in June 2008 were used to characterize the natural heritage features and functions within the 

Dartnall Road Study Area Corridor. In addition, the City retained Strybos Barron King in 2008 to conduct a tree 

inventory along Dartnall Road. In April 2010, Dougan & Associates was contracted by the City of Hamilton to 

1 The CLI categorizes soils into seven (7) classes which reflect the soil’s capability to produce field and forage crops (Department of the 

Environment, 1972). Lands classified as Class 1 are considered to have the highest capability or potential, while those classified as 

Class 7 are considered to have the lowest potential. The classification system reflects limitations such as slope, topography, soil 

depth, climate, drainage, and stoniness. 

30





undertake a natural heritage assessment of the terrestrial resources within the Dartnall Road Study Area Corridor 

from Stone Church Road to Rymal Road. 

The inventory work conducted in 2010 included Ecological Land Classification (ELC), spring, summer and fall 

botanical surveys, breeding bird surveys, amphibian surveys, and surveys focused on detecting American Badger 

(Taxidea taxus), and Milksnake (Lampropeltis triangulum), two ‘Species at Risk’ documented near the Study Area. 

The assessment also recorded and considered incidental observations of other wildlife groups such as, mammals, 

reptiles, Lepidoptera (butterflies and moths) and odonata (damselflies and dragonflies). Table 9 below lists the 

survey dates and times. 

Table 9. Field Surveys Conducted by Dougan & Associates (2010) 

DATE (2010) TIME WEATHER CONDITIONS TASK 

April 24 20:30 – 22:30 Cloudy, light northwest winds, 10°C Amphibian Survey 

April 29 09:00 – 14:00 Sunny, light west winds, 15°C American Badger Survey #1 

American Badger Survey #2, 

Sunny, light north winds, 15°C 

May 17 09:00 – 14:30 

hibernacula check, determination of cover 

board locations 

May 19 21:00 – 23:00 Partly cloudy, light north winds, 20°C Amphibian Survey 

May 20 13:00 – 15:30 Not noted Cover board placement 

May 24 06:00 – 09:00 Sunny, calm, 16°C Breeding Bird Survey 

June 2 10:00 – 16:15 

Sunny to overcast, periods of rain, Cover board check #1, ELC, spring 

moderate to strong winds, 25°C 

botanical survey 

June 3 10:15 – 15:45 

Partly cloudy, hot and humid, light 

winds 

ELC, spring botanical survey 

June 10 06:00 – 09:00 

Partly cloudy, light west winds, 

18°C 

Breeding Bird Survey 

June 15 8:45 – 16:15 Partly cloudy, warm, light winds 

Cover board check #2, ELC, summer 


June 23 9:15 – 14:15 

Overcast, warm, calm to light Cover board check #3, ELC, summer 

winds 


June 25 21:00 – 23:00 

Partly cloudy, light west winds, 

20°C 

Amphibian Survey 

July 14 8:45 – 13:30 Partly cloudy, hot and humid Cover board check #4 

September 

21 

11:45 – 17:00 

Partially cloudy, warm, moderate 

to strong winds 

Fall botanical survey 

(Dougan & Associates, 2010) 

4.5.1 Designated Natural Areas 

Review of the Ministry of Natural Resources (MNR) Natural Heritage Information Centre (NHIC) database 2 did not 

reveal the presence of significant natural areas within the Dartnall Road Study Area. However, part of the Study 

Area is situated within the Red Hill Creek Escarpment Valley (Environmentally Sensitive Area (ESA) # 52). The ESA 

is a significant earth science natural area that is approximately 594 ha in size and lies within lands designated by the 

Niagara Escarpment Plan. It is situated on the east side of Dartnall Road within the Study Area. The ESA is 

considered significant for the following earth science/ecological functions: 

2 The NHIC compiles, maintains and provides information on rare, threatened and endangered species and spaces in Ontario. This 

information is stored in a central repository containing a computerized database, map files and an information library, which are 

accessible for conservation applications, land use planning, park management, etc. The NHIC website makes this information 

available through the internet. 

31





• Encompasses locally significant features; 

• Contains interior forest habitat (100-200 m from forest edge); 

• Contains a high diversity of native plant species; 

• Contains rare biotic communities; 

• Serves as a link between natural areas; and 

• Provides habitat for significant species (Hamilton Conservation Authority, 2009). 

In addition to the above, a portion of the Study Area, particularly within the Mount Albion Conservation Area, forms 

part of the Niagara Escarpment Protection Area. The Niagara Escarpment is a largely forested topographical 

feature extending for approximately 725 km through southern Ontario from Queenston through Hamilton to 

Tobermory. Details regarding these features and related policies are included in Section 4.6.2.4. 

4.5.2 Terrestrial Habitat 

4.5.2.1 Vegetation 

The Dartnall Road Study Area is located within the Lake Erie Lowland Eco-Region. The native vascular plant flora 

within the Hannon Creek Subwatershed, which includes the Dartnall Road Study Area, is representative of the 

“Carolinian life zone”. As a result of intensive urbanization, the subwatershed, and the Study Area, does not support 

a rich diversity of vascular plant species or vegetative community types (MRC and Ecoplans, 2006). 

The City retained the services of Strybos Barron King in 2008 to complete a tree inventory of the area likely to be 

impacted by the proposed improvements to Dartnall Road. The tree inventory included an evaluation of 

approximately 170 trees based on the International Society of Arboriculture (ISA) standard condition rating, which 

describes overall health of the foliage, stem, roots and branches as Poor, Fair or Good. The definition of the 

standard tree condition rating is further explained below: 

Good: Fair: Poor: 

• No trunk or root cavities or 

injuries present 

• No decay in the root crown and 

no major decay in the trunk or 

• Significant cavities, dead areas, 

and decay present 

• No indication of hollowness 

limbs 

• Tree structurally defective 

• Root crown is at or slightly above • Small cavities may be present • Decay present in the root crown 

grade 

• No fungus evident 

or base of trunk 

• No decay present except for • Some small to moderate callusing • Fungus bodies present indicating 

small stubs 

injuries may be present 

internal decay 

• Strong structure 

• Some suppression or crowded • Dead limbs above normal 

• Tapered trunk 

growing conditions present • Co-dominant branching with 

• No fungus evident 

• Average amount of dead wood included bark present 

• Below average amount of dead limbs 

• Foliage is below average in size 

limbs 

• Small cavities may be present and colour 

• No co-dominant branching • Foliage size, colour and density • Pest damage may be present 

• No large callused areas, callusing 

intact 

may vary 

• No evidence of large scale insect 

infestation 

• Average growth rate 

• No excessive limb weight 

32





• Normal foliage, tree not 

suppressed 

Trees located within the Dartnall Road Study Area Corridor were assessed on December 3, 2008. Trees along the 

west side of Dartnall Road are observed to be in fair to good condition, while on the east side of Dartnall Road, they 

are in poor general health or already dead. There are naturalized groupings of trees along the existing culvert 

crossings within the Study Area. The majority of these trees are densely spaced, immature, invasive species (i.e., 

Carolina Poplar (Populus Canadensis) and Manitoba Maple (Acer negundo). There are a small number of semimature 

Black Walnut trees within the naturalized grouping on the west side of Dartnall Road (see Appendix B for a 

copy of the tree inventory and respective condition rating). 

ELC was obtained for the Hannon Creek Subwatershed Study and the North Glanbrook Industrial Park MDP. Two 

(2) vegetative communities were noted for the Dartnall Road Study Area, namely: Cultural Meadows (CUM) and 

Cultural Thickets (CUT) (TSH et. al., 2008). As per Figure 2.2.2 in the Subwatershed Study, the southwest quadrant 

of the Dartnall Road/Rymal Road intersection is characterized by CUM. Pockets of CUM vary in size throughout the 

Study Area (particularly surrounding stream reaches) and generally consist of a variety of grasses, asters and 

goldenrods with willow species (TSH et. al., 2008). CUT is mapped within the Study Area immediately adjacent to 

the Dartnall Road South Tributary crossing on either side of Dartnall Road. Numerous thickets were observed 

throughout this area, including Hawthorns (Crategus sp.), Apple trees (Malus sylvestris), Willow species (Salix sp.), 

Black Walnut (Juglans nigra), Staghorn Sumac (Rhus typhina), Reed Canary Grass (Phalaris arundinacea) and 

Garlic Mustard (Allaria petiolata) (TSH, 2007). In addition, instream vegetative cover consists of Pondweeds 

(Stuckenia pectinata) and Robbins Pondweed (Potamogeton robbinsil) among other species (Phillips Engineering, 

2003). 

Several ELC and vegetation surveys were conducted by Dougan & Associates in order to characterize the existing 

vegetation and vegetation communities within a linear swath of land approximately 50 m on either side of Dartnall 

Road from Stone Church Road to Rymal Road. ELC of the vegetation communities was conducted based on the 

protocol of the ELC System for Southern Ontario, first approximation (Lee et. al., 1998). Spring and summer 

vascular plant surveys were carried out simultaneously with ELC vegetation community classification. A fall vascular 

plant survey was carried out independently from the other tasks due to the necessary timing of the surveys. 

As illustrated in Figure 3, there are five (5) ELCs within the Dartnall Road Study Area Corridor including Mineral 

Cultural Thicket (CUT), Meadow Marsh (MAM), Dry-Moist Old Field Meadow (CUM1-1), Hedgerow (HR), and Fresh- 

Moist Black Walnut Lowland Deciduous Forest (FOD7-4). Due to the urban location and limited extent of the Study 

Area, all vegetation communities observed were relatively small, disturbed, and fragmented. It is noted that the 

vegetation community type FOD7-4 (on the west side of Dartnall Road within the Dartnall Road South Tributary 

Crossing) is considered by the NHIC as significant due to the rarity of habitat and is ranked S2S3 for Ontario. 

Although this area has some elements of a rare species community, it lacks key native species including Black 

Maple (Acer saccharum ssp. nigrum), Hackberry (Celtis occidentalis), Bitternut Hickory (Carya cordiformis), and 

Virginia Knotweed (Polygonum virginanum). Thus, it is in the opinion of Dougan & Associates after conducting 

additional investigations that this community type represents a disturbed natural forest area of mixed deciduous 

character that is not the S2S3 ranked community described in NHIC documents (Dougan & Associates, 2010). 

Vegetation surveys conducted as part of this study include spring, summer, and fall identification of vascular plant 

species. The findings of the vegetation surveys reveal that the Study Area contains a relatively high proportion of 

non-native species. No regionally significant, provincially significant or federally significant species were noted 

during the surveys. A detailed list of vascular plant species found within and adjacent to the Study Area is included 

in Appendix B. 

33





4.5.2.2 Wildlife 

The Study Area is partially situated within the Billy Monkley Bird Sanctuary, which was established in 1991 and is 

partly maintained by the Hamilton Conservation Authority and adjacent commercial business owners. The area 

provides a considerable amount of breeding bird habitat and potential to attract significant bird species. In addition, 

the area was once a home to the eastern bluebird (Sialia sialis), a small migratory thrush. 

AECOM’s field reconnaissance of the Study Area in the morning hours on June 30, 2008 opportunistically identified 

several bird species including: American Robin (Turdus migratorius), House Sparrow (Passer domesticus), Redwinged 

Blackbird (Agelaius phoeniceus), Killdeer (Charadrius vociferous), Song Sparrow (Melospiza melodia), 

Northern Cardinal (Cardinalis cardinalis), American Goldfinch (Carduelis tristis), Savannah Sparrow (Passerculus 

sandwichensis), Common Grackle (Quiscalus quiscula), European Starling (Sturnus vulgaris), Blue Jay (Cyanocitta 

cristata), Mourning Dove (Zenaida macroura), Brown-headed Cowbird (Molothrus ater), Tree Swallow (Tachycineta 

bicolour), Eastern Kingbird (Tyrannus tyrannus), and Northern Mockingbird (Mimus polyglottos). The above bird 

species were either seen perching or in flight. 

As detailed in Table 9, two (2) breeding bird surveys were conducted on May 24 th and June 10 th , following the 

protocols of the Ontario Breeding Bird Atlas, which stipulates that surveys be conducted between sunrise and 10:00 

am between May 24 th and July 12 th . Walking the Escarpment Rail Trail in between Stone Church Road and Rymal 

Road, the Billy Monkley Bird Sanctuary on the east side of Dartnall Road (see Figure 3), as well as along Rymal 

Road from Dartnall Road to the new Trinity Church Corridor, a total of 30 species of birds were detected. Of these 

30 species, 29 were considered as possibly breeding or on territory. The Turkey Vulture (Cathartes aura) was the 

only noted species that was not considered to be breeding in the area. 

An additional four (4) species of birds were documented during other wildlife surveys including American Woodcock 

(Scolopax minor) on May 17 th , Least Flycatcher (Empidonax minimus) on May 17 th , Ruby-crowned Kinglet (Regulus 

calendula) also on May 17 th , and White-throated Sparrow (Zonotrichia albicollis) on April 29 th . The American 

Woodcock sighting included an adult and a recently fledged young, indicating that breeding had taken place locally. 

For the other three (3) species, given the dates observed and the habitat present within the Study Area, all would 

best be considered spring migrants. Further discussion pertaining to the breeding bird survey is documented in 

Appendix C of the Terrestrial Report contained in Appendix B. Of the species identified, it is noted that none are 

designated as ‘Species at Risk’ in Canada or Ontario (COSEWIC 2010; COSEWIC 2009; OMNR 2009), and all are 

considered either common or abundant, and widespread, within the City of Hamilton. 

During specific American Badger surveys described below in Section 4.5.2.3, the following mammals were detected 

within the vicinity of the Study Area: White-tailed Deer (Odocoileus virginianus) (tracks), Coyote (Canis latrans) 

(scat), Raccoon (Procyon lotor) (one observed on May 24 th ), Striped Skunk (Mephitis mephitis) (one observed on 

May 19 th ), Gray Squirrel (Sciurus carolinensis) (numerous observations) and Woodchuck (Marmota monax) (dens). 

All of these mammals are considered common and widespread within the City of Hamilton. 

Nocturnal amphibian call surveys (i.e., calling frogs and toads) were conducted on April 24 th , May 19 th , and June 25 th 

2010, following the protocols outlined by the Marsh Monitoring Program. No species were found in the Dartnall 

Road Study Area. 

Snake surveys were conducted within the Dartnall Road Study Area Corridor. A total of 11 cover boards were 

spread evenly across the Dartnall Road Study Area (see Figure 3). Overall, six (6) snakes were observed during 

the site visits. One (1) Eastern Gartersnake (Thamnophis sirtalis sirtalis) was observed beside cover board #1 (east 

side of Dartnall Road, south of Stone Church Road) on July 14 th and two (2) DeKay’s Brownsnakes (Storeria dekayi) 

were observed under cover board #9 (east side of Dartnall Road, north of the Dartnall Road South Tributary crossing 

on June 15 th . 

34





A detailed discussion on the terrestrial environmental investigations conducted within and adjacent to the Dartnall 

Road Study Area Corridor is provided in Appendix C of the Terrestrial Report contained in Appendix B. 

4.5.2.3 Species at Risk 

A review of applicable background information sources was conducted to determine the potential presence of 

Species at Risk in and near the Dartnall Road Study Area. These entailed accessing and reviewing the following 

website registries: 

• MNR’s NHIC database for rare, threatened and endangered species; 

• Committee on the Status of Endangered Wildlife in Canada (COSEWIC) database 3 ; and 

• Environment Canada’s registry for species protected under the Species at Risk Act (SARA). 

There are 69 rare species listed in the MNR NHIC database for National Topographic Series (NTS) Map Sheet 30 

M/04, which geographically covers the Study Area. The list of species is included in Appendix D. However, further 

review (electronic geographic query) of the NHIC database indicates that only one (1) of the 69 species listed for 

NTS Map Sheet 30 M/04 has a 1 km mapped range that overlaps with the Study Area. The species is known as 

Milksnake (Lampropeltis triangulum). 

A potential sighting of American Badger (Taxidea taxus jacksoni) within the Hannon Creek Subwatershed was 

recorded during field reconnaissance for the North Glanbrook Industrial Business Park MDP. Communications with 

the MNR at the time of the field reconnaissance confirmed the possibility of locating the American Badger within the 

area. The likelihood of locating this species was attributed to the area’s habitat, which primarily consists of open 

landscapes with friable soils (TSH et. al., 2008). According to the Hamilton Natural Heritage Database for the Red 

Hill Creek Escarpment Valley ESA (HAMI-69) provided form Hamilton Conservation, the last sighting of a Milksnake 

was documented in 2000. 

The Conservation Ontario 2010 Aquatic Species at Risk website identifies aquatic Species at Risk by each 

conservation authority within Ontario. Interactive maps were downloaded and viewed to determine the potential 

presence of aquatic Species at Risk within the Study Area Corridor. As illustrated within the Hamilton Conservation 

Map – Distribution of Fish Species at Risk, none of the traversing watercourses were mapped by Fisheries and 

Oceans Canada as supporting aquatic Species at Risk (Fisheries and Oceans Canada, 2010). 

As part of the field investigations undertaken by Dougan & Associates in 2010, specific Milksnake as well as 

American Badger surveys were undertaken within and adjacent to the Study Area Corridor. As noted above, despite 

specific snake surveys conducted, which involved placing 20 cover boards along Dartnall/Rymal Road, no 

Milksnakes were observed during the 2010 studies. Protocols for species at risk were developed with the Ontario 

Ministry of Natural Resources 

American Badger surveys were conducted on April 29 th and May 17 th in conjunction with specific methodology 

developed by the Recovery Strategy for the American Badger in Ontario. In addition, the MNR was contacted for 

additional feedback on how to conduct American Badger surveys. Despite these specific searches, no American 

Badgers were sighted, nor was any evidence obtained that they exist at present within the Study Area. 

Although the Western Chorus Frog is considered a common species in the City of Hamilton, it is noted that the Great 

Lakes/St. Lawrence population of the Western Chorus Frog has been designated as “Threatened” in Canada by 

3 COSEWIC is mandated to assess and designate wildlife species that are considered to be in danger of becoming extinct in Canada. 

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COSEWIC (COSEWIC, 2009); it has been assessed as not at risk provincially (OMNR, 2009). The Carolinian 

population is considered not at risk both provincially and federally. However, it is possible that both the Great 

Lakes/St. Lawrence and Carolinian populations occur in the Hamilton area. It is not possible to determine which 

population the individuals heard belong to without catching the frogs and taking a small tissue sample for genetic 

analysis. 

The City shall liaise with the Ministry of Natural Resources Species at Risk Biologist at the commencement of the 

detail design process to acquire up to date information and to confirm the need for any special management plans 

and/or compliance with environmental statutes. 

4.5.3 Aquatic Habitat 

According to the Hannon Creek Subwatershed Study, Hannon Creek within and adjacent to the Study Area is 

considered ‘Important Habitat’ and is characterized by the following attributes: 

• Aquatic habitat is common within the Study Area; 

• Current habitat is not known to support coldwater aquatic species; 

• Habitat is not known to support significant species; 

• Important but not critical in sustaining the resident fish community; 

• Channel has been slightly modified/degraded and is moderately sensitive to urban development activities; and 

• No groundwater discharge is present within this portion of Hannon Creek. 

Review of the Mountain Brow Boulevard and Central Mountain Stormwater Management Class EA (2003) indicates 

that electrofishing was conducted along the Hannon Creek tributary between Rymal Road and Stone Church Road. 

Only species of brook stickleback (Culaea inconstans) were recorded. It is noted that brook stickleback and goldfish 

(Carassius auratus) are the only recurring species in the watercourse (in the vicinity of the Study Area) since 1991 

for unknown reasons. C. Portt and Associates indicate that the presence of the Upper Ottawa Street Landfill and the 

burial of adjacent Red Hill Creek watercourses may have contributed to the overall species decline (TSH et. al., 

2008). 

As part of the proposed Dartnall Road improvements, the City of Hamilton retained the services of C. Portt and 

Associates to confirm the aquatic habitat characteristics within the Study Area Corridor. Further to an initial site visit 

on March 18, 2010 to investigate the spring flow conditions, electrofishing was subsequently completed on May 21, 

2010 with further field investigations carried out by C. Portt and Associates staff on August 28 and September 10, 

2010 (C. Portt and Associates, 2010). 

As illustrated in Figure 3, three (3) tributaries to Hannon Creek are known to traverse Dartnall Road between Stone 

Church Road and Rymal Road. The Dartnall Road north tributary traverses Dartnall Road approximately 170 m 

south of Stone Church Road, while the centre tributary and south tributary traverse Dartnall Road approximately 500 

m and 740 m respectively. Details regarding the results from the field investigations are outlined below. 

4.5.3.1 Dartnall Road North Tributary 

Investigated during previous studies on April 19, 2005, as well as part of the proposed improvements for this study 

on August 28, 2010, it has been determined that this watercourse is not considered direct fish habitat, rather would 

contribute some flow to Hannon Creek on a seasonal basis. This tributary originates from drainage that is collected 

by the roadside ditch along the west side of Dartnall Road, traverses the road via a small Corrugated Steel Pipe 

(CSP) culvert and flows approximately 250 m east in a swale with no defined channel to Hannon Creek. 

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4.5.3.2 Dartnall Road Centre Tributary 

Investigated on September 10, 2010, this tributary also originates from drainage that is collected by the roadside 

ditch along the west side of Dartnall Road as well as from a shallow ditch that divides two (2) industrial yards. 

Traversing Dartnall Road via a CSP culvert, the tributary appears to dissipate within the shallow roadside ditch along 

the east side of Dartnall Road and adjacent to Billy Monkley Bird Sanctuary. To this end, it has been determined 

that although it will contribute some flow to Hannon Creek on a seasonal basis, this watercourse is not considered 

fish habitat. 

4.5.3.3 Dartnall Road South Tributary 

Further to the previously conducted fisheries investigations (August 29, 2002) per the Mountain Brow Boulevard and 

Central Mountain Stormwater Management Class EA (2003), the Dartnall Road south tributary is known to support 

brook stickleback species and goldfish. However, during the 2010 site reconnaissance activities (i.e., electrofishing 

on May 21 and investigations on August 28, 2010), no fish were observed during these visits even though no 

obstacles were observed to connecting Hannon Creek. 

As mentioned above, two (2) 1.65 m diameter corrugated steel pipes convey water under Dartnall Road before 

flowing downstream to Hannon Creek within the Mount Albion Conservation Area approximately 400 m east of 

Dartnall Road. It is noted that the lack of fish as well as large invertebrates within the south tributary may be due to 

the poor water quality. During each visit the sediments appear to be darkened by anaerobic activity, even on the 

sediment surface, and an oily sheen on the water’s surface has been visible on at least two (2) occasions. The 

source of permanent flow in this tributary is a large sewer outfall located 326 m upstream. There is also evidence of 

an abandoned storage tank adjacent to the watercourse upstream of Dartnall Road. 

The watercourse substrate is primarily sand and fine gravel, with some larger gravel and small cobble in isolated 

patches where water velocity increases, all overlaying a hard clay base that is exposed in isolated locations. In 

addition, some rooted submergent aquatic macrophytes (Potomogeton spp.) were observed in sporadic locations. 

Existing CSP culverts at Dartnall Road do not pose a fish barrier to fish movement, and appear to contain sand and 

fine gravel substrate. 

4.6 Socio-Economic Environment 

4.6.1 Political Jurisdiction 

The City of Hamilton is comprised of six (6) communities, namely Hamilton, Ancaster, Dundas, Flamborough, 

Glanbrook and Stoney Creek. These former area municipalities were amalgamated with the Regional Municipality of 

Hamilton-Wentworth in 2001 to form a single administration called the new City of Hamilton. At present, the 

amalgamated City of Hamilton is the 10 th largest city in Canada with a population of more than 500,000 and a 

geographic area of 112,314 ha. The Hamilton area extends from above the Niagara Escarpment to the 

southwestern shore of Lake Ontario (City of Hamilton Website, 2009). 

4.6.2 Provincial Planning Context 

The Planning Act (2006) describes the ground rules for land use planning in Ontario and how land uses may be 

controlled and who may control them. Pursuant to the Planning Act, the Province of Ontario is the primary planning 

authority in Ontario. The Planning Act enables the Province to delegate some of its planning authority to upper-tier 

municipalities (e.g., regional municipalities) while retaining control through the approval process (Ministry of 

Municipal Affairs and Housing (MMAH) Website, 2007). In any regard, municipalities must conform to the approved 

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policies of the provincial government and its agencies. Details regarding provincial policies most relevant to the 

proposed transportation improvements on Dartnall Road are summarized below. 

4.6.2.1 Provincial Policy Statement 

The Provincial Policy Statement (PPS) is the complimentary policy document to the Planning Act. Issued under the 

authority of Section 3 of the Planning Act, the PPS provides direction on matters of provincial interest related to land 

use planning and development, and promotes the provincial ‘policy-led’ planning system that recognizes and 

addresses the complex inter-relationship among environmental, economic and social factors in land use planning 

(MMAH, 2005; MMAH Website, 2007). 

The new PPS took effect on March 1, 2005 and provides for enhanced protection of the environment by identifying 

the significance of the natural heritage system and water resources, including natural hazards and water quality, air 

quality and energy use. The new policies also provide for intensification and brownfields development to ensure the 

maximum use of sewer, water and energy systems, roads and transit. The new PPS also provides for more transitfriendly 

land-use patterns using intensification and more compact, higher density development, as a means of 

bringing more people closer to the transit routes (MMAH, 2005; MMAH Website, 2007). 

4.6.2.2 Growth Plan 

In recognition of the Greater Golden Horseshoe’s (GGH) 4 distinction as one of the fastest growing regions in North 

America, Bill 136, the Places to Grow Act, received Royal Assent on June 13, 2005 (MPIR, 2006). The Act provides 

the legal framework necessary to implement the Government of Ontario’s vision for building stronger, prosperous 

communities by better managing growth in the GGH to the year 2031. The Act enables the government to plan for 

population growth, economic expansion and the protection of the environment, agricultural lands and other valuable 

resources in a coordinated and strategic way (MPIR, 2006). 

On June 16, 2006, the Province of Ontario released its Growth Plan for the GGH (MPIR, 2006). The purpose of the 

Plan is to “lay the course for future economic prosperity in the Greater Golden Horseshoe” (MPIR Website). By 

2031, the GGH’s population will grow by 3.7 million people, which represents an approximately 47.5% increase from 

the area’s 2001 population of 7,790,000 (MPIR, 2006). During the same period, the GGH employment will continue 

to grow from 3,810,000 to 5,560,000, representing an approximately 46% increase (MPIR, 2006). The Growth Plan 

envisages increasing intensification of the existing build-up area, with a focus on “urban growth centres, 

intensification corridors, major transit station areas, brownfield sites, and greyfields” (MPIR, 2006). 

The Growth Plan sets the stage for the City of Hamilton to absorb a portion of the growth projected for the western 

half of the Greater Toronto Area-Hamilton (GTAH). An estimated 660,000 people are expected to reside in the City 

by the year 2031 (MPIR, 2006), which represents an increase of 155,441 when compared to the City’s 2006 

population of 504,559 (Statistics Canada, 2006). Employment projections for the City are expected to increase from 

246,340 in 2006 (Statistics Canada, 2006), to 300,000 by 2031 (MPIR, 2006). To accommodate the anticipated 

increase in population and employment, the Growth Plan sets a minimum gross density target of 200 residents and 

jobs combined per hectare, within downtown Hamilton, by 2031 (MPIR, 2006). 

4 The GGH includes the cities of Toronto, Hamilton and Kawartha Lakes, the regional municipalities of Halton, Peel, York, Durham, 

Waterloo and Niagara and the counties of Haldimand, Brant, Wellington, Dufferin, Simcoe, Northumberland and Peterborough (MPIR, 

2006). 

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4.6.2.3 Greenbelt Plan 

In February 2004, the Province passed legislation under the Greenbelt Protection Act (Bill 135) which established a 

Greenbelt Plan for the Greater Toronto Area and Golden Horseshoe. The Greenbelt Plan incorporates the Oak 

Ridges Moraine and Niagara Escarpment Plan areas (described below), plus an additional 1.8 million acres as a 

permanent area of countryside, which will be protected from urban sprawl and development. 

The intended outcome of the Greenbelt Plan is to encourage compact urban planning with the Golden Horseshoe. 

The Greenbelt Plan acts to protect against the loss and fragmentation of the agricultural land base and supports 

agriculture as the predominant land use. The Plan provides protection to the natural heritage and water resource 

systems that sustain ecological and human health and that form the environmental framework around which major 

urbanization in south-central Ontario will be organized. In addition, the Plan provides a wide range of economic and 

social activities associated with rural communities, agriculture, tourism, recreation and resource uses (MMAH, 

2005b). 

As noted within the 10 km by 10 km grid of Map 95 – Greenbelt Plan Map Division and Enlargement, the eastern 

portion of the Dartnall Road Study Area from immediately south of Hannon Creek to beyond Stone Church Road is 

situated within the ‘Niagara Escarpment Plan Area’ (MMAH, 2005b). The requirements of the Niagara Escarpment 

Plan, established under the Niagara Escarpment Planning and Development Act, apply to the Greenbelt Plan. In 

turn, the Parkland, Open Space and Trail policies of the Greenbelt Plan will apply to lands within the Niagara 

Escarpment Plan Area (MMAH, 2005b). 

4.6.2.4 Niagara Escarpment Plan 

The Niagara Escarpment is a prominent, largely forested topographical features extending for approximately 725 km 

through southern Ontario from Queenston (near Niagara Falls) to Tobermory at the tip of the Bruce Peninsula. The 

Escarpment passes through eight (8) regions and 23 municipalities, including the City of Hamilton (Niagara 

Escarpment Commission Website, 2008). 

The Niagara Escarpment Planning and Development Act, which was approved by the Ontario Legislature in 1973, 

established a planning process to ensure that the Escarpment area would be protected. As a result, the Niagara 

Escarpment Plan was developed to serve “as a framework of objectives and policies to strike a balance between 

development, preservation and the enjoyment of this important resource” (Niagara Escarpment Commission 

Website, 2008). 

Map 2 – City of Hamilton of the Niagara Escarpment Plan denotes the eastern portion of the Dartnall Road Study 

Area, from immediately south of Hannon Creek to beyond Stone Church Road, as part of the ‘Escarpment Protection 

Area’. This area is further designated as ‘Public Land (in Parks and Open Space System)’ (Province of Ontario, 

2005). As per Section 1.4 of the Plan, the objectives for the Escarpment Protection Area are to: maintain and 

enhance the open landscape character of Escarpment features; provide a buffer to prominent Escarpment features; 

maintain natural areas of regional significance and cultural heritage features; and promote agriculture, forestry and 

recreation (Province of Ontario, 2005). 

Permitted uses within the Escarpment Protection Area are subject to Part 2 – Development Criteria of the Niagara 

Escarpment Plan. Land uses permitted include, but are not limited to, agricultural operations, existing land uses, 

single dwellings, small scale commercial uses, forest, wildlife and fisheries management, and transportation and 

utility facilities. Section 2.15 – Transportation and Utilities of the Plan states that the design of new and expanded 

transportation and utility facilities should minimize impacts to the environment and the natural and cultural 

landscape. The site guidelines provided in this section of the Plan promote the use of vegetation screens, site 

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rehabilitation, the use of native vegetation species, and minimal tree removal, as well as avoidance of the 

Escarpment Natural Area (Province of Ontario, 2005). 

Permitted uses within the Public Land (in Parks and Open Space System) designation are outlined in Part 3 – The 

Niagara Escarpment Parks and Open Space System, which sets out policies pertaining to the framework for the 

establishment and coordination of publicly owned lands. As noted therein, there are in excess of 130 existing and 

proposed parks and open space areas within the system, including the Mount Albion Conservation Area, which 

occupies lands east of Dartnall Road within the Study Area (Province of Ontario, 2005). 

4.6.3 Municipal Planning Context 

In 2003, Hamilton City Council authorized the development of a new Official Plan for the recently Amalgamated City 

of Hamilton. This plan replaces seven (7) former Official Plans, which includes the Region of Hamilton Wentworth 

Official Plan and six (6) official plans representing former municipalities in the former Region. The Urban Hamilton 

Official Plan has been adopted by Council on July 9, 2009 and received Ministerial approval in March 2011. The 

urban Hamilton Official Plan is currently under appeal. 

4.6.3.1 Building a Strong Foundation 

Several city-wide projects are integrated with the development of the new Official Plan, including VISION 2020 and 

the Growth Related Integrated Development Strategy (GRIDS). Planning processes for these projects, along with 

the development of a new Official Plan, are being coordinated through an initiative called Building a Strong 

Foundation. The objective of linking these projects under the name of ‘Building a Strong Foundation’ is to ensure 

that sustainable thinking continues to support Hamilton’s vision for a sustainable future (City of Hamilton Website, 

2009). 

4.6.3.2 VISION 2020 

VISION 2020 is a collection of goals, strategies and actions to achieve a sustainable community by 2020. A 

sustainable Hamilton is envisioned as a place where decisions are made with due regard for economic, 

environmental and social issues. The VISION was adopted by Regional Council in 1992 and was reaffirmed by the 

new City Council in 2001 as part of its ‘Mission, Vision, Values and Goals’ strategic plan. The VISION is renewed 

every five (5) years. With respect to transportation, VISION 2020 enlists the following goals: 

• Develop a sustainable transportation system for people, goods and services which is environmentally friendly, 

affordable, efficient, convenient, safe and accessible; and 

• Encourage a shift in personal lifestyle and behaviour towards transportation choices that increase personal 

health and fitness, save money and have the lowest environmental cost. 

4.6.3.3 Growth Related Integrated Development Strategy 

The GRIDS is a planning process used by the City to determine where and how future growth will take place over 

the next 30 years and beyond. The intent is to integrate land use planning with infrastructure planning (i.e., 

transportation, water, wastewater and stormwater infrastructure). Through GRIDS, the City is able to identify optimal 

locations for growth and the appropriate type of growth based on environmental priorities, social issues, economic 

opportunities, and population studies. GRIDS is used to identify strategies to fund the servicing of these growth 

areas. 

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4.6.4 Designated Land Uses 

4.6.4.1 Region of Hamilton-Wentworth Official Plan 

The Region of Hamilton-Wentworth Official Plan (2005) is a policy document pertaining to the former Regional 

responsibilities and functions. The purpose of the Official Plan is to provide guidance for decisions regarding change 

and growth management within the former Hamilton-Wentworth region to the year 2020. One of the objectives of 

the Official Plan is to ‘provide for an integrated Regional transportation system which stresses easy pedestrian, 

transit, bicycle and vehicular access to all basic needs’. 

Map No. 1 – Regional Development Pattern in the Official Plan denotes the Dartnall Road Study Area as ‘Urban’. 

Urban land uses accommodate mixed use areas of residential, retail, business and personal services, institutional, 

and public administration. The western portion of the Study Area, with the exception of the southwest quadrant of 

the Dartnall Road/Stone Church Road intersection, is designated as ‘Business Park’. Business Parks accommodate 

a full range of construction, manufacturing, wholesale establishments, truck terminals, office development, research 

and development, and service type uses, such as hotels, recreational facilities, and grocery stores (Regional 

Municipality of Hamilton-Wentworth, 2005). 

Review of Map No. 4 – Environmentally Significant Areas in the Official Plan identifies the east vicinity of the Study 

Area within the #52 – ‘Red Hill Valley’. Furthermore, Map No. 3a – Niagara Escarpment Plan Areas (Hamilton, 

Stoney Creek) indicates that the Study Area is situated within the ‘Niagara Escarpment Protection Area’ (Regional 

Municipality of Hamilton-Wentworth, 2005). As noted therein, essential transportation and utility facilities are 

permitted within the Niagara Escarpment Protection Area. 

As noted within Part C – Land Use Strategy of the Regional Official Plan, the Environmentally Significant Areas 

(ESAs) land use designation warrants protection from development. In addition to identifying/designating such ESAs 

as illustrated in Map No. 4 of the Official Plan, the Region will: 

• Implement policies in assessing the merits of proposed changes with respect to ESAs by ensuring development 

will not adversely affect, degrade or destroy any of the qualities which are the basis for the area’s designation, 

will not cause any significant impacts upon water quality and quantity, and will not adversely affect the 

implementation of any resource protection policies or plans; 

• The proposed changes will be referred to the ESA Impact Evaluation Group for review, which may lead to the 

submission of additional plans/studies, including, but not limited to buffer requirements, cumulative impact 

assessment, and other documentation; 

• Land use changes will not be permitted within MNR designated Provincially Significant Wetland (PSW) Areas 

including 120 m beyond the wetland area with exception to existing agricultural activities unless it can be 

demonstrated through reports/studies in accordance with Provincial guidelines that the development will not 

result in a loss of the wetland features, as well as other adjacent potential land use conflicts listed in the Official 

Plan; 

• Where there is overlap between a PSW designation and another ESA designation, the most restrictive policies 

will apply; 

• Draft EAs within an ESA may be referred to the ESA Impact Evaluation Group; 

• ESAs may be added/removed by amendment to the Official Plan; 

• Boundaries of ESAs in Official Plan are general in nature and more precise boundaries may be defined by 

Environmental Impact Statements (without an amendment); 

• Specific to ESA #48 – Environmental Impact Statements will not be required where comparable EAs have been 

carried out; and 

• Any EA carried out under a federal/provincial process shall be considered as fulfilling the Environmental Impact 

Statement requirements of this Plan. 

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In addition to the above, proposed ESA land use changes that require an amendment to existing land use planning 

documents (i.e., Official and Secondary Plans), including Committee of Adjustments and severance applications, 

shall be evaluated by the ESA Impact Evaluation Group. 

4.6.4.2 City of Hamilton Official Plan 

The Official Plan for the former City of Hamilton was adopted by City Council and approved by the Minister of 

Municipal Affairs and Housing on June 1, 1982. In November, 1985, the Minister’s approval authority for local official 

plans and amendments was delegated to the Council of the former Regional Municipality of Hamilton-Wentworth. 

Since January 1, 2001 (with the amalgamation of the former municipalities of Ancaster, Dundas, Flamborough, 

Glanbrook, Hamilton and Stoney Creek), City Council has been the approval authority for local official plans and 

amendments. Since 1982, City Council has adopted 208 amendments (as of December 2006) reflecting changes in 

policy direction and certain aspects of the Plan (City of Hamilton, 2006). 

As stated in the Official Plan, Council will endeavour to ensure that any increase in traffic may be accommodated by 

the road network without causing unacceptable congestion, accident hazards, or nuisance to adjacent residential 

areas. In addition, the Official Plan supports Council’s cooperation to protect lands for controlled access 

interchanges to the east-west transportation facility in the vicinity of the northern extension of Dartnall Road (recently 

completed as the connection between the Lincoln Alexander Parkway and Red Hill Creek Expressway). Council will 

also cooperate to designate, maintain, monitor and improve truck routes to accommodate the safe and efficient 

movement of truck traffic, while prohibiting the penetration of non-essential trucking into residential areas (City of 

Hamilton, 2006). 

Schedule A – Land Use Concept in the Official Plan identifies three (3) land use designations for the Study Area, 

namely ‘Industrial’, ‘Open Space’ and ‘Commercial’. ‘Industrial’ land uses are located on the west side of Dartnall 

Road from just north of Rymal Road to north of Stone Church Road. As per Subsection A.2.3 of the Official Plan, 

Hamilton’s position as a major industrial centre is to be maintained and enhanced through the maintenance of 

existing facilities as well as facilitating new industrial growth (City of Hamilton, 2006). 

The Official Plan identifies general industrial uses as manufacturing, processing, warehousing, repair and servicing 

establishments. In addition, land uses including retail and whole enterprises that subside to the industrial 

establishment, business enterprises including banks, restaurants, garages, material supplies and day nurseries, 

which are intended to service industry personnel, are permitted. Other permitted uses include research and 

development facilities, residences for maintenance staff, transportation terminals, road related services (service 

stations), and other uses that similarly function as industries (City of Hamilton, 2006). 

‘Open Space’ areas are mapped on the east side of Dartnall Road and follow a similar pattern to the Niagara 

Escarpment Protection Area boundary. This land use designation promotes a function of recreational activities, 

conservation management, and other open space uses. Specifically, uses such as, but not limited to, parks for 

active and passive recreational activities, recreation/community centres, pedestrian pathways, trails, bikeways and 

walkways, seasonal campgrounds, marinas, woodlots, fishing reserves, forestry and wildlife management areas, 

hazard lands, and cemeteries are permitted (City of Hamilton, 2006). 

The lands to the east of Dartnall Road are also designated as ‘Special Policy Area 1b – Escarpment Protection 

Area’. The area encompasses Escarpment features that have been significantly modified by land use activities. The 

permitted uses within this area are limited to existing uses, as well as transportation and utility facilities. Any 

development on lands within the Niagara Escarpment Plan area must be in accordance with the permitted uses and 

development criteria outlined in the Niagara Escarpment Plan (City of Hamilton, 2006). 

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‘Commercial’ areas are designated in all four (4) quadrants of the Dartnall Road/Rymal Road intersection. As per 

Subsection A.2.2 of the Official Plan, permitted land uses include the buying or selling of goods and services such as 

business offices, hotels, and convention and entertainment facilities. Some residential uses may be permitted, 

subject to several provisions outlined in the Plan (City of Hamilton, 2006). 

Schedule C – Hazard Lands in the Official Plan delineates the east side of Dartnall Road, as well as the Dartnall 

Road South Tributary crossing, as ‘Hazard Lands’. Such lands, if developed, may become environmentally 

hazardous through flood susceptibility, erosion susceptibility, and instability. These hazards may result in a severe 

risk to those in the vicinity of the area. Consequently, no buildings, structures or fill will be permitted in these areas 

with the exception of flood or erosion control measures, or required utilities with the approval of Council and the 

Conservation Authority. Moreover, new development proposed on a site will be subject to the provisions of 

Subsection D.5 – Municipal Land Acquisition (City of Hamilton, 2006). 

Schedule I – Landfill Constraint Areas in the Official Plan identifies the Upper Ottawa Landfill Site (Site #12) as a 

constraint area. Subsection A.3.5 of the Plan defines such areas as lands that are formerly known as municipal or 

industrial waste disposal sites. Planned development within 500 m of these sites is to adhere to certain policies 

including, but not limited to, municipal and provincial consultation (City of Hamilton, 2006). 

4.6.4.3 Urban Hamilton Official Plan 

The July, 2009 Urban Hamilton Official Plan is the first Plan for the amalgamated communities of Ancaster, Dundas, 

Flamborough, Glanbrook, Hamilton, and Stoney Creek. The Urban Hamilton Official Plan has been adopted by 

Council on July 9, 2009 and received Ministerial approval in March 2011. The urban Hamilton Official Plan is 

currently under appeal. However, the Dartnall Road Study Area falls within the Urban Hamilton area and would 

therefore be subject to the policies contained within the Urban Hamilton Official Plan (2009). 

As noted in Chapter C – City Wide Systems and Designations within the Plan, the following goals apply to the 

integrated transportation network in Hamilton: 

• Providing a balanced and integrated transportation network, which includes all modes of transportation; 

• Recognizing the relationship of transportation with land use planning in connecting communities, land uses and 

activities; 

• Facilitating the safe and efficient movement of goods and services within and between Hamilton; 

• Planning urban areas so that travel by automobile is an option and not a necessity; 

• Working with other levels of government and government agencies to develop inter-regional travel plans, 

including expansion of GO Transit and proposals for rapid transit; 

• Providing a frequent, fast, convenient and affordable public transportation service that features adequate 

carrying capacity and serves all residents and businesses; and 

• Facilitating an increase in active transportation in the City and contributing to Transportation Demand 

Management activities. 

Schedule E1 – Land Use Designations of the Official Plan indicates that most of the lands adjacent to the east side 

of Dartnall Road are designated as ‘Open Space’. Lands designated as Open Space permit uses such as active 

and passive parks, publicly owned/operated community centres or historic sites, pedestrian pathways and bikeways, 

wildlife management areas, and cemeteries. Most of the lands adjacent to the west side of Dartnall Road (with the 

exception of the Rail Trail and Hannon Creek) are designated as ‘Business Park’. Permitted land uses for this area 

include manufacturing/warehousing, uses that support industry such as convention centres and commercial motor 

vehicle/equipment sales, and uses that support Business Park employees such as hotels and commercial parking 

43





facilities. Lands surrounding the Dartnall Road/Rymal Road intersection are designated as ‘Arterial Commercial’. 

This land use is intended for services catering to the traveling or drive-by consumer and/or retail that require outdoor 

space which cannot be accommodated within other designations. 

As further noted within the Urban Hamilton Official Plan, Appendix E – Contaminated Sites identifies the northwest 

quadrant of the Dartnall Road/Stone Church Road intersection as a ‘Former Landfill Site’. Prior to permitting 

development on contaminated or potentially contaminated properties, it is important to identify these sites and 

ensure they are suitable or have been made suitable for the proposed land use(s) in accordance with provincial 

legislation, regulations and standards (City of Hamilton, 2009). 

4.6.5 Existing Land Uses 

Existing land uses within the Dartnall Road Study Area include industrial/commercial, recreational, and natural 

areas. Figure 3 illustrates the existing land use features throughout the Study Area. 

Lands adjacent to the east side of Dartnall Road within the southern half of the Study Area are primarily used for 

industrial/commercial establishments, while lands adjacent to the east side of Dartnall Road within the northern half 

of the Study Area are primarily open space (observed as open field/grassland). Most of the lands along the west 

side of Dartnall Road are occupied by industrial/commercial uses. In general, land uses above the Niagara 

Escarpment are quickly changing from agricultural to industrial. 

Lands adjacent to the east side of Dartnall Road and north of The Hitch Factory (see Figure 3) are situated within 

the Mount Albion Conservation Area. This 41 ha area of conservation land is owned by the Hamilton Conservation 

Authority and is used for recreational purposes, such as hiking and cross-country skiing, and as a scenic lookout 

(Niagara Escarpment Plan, 2005). Field reconnaissance and personal communication with nearby business owners 

identified that a significant portion of this area is currently occupied by the Billy Monkley Bird Sanctuary. 

The bird sanctuary (see Figure 3) was established in 1991 and is partly maintained by the Hamilton Conservation 

Authority and adjacent commercial business owners. Several businesses within the City provided services to 

facilitate the establishment of the sanctuary. A sign is posted at the entrance of the bird sanctuary parking lot, which 

lists the proponents involved in the creation of the sanctuary. 

Recreational land uses directly within the Study Area are limited to the Escarpment Rail Trail. This multi-use trail 

was developed on an abandoned Canadian National (CN) rail line. After nine (9) years of operation, the rail ROW 

was sold to the former Region of Hamilton-Wentworth and was developed into a pedestrian/bicycle trail in 1993. 

Currently, the trail extends from above the Niagara Escarpment near Albion Falls to the southern part of the City 

(City of Hamilton Website, 2008). 

Part of the Upper Ottawa Street Closed Landfill Site at 1289 Upper Ottawa Street is situated within the northwest 

quadrant of the Dartnall Road/Stone Church Road East intersection. This City-owned landfill site (MOE Certificate of 

Approval #A130103) received a variety of domestic and commercial waste, as well as solid and liquid industrial 

wastes until it was closed in 1980 (Hertzman et. al., 1987). 

4.6.6 First Nation Interests 

Given their lengthy history in the area, consultation with First Nations is integral to the study process. 

Correspondence received from Indian and Northern Affairs Canada (INAC), as well as the Assembly of First Nations, 

confirmed that there are two (2) First Nation communities that may have an interest in the study, including the 

Mississaugas of the New Credit First Nation and the Six Nations of the Grand River Territory. 

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4.6.7 Emergency Service Providers 

Emergency services within the Study Area include police, fire and ambulance coverage. Police services are 

provided by Hamilton Police, which provides service to approximately 528,000 City residents. Police services are 

divided into three (3) divisions and Division 3 geographically covers the Study Area. Fire services within the Study 

Area are provided by Hamilton Fire, which provides fire services throughout the City. The nearest Station to the 

Study Area is Station #22 located on 1227 Stone Church Road East. Emergency Medical Services are provided 

under Hamilton Emergency Services and include over 20 ambulances and paramedic response units. It is noted 

that Hamilton Fire and Emergency Services share administration tasks (City of Hamilton Website, 2008). 

4.6.8 School Busing 

There are two (2) school boards within Hamilton-Wentworth, which include the Hamilton-Wentworth District School 

Board and the Hamilton-Wentworth Catholic District School Board. Communications with the Hamilton-Wentworth 

Catholic District School Board confirmed that there are no students residing on Dartnall Road, and therefore there 

are no bus routes or stops within the Study Area. 

4.6.9 Noise 

In accordance with the Ministry of the Environment (MOE)/Ministry of Transportation (MTO) Noise Protocol, land 

uses such as residential developments, hospitals, nursing/retirement homes, schools, and day-care centres are 

designated as noise sensitive. Land uses such as commercial and light industrial are not considered to be noise 

sensitive. As noted above, the Study Area is predominately commercial/industrial with few residential land uses. 

4.6.10 Utilities 

AECOM’s site reconnaissance confirmed that there are utility installations within the road ROW including hydro 

poles, lighting standards, and underground cable infrastructure. In addition, municipal services and/or facilities 

within the ROW include fire hydrants and a commercial water station located on the west side of Dartnall Road. 

4.6.11 Sources of Potential Contamination 

The presence of potential sources of contamination within the Study Area was assessed based on site 

reconnaissance activities and aerial photography interpretation undertaken by the AECOM Consultant Team. No 

obvious sources of contamination were identified (e.g., above-ground storage tanks). However, several potential 

sources of contamination were identified: 

• The former CN corridor due to possible spills and/or leaks of oils, metals, arsenic, solvents and other petroleum 

products (e.g., fuels, lubricants) from moving freight and/or rail equipment. 

• Existing commercial/industrial establishments located on either side of Dartnall Road including repair shops. 

• The former Upper Ottawa Landfill Site located within the northwest quadrant of the Dartnall Road/Stone Church 

Road intersection. 

• Hannon Creek as a potential source of bacteria. 

Based on the above sources, contaminants that may be present within proximity to the road ROW include 

hydrocarbons (i.e., gasoline, diesel fuel, and fuel oils), fuel additives, and landfill leachate. 

45





The Upper Ottawa Street Landfill Site Health Study conducted by Hertzman et. al. indicates that the site received as 

much as five (5) truckloads of industrial waste per day and at least 25,000 gallons of liquid waste were disposed of 

within the site in 1970 (Hertzman et. al., 1987). In 1976, larger volumes of waste began entering the landfill with the 

opening of a solidification operation. The largest volumes of liquid wastes appear to have been disposed of in 1978 

with an overall amount of approximately eight (8) to 12 million gallons (Hertzman et. al., 1987). As noted above, the 

site was closed to landfilling in 1980 and was later covered by a layer of steel industry waste and sealed with a thin 

clay cap. 

4.7 Cultural Environment 

4.7.1 Archaeological Resources 

The City retained the services of Jacques Whitford Limited in 2008 to complete a Stage 1 Archaeological 

Assessment as input to this Class EA study. Results of the Stage 1 Archaeological Assessment indicate the 

presence of 22 registered archaeological sites of the Prehistoric period, located within a 1.5 km radius of the Study 

Area. The results indicate an additional 11 registered archaeological sites of the Historic period within a 1.5 km 

radius of the Study Area (Jacques Whitford, 2008). 

According to Jacques Whitford, the Study Area has elevated potential for undiscovered archaeological resources 

primarily because the area is situated within well-drained soils, provides access to several watercourses, and is in 

proximity to an important vantage point of the Niagara Escarpment. Additionally, several buildings identified in the 

1875 Page and Smith atlas appear to have been located within the Study Area (Jacques Whitford, 2008). 

Stage 2 Archaeological Assessment has been completed. No archaeological resources were recovered and it is 

recommended that no further archaeological work is required. 

4.7.2 Built Heritage and Cultural Landscapes 

Exhibit 3.2 – Cultural Environment in the South Mountain Area TMP indicates that most of the Dartnall Road Study 

Area is situated within a zone of archaeological potential (City of Hamilton, 2000). Moreover, it is noted that a 

portion of Dartnall Road and Rymal Road within the Study Area is within a ‘Cultural Landscape Unit’, which is 

identified as a settlement of Hannon. 

There are two (2) built heritage features along Dartnall Road. One (1) is located on the west side of Dartnall Road, 

south of Stone Church Road, adjacent to the former CN railway line and is described as a Mill circa 1949. The 

second built heritage feature is in the general vicinity of the first heritage feature and is described as a complex of 

three (3) concrete Silos (City of Hamilton, 2000). 

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5. Transportation Alternatives 

5.1 Alternative Solutions Overview (EA Phase 2) 

As described in Chapter 2, this Class EA study is building on the recommendations of the Hamilton TMP (May 

2007). As documented within the Master Plan, several alternatives were examined with regard to their potential to 

address the City’s transportation needs in consideration of the GRIDS and VISION 2020 principles discussed in 

Chapter 4. These included: 

• Do Nothing – No major changes to the road, transit or active transportation networks. 

• Implement Committed Projects Only – Projects already underway or identified in the 10 year capital plan. 

• Modest Transit Expansion – Increases in existing bus services, expansion of bus routes to new areas, increased 

GO Transit Service. 

• Aggressive Transit Expansion – Implementation of BRT System in key corridors, policies to encourage more 

compact, mixed use development in transit corridors, transit to major employment areas, new GO Rail lines. 

• Travel Demand Management (TDM) – Aggressive programs to encourage walking, cycling, ride-sharing, 

telecommuting, etc. 

• Roadway Capacity Optimization – Localized intersection improvements, access control along major corridors 

(i.e. improved signal coordination, turn restrictions). 

• Roadway Capacity Expansion – Selected road widenings, where justified based on demand, new arterial or 

collector roads to serve new developments, potential freeway expansion. 

Through a detailed evaluation of the strategic alternatives, it was noted that the preferred overall strategy is based 

on transit and TDM, in combination with road capacity optimization. 

The development of a 2031 road network strategy for the TMP underwent a transportation demand modeling 

exercise to determine 2031 network deficiencies and possible improvements. Following this, a preferred road 

network strategy was developed and includes the widening of Dartnall Road within the Study Area as well as a road 

from Rymal Road to Dickenson Road beyond the southern limits of the study. Exhibit 4.2 – Proposed Road 

Infrastructure Improvements within the TMP includes provisions for a road widening along Dartnall Road from Stone 

Church Road to Rymal Road including a two (2) way left turn lane. An anticipated timing was noted between the 

years of 2007 and 2011. 

In addition to the recommendations of the Hamilton TMP, the City’s working paper entitled Road Network Strategy 

(2007) shows an increase in traffic volume as a result of the implementation of the Red Hill Valley Parkway. The 

working paper was thus prepared in support of the TMP. 

The Synchro analysis indicated that with the anticipated 2021 traffic volumes assigned to the existing lane 

configurations, the signalized intersections of Stone Church Road/Dartnall Road and Rymal Road/Dartnall Road 

operate with an unacceptable volume-to-capacity ratio during the PM peak hour. In other words, based on the review 

of operational performance of the study intersections with optimized signal timings, Dartnall Road as a 2-lane 

roadway in its existing configuration will not be able to accommodate the growth in north-south travel demand 

anticipated to the year 2021 and beyond. 

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5.2 Alternative Roadway Design Concepts (EA Phase 3) 

5.2.1 Generation of Design Alternatives 

Phase 3 of the Municipal Class EA process involves the identification and evaluation of Alternative Design Concepts 

for the preferred planning solution. As there are usually a number of ways in which a project can be developed and 

designed, the following design concepts were examined for the widening of Dartnall Road between Stone Church 

Road and Rymal Road: 

Widening of Dartnall Road between Rymal Road East and the Hitch Factory (Sta. 1+520) 

Option 1A: Five (5) lane urban cross-section with no bike lanes and sidewalk on the west side. Control alignment 

along the existing road alignment. 

Option 1B: Five (5) lane urban cross-section with no bike lanes and sidewalk on the west side. Control alignment 

shifted to the west of the existing road alignment. 

Widening of Dartnall Road between The Hitch Factory (Sta. 1+520) and Stone Church Road East 

Option 2A: Five (5) lane urban cross-section with no bike lanes and sidewalk on the west side. Control alignment 

within the existing ROW. Stormwater quality treatment using new stormwater management facility downstream of 

the Study Area (off-site). 

Option 2B: Five (5) lane semi-urban cross-section with no bike lanes, sidewalk on the west side and the control 

alignment shifted to the west side. Stormwater quality treatment using enhanced swale (ditch system) along the east 

side. 

The alternative roadway design concepts are illustrated in Plates 1-3 (Option 1A/Option 2A) and Plates 1-5 (Option 

2A/Option 2B) below. 

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5.2.2 Evaluation Criteria 

As the overall objective of this EA Study is to identify a Preferred Design Alternative while minimizing negative 

impacts to the surrounding environment, evaluation criteria (or Factors) were established based on the experience of 

the AECOM Consulting Team as well as input received from the City of Hamilton’s Technical Committee. With no 

order of preference or importance implied, the following criteria were used to confirm the preferred plan and assess 

how well it addressed the identified deficiencies: 

Natural Environment 

• Terrestrial Impacts (i.e., Effects on Ground Cover, Impacts on ELC Vegetation Types, Number of Roadside 

Trees to be Removed) 

• Fisheries Impacts (i.e., Effects on Fish and Fish Habitat) 

• Surface Water Impacts 

Socio-Economic Environment 

• Compatibility with Planning Policies (i.e., Keeping with VISION 2020, GRIPS, TMP, Official Plan, Zoning Bylaw) 

• Effects on Existing Land Uses (Including Business Operations) 

• Property Impacts (i.e., Area of Private Property Required, Number of Property Entrances to be Modified) 

• Local Economy (i.e., Impact on Goods Movement/Truck Routes) 

• Construction (i.e., Increased Noise, Traffic, Dust) 

Cultural Environment 

• Effects on Built Heritage Resources 

• Effects on Archaeological Resources 

Cost Implications 

• Construction Costs 

• Utility Relocation costs 

• Property Acquisition Costs 

• Maintenance Costs 

Engineering Factors 

• Road Network (i.e., Continuity and Connectivity, Capacity, Traffic Operations and Safety) 

• Alternative Modes of Transportation (i.e., Ability to Accommodate Cyclists, Transit and Pedestrians) 

• Stormwater Management (i.e., Water Quantity, Water Quality) 

• Utility Impacts 

• Construction Staging (i.e., Traffic Lane Closures/Detours, Access/Storage Space for Construction Equipment). 

5.2.3 Assessment and Evaluation of the Design Alternatives 

As detailed in Section 5.2.1 above, four (4) roadway design alternatives were assessed and evaluated. The 

evaluation of alternatives was based on an assessment of potential impacts in relation to the above noted evaluation 

criteria and consideration of information received from secondary source information as well as input from regulatory 

agencies during Phase 3 of the study process. In addition, environmental field investigations conducted for the 

Study Area assisted with the assessment of potential impacts for each of the proposed improvements on the existing 

terrestrial and fisheries habitat. A drainage assessment and geomorphology study was also completed to facilitate 

with the assessment and evaluation of the design alternatives. 

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A summary of the evaluation of the roadway alternatives is provided in Table 10. In order to quantitatively assess 

the potential impacts of widening along Dartnall Road, several data files including, but not limited to ELC data 

collected on site during environmental field investigations, watercourse features, and Policy Areas (i.e., ESAs, 

Niagara Escarpment Plan) were superimposed on to the alternative designs and measured using ESRI ArcGIS. 

Additional base information such as aerial photography, property and existing pavement limits were provided by the 

City of Hamilton. This quantitative analysis allowed the project team to better understand the extent of impacts of 

the alternatives. A detailed evaluation of the design alternatives with reference to the aforementioned evaluation 

criteria is tabled in Appendix E. 

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Table 10. Summary Evaluation of the Roadway Design Alternatives for Dartnall Road 

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5.2.4 Preliminary Preferred Design Alternative 

Following the following alternatives were identified as preferred. 

Widening of Dartnall Road between Rymal Road East and The Hitch Factory (Sta. 1+520) 

Preferred - Option 1B Five (5) lane urban cross-section with no bike lanes and sidewalk on the west side. Control 

alignment shifted to the west of the existing road alignment. This alternative is preferred mainly from a socioeconomic 

perspective as it requires less permanent property acquisition on both sides of the roadway to build the 

proposed works. With implementation of the proposed improvements, the current ROW width for the urban section 

varies from 24.8 m to 36.56 m (see Plate 5 – Typical Sections). According to the City By-Law, the ultimate Right of 

Way will be 36.56 m. 

Widening of Dartnall Road between The Hitch Factory (Sta. 1+520) and Stone Church Road East 

Preferred - Option 2B Five (5) lane semi-urban cross-section with no bike lanes, sidewalk on the west side and the 

control alignment shifted to the west side. Stormwater quality treatment using enhanced swale (ditch system) along 

the east side. This alternative is preferred due to the increased stormwater management capacity and the revegetation 

plan on the east side of Dartnall Road within the Billy Monkley Bird Sanctuary. The current ROW width for 

the semi-urban section varies from 36.56m to 38.3m (see Plate 5 – Typical Sections). It is noted that Dartnall Road 

is expected to continue to have a posted speed limit of 50 km/h and be classified as a Major Arterial Roadway. 

Alternative Intersection Design Concepts (EA Phase 3) 

5.2.5 Generation and Evaluation of Intersection Design Alternatives 

There are currently two (2) signalized intersections within the Dartnall Road Study Area Corridor including the 

Dartnall Road/Stone Church Road East and Dartnall Road/Rymal Road East intersections. The City of Hamilton is 

committed to developing an integrated sustainable transportation system that is environmentally friendly, affordable, 

efficient, convenient, safe and accessible. In reference to the Operations and Maintenance, Public Works, City of 

Hamilton report PW08078 entitled the “Installation of Modern Roundabouts” this policy document provides guidelines 

for the use of modern roundabouts on arterial and collector roadways. By definition, a modern roundabout is: 

“a circular intersection varying in size depending on traffic volumes and roadway geometry, and typically found on 

major roadways. The key elements include a raised central island placed at the center of an intersection, raised 

splitter islands located at each entry to the intersection, counter clockwise circulation, yield control at all approaches 

to the intersection. They may have a single or multiple circulating lanes of traffic. Roundabouts are generally used in 

place of traffic signals on major roadways. The benefits of roundabouts are that they slow traffic and reduce the 

number of right-angle and turning movement collisions, while providing a more efficient and environmentally-friendly 

operation” (City of Hamilton, 2008). 

As roundabouts should be considered where safety problems, capacity issues or all-way stop warrants dictate 

intersection improvements, it was determined that the provision for roundabouts be considered as part of the 

improvements to Dartnall Road. To this end, the following intersection improvement alternatives were evaluated 

using the criteria outlined in Section 5.22 as part of this study. 

Option 3A: Intersection improvements at Rymal Road East with a signalized intersection using auxiliary lanes 

Option 3B: Intersection improvements at Rymal Road East through implementation of a modern roundabout 

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Option 3C: Intersection improvements at Stone Church Road with a signalized intersection using auxiliary lanes 

Option 3D: Intersection improvements at Stone Church Road through implementation of a modern roundabout 

The alternative intersection design concepts are illustrated in Plates 1-4 below. 

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As summarized in Table 11 below, the aforementioned alternatives assessed for the Rymal Road and Stone Church 

Road intersections include a signalized intersection with auxiliary lanes and a roundabout. A detailed evaluation of 

the intersection alternatives is tabled in Appendix E. Following the detailed evaluation it was determined that 

Option 3A (Intersection improvements at Rymal Road East with a signalized intersection using auxiliary lanes) and 

Option 3C (Intersection improvements at Stone Church Road with a signalized intersection using auxiliary lanes) 

are preferred for the short/medium term. This is due to the fact that the existing intersection (e.g., pavement area, 

etc.) is in good condition and the intersections at these locations will continue to operate at acceptable levels of 

service for several years. However, the roundabout alternatives (i.e., Options 3B and 3D) are preferred for the 

potential long-term to provide an improved level of service during peak hours. 

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Table 11. Summary Evaluation of the Intersection Design Alternatives along Dartnall Road 

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6. Project Description 

6.1 Horizontal Alignment 

The existing horizontal alignment of Dartnall Road does not have any particular deficiencies. However, the selected 

preferred alternative requires that Dartnall Road be widened on an alignment shifted to the west (see Options 1B/2B 

Plates 1-5). This shift implies some changes to the horizontal curves of the existing horizontal with a new alignment 

that satisfies the proposed design criteria summarized in Table 12 below. 

Classification 

Table 12. Horizontal Alignment of the Proposed Dartnall Road Improvements 

DESCRIPTION 

Road Classification 

Right-of-Way Width 

(Urban) 

Right-of-Way Width 

(Semi Urban) 

Design Speed (DS) 

REFERENCE 


TAC Geometric Design Guide 

for Canadian Roads 

Table 1.3.4.2 

City of Hamilton 58 m 



Table 1.3.4.2 

PROPOSED 

STANDARDS 

Major Arterial Roadway 

(UAU70) 

36.58 m 

45 m 

70 km/hr 

Posted Speed (DS) City of Hamilton 50 km/hr 


110 m 

Stopping Sight Distance 


Table 2.1.2.10 

152 m (e = 0.04) 

Horizontal Alignment 


Horizontal Curve Centreline Radius 

Minimum Radius 200 for 


(Superelevated Section) 

(e=0.04m/m) 

Table 2.1.2.4 

Minimum Tangent Lengths Between Reverse 

Curves 


DS= 70 km/hr : 130 m 

Right Lane Taper 



24:1 Ratio 

Table 2.3.5.2 



42:1 Ratio 

Left Turn Taper 

Table 2.3.8.1 



18:1 Ratio 

Table 2.3.8.2 

Minimum Tangent Length Approaching 

Intersections 


30 m 

Visibility Triangles at Intersections 

15 m 

Intersection Curb Radius City of Hamilton 15 m Corner Rounding 

Maximum Intersection Angles City of Hamilton 90 Degree 

Design Vehicle 

WB-20 

6.2 Vertical Alignment 

The existing vertical alignment of Dartnall Road has a rolling profile with grades between 0.5% and 4%. It has 6 (six) 

vertical curves with one of them substandard at the crossing of the Dartnall Road South Tributary (Station No. 

1+260). The proposed vertical alignment maintains most of the existing profile and corrects the deficiency and 

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provides additional cover to the culvert at the mentioned crossing (see Options 1B/2B Plates 1-5). Table 13 below 

summarizes the vertical alignment design criteria of the proposed Dartnall Road improvements. 

Vertical Alignment 

Table 13. Vertical Alignment of the Proposed Dartnall Road Improvements 

DESCRIPTION 

Vertical Curve 

REFERENCE 



Table 2.1.3.2 



for Canadian Roads Table 

2.1.3.4 

PROPOSED 

STANDARDS 

Crest 

Kmin =24 (City of 

Hamilton) 

Sag – Headlight Control 

Kmin = 25 

Vertical Curve Requirement City of Hamilton 1.00% 

Maximum Grade City of Hamilton 4.50% 

Minimum Grade City of Hamilton 0.50% 

Maximum Grade for Stop Roads at Intersections City of Hamilton 1.00% 

Maximum Grade for Through Roads at 

Intersections 

City of Hamilton 2.00% 

6.3 Intersections 

The Study Area has two (2) signalized intersections that the preferred alternative proposes some improvements. 

Additionally there are numerous driveways that will benefit from enhanced access by the proposed central left turn 

lane. 

6.3.1 Rymal Road Intersection 

As indicated in Table 11 above, a detailed evaluation of the intersection alternatives was established in order to 

ascertain the most appropriate alternative including a signalized intersection with auxiliary lanes and a roundabout. 

As the existing intersection (e.g., pavement area, etc.) is in good condition and, according to a traffic study 

conducted for the Dartnall Road Improvements EA Study, will continue to operate at acceptable levels of service for 

several years, the continued use of the signalized intersection with auxiliary lanes has been carried forward for the 

short/medium term. The roundabout is the preferred alternative for the long-term. 

As illustrated in Option 3A Plate 1, the short/medium term intersection improvements at Dartnall Road and Rymal 

Road will consist of two (2) 3.5 m through lanes in each direction with 3.25 m exclusive north and southbound left 

turn lanes. Traffic turning right will have a shared 3.5 m right turn/through lane. 

6.3.2 Stone Church Intersection 

As indicated in Table 11 above, the Stone Church intersection also has a detailed evaluation of the design 

alternatives in order to determine the most appropriate alternative including a signalized intersection with auxiliary 

lanes and a roundabout. 

The existing intersection was recently improved and it is in good condition. Additionally, the traffic study determined 

that the intersection will continue to operate at acceptable levels of service for several years. As a consequence, the 

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continued use of the signalized intersection with auxiliary lanes has been carried forward for the short/medium term. 

The roundabout is the preferred alternative for the long-term (Option 3D Plate 4). 

As illustrated in Option 3C Plate 3, the short/medium term intersection improvements at Stone Church Road will 

consist of two (2) 3.5 m through lanes in each direction with 3.25 m exclusive north and southbound left turn lanes. 

Northbound traffic turning right will have a shared 3.5 m right turn/through lane while southbound traffic turning right 

will have a 3.50m exclusive right turn. 

6.4 Cross-Section 

Two (2) main cross-sections have been considered for the Dartnall Road improvements. The first one will be used 

for the south portion of the project from Rymal Road to Station No. 1+500. This section considers an urban crosssection 

with five (5) lanes, and a sidewalk on the west side as illustrated in Options 1B/2B Plate 5. The second one 

consists in a semi-urban cross section that applies from Station No. 1+500 to Stone Church Road and considers 

five (5) lanes, a sidewalk on the west side and a vegetated ditch on the east side of the road as illustrated in Options 

1B/2B Plate 5. The proposed Cross-Section for the Dartnall Road improvements is summarized in Table 14 below. 

Table 14. Cross-Section for the Proposed Dartnall Road Improvements 

DESCRIPTION 

REFERENCE 

PROPOSED 

STANDARDS 

Cross-Sections 

Instructed by City to use MTO's 

GDS Table D2-4 

Through lane = 3.5 m 

Lane Width 

Instructed by City to use MTO's Left Turn Lane = 3.5 m 

GDS D.2.3 

With Island = 3.25 m 


GDS D.2.3 

Right Turn Lane = 3.5 m 

Two Way Left Turn Lanes 


GDS D.2.3 

4 m 

Sidewalk City of Hamilton 1.5 m 

Boulevard (Urban Section) 

Boulevard in Front of Ditches 

(Semi Urban Section) 

Urban Section Rounding 

Bike Lanes 

Bike Lanes/Multi-use pathway 

Sidewalk/Multi-use pathway Cross fall 

(%) 

Boulevard Cross-fall 

Tangent Section Cross-fall 

Maximum Grade 

City of Hamilton Standard 

Roadway Cross-Sections 

City of Hamilton Standard 

Roadway Cross-Sections 

5 m 

4m 

1.0 m 

1.5 m 

2 m 

2% 

2.0% to 5% 

(with preference 2% 

wherever possible) 


for Canadian Roads 2.1.5.5 2.0% 

City of Hamilton 2% 


for Canadian Roads 5% 


COMMENTS 

Back of the curb to the 

property line. 

(Urban Section) 

(Semi Urban Section) 

Measured to the Edge of 

Pavement as instructed 

by the City 

Asphalt path on the west 

side of the Road as 

instructed by the City 

The west side of the 

Road 

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DESCRIPTION 

REFERENCE 

PROPOSED 

STANDARDS 

Minimum Grade City of Hamilton 0.70% 

Slope Grading 

MTO Geometric Design 

Standards page D9-12 

Fill Side Slope = 4:1 to 3:1 

(Minimum) Cut-Back 

Slope = 2:1 (Maximum) 

COMMENTS 

Fill side slope 4:1 

wherever Possible 

6.5 Pedestrians and Cyclists 

The proposed improvements include a 1.5 m sidewalk on the west side of Dartnall Road within the Study Area 

Corridor. There are no bike lanes proposed along this roadway as part of the widening. However, the Escarpment 

Rail Trail that runs parallel to Dartnall Road along the west side beyond the City of Hamilton’s ROW will continue to 

function as an ‘Unpaved Multi-Use Path’. 

6.6 Transit 

There are no changes to transit services proposed as part of the roadway improvements. 

6.7 Drainage/Stormwater Management 

As the overall increase in surface water runoff associated with the widening (from 1.26 ha to 2.61 ha) is considered 

marginal, no formal stormwater quantity measures are necessary. This is in part due to the presence of the off-site 

centralized flood management system at the Lincoln Alexander Parkway and Dartnall Road interchange (Philips, 

2009). However, as the proposed widening will increase the impervious surface of Dartnall Road by 1.35 ha, 

stormwater quality treatment in support of the proposed improvements is required. 

Within the preferred Option 1B, the pavement adjacent to the Dartnall Road South Tributary currently drains via two 

(2) existing storm sewer systems. These systems have been proposed to be retrofitted with oil/grit separators, 

which require no surface area and provide a level of treatment of contaminants from roadway runoff. The south 

storm sewer would be retrofitted with a Stormceptor TM 750 or equivalent, while the north storm sewer system would 

be retrofitted with a Stormceptor TM 300 or equivalent. As the drainage area for this location was approximately 0.70 

ha, it was determined that construction of a wet pond stormwater facility northeast of the tributary to treat the local 

roadway runoff would be too small to maintain a stormwater management facility (Philips, 2009). 

To further facilitate with the proposed widening of Dartnall Road, the existing two (2) 1500 mm diameter CSPs that 

traverse Dartnall Road would require an extension or a replacement. Through preliminary drainage investigations 

and in order to meet current Hamilton Conservation Authority and Provincial standards, it was determined that the 

existing culverts be replaced with a 1.83 m by 4.88 m concrete open foot culvert, with a natural low flow channel. 

This culvert will be approximately 50 m long and will be installed on a skew to facilitate road widening and local 

development property constraints on the east side of the roadway. This culvert replacement will provide the 

requisite one (1) m freeboard for the 50 year event plus prevent the Regulatory Storm event from flowing over 

Dartnall Road or increasing levels upstream (Philips, 2009). 

In reference to the above noted recommendations, AquaLogic Consulting was retained to conduct a Fluvial 

Geomorphology and Fish Habitat Summary Assessment on the Dartnall Road South Tributary. Based on the fluvial 

geomorphology conditions, two (2) scenarios for integrated channel and fish habitat design have been produced. 

The first scenario assumes that the remnant channel feature on the upstream side of the proposed crossing will be 

lost due to the extent of widening. The second scenario assumes that some part of the remnant feature can be 

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preserved and used as a backwater habitat feature. Detailed design per the appropriate scenario should be 

undertaken as both are considered feasible and supportable (AquaLogic, 2009). 

Dartnall Road south of Stone Church Road currently drains into an existing storm sewer system. Through 

implementation of the proposed improvements, stormwater within this alternative will bypass the sewer system and 

drain into a new enhanced grassed swale along the entire west side of Dartnall Road from The Hitch Factory at 

Station No. 1+520 to south of Stone Church Road at Station No. 2+000. Enhanced grassed swales are designed 

with trapezoidal geometry and flat longitudinal profiles with largely unmaintained turf, which can provide excellent 

filtration and treatment for storm runoff from roadways. 

The grassed swale would ultimately discharge into vegetative open space north of Stone Church Road prior to 

discharging to Hannon Creek. Recommended in the 2003 Central Mountain Stormwater Management Class EA by 

Philips Engineering Ltd, the water quality treatment for future development within the Hannon Creek Subwatershed 

would be treated by a retrofitted stormwater quantity facility, between Stone Church Road and the Dartnall Road 

interchange to improve water quality for future development. This would further enhance the water quality of the 

runoff for this segment of Dartnall Road (Philips, 2009). 

6.8 Illumination 

Dartnall Road is currently (and will continue to be) illuminated. Some illumination poles will require relocation to 

accommodate the road widening, as described in the following section. 

6.9 Utilities 

The proposed roadway improvements to Dartnall Road will involve some utility relocates. There are approximately 

25 hydro poles that will require relocation on the west side of Dartnall Road. Of these, approximately 16 poles are 

currently being used for illumination purposes. An additional approximately four (4) hydro poles will require 

relocation on the east side of Dartnall Road; none of these are currently being used for illumination purposes. 

There are additional utilities including watermains, which consists of approximately four (4) fire hydrants on the west 

side of Dartnall Road that will require relocation prior to construction. The available information indicates the 

presence of a gas main that needs to be investigated during detail design to determine if the relocation will be 

warranted prior to construction. 

6.10 Construction Staging 

Construction staging will be specified in consultation with City representatives as well as adjacent property owners 

during detail design. The staging strategy for Dartnall Road assumes the road will continue operating uninterrupted 

and will not be closed during the construction. The proposed staging consists of lane reductions shifting the traffic to 

one side of the existing road to allow the construction of one additional traffic lane on the contrary side of the road. 

Once this additional lane is constructed, the traffic will be shifted towards the new lane. This will allow the 

construction of a new lane where the traffic was in the previous stage. Once the two (2) new outer lanes are 

constructed, the traffic will be shifted to the sides of the road in each direction to allow the construction of the central 

part of the road. The final stage is to construct and grade the sidewalks, entrances and lateral roads. 

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6.11 Property Required 

As the preferred alternative recommends a control alignment shifted to the west of the existing Dartnall Road 

alignment, property requirements have been minimized. However, there are some areas within the Study Area that 

will still require some permanent property acquisition as well as limited interest to facilitate with the grading of the 

road widening. It is noted that approximately 1,350 m² of private property is required, which includes property 

acquisition from four (4) properties and an additional approximately 1,400 m² of property is required for temporary 

limited interest (grading). The extent of property requirements are illustrated in Options 1B/2B Plates 1-4. 

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7. Environmental Effects, Mitigation Measures and Monitoring 

This section describes the environmental effects and mitigation measures for the relevant components of natural, 

socio-economic and cultural environments. The design and construction documents will incorporate environmental 

protection and mitigation measures based on current Best Management Practices and City of Hamilton policies and 

procedures, in an effort to avoid or minimize adverse environmental impacts, protect identified environmental 

sensitivities and features, and optimize opportunities for restoration of any disturbed areas. 

7.1 Physical Environment 

7.1.1 Surface Water Resources 

The proposed road widening has the potential to impact the following watercourse crossings: 

• Dartnall Road South Tributary – Approximately 40 m of the permanent Hannon 

Creek tributary will be disconnected within the existing ROW and a 50 m long open 

bottom culvert will be installed on a skew, replacing the existing twin 1500 mm 

diameter CSP culverts (see adjacent photo of the existing CSP culverts). This will 

eliminate the existing 90° bend upstream from Dartnall Road, and reduce the 

channel length by approximately 40 m. Opportunities to address this remnant as a 

connected backwater feature are being considered. This design will address the 

existing watercourse deficiencies (i.e., overtopping events, shallow scour pool that dissipates energy). 

• Dartnall Road Centre Tributary – No impacts are anticipated with this ephemeral watercourse crossing 

beyond the ROW. However, a portion of the shallow roadside ditch will be displaced on the east side of 

Dartnall Road as a result of the proposed enhanced swale. 

• Dartnall Road North Tributary – No impacts are anticipated with this ephemeral watercourse crossing 

beyond the ROW. However, a portion of this drainage swale on the east side of Dartnall Road will be 

displaced as a result of the proposed enhanced swale. 

As previously mentioned, grassed swales designed with trapezoidal geometry and flat longitudinal profiles with 

largely unmaintained turf can provide excellent filtration and treatment for storm runoff from roadways. To this end, 

the proposed improvements will enhance water quality within the Glanbrook/Central Mountain (Hannon Creek) 

Subwatershed as urban runoff will be further treated before being discharged into receiving watercourses (i.e., 

Hannon Creek). 

In order to minimize impacts to surface water resources, the Contractor shall ensure applicable erosion and 

sediment control measures are in place prior to commencement of any construction activities and remain in place 

until all disturbed areas are fully stabilized. Erosion and sediment control reporting will be required to be submitted 

on a weekly basis as per the Greater Golden Horseshoe Area Conservation Authorities Erosion and Sediment 

Guideline for Urban Construction (2006). Inspections should also be carried out after every rainfall event, or 

significant snowmelt events, and on a daily basis during extended rain or snowmelt periods. The inspection and 

monitoring sheet for the reporting should use the template found in Appendix F of the Guideline. 

The three (3) Study Area watercourses and their associated natural hazard lands are regulated by the Hamilton 

Conservation Authority pursuant to their Development, Interference with Wetlands, and Alterations to Shorelines and 

Watercourses Regulation 161/06 under Ontario Regulation 97/04. Any new development, including construction and 

grading activities within the regulated area will require a permit from the conservation authority and may be subject 

to timing constraints (i.e., fisheries timing windows for in-water works and breeding birds in accordance with the 

Migratory Birds Convention Act and the Ontario Fish and Wildlife Conservation Act). 

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Information received from Transport Canada confirms their responsibility for the administration of the Navigable 

Waters Protection Act, which prohibits the construction or placement of any “works” in navigable waters without first 

obtaining approvals. The need for approval under the Navigable Waters Protection Act will be reviewed should this 

project involve work within a navigable waterway. Thus, navigability within the affected watercourses (i.e., Hannon 

Creek tributaries) will be confirmed in advance of detail design. 

Dewatering activities associated with the construction of the watercourse crossings may require a Permit To Take 

Water (PTTW) from the MOE. Water quality should be protected by prohibiting the placement of construction debris 

and empty fuel or pesticide containers within 30 m of the watercourses. Storage of waste, surplus organic material 

and topsoil on areas adjacent to watercourses must be prohibited and adequate controls should be in place 

concerning equipment refuelling, maintenance and storage of fuel containers. 

7.2 Natural Environment 

7.2.1 Designated Natural Areas 

It is recognized that the east side of the Dartnall Road Project Limits are situated within the vicinity of the Red Hill 

Creek Escarpment Environmentally Sensitive Area #52 and the Niagara Escarpment Protection Area and 

Designated Public Land. As the widening of Dartnall Road will be shifted to the west to avoid property impacts on 

the east side, impacts to the adjacent designated natural areas are considered minimal. Minimal encroachment onto 

lands beyond the existing ROW on the east side may potentially be required in the form of a limited interest for 

grading purposes. Moreover, some minor property acquisition will be required on the east side of Dartnall Road 

adjacent to the Dartnall Road South Tributary to facilitate with the proposed concrete box culvert. 

As detailed above, prescribed erosion and sedimentation control measures will be implemented where warranted to 

minimize migration of sediment into receiving watercourses and designated areas. In addition, there may be 

opportunities during detail design to minimize the extent of grading beyond the existing ROW through the 

implementation of retaining walls and/or grading slope changes. 

In a letter received from the Niagara Escarpment Commission (NEC) on November 15, 2010, it was advised that the 

NEC has no objection to the preferred road improvement option and that the area is outside of the Development 

Control Area of the Niagara Escarpment Plan and thus a Development Permit for the proposed improvements is not 

required (Appendix A). 

7.2.2 Terrestrial Habitat 

7.2.2.1 Vegetation 

The widening of Dartnall Road between Rymal Road East and The Hitch Factory (Sta. 1+520) will impact 

approximately 9,000 m 2 of groundcover beyond the existing Dartnall Road pavement. Groundcover consists of 

unpaved shoulders, manicured grassland, roadside herbaceous species, and cultural thicket vegetation adjacent to 

the Hannon Creek tributary. 

In addition, the following ELC Codes and approximate areas have the potential to be impacted by Preferred Design 

between Rymal Road East and The Hitch Factory: 

• CUW1 (Mineral Cultural Woodland) Approximately 370 m 2 

• CUM1-1 (Dry-Moist Old Field Meadow) Approximately 150 m 2 

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• HR (Hedgerow) Approximately 10 m 2 

• FOD7-4 (Fresh-Moist Black Walnut Lowland Deciduous Forest) Approximately 460 m 2 

The majority of vegetative community types found on site are relatively common within the Southern Ontario 

landscape. The exclusion includes the FOD7-4 community located on the north side of Dartnall Road at the Dartnall 

Road south tributary. This is a less common community and is ranked S2 and S3 for Ontario by the NHIC. 

However, as this site lacks key native species, it is recommended that this site be considered a disturbed natural 

forest area of a mixed coniferous character that is not S2S3 ranked described by the NHIC. 

The widening of Dartnall Road between The Hitch Factory (Sta. 1+520) and Stone Church Road East will impact 

approximately 12,300 m 2 of groundcover beyond the existing Dartnall Road pavement. Groundcover consists of 

unpaved shoulders, manicured grassland, roadside herbaceous species, cattail ditches, and swales. All impacted 

land from the proposed ditch on the east side of Dartnall Road is within the City of Hamilton’s ROW. 

For proposed Preferred Design between The Hitch Factory and Stone Church Road East, the following ELC Codes 

and approximate areas have the potential to be impacted: 

• MAM (Meadow Marsh) Approximately 3,410 m 2 

• CUM1-1 (Dry-Moist Old Field Meadow) Approximately 820 m 2 

• HR (Hedgerow) Approximately 3,220 m 2 

• CUT1 (Mineral Cultural Thicket) Approximately 270 m 2 

The vegetation community types found on this site are relatively common within the Southern Ontario landscape. All 

vegetation communities observed were relatively small, disturbed and fragmented. Although the Preferred Design 

between The Hitch Factory and Stone Church Road East has a slightly greater impact on the terrestrial 

environmental features, those lands within the ditch system on the east side of Dartnall Road will require appropriate 

mitigation in the form of a re-vegetation plan during detail design. This plan will ensure the extent of vegetation 

removal in creating the enhanced swale will be replaced to create a naturalized ditch. 

The City will aim to minimize removal of groundcover, roadside vegetation, treed areas, and other vegetation. 

However, removal will be necessary in some cases along the following sections: 

• Rymal Road to The Hitch Factory - will require the removal of approximately 40 coniferous trees. Species 

include flowering cherry (Prunus (spp.)), ivory silk lilac (Syringa reticulate), buckthorn (Rhamnus (spp.)), and 

white ash (Fraxinus Americana); 

• The Hitch Factory to Stone Church Road East - will require the removal of approximately 50 coniferous trees. 

Species include Norway maple (Acer platanoides), white ash (Fraxinus Americana), honeylocust (Gleditsia 

triacanthos), and green ash (Fraxinus pennsylvanica); and 

• One (1) coniferous tree (the Manitoba maple (Acer negundo) may be impacted within the northwest quadrant of 

the Dartnall Road/Rymal Road intersection. 

Although there are a considerable number of trees that require removal in 

creating the enhanced swale, the 2008 tree inventory has determined that out of 

the approximately 25 trees that are to be removed in creating the swale, 

approximately 20 of these trees were documented as already dead and/or fallen 

(see adjacent photo along east side of Dartnall Road near Stone Church Road). 

Tree removal will be determined by the City’s Forestry and Horticultural Section. 

The development and implementation of a Tree Management Plan and adherence to the City’s Tree Preservation 

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and Protective Measures for Trees Affected by Construction Policy and Restoration Policy – Municipally Owned 

Lands and Public Tree Removal Policy will be applied. Trees on private property that have the potential to be 

affected as a result of road widening or construction will be identified prior to, or during, detail design and may 

require the development of further strategies for mitigating these impacts. 

In addition, in an effort to compensate for trees and other vegetation removed, and to enhance the aesthetics of the 

works and reduce any potential visually intrusive effects, streetscaping may be provided, as appropriate, in 

accordance with the City of Hamilton Street Tree Planting Policy – Planning and Design. 

7.2.2.2 Wildlife 

The effects of habitat removal on wildlife can be mitigated through the following measures: 

• Avoid vegetation clearing during wildlife breeding seasons, primarily March 15 th to July 31 st ; 

• Disperse, capture and relocate wildlife prior to vegetation clearing; 

• Install a temporary tree protection barrier around trees to be protected during construction; and 

• Any wildlife encountered during construction should not be knowingly harmed. 

It is noted that the most obvious and potentially effective locations to install culverts suitable for wildlife passage are 

at existing creek crossing locations. Thus, it is recommended that the culvert improvements are enhanced to 

accommodate the safe passage of local wildlife. Opportunities for additional dry culverts to facilitate with the 

passage of wildlife should be considered as part of the proposed roadway improvements during detail design. The 

terrestrial environment report suggested consideration of a dry culvert under ELC polygon 14, which includes a 

hedgerow and a small drainage feature that links in to the Mount Albion Conservation Area and ESA 52. 

7.2.2.3 Breeding Birds 

If vegetation clearing cannot be avoided during the breeding bird season (May 1 st to July 31 st ), then an avian 

biologist must be employed to conduct a nest survey in the area to be cleared. If active nests of migratory birds are 

found, then a mitigation plan must be developed and approved by Environment Canada prior to clearing. This may 

involve delays to allow for fledging. 

The proponent must also make sure that no active nests are removed/disturbed, and that all inactive nests are 

removed from all culverts prior to construction. 

7.2.2.4 Species at Risk 

While there are no endangered/threatened species identified or anticipated to occur within the Study Area and 

footprint of the proposed works, the potential for Milksnake and American Badger occurrences within the Study Area 

have been identified. Since the Milksnake is a Species of Special Concern and the American Badger is listed as 

Endangered, as recognized by COSEWIC and COSSARO, and the Western Chorus Frog is listed as Threatened, as 

recognized by COSEWIC special management plans for these species may be required if identified within the Study 

Area during the detail design phase. 

If considered warranted and feasible by the City of Hamilton, retaining walls and barrier fencing shall be considered 

during detail design in consultation with Hamilton Conservation Authority to funnel wildlife to the culverts to allow 

adequate provision for the safe passage of small wildlife, in order to maintain continuity of existing wildlife movement 

patterns and to lessen the risk of mortality. This is particularly important for the American Badger where previously 

completed studies have concluded that Badgers use culverts to cross roads. 

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The City shall liaise with the Ministry of Natural Resources Species at Risk Biologist at the commencement of the 

detail design process to acquire up to date information and to confirm the need for any special management plans 

and/or compliance with environmental statutes. 

7.2.3 Aquatic Habitat 

As detailed in Section 7.1.1, the Preferred Design from Rymal Road to The Hitch Factory will impact a portion of the 

Dartnall Road South Tributary. Brook stickleback (Culaea inconstans) have been previously documented within this 

reach. Although the physical habitat within this watercourse has the potential to provide reasonably good quality fish 

habitat, no fish were observed/captured during the May and August 2010 field investigations conducted by C. Portt 

and Associates. It is noted that the lack of fish as well as large invertebrates is likely due to poor water quality. A 

summary of specific considerations for the mitigation of impacts to this tributary includes: 

• Design and implementation of a sediment control plan. 

• Implementation of a spring exclusion period (April 1 to June 30) for in-water work to protect the spawning runs of 

migratory fishes in Red Hill Creek, downstream of the Niagara Escarpment. 

• Any culvert replacement or extension should use a properly sized, open footing or embedded design, to ensure 

that the resulting structure will not present a barrier to upstream fish movement, and that natural substrate will be 

maintained within the culvert to provide fish habitat. 

• Removal of fish from the construction area if fish were present at the time of construction, which is considered 

unlikely. 

The Preferred Design from The Hitch Factory to Stone Church Road East will also impact two (2) culvert crossings, 

including the Dartnall Road Centre Tributary and the Dartnall Road North Tributary. These crossings are ephemeral 

watercourses and it is unlikely that works on this watercourse crossing, regardless of the season, would have 

negative impacts on fish habitat in Hannon Creek, provided that adequate sediment controls are implemented. No 

fish were observed/captured during the May and August 2010 field investigations conducted by C. Portt and 

Associates. 

Proposed changes to the Dartnall Road South Tributary on the west side of Dartnall will need approvals by the 

Hamilton Conservation Authority and/or the Department of Fisheries and Oceans. 

7.3 Socio-Economic Environment 

7.3.1 Property 

The Preferred Design from Rymal Road to The Hitch Factory will result in approximately eight (8) properties being 

indirectly impacted through the loss of a portion of their manicured lawn/aesthetic landscaping and parking areas 

that are currently located within the existing right-of-way. However, parking will continue to be permitted in front of 

the buildings. There are no effects to the existing land uses on the east side of Dartnall Road, approaching the 

northern limits of the Study Area. Permanent property acquisition of approximately 800 m² of land on both sides of 

Dartnall Road will be required, and as a result of the widening, approximately 20 property entrances will need to be 

slightly modified (shortened to accommodate the wider roadway). Approximately six (6) of these properties have 

dual entrances. 

The Preferred Design from The Hitch Factory to Stone Church Road East will impact existing land uses on the east 

side of Dartnall Road and involve some removal of cattail, ditch and open space within the City’s ROW. The 

business property on the west side currently stockpiles topsoil, rock and manure in the area of proposed boulevard 

and sidewalk. Some of the products will need to be relocated (including the concrete block wall). There will be a 

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permanent property acquisition of approximately 550 m² of land on the west side of Dartnall Road. Two (2) property 

entrances will need to be modified. 

The City will initiate the formal property acquisition process with the affected properties during the detail design 

phase. 

The road widening will facilitate access and movement in support of existing roadways as well as the Lincoln 

Alexander Parkway. The additional lanes will maximize access and efficiency of local corridors for goods 

movement/truck routes. During detail design, a traffic management plan will be developed to confirm how traffic will 

be accommodated during construction. 

7.3.2 Access 

Access through the Study Area will be maintained during construction, with one (1) lane open in each direction at all 

times. Emergency services (i.e., fire, ambulance, etc.) access will be maintained at all times. Traffic delay can be 

expected during construction. 

Construction in the corridor will also temporarily impact access to existing commercial and residential properties– 

although access will be maintained to all properties during construction. Timing of construction activities can be 

coordinated with adjacent property owners to mitigate some of these impacts. Although school or city bus routes will 

not change during construction, some delays can be expected. 

After construction, access throughout the entire Study Area and to adjacent businesses and residences will be 

significantly improved with the additional lane capacity and the new continuous left-turn lane. This will improve traffic 

flow and allow vehicles to safely turn into adjacent properties and private driveway accesses on Dartnall Road. 

7.3.3 Open Space 

Impacts on adjacent future Open Space is limited because the new road alignment will be shifted to the west. 

However, the Preferred Design from The Hitch Factory to Stone Church Road East will infringe on a portion of lands 

designated as Niagara Escarpment Protection Area and the Billy Monkley Bird Sanctuary predominately within the 

City’s ROW. These impacts are considered to be minor (i.e., sliver impacts) and prescribed mitigation will be 

implemented appropriately where necessary in order to minimize grading impacts. 

7.3.4 Noise and Air Quality 

There is minimal impact to noise sensitive receptors as the Study Area is comprised predominantly of 

industrial/commercial land uses with few residential establishments. Construction activity will be restricted to 

daytime hours, and the local noise by-laws will be adhered to during construction. To minimize air quality impacts 

due to dust, standard dust control measures will be implemented, which may include the application of water and 

calcium chloride during construction. 

7.3.5 Property Waste and Contamination 

Several potential sources of contamination were identified within the Study Area Corridor as discussed in Section 

4.6.11. Any soils that are removed during construction should be tested for contaminants that may have been used 

or dumped along the corridor limits. If the soils are contaminated, the City of Hamilton Contaminated Sites 

Management Program for Municipal Works measures will be implemented and will follow appropriate soil 

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management practices including testing and disposing of contaminated soils using licensed haulers and disposal 

facilities. All construction activities must be carried out in such a way as to avoid contamination of soils. 

7.4 Cultural Environment 

7.4.1 Built Heritage 

The South Mountain Area TMP identifies two (2) built heritage features adjacent to the escarpment rail trail (which is 

considered a cultural landscape unit), including a mill (c. 1949) and a group of three (3) silos within the Dartnall Road 

Study Area. However, none of the proposed road improvements will impact these features. 

7.4.2 Archaeology 

The Dartnall Road Study Area has some archaeological potential that should be further considered given its 

proximity to watercourse features. There are a number of known existing features that should be further examined 

as well. This includes the location of the former Hannon Post Office (c. 1850s) in the northwest quadrant of the 

Dartnall Road/Rymal Road intersection, and the former Pearson House which was located on the east side of 

Dartnall Road, south of the Hannon Creek tributary. All grounds beyond the limits of the existing ditch line should be 

subject to a Stage 2 Assessment, as there is the potential for additional archaeological resources given the site’s 

proximity to the Hannon Creek tributary. A Stage 2 Archaeological Assessment has been completed. No 

archaeological resources were recovered and it was recommended that no further archaeological work is required. 

Should buried archaeological deposits be found along any section of the corridor during construction activities, work 

will stop in that location and the Ministry of Tourism and Culture and any relevant First Nations will be immediately 

notified. In the event that human remains are encountered during construction activities, work will stop in that 

location and the Ministry of Tourism and Culture, the Registrar or Deputy Registrar of the Cemeteries Regulation 

Unit for the Ministry of Consumer and Commercial Relations, the Hamilton Police Service and any relevant First 

Nations will be immediately notified. 

7.5 Utilities 

As detailed in Section 6.9 above, the proposed road widening will involve some utility relocates. Formal definition of 

impacts on utilities will be determined during detail design. 

7.6 Construction Staging 

As detailed in Section 6.10 above, there will be some inconvenience during construction/construction staging for 

pedestrians and vehicular traffic. It is noted that impacts will be temporary in nature and the City will attempt to 

mitigate impacts as much as possible during detail design and construction through construction staging plans and 

traffic management plans. 

The construction site will be easily accessible for the construction equipment and may accommodate some material 

storage on the side of the road without stockpiling. 

7.7 Summary of Environmental Impacts, Mitigation and Commitments to Future Work 

A summary of the potential impacts to the natural, socio-economic and cultural environments, along with the 

recommended mitigation measures, are provided in Table 15. 

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Table 15. Anticipated Impacts, Proposed Mitigation Measures and Commitments to Future Work 

FACTOR ANTICIPATED IMPACT PROPOSED MITIGATION AND COMMITMENTS TO FUTURE WORK 

Surface Water 

Resources 

Designated 

Natural Areas 

Impacts to three (3) 

watercourse crossings (i.e., 

Dartnall Road south, centre, 

and north tributaries). 

Encroachment onto 

designated Niagara 

Escarpment Lands and 

ESA #52. 

• Contractor shall ensure applicable erosion and sediment control measures are in place prior to commencement of any 

construction activities and remain in place until all disturbed areas are fully stabilized. An erosion and sediment 

management plan will be submitted to the HCA during detail design. 

• Erosion and sediment control reporting in accordance with the Greater Golden Horseshoe Area Conservation Authorities 

Erosion and Sediment Guideline for Urban Construction (2006). 

• Watercourses and their associated natural hazard lands are regulated by the Hamilton Conservation Authority pursuant 

to their Development, Interference with Wetlands, and Alterations to Shorelines and Watercourses Regulation 161/06 

under Ontario Regulation 97/04. Any new development, including construction and grading activities within the regulated 

area will require a permit from the conservation authority and may be subject to timing constraints (i.e., fisheries timing 

windows for in-water works and breeding birds in accordance with the Migratory Birds Convention Act and the Ontario 

Fish and Wildlife Conservation Act). 

• The need for approval under the Navigable Waters Protection Act will be reviewed should this project involve work within 

a navigable waterway. Thus, navigability within the affected watercourses (i.e., Hannon Creek tributaries) will be 

confirmed in advance of detail design. 

• If construction dewatering discharge is greater than 50,000 litres per day, a Permit to Take Water (PTTW) will be secured 

from the MOE in accordance with the PTTW Manual (2005). 

• Work will be controlled to prevent entry of harmful materials into the watercourses. 

• Fuels should not be stored closer than 30 m to the edge of a water body. 

• Machines should be turned off when not in use. 

• Any associated waste should be disposed of in an appropriate manner. 

• Water quality treatment will meet minimum Ministry of Environment requirements. 

• Prescribed erosion and sedimentation control measures will be implemented where warranted to minimize migration of 

sediment into receiving watercourses and designated areas. An erosion and sediment management plan will be 

submitted to the HCA during detail design. 

• There may be opportunities during detail design to minimize the extent of grading beyond the existing ROW through the 

implementation of retaining walls and/or grading slope changes. 

• NEC has no objection to the preferred road improvement option and that the area is outside of the Development Control 

Area of the Niagara Escarpment Plan and thus a Development Permit for the proposed improvements is not required. 

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Terrestrial 

Habitat 

Wildlife 

Removal of existing trees • Tree removal, planting and protection during construction will be as per the City of Hamilton Public Tree Removal Policy, 

and other vegetation along 

and the City’s Tree Preservation and Protective Measures for Trees Affected by Construction Policy. 

the Dartnall Road corridor. 

• Trees on private property that may be affected as a result of the road widening or during construction will be identified 

prior to or during detail design and may require the development of further strategies to mitigate these impacts. 

• In order to compensate for trees and other vegetation removed, and to enhance the aesthetics of the works and reduce 

any potential visually intrusive effects, streetscaping will be provided throughout the corridor, as appropriate, in 

accordance with the City of Hamilton Street Tree Planting Policy – Planning and Design. 

• The work zone will be delineated using construction fencing/tree protection barriers. There will be a clear delineation of 

vegetation clearing zones and vegetation retention zones in both the Contract documents and in the field to minimize the 

risk of unnecessary vegetation effects and avoid incidental impacts as a result of temporary stockpiling, debris disposal 

and access. 

• Disturbed areas will be restored with native seed mix. 

• Native, non-invasive, complementary vegetation will be planted to compensate for vegetation removals. 

Impacts to wildlife. • Within the Study Area, the Dartnall Road corridor supports wildlife species that are tolerant of urban conditions and 

human disturbance. Impacts to wildlife associated with this undertaking are therefore considered relatively minor. 

• Vegetation clearing will be avoided during wildlife breeding seasons, primarily March 15th to July 31st, to further minimize 

impacts. 

• Wildlife will be dispersed, captured and relocated prior to vegetation clearing. 

• Any wildlife incidentally encountered during construction will not be knowingly harmed. 

• It is recommended that the culvert improvements are enhanced to accommodate local wildlife. 

• Opportunities for additional dry culverts to facilitate with the passage of wildlife should be considered as part of the 

proposed roadway improvements during detail design. Specific consideration should be afforded to those lands labelled 

as ELC Polygon 14 within the terrestrial environment report. 

Impacts to breeding birds. • If clearing cannot be avoided during the breeding bird season (May 1st to July 31st), then an avian biologist will be 

employed to conduct a nest survey in the area to be cleared. If active nests of migratory birds are located then a 

mitigation plan will be developed and approved by Environment Canada prior to clearing. This may involve delays to 

allow for fledging. 

• Ensure that “inactive” nests (previous season nests, and nests where adult birds are not seen flying in and out) are 

removed at all culverts prior to construction. 

• Ensure that no active nests will be removed / disturbed in accordance with the Migratory Birds Convention Act. 

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Impacts to Species at Risk. • While there are no endangered/threatened species identified or anticipated to occur within the Study Area and footprint of 

the proposed works, the potential for Milksnake and American Badger occurrences within the Study Area have been 

identified. Since the Milksnake is a Species of Special Concern and the American Badger is listed as Endangered, as 

recognized by COSEWIC and COSSARO, and the Western Chorus Frog is listed as Threatened, as recognized by 

COSEWIC special management plans for these species may be required if identified within the Study Area during the 

detail design phase. 

• If considered warranted and feasible by the City of Hamilton, retaining walls and barrier fencing shall be considered 

during detail design in consultation with Hamilton Conservation Authority to funnel wildlife to the culverts to allow 

adequate provision for the safe passage of small wildlife, in order to maintain continuity of existing wildlife movement 

patterns and to lessen the risk of mortality. 

Impact on fisheries or 

aquatic habitat. 

Fish and 

Aquatic Habitat 

Socio- 

Economic 

Environment 

Dartnall Road South Tributary: 

• Design and implementation of a sediment control plan. 

• Implementation of a spring exclusion period (April 1 to June 30) for inwater work to protect the spawning runs of 

migratory fishes in Red Hill Creek, downstream of the Niagara Escarpment. 

• Any culvert replacement or extension should use a properly sized, open footing or embedded design, to ensure that the 

resulting structure will not present a barrier to upstream fish movement, and that natural substrate will be maintained 

within the culvert to provide fish habitat. 

• Removal of fish from the construction area if fish were present at the time of construction, which is considered unlikely. 

• Proposed changes to the Dartnall Road South Tributary on the west side of Dartnall will need approvals by the Hamilton 

Conservation Authority and/or the Department of Fisheries and Oceans. 

Dartnall Road Centre and North Tributaries 

• Design and implementation of a sediment control plan shall be implemented. 

Property. • Minor acquisition will be required for the Dartnall Road improvements. 

• The formal acquisition process will be initiated during detail design. 

Access. • Maintain access to individual driveways during construction. 

• More travelling lanes will improve the level of service and safety within the Dartnall Road corridor. A continuous centre 

left turn lane throughout the corridor will improve traffic flow and allow vehicles to safely turn into adjacent properties and 

private driveway accesses on Dartnall Road. 

Safety for pedestrians, 

cyclists and motorists. 

Encroachment impacts to 

the Billy Monkley Bird 

Sanctuary and Niagara 

Escarpment Protection 

Area. 

• The widening will include a 1.5 m sidewalk throughout this alternative on the west side of Dartnall Road. 

• No bike lanes are proposed. However, the Study Area is adjacent to the Escarpment Rail Trail, which is a north-south 

multi-use path immediately west of Dartnall Road. 

• Potential to be impacted by grading. 

• Prescribed mitigation will be implemented where appropriate in order to minimize grading impacts. 

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Archaeology 

Utilities 

Construction 

Staging 

Short-term noise associated 

with construction vehicles 

and activity. 

Potential for impacts from 

dust during construction. 

Potential for removal of 

contaminated soils. 

Discovery of archaeological 

findings/human remains. 

Relocation of existing 

utilities. 

Inconvenience during 

construction/construction 

staging for pedestrian and 

vehicular traffic. 

• Construction activities are to comply with the requirements of municipal Noise By-Law 03-020. Any initial complaint from 

the public will require verification that the general noise control measures agreed to are in effect, any noise concerns will 

be investigated, and the contractor warned of any problems. 

• To minimize air quality impacts due to dust, water and calcium chloride will be applied during construction. 

• Construction activities must be carried out in such a way as to avoid contamination of soils. 

• All equipment must be property maintained, free of oil leaks and in good working order to minimize any spillage, noise or 

air emission impacts. 

• Avoidance of adverse impacts from fuel, oil or other spills will be avoided by providing a temporary granular surface over 

geo-textile for such equipment as compressors and generators. Spill absorbency materials will be available at 

designated sites for immediate use, if necessary. 

• Any soils removed during construction must be tested for contaminants that may have been used or dumped along the 

corridor limits. If the soils are contaminated, the City of Hamilton Contaminated Sites Management Program for 

Municipal Works measures will be implemented and will follow appropriate soil management practices including testing 

and disposing of contaminated soils using licensed haulers and disposal facilities. 

• Immediately contact appropriate ministries and First Nations if any deeply buried deposits are found, or in the event that 

human remains are encountered. 

• Existing utilities will need to be relocated. Formal definition of impacts on utilities will be determined during detail design. 

• Impacts will be temporary in nature. The City will attempt to mitigate impacts as much as possible during detail design 

and construction through construction staging plans and traffic management plans. 

84

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7.8 Monitoring 

Proper monitoring during and post construction is an important component of the successful 

implementation of the proposed improvements. The following provides a general guideline to 

ensure that contractors are made aware of environmental considerations so that standards and 

commitments for both construction and operation are met. 

In advance of construction, monitoring activities to be carried out by the Contract Administrator 

should include: 

a) Reviewing the ESR and Contract Documents to confirm all environmental conditions and 

obligations. 

b) Ensuring all permits and approvals have been obtained prior to onset of construction. 

c) Ensuring obligations in the Contract Package are met, including: 

• Erosion and Sediment Control Plan; 

• Fuel/oil storage containment is located away from the watercourses and other 

drainage ditches that discharge into these watercourses; and 

• Spill, contingency and emergency response plans. 

During construction activities, the Contract Administrator/Inspection Staff will be responsible for 

monitoring the mitigation measures prescribed in this ESR and included within the Contract 

Documents to ensure that they are implemented properly and are operating effectively. 

Immediate action will be taken to correct non-functioning mitigation measures and appropriate 

agencies will be contacted to provide further input. 

Furthermore, the Contract Administrator/Inspection Staff will be responsible for identifying any 

activities that may cause negative environmental impacts, that are different or at a greater level of 

intensity than anticipated, and which may be in contravention with applicable environmental 

regulations. In such instances, the Contract Administrator will take the necessary steps to modify 

the Contractor’s method(s) of operation to reduce those impacts or recommend immediate 

suspension of specific construction activities. 

After construction, a final clean up of the construction zone or working area should be carried out 

by the Contractor once all construction activities have been completed. The purpose of the postconstruction 

monitoring and environmental inspection program is to ensure, to the extent 

possible, that lands disturbed as a result of construction activities will be restored to their original 

use and condition as soon as possible after construction. 

To ensure that restoration efforts have been carried out in a satisfactory manner, the Contract 

Administrator/Inspector will be responsible for carrying out a visual inspection of: 

a) All disturbed lands within the study limits; and 

b) All lands where sodding or seeding has occurred. 

At this time, environmental sensitivities that have been developed after construction will be 

identified. In the event that a problem or issue is identified, it will be addressed at on-site 

meetings with the Contractor.

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8. References 

AECOM Canada Ltd. 2008. Transportation and Traffic Analysis Report. Prepared by AECOM 

Canada Ltd. for the City of Hamilton. 

AquaLogic Consulting. 2009. Fluvial Geomorphology and Fish Habitat Summary Assessment 

Hannon Creek Tributary – Dartnall Road Class EA, City of Hamilton. Prepared for AMEC Earth 

and Environmental. 

Archaeological Services. 2006. Stage 1 Archaeological Assessment – Rymal Road Planning 

Area (ROPA 9 Lands) Master Plan Class Environmental Assessment Study. Prepared for the 

City of Hamilton. 

C. Portt and Associates. 2010. Dartnall Road and Rymal Road Fish Habitat Assessment. 

Prepared for the City of Hamilton. 

Chapman, L.J. and D.F. Putnam. 1984. The Physiography of Southern Ontario Third Edition: 

Ontario Geological Survey Special Volume 2. Ministry of Natural Resources. 

City of Hamilton. 2009. Cycling Master Plan (PW09068) Public Works Committee Outstanding 

Business List. Prepared by the City of Hamilton Public Works Department. 

City of Hamilton. 2000. South Mountain Area Transportation Master Plan Study. 

City of Hamilton. 2006. City of Hamilton Official Plan. 

City of Hamilton. 2006. Rural Hamilton Official Plan. 

City of Hamilton. 2009. Urban Hamilton Official Plan. 

Department of the Environment. 1972. The Canada Land Inventory, Report No. 2 – 1965 

(Reprinted – 1969, 1972). Soil Capability Classification for Agriculture. 

Dillon Consulting Ltd. 2006. South Mountain Area Transportation Master Plan Review. 

Prepared by Dillon Consulting Ltd. for the City of Hamilton. 

Dougan & Associates. 2010. City of Hamilton: Dartnall Road & Rymal Road Class 

Environmental Assessment Terrestrial Environment. Prepared for the City of Hamilton. 

Ecoplans Limited. May 2010. Hamilton’s Cycling Master Plan – Shifting Gears 2009. Prepared 

for the City of Hamilton. 

Fisheries and Oceans Canada. 2010. Distribution of Fish Species at Risk – Hamilton 

Conservation. 

Hamilton Conservation Site Summary. 2009. Red Hill Creek Escarpment Valley Site Summary. 

Hertzman et. al. 1987. Upper Ottawa Street Landfill Site Health Study. 

IBI Group and Dillon Consulting in association with MRC. 2007. Hamilton Transportation Master 

Plan. Prepared by IBI Group and Dillon Consulting in association with MRC for the City of 

Hamilton.

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IBI Group and Dillon Consulting. 2007. Road Network Strategy Working Paper. Prepared by IBI 

Group and Dillon Consulting for the City of Hamilton. 

iTRANS Consulting Inc. Consulting Inc. 2006. Rymal Road Planning Area (ROPA 9) Master 

Plan Class Environmental Assessment Phases 1 & 2. Prepared for the City of Hamilton. 

iTRANS Consulting Inc. Consulting Inc. 2007. Trinity Church Arterial Corridor Class 

Environmental Assessment Study Phase 3 and 4. Prepared for the City of Hamilton. 

Jacques Whitford. 2008. Stage 1 Archaeological Assessment, Proposed Dartnall Road 

Widening, Lots 2 and 3, Concession 8, Township of Barton, City of Hamilton, Ontario. Prepared 

by Jacques Whitford for the City of Hamilton. 

Lee, H., W. Bakowsky, J. Riley, J. Bowles, M. Puddister, P. Uhlig, and S. McMurray. 1998. 

Ecological Land 

Classification for Southern Ontario: First Approximation and its Application. Ontario Ministry of 

Natural 

Resources, Southcentral Sciences Section, Science Development and Transfer Branch, SCSS 

Field Guide FG-02. 

Ministry of Municipal Affairs and Housing (MMAH). 28, February 2005b. Greenbelt Plan. 

Ministry of Municipal Affairs and Housing (MMAH). 2005. Provincial Policy Statement. 

Ministry of Natural Resources (MNR). 1978. 1:10 000 Scale Forest Stand Map Inventory. 

Ministry of Public Infrastructure Renewal (MPIR). 2006. Places to Grow Better Choices. Brighter 

Future. Growth Plan for the Greater Golden Horseshoe. Prepared for the Government of Ontario. 

MRC and Ecoplans. 2006. North Glanbrook Industrial Business Park Transportation Master 

Plan. Prepared by MRC and Ecoplans for the City of Hamilton. 

MRC and Ecoplans. 2007. Dartnall Road Extension Class Environmental Assessment. 

Prepared by MRC and Ecoplans for the City of Hamilton. 

Municipal Engineers Association. October 2000, as amended in 2007. Municipal Class 

Environmental Assessment. Approved by Order-in-Council no. 1923/2000. 

Ontario Ministry of Agriculture, Food and Rural Affairs (OMAFRA). 2007. Soil Attribute 

Information by Municipality for Southern Ontario. Prepared by OMAFRA GIS Unit. 

Philips Engineering Ltd. 2003. Mountain Brow Boulevard Crossing and Central Mountain 

Stormwater Management Class Environmental Assessment. Prepared by Philips Engineering 

Ltd. for the City of Hamilton. 

Planning Act, R.S.O. 1990, Chapter p. 13. Last amendment: 2006, C. 32, Sched. C, ss. 47, 48. 

Present, Wicklund, and Matthews. 1965. Soils of Wentworth County - Report No. 32 of the 

Ontario Soil Survey. Prepared jointly by the Research Branch, Canada Department of 

Agriculture, and the Ontario Agricultural College for the Ontario Department of Agriculture and the 

Canada Department of Agriculture. 

Province of Ontario. 2005. The Niagara Escarpment Plan.

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Regional Municipality of Hamilton-Wentworth, 2005. Towards a Sustainable Region Hamilton- 

Wentworth Official Plan. 

Strybos Barron King. 2008. Tree Inventory Dartnall Road - Stone Church Road to Rymal Road. 

Letter prepared for the City of Hamilton. 

TSH et. al. 2008. Hannon Creek Subwatershed – North Glanbrook Industrial Business Park 

Master Drainage Plan. Prepared by TSH et. al. for the City of Hamilton.

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Websites 

http://nhic.mnr.gov.on.ca/MNR/nhic/species.cfm 

http://www.cosewic.gc.ca/ 

http://www.escarpment.org/home/index.php 

http://www.geographynetwork.ca/website/obm/viewer.htm 

http://www.hamilton.ca/ 

http://www.mah.gov.on.ca/ 

http://www.speciesatrisk.gc.ca/default_e.cfm

Environmental Study Report - City of Hamilton

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