Preliminary Alternatives Report: Alternatives to the Undertaking

4. Alternatives to the Undertaking

4.1 Generation of "Alternatives to" the Undertaking

To resolve the identified problems and the short term (0 to 10 years) to longer term (10 to 20 years) transportation service needs for the Highway 417 corridor within the project limits, the following "Alternatives to" the undertaking were considered:

• Do Nothing;
• Alternative Modes - Rail, Water and Air;
• Alternative Mode - Bus and Rail Transit;
• Alternative Road Solutions:
  • Diversion of traffic to other roads;
  • Transportation demand management (TDM), including car pool lots, ramp metering and advanced traffic management systems (ATMS);
  • Improve existing highway:
    • Major widening with general purpose lanes;
    • Major widening high occupancy vehicle lane;
    • Strategic widening with general purpose lanes;
    • Strategic widening with high occupancy vehicle lanes;
  • New provincial highway.

4.1.1 Initial Screening of Alternatives

The Project Team completed an initial screening of the alternatives listed above to reduce the list to include alternatives that could reasonably address the identified transportation problems and opportunities in the study area. The following alternative strategies were screened out by the Project Team as being impractical stand-alone solutions:

Alternative Modes - Rail, water and air

Regular rail, water and air services were considered but were not carried forward because rail, water and air transportation links serve primarily long distance travelers and must be supported locally by transit and road infrastructure. Their ability to address travel demand in the Study Area is therefore limited. In addition, there would be substantial capital investment required to implement any of these services. It is improbable that improvements to these services would be available in the study area within the 20-year planning horizon of this study. Furthermore, the implementation of these alternatives would result in significant environmental and property impacts since the construction of additional facilities would need to occur in urban areas. Note that rail transit service is considered under Alternative Modes - Transit.

Alternative Road Solutions - Diversion of traffic to other roads

The diversion of traffic to other roads as a means of accommodating future travel demands was considered but was not carried forward as a stand-alone solution due to unacceptable social, economic and cost impacts. As the existing municipal road network is currently functioning at or near capacity, the diversion of additional traffic to the municipal road network would necessitate significant improvements, mainly in the form of additional lanes. Recognizing the density of development immediately adjacent to these streets, the impacts would be unacceptable.

Alternative Road Solutions - New provincial highway

A new provincial highway corridor (i.e. Outer Transportation Corridor) was considered but was not carried forward as a stand-alone solution for the Queensway corridor because it does not address the existing and future transportation needs within the Queensway corridor in terms of easy/direct access to services proximal to the Queensway. Furthermore, it is improbable that a new facility will be constructed within the 20-year planning horizon of this study. The Outer Transportation Corridor project is considered a 30-year planning initiative.

4.1.2 Description of Alternatives Carried Forward

The remaining alternatives to the undertaking were judged to be functionally distinct and considered as possibly satisfying the short to longer term provincial objectives except for the Do Nothing alternative which was carried forward for comparison. Each is described below.

Do Nothing Alternative

The Do Nothing alternative includes no improvements to the transportation system along the Highway 417 corridor beyond projects currently programmed (i.e., those on the capital program or in the environmental assessment process). Under this alternative, the existing configuration of through lanes and interchanges would remain unchanged. Minor geometric improvements could be considered to address operational and safety concerns.

Alternative Mode -- Transit

Transit was considered as a stand-alone alternative to accommodate future travel demands. Expansion of transit (bus, light rail) would be a municipal undertaking. In addition to considering transit as a standalone alternative, the target transit share from the Ottawa OP and TMP work was incorporated into the other "Alternatives to" the undertaking carried forward.

Significant improvements to the existing and planned transit infrastructure, above those identified in the City's Rapid Transit Expansion Study (RTES), would be required to accommodate projected future travel demands for the Queensway corridor. The recommended network from RTES included the planned bus transitway adjacent to the Queensway corridor west of Woodroffe Avenue and future bus and light rail west of Richmond Road. The recommended network on the east side of the City included the existing bus transitway adjacent to the Queensway from Alta Vista / Vanier Parkway interchange easterly.

Under the Alternative Mode - Transit alternative, the existing configuration of through lanes and interchanges on Highway 417 would remain unchanged. Minor geometric improvements could be considered to address operational and safety concerns.

Alternative Road Solutions - Transportation Demand Management (TDM) Measures/ATMS

Transportation demand management measures reflect the use of trip reduction techniques or other mechanisms that relocate trips to non-peak period times. Specific measures include the provisions of carpooling lots, ramp metering and advanced traffic management systems to manage travel demands in the Queensway corridor. Under this alternative, the existing configuration of through lanes and interchanges would remain unchanged. Minor geometric improvements could be considered to address operational and safety concerns.

Alternative Road Solutions - Improve Existing Highway -- Major Widening and Interchange Improvements

This alternative includes major widening to provide additional through lanes throughout the corridor and to upgrade the facility to current design standards, including standard lane, median and shoulder widths. Major interchange improvements would be considered to address operational requirements and identified problems. Significant property acquisition would be required throughout the corridor to accommodate these improvements.

Alternative Road Solutions - Improve Existing Highway -- Strategic Widening and Interchange Improvements

This alternative includes strategic widening to provide eight basic through lanes from Highway 416 to Ottawa Road 174 and six basic through lanes from Ottawa Road 174 easterly to Anderson Road. Existing lane and shoulder widths would generally be maintained. Generally, the existing median width would remain. Minor interchange improvements would be considered to address operational requirements and identified problems. Limited property acquisition would be required throughout the corridor to accommodate these improvements.

Alternative Road Solutions - High Occupancy Vehicles -- Major Widening to Add HOV Lane

Major widening to provide additional through lanes throughout the corridor for high occupancy vehicles (HOV) was considered as an alternative to increase person throughput when compared with general purpose lanes. The HOV lanes would be designated for use by vehicles with two or more occupants. Significant property acquisition would be required throughout the corridor to accommodate the additional HOV lanes, shoulders and the associated buffer separation between the HOV lane and the adjacent general purpose lane.

Alternative Road Solutions - High Occupancy Vehicles -- Strategic Widening to Add HOV Lane

Strategic widening to provide high occupancy vehicle lanes throughout the corridor was considered as an alternative to increase person throughput. This alternative would involve the conversion of the existing median lane in each direction where eight lanes currently exist and the addition of through lanes to accommodate high occupancy vehicles for the remaining sections. Existing shoulder widths would remain. No buffer separation between the HOV lane and the adjacent general purpose lane would be provided. Limited property acquisition would be required at various locations in the corridor.

4.2 Assessment of "Alternatives to" the Undertaking

The evaluation of "Alternatives to" the undertaking was based on a comparative analysis of environmental, engineering and cost factors, which was carried out at a planning level of detail. The following were taken into consideration:

• Ability to solve transportation problems;
• Ability to address transportation opportunities;
• Achievement of goals and objectives;
• Potential net environmental effects in terms of the natural, social and cultural environments, including anticipated mitigation effort;
• Property requirements and comparative impact on land use; and
• Comparative costs.

A discussion of the assessment of the "Alternatives to" the undertaking, which were carried forward, follows and is summarized in Table 3.

Do Nothing Alternative

The Do Nothing alternative does not address existing and future transportation problems including operational and capacity concerns. The existing cross section is insufficient to accommodate future travel demand. Driver frustration will continue to increase as traffic volumes rise resulting in greater potential for collisions. The Do Nothing alternative does not address opportunities and does not help achieve the goals and objectives defined for this project.

The Do Nothing alternative would not require the acquisition of additional property and therefore would not impact on adjacent land uses. There would be few impacts to the natural, social or cultural environments. There would be increased user costs associated with more frequent disruption due to increased maintenance.

Because of the constricted right-of-way for the existing eight-lane section of the study area, the Do Nothing alternative was identified as the recommended "Alternative to" the undertaking between Carling Avenue and Kent Street. The impacts to the social environment resulting from widening in this portion of the corridor were considered unacceptable and not in keeping with the Official Plan of the City. However, interchange modifications for the section between Carling Avenue and Kent Street to address highway operation and safety objectives, would still be considered. The Do Nothing alternative is not recommended for the Carling Avenue, Island Park Drive, Parkdale Avenue, Rochester Street and Bronson Avenue Interchanges, other than as a benchmark against which other alternatives would be compared.

Since the Do Nothing alternative forms the baseline condition, it will be carried forward in the remainder of the study area as the benchmark against which other alternatives will be compared.

Alternative Mode -- Transit

Transit has the potential to partially accommodate existing and future travel demands and may improve mobility and ease congestion. It is part of an area-wide transportation solution. As noted, the target transit share from the Ottawa OP and TMP was considered as part of all "Alternatives to" the Undertaking. Environmental impacts resulting from transit improvements would vary according to the type, and extent of infrastructure proposed.

Existing transit ridership in the Queensway corridor varies from approximately 16% in the vicinity of Highway 416 to 35% through the downtown core in the peak hour. The City of Ottawa Transportation Master Plan has set a target of 25% to 40% peak hour transit usage by 2021, in the vicinity of Highway 416 and for the downtown core, respectively. The overall target for transit usage during the peak hour in Ottawa is 30%.

The traffic analysis undertaken early in this study determined that a transit usage of about 40% (in the vicinity of Highway 416) to about 60% (through the downtown core) would be required to eliminate the need for additional through lane capacity in the Queensway corridor. This level of use is unrealistic to achieve within the 20-year planning horizon and would require significantly more transit infrastructure than currently proposed by the City of Ottawa. The goals and objectives of this project cannot, therefore, be achieved through the implementation of transit measures only.

Accordingly, transit was not carried forward as a stand-alone alternative but was carried forward as a component of all alternatives. Ottawa's target transit modal split, contained in the 2003 OP and TMP documents, was incorporated into the traffic analysis for all alternatives.

Alternative Road Solutions - Transportation Demand Management (TDM) Measures/ATMS

Transportation demand management and ATMS measures would partially address existing and future travel demands in the Queensway corridor but would have limited opportunity to improve mobility. However, TDM measures can complement other alternative strategies by reducing and/or managing travel demand, particularly during peak periods. The City of Ottawa includes TDM as an essential part of their transportation program. The environmental and property impacts associated with the implementation of TDM measures would be minor since the improvements can primarily be implemented within the existing highway right-of-way. Both the benefits and the costs of this alternative would be low relative to other alternatives. The goals and objectives of this project cannot be achieved through the implementation of TDM and ATMS measures only.

As a result of this assessment, it is recommended that transportation demand management/ATMS measures be carried forward, along with transit, as part of all alternative road solutions.

Alternative Road Solutions - Improve Existing Highway -- Major Widening and Interchange Improvements

Widening of the Queensway by one or more lanes in each direction for the length of the study area would satisfy existing and future travel demand except under certain peak hour conditions. Widening from 6 and 8 lanes to 8 and 10 lanes would effectively address existing and future corridor capacity requirements by improving mobility and easing congestion.

Major widening and interchange improvements would achieve some of the goals and objectives for this project but the associated environmental and property impacts would be significant. Impacts to the natural environment would include the disturbance of fisheries habitat at watercourse crossings and the removal of existing vegetation adjacent to the Queensway corridor. Social impacts would include the removal of homes, social amenities and businesses (greater than 300) adjacent to the Queensway corridor. Property acquisition would be required on both sides of the Queensway throughout the project limits. The acquisition of additional right-of-way to allow for the major widening and interchange improvements would impact on all properties along the corridor with significant consequences for neighbourhoods and the community. The construction cost of this alternative would also be extremely high relative to other alternatives.

While this alternative solves the identified transportation problems for the Queensway corridor, it was not carried forward due to the significant environmental and property impacts.

Alternative Road Solutions - Improve Existing Highway -- Strategic Widening and Interchange Improvements

Strategic widening of the Queensway would satisfy most existing and future travel demand except during certain peak hour conditions. It would effectively address existing and future corridor capacity requirements by improving mobility and easing congestion throughout the study section. Strategic widening would achieve the goals and objectives for this project.

Environmental impacts associated with strategic widening would be significantly less than for the major widening alternative. Impacts to the natural environment would include the disturbance of fisheries habitat at some watercourse crossings and limited removal of existing vegetation adjacent to the Queensway corridor. Social impacts would include the removal of about 15 to 40 homes and businesses adjacent to the Queensway corridor. Property acquisition would be limited to strategic locations throughout the project limits. The cost of this alternative would be moderate relative to major widening.

This alternative satisfies the traffic and transportation requirements for the Queensway corridor, while minimizing environmental and property impacts. Therefore, it is recommended that this alternative be carried forward as the Preferred "Alternative to" the Undertaking.

Under this alternative, eight basic through lanes (i.e. one additional through lanes in each direction) would be provided between Highway 416 and Carling Avenue and from Kent Street to Ottawa Road 174 and six basic through lanes from Ottawa Road 174 to Walkley Road. In addition, interchange improvements would be considered throughout the corridor to improve highway operations and safety.

Alternative Road Solutions - High Occupancy Vehicles -- Major Widening to Add HOV Lane

Major widening of the Queensway to add high occupancy vehicle lanes would satisfy existing and future travel demands. It would provide a high level of service and improve highway operation and safety. However, as noted previously for general major widening, the associated environmental and property impacts would be significant. Impacts to the natural environment would include the disturbance of fisheries habitat at watercourse crossings and the removal of existing vegetation adjacent to the Queensway corridor. Social impacts would include the removal of homes, social amenities and businesses (greater than 300) adjacent to the Queensway corridor. Property acquisition would be required on both sides of the Queensway throughout the project limits. The cost of this alternative would be extremely high relative to other alternatives.

While transportation planning work indicated that there would be a demand for the use of an HOV lane, there would be significant operational problems (access and egress from the lane) without significant additional infrastructure. This would add to the costs, property requirements and environmental impacts.

While this alternative satisfies the traffic and transportation requirements for the Queensway corridor, it was not carried forward due to the significant environmental and property impacts.

Alternative Road Solutions - High Occupancy Vehicles -- Strategic Widening to Add HOV Lane

Strategic widening of the Queensway to provide high occupancy vehicle lanes would not fully satisfy existing and future travel demands in the corridor. The conversion of one existing through lane to an HOV only lane in each direction where eight basic lanes currently exist would result in increased congestion for the remaining general purpose lanes. Furthermore, the congestion in the general purpose lanes would impede the movement of vehicles in to and out of the HOV lane. The constrained HOV lane operations and the lack of buffer separation between the HOV lane and the adjacent general purpose lane would be expected to result in increased collision potential for the corridor.

While this alternative minimizes environmental and property impacts, it cannot be accommodated with the necessary shoulder, buffer widths and enforcement zones needed for safe and efficient operation. Therefore, it was not carried forward for further evaluation as a viable solution through the study area. However, since a different environment to the west resulted in HOV lanes being proposed for the section of Highway 417 west of Highway 416, opportunities to initiate and terminate the HOV lanes at the west project limits will be reviewed.

4.3 Recommended "Alternatives to" the Undertaking

On the basis of the discussion presented in Section 4.2, the following "Alternatives to" the undertaking are carried forward for further analkysis to address identified transportation problems and opportunities in the Queensway corridor:

• Do Nothing (i.e. no widening) for the existing eight-lane section of the Queensway from Carling Avenue to Kent Street. Improvements at interchange locations will be considered as noted below;
• Improve existing highway -- strategic widening and interchange improvements from Highway 416 to Carling Avenue to provide eight basic lanes, from Kent Street to Ottawa Road 174 to provide eight basic lanes and from Ottawa Road 174 to Walkley Road to provide six basic lanes;
• Improve existing highway -- interchange improvements at Carling Avenue, Island Park Drive, Parkdale Avenue, Rochester Street and Bronson Avenue interchanges; and
• Implement transportation demand management and ATMS measures and improve transit throughout the Queensway corridor to complement other proposed improvements.

The remaining "Alternatives to" the undertaking presented in Section 4.1 were not considered viable to address identified transportation problems and opportunities in the Queensway corridor and did not achieve the goals and objectives of this project. Hence, they were not carried forward for further evaluation.

The assessment discussed above of the "Alternatives to" the undertaking that were carried forward, is summarized in Table 3.

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Alternatives to the Undertaking | Alternative Methods