Preliminary Design Study
and Environmental Assessment
Highway 417 (Ottawa Queensway), from
Highway 416 to Anderson Road
G.W.P. 663-93-00 C.A.
4005-A-000090
Preliminary Alternatives Report
Volume 1 of 2
March
2004
5. Alternative Methods
5.1 Introduction
Alternative methods (or designs) were developed for the Highway 417
mainline widening from Highway 416 to Carling Avenue and from Kent Street to
Anderson Road and for the majority of the interchange locations throughout the
study area.
Alternative designs were developed for each location that would
address or partially address the identified problems for the Highway 417
corridor. In some cases there were no viable solutions to address the
identified problem(s) without creating new problems or worsening existing
problems. The list of alternatives was screened to generate a short-list of
alternatives for further review and analysis, with the rationale for why some
alternatives were not carried forward for further evaluation clearly
documented. In all cases, the “Do Nothing” alternative was carried
forward for comparison purposes.
The alternatives for the mainline widening were limited to:
- Do Nothing; and
- Strategic Widening (including application of positive guidance
measures, ATMS and horizontal and vertical alignment modifications).
Strategic widening, as noted in Section 4, includes 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.
Table 4
presents the list of alternatives that were developed for each interchange
location, the alternatives to be carried forward (i.e. short-listed
alternatives) and the alternatives that were screened out and the rationale for
not carrying these alternatives forward. This list and conceptual sketches of
the alternatives were presented to the public at the first round of public
consultation for review and comment.
5.2 Comments Received from the Public
The results of the comment sheets received at the first round of
PIC’s are summarized as follows:
- The majority of attendees stated that public transit needs to be a
priority, not the addition of lanes to the Queensway, which will provide
increased capacity for cars. Other alternatives to the undertaking, such as HOV
lanes, should also be reviewed further;
- The main areas of concern for attendees included property impacts,
property loss, neighbourhood impacts, noise, air quality and vibration impacts,
and safety;
- Other concerns included the loss of heritage buildings in Old
Ottawa East and changes to the community due to the demolition of houses and
buildings and the loss of neighbours;
- Some attendees had specific concerns/suggestions regarding
particular ramps and specific alternatives.
Table 4: Long List of Interchange
Alternatives
5.3 Changes Made Following Public Consultation
Following the first round of public consultation, more technical
analysis was undertaken to develop the short-listed alternatives in greater
detail. This work determined if additional alternatives were required and/or if
any of the previously short-listed alternatives should not be carried forward
in the evaluation process (i.e. screened out from further consideration, prior
to detailed evaluations). The analysis took into consideration the comments and
concerns provided by the public, as well as supplemental traffic and
engineering assessments.
On the basis of the supplementary technical work undertaken to-date
and public input, the short-list of alternatives was revised for the following
locations:
- Highway 417 Mainline – Kent Street to Metcalfe Street;
- Richmond Road Interchange;
- Island Park Drive Interchange;
- Metcalfe/Nicholas Street Interchanges; and
- St. Laurent Boulevard Interchange.
Public input and the technical reasons behind changes to the list of
alternatives are discussed in more detail below.
5.4 Modifications to Alternative Methods by Section
The following sections describe only those sections of the study area
where changes to the list of alternatives presented to the public at the first
series of PIC’s have been made as a result of the follow-up work
undertaken and the comments received.
5.4.1 Highway 417 Mainline – Kent Street to Metcalfe
Street
Highway 417 currently has three basic lanes from Kent Street to
Metcalfe Street in the eastbound direction and from Metcalfe Street to Lyon
Street in the westbound direction. Widening of Highway 417 to four basic lanes
in each direction through this area was initially under consideration to
address identified capacity, operational and safety problems. However, based on
further traffic analysis and taking into consideration the social impacts and
public comments and concerns, four basic lanes in each direction between
Kent/Lyon Street and Metcalfe Street will not be carried forward in the
evaluation process. The reasons for this decision are:
- A decision has been made to consider a maximum of four basic lanes
on Highway 417 in each direction and therefore the highway west of Kent Street
and east of Metcalfe Street will not be expanded beyond four lanes in each
direction. Within the Kent-Metcalfe section, the volume of traffic exiting and
entering Highway 417 in each direction is approximately equivalent to one lane
of traffic. This heavy use of the on and off-ramps through the downtown core
means that sufficient traffic would not be able to access the section of
Highway 417 between Kent/Lyon Street and Metcalfe Street to justify the
provision of four basic lanes through this area. For example, while four lanes
of traffic approach Kent Street in the eastbound direction, many vehicles exit
at the Kent Street off-ramp and the Metcalfe Street off-ramp, before any
traffic can get on using the Metcalfe Street onramp. In the westbound direction
many vehicles exit at the Metcalfe Street off-ramp. Operational improvements
are needed in the O’Connor/Lyon/Bronson area and alternatives are
discussed below; however provision of four basic lanes westbound is not carried
forward;
- Widening through the downtown core would result in significant
social and land use impacts, particularly if the majority of the existing on
and off-ramps were retained. These cannot be justified since the improvements
to the performance of the transportation network would not be significant.
5.4.2 Richmond Road Interchange – South Side
The short-listed alternatives for the south side of the Richmond Road
Interchange included:
- Do nothing;
- Implement positive guidance measures on the existing loop ramp in
the southwest quadrant from Richmond Road westbound to Highway 417 eastbound;
and
- Close the loop ramp from Richmond Road westbound to Highway 417
eastbound; provide a new connection to eastbound Highway 417 via Holly Acres
Road.
During the development of mainline widening alternatives through the
Highway 416 to Richmond Road Interchange area, an additional alternative was
identified for the south side of the Richmond Road interchange that would
address the lane balance issues through this area while minimizing impacts to
adjacent properties. Accordingly, the short-list of alternatives at the
Richmond Road Interchange has been expanded to include:
- Close both eastbound on-ramps from westbound and eastbound Richmond
Road to eastbound Highway 417; provide new connection via Holly Acres
Road.
5.4.3 Island Park Drive Interchange
The short-listed alternatives at the Island Park Drive Interchange
included:
- Do nothing;
- Close Island Park Drive off-ramp;
- Add deceleration lane for Island Park Drive off-ramp; and
- Relocate Island Park Drive Ramp to west side of Island Park Drive
and provide a T-intersection at Island Park Drive.
To facilitate movement southbound on Merivale Road, improve traffic
operations and safety, the short-list of alternatives has been expanded to
include:
- Relocate Island Park Drive Ramp to west side of Island Park Drive
and provide a modern roundabout at Island Park Drive.
5.4.4 Metcalfe Street to Nicholas Street Interchanges
The short-listed alternatives for the Metcalfe Street and Nicholas
Street Interchanges included:
- Do nothing;
- Minor modifications; and
- Elimination of the weave between the eastbound Metcalfe on-ramp and
Nicholas off-ramp by introducing a bridge to grade separate on-ramp and
off-ramp.
The alternative that eliminated the weave between the on-ramp from
Metcalfe Street and the off-ramp to Nicholas Street through the introduction of
a bridge to grade separate the ramps does address the operational and safety
concerns through this area. However, the design of this grade separation has
many technical challenges that impact on its operational feasibility and cost.
These include:
- The grades of the roads would need to be designed to provide
adequate vertical clearance between the two ramps and the Rideau Canal and
local streets, while keeping within a reasonable maximum grade for Ottawa area
conditions;
- The Metcalfe on-ramp would need to end before the start of the
on-ramp from southbound Nicholas to the eastbound Queensway while providing
sufficient parallel length to allow ramp traffic to merge into eastbound
traffic safely;
- The horizontal alignment of the Metcalfe on-ramp would need to be
designed to avoid impact on the Pretoria Bridge heritage structure over the
canal while providing sufficient offset between the onramp and the off-ramp to
provide adequate sight distance through structures and around retaining walls
and slopes to allow vehicles to stop for vehicles queuing ahead.
In addition to the technical challenges, the resulting impacts to the
social environment (noise, aesthetics) and adjacent properties (residential,
community facility) would be significant. Many homes and buildings would be
displaced or impacted to a severe degree. Accordingly, the elimination of the
weave between on-ramp and off-ramp by introducing a bridge to grade separate
these ramps was not carried forward in the evaluation process.
5.4.5 St. Laurent Boulevard Interchange – North Side
The short-listed alternatives for the north side of the St. Laurent
Boulevard Interchange included:
- Do nothing;
- Implement positive guidance measures on westbound off-ramp and loop
ramp;
- Reconfigure intersection of Labelle Street / westbound off-ramp to
minimize conflicts; and
- Close the westbound off-ramp and accommodate moves to-from Ottawa
Road 174 via a new ramp from Ottawa Road 174 to Cyrville Road.
Following review of the alternatives and public input, the short-list
of alternatives has been expanded to include:
- Close westbound off-ramp to St. Laurent Boulevard and accommodate
moves from Ottawa Road 174 via a new ramp from Ottawa Road 174 to the Aviation
Parkway.
5.4.6 St. Laurent Boulevard Interchange – South Side
The short-listed alternatives for the south side of the St. Laurent
Boulevard Interchange included:
- Do nothing;
- Close the on-ramp from St. Laurent northbound to Highway 417
eastbound; and
- Close both eastbound on-ramps (from St. Laurent northbound and St.
Laurent southbound).
The short-list of alternatives has been expanded to include:
- Combine eastbound on-ramps to preclude access to Ottawa Road 174;
provide access to Ottawa Road 174 via Cyrville Road connection.
5.5 Preliminary Assessment of Factors Applicable to
Alternative Methods
A preliminary assessment of the factors and sub-factors that would be
applicable for each group of alternatives is presented in
Table
5 at the end of this section. This report will be expanded to include a
description of each of the short listed alternatives, the assessment and
evaluation of alternatives and identification of the Technically Preferred
Alternative once this work has been completed.
The selection of factors and sub-factors that are applicable to each
group of alternatives is a function of the location and type of alternatives
being proposed. For example, the Highway 417 mainline widening has the
opportunity to effect many areas of the environment while interchange
alternatives may effect only a few areas of the environment. The information
presented in Table 5 may be generalized as follows:
- For the Highway 417 mainline strategic widening, most factors and
sub-factors apply, with the exception of those that are intended to measure
interchange or ramp performance.
- For interchange alternatives where no permanent ramp closures are
being proposed (i.e. the same movements will be allowed as are possible today),
only a few of the factors and sub-factors will generally apply. Under the
Transportation factor area, only safety and traffic operations will apply.
Natural environment factors will not apply as the areas are already disturbed
and no impacts on fisheries, wildlife, etc. are anticipated. Some social
environment factors may apply. Changes to noise levels will generally not be a
factor where minor modifications to ramps are proposed. Land use and property
will only apply where additional right-of-way is required. Cost will be a
factor for all groups of alternatives.
- For interchanges where ramp closures are being proposed and changes
to travel patterns will result, other factors and sub-factors in addition to
those noted above, will also apply. Under the Transportation factor area, the
effect on out-of-way travel, as well as safety and traffic operations may be
significant. Under the social environment, noise may be an issue. Removal of
landscaping may also be an issue in some areas where alternatives realign
existing ramps in landscaped areas. These would be in addition to any influence
on cycling and pedestrian movements at ramp terminals and along City streets
The impact of travel pattern changes on the strategic directions and vision of
the City of Ottawa Official Plan and master planning documents may also be a
consideration in the evaluation of alternatives. Land use and property will
only apply where additional right-of-way is required. Cost will be a factor for
all groups of alternatives.
- For the proposed new interchange at Hunt Club Road, a wide range of
factors and sub-factors may be appropriate, except those focused on urban
issues. For example, agriculture is a consideration at the proposed interchange
area but other land uses are not present.
Table 5: Preliminary List of Applicable Factors
/ Sub-Factors for Each Alternative Group
Mainline