Preliminary Alternatives Report: Alternative Methods

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

Interchange: Highway 416

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures on ramps NB 416 to EB Queensway and WB Queensway to SB 416.	Y	Hwy 416-1	Refer to ML-2
Reconfigure/Reconstruct Interchange to flatten radii to improve stopping sight distance.	N	Hwy 416-2	Positive guidance measures will achieve similar results with less impacts and at a significantly lower cost.
Base Case: Retain existing eastbound exit ramp to Holly Acres.	Y	HA-1	-
Physically separate (raised median) 416-Holly Acres and 417-Holly Acres Ramps and provide separate signals.	Y	HA-2	-
Physically separate ramp by realigning/relocating ramp NB 416 to Holly Acres Road to connect directly to Richmond Road.	N	HA-3	Tight horizontal curvature and spacing of ramps will introduce new safety concerns.

Interchange: Richmond Road – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures on off-ramp.	Y	R-N-1	-
Realign off-ramp to improve curvature and operations while maintaining current intersection at Richmond Road.	Y	R-N-2	-

Interchange: Richmond Road – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures on loop ramp.	Y	R-S-1	-
Close Richmond Road on ramps and provide new on ramp from Holly Acres Road.	Y	R-S-2	-
Increase ramp radii and/or speed change lane length for N-E ramp.	N	R-S-3	Significant impact to Graham Creek to address minor problem.

Interchange: Greenbank Road / Pinecrest Road – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	GP-N-1	-
Increase acceleration lane length for loop ramp.	N	GP-N-2	Acceleration length is substandard but no apparent operational/safety problems.
Close Pinecrest Road to Queensway westbound ramp and connect to Greenbank northbound to Queensway westbound loop ramp.	N	GP-N-3	Would introduce more conflict points to an intersection that already has significant safety concerns.
Base Case: Improve visibility of traffic signals at Pinecrest/off-ramp intersection.	Y	PR-1	Improves driver awareness of intersection; Preliminary Design consideration.
Reconstruct Pinecrest/Greenbank Ave to improve stopping sight distance over vertical crest curve.	N	PR-2	Requires reconstruction/realignment of entire interchange - significantly more cost and property than other alternatives addressing same concerns.

Interchange: Greenbank Road / Pinecrest Road – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures for Greenbank northbound to Queensway eastbound on-ramp.	Y	GP-S-1	-
Improve Greenbank northbound to Queensway eastbound on-ramp curvature to improve safety.	Y	GP-S-2	-
Do Nothing – retain existing Ashley Street connection to EB off-ramp.	Y	ASH-1	-
Close access from Ashley St to EB off-ramp.	Y	ASH-2	-
Do Nothing – retain existing 4-lane cross section on Greenbank Road/Pinecrest Road between the ramp terminal intersections.	Y	GPX-1	-
Widen Greenbank Road/Pinecrest Road to 6 lanes between the ramp terminal intersections.	Y	GPX-2	To City of Ottawa for consultation/resolution
Base Case: Improve visibility of traffic signals at Greenbank/off-ramp intersection.	Y	GR-1	Improves driver awareness of intersection; Preliminary Design consideration.
Reconstruct Pinecrest/Greenbank Ave. to improve stopping sight distance over vertical crest curve.	N	GR-2	Requires reconstruction/realignment of entire interchange – significantly more cost and property than other alternatives addressing same concerns.

Interchange: Woodroffe Avenue – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures for both off-ramps.	Y	W-N-1	-
Remove channelization at Woodroffe Avenue; Join E-N ramp to E-W ramp and separate the two movements with raised median; Modify ramp to fit revised Woodroffe configuration (if required).	Y	W-N-2	-
Provide a merge lane (acceleration lane) on Woodroffe Ave. for E-N ramp; Modify E-N ramp to fit revised Woodroffe configuration (if required)	Y	W-N-3	-
Realign and join E-N and E-W ramps to provide a 90° crossing road terminal at Woodroffe Ave; Relocate existing bus stop to west side of intersection; Modify ramp to fit revised Woodroffe configuration (if required).	Y	W-N-4	-
Reconfigure interchange into Parclo 'A' configuration	N	W-N-5	Significant property requirements in N-E quadrant – significantly more cost and property than other alternatives addressing same concerns.
Reconfigure interchange into Parclo 'B' configuration	Y	W-N-6	-
Do Nothing – no northbound left turn lane on Woodroffe Avenue for WB on-ramp	Y	W-1	-
Widen Woodroffe Avenue to provide northbound left turn lane for WB on-ramp	Y	W-2	-

Interchange: Woodroffe Avenue – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	W-S-1	-
Increase radii and/or speed change lane length for eastbound off-ramp to Woodroffe.	Y	W-S-2	-
Eliminate channelization and reconfigure intersection.	Y	W-S-3	-

Interchange: Maitland Avenue – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures on loop ramp.	Y	M-N-1	-
Reconfigure interchange into Parclo 'A' configuration.	N	M-N-2	Significant property requirements in N-E quadrant (including a church) – significantly more cost and property than other alternatives addressing same concerns.
Connect Kilarney Dr. to Ernest Ave. and "buttonhook" ramps to this new service road.	N	M-N-3	Would introduce significant amount of traffic on residential road and associated safety concerns.
Base Case: Retain existing Maitland Ave cross section over Queensway.	Y	M-1	-
Widen Maitland Ave over Queensway to accommodate NB left turn lane for traffic destined to WB Queensway – requires widening of Maitland Ave bridge	Y	M-2	-

Interchange: Maitland Avenue – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures on loop ramp.	Y	M-S-1	-
Modify signal timing to provide longer SB advance phase.	Y	-	Preliminary Design consideration; To City of Ottawa for consultation/resolution.
Reconfigure interchange into Parclo 'A' configuration	N	M-S-2	Significant property requirements in S-W quadrant – significantly more cost and property than other alternatives addressing same concerns.

Interchange: Carling Avenue – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	C-N-1	-
Physically separate WB off-ramp from Carling Ave WB and provide separate signal phasing at intersection; requires widening of Carling Ave and WB off-ramp	Y	C-N-2	-
Completely reconstruct entire interchange (various alternatives).	N	C-N-3	Significantly more cost/staging/constructability concerns than other alternatives addressing same concerns.

Interchange: Carling Avenue – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	C-S-1	-
Extend acceleration lane for S-E ramp.	Y	C-S-2	-
Realign and combine on-ramps.	Y	C-S-3	-
Completely reconstruct entire interchange (various alternatives).	N	C-S-4	Significantly more cost/staging/constructability concerns than other alternatives addressing same concerns

Interchange: – Island Park Drive

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	I-1	-
Close Island Park WB off-ramp.	Y	I-2	-
Add deceleration lane for Island Park WB off-ramp.	Y	I-3	-
Relocate ramp to west side of Island Park Dr. and provide T-intersection at Island Park Dr.	Y	I-4	-
Relocate ramp to west side of Island Park Dr. and provide roundabout at Island Park Dr.	Y	I-5	-
Relocate ramp to west side of Island Park Dr. and provide roundabout	Y	I-6	-

Interchange: Parkdale Avenue – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	P-N-1	-
Close WB off-ramp.	Y	P-N-2	-
Increase length of deceleration lane for WB off-ramp.	Y	P-N-3	-
Realign WB off-ramp to the south.	Y	P-N-4	-

Interchange: Parkdale Avenue – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	P-S-1	-
Increase length of deceleration lane for EB off-ramp.	Y	P-S-2	-
Widen EB off-ramp to a 2 lane exit in order to provide additional storage.	Y	P-S-3	-

Interchange: Rochester Street

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Provide 3-way stop control (ie. add stop signs on Rochester St).	Y	-	Preliminary Design consideration; To City of Ottawa for consultation/resolution
Signalize Rochester St/Raymond St intersection.	Y	-	Preliminary Design consideration; To City of Ottawa for consultation/resolution

Interchange: Bronson Avenue to Metcalfe Street – Westbound

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); provide 2-lane forced exit at Metcalfe St. ramp; retain O'Connor St. on-ramp, Lyon St. on-ramp, and Bronson Ave. off-ramp and on-ramp.	Y	BM-W-1	-
Modify ramps to fit mainline configuration (if required); provide 2-lane forced exit at Metcalfe St. ramp; retain O'Connor St. on-ramp, Lyon St. on-ramp, and Bronson Ave. off-ramp and on-ramp but restrict access to Lyon St. on-ramp during the am peak period and Bronson Ave. off-ramp during the pm peak period through electronic signing and enforcement.	Y	BM-W-2	-
Provide additional westbound lane west of Metcalfe to eliminate 2-lane forced exit at Metcalfe St. ramp; close Lyon St. on-ramp; retain O'Connor St. on-ramp and Bronson Ave. off-ramp and on-ramp with modifications to fit mainline configuration.	Y	BM-W-3	-
Provide additional westbound lane west of Metcalfe to eliminate 2-lane forced exit at Metcalfe St. ramp; close O'Connor St. on-ramp and Bronson Ave on-ramp; retain Lyon St. on-ramp and realign Bronson Ave. off-ramp	Y	BM-W-4	-
Provide additional westbound lane west of Metcalfe to eliminate 2-lane forced exit at Metcalfe St. ramp; retain O'Connor St. on-ramp and Lyon St. on-ramp; close Bronson Ave on-ramp; realign Bronson Ave. off-ramp	Y	BM-W-5	-

Interchange: Bronson Avenue to Metcalfe Street – Eastbound

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	BM-E-1	-
Lengthen deceleration lane for EB off-ramp at Bronson Ave. and widen ramp to 3 lanes in vicinity of ramp terminal intersection; realign Chamberlain Ave. in vicinity of Bronson Ave.	Y	BM-E-2	-
Signalize EB off-ramp and Chamberlain with separate phases.	N	BM-E-3	Insignificant improvement to safety and/or traffic issues with this alternative
Improve traffic flow on Bronson by prohibiting left turns onto Chamberlain Ave and by introducing turn restrictions at other intersections including Bronson/Powell, etc.	Y	-	To City of Ottawa for consultation/resolution
Close Metcalfe EB on-ramp and move to Bank St.	N	BM-E-4	Significantly more cost/staging/constructability concerns than other alternatives addressing same concerns

Interchange: O'Connor Street / Metcalfe Street – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	OM-N-1	Refer to Alternative BM-W-1
Eliminate weave between eastbound Metcalfe on-ramp and Nicholas off-ramp by introducing a bridge to grade separate on-ramp and off-ramp.	N	OM-N-2	Significant property and social impacts, high cost and technical challenges which impact on operational feasibility and cost due to the close spacing of the Metcalfe, Nicholas and Vanier Parkway Interchanges.

Interchange: O'Connor Street / Metcalfe Street – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required)	Y	OM-S-1	Refer to Alternative BM-E-1
Eliminate weave between eastbound Metcalfe on-ramp and Nicholas off-ramp by introducing a bridge to grade separate on-ramp and off-ramp.	N	OM-S-2	Significant property and social impacts, high cost and technical challenges which impact on operational feasibility and cost due to the close spacing of the Metcalfe, Nicholas and Vanier Parkway Interchanges.

Interchange: Nicholas Street – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures for Greenfield connection to WB on-ramp	Y	N-N-1	-
Increase curvature for WB on-ramp.	Y	N-N-2	-

Interchange: Nicholas Street – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures on ramps and improve skid resistance / superelevation.	Y	N-S-1	-
Realign EB off-ramp to Lees Ave to line up with Chestnut St. and signalize intersection.	Y	N-S-2	-
Intersection improvements at Lees Ave/EB on-ramp including signalization.	Y	-	Preliminary Design consideration; To City of Ottawa for consultation/resolution.
Extend Nicholas St to Lees Ave and eliminate loop ramp. Accommodate N-E move from Lees Ave across from Chestnut St.	N	N-S-3	Would significantly increase traffic volumes onto Lees Ave; significant cost for a minor safety concern.
Realign EB off-ramp to provide longer deceleration lane and flatter curvature to NB Nicholas	N	N-S-4	Would require the purchase of all property north of Hawthorne Ave – would have significant property impacts and costs and would not address safety issues associated with EB weave between Metcalfe on-ramp and Nicholas off-ramp.

Interchange: Vanier Parkway / Riverside Rd - North – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	V-N-1	-
Increase length of acceleration lane for Vanier Parkway northbound to Queensway westbound loop ramp.	N	V-N-2	Requires acceleration lane for the N-W on-ramp to be shifted to the west which further reduces the short weave length between the Vanier Pkwy and Nicholas St. ramps.

Interchange: Vanier Parkway / Riverside Rd - North – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required).	Y	V-S-1	-
Increase length of acceleration lane for Vanier Parkway southbound to Queensway eastbound loop ramp.	N	V-S-2	Requires acceleration lane for the S-E on-ramp to be shifted to the east which further reduces the short weave length between the Vanier Pkwy and St. Laurent ramps.
Do Nothing – retain existing 4-lane cross section on Riverside Drive/Vanier Parkway.	Y	V-1	-
Widen Riverside Dr / Vanier Parkway over Queensway to 6 lanes.	Y	V-2	To City of Ottawa for consultation/resolution.

Interchange: St. Laurent Boulevard – North

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify on-ramps to fit mainline configuration (if required); close WB off-ramp; implement positive guidance measures on loop ramp.	Y	S-N-1	-
Reconfigure intersection of Labelle St/WB off-ramp to minimize conflicts.	N	S-N-2	Only minor reconfiguration feasible due to adjacent development; doesn’t minimize conflicts.
Provide combined exit ramp to Highway 417 EB and St. Laurent WB off-ramp; preclude access to St. Laurent WB off-ramp from 417 WB.	Y	S-N-3	-
Close WB off-ramp and accommodate move from Ottawa Rd. 174 via Cyrville Road; preclude access to St. Laurent WB off-ramp from 417 WB.	N	S-N-4	Entrance for proposed development east of Cyrville Road situated within limits of proposed ramp.
Provide combined access from Ottawa Rd. 174 to Aviation Pkwy and Highway 417 EB; preclude access to St. Laurent WB off-ramp from 417 WB	Y	S-N-5	-

Interchange: St. Laurent Boulevard – South

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify off-ramp and N-E on-ramp to fit mainline configuration (if required); close S-E on-ramp; modify signalization and intersection geometrics at St. Laurent/EB off-ramp intersection.	Y	S-S-1	-
Increase ramp curvature for all ramps.	N	S-S-2	Significantly more cost/staging/constructability concerns than other alternatives addressing same concerns.
Realign S-E on-ramp to preclude access to Ottawa Road 174.	Y	S-S-3	-
Realign and combine N-E and S-E on-ramps to preclude access to Ottawa Road 174; access to 174 EB via new Cyrville Road connection.	Y	S-S-4	-
Close N-E and S-E on-ramps; access to Ottawa Road 174 EB via new Cyrville Road connection	Y	S-S-5	-

Interchange: Aviation Parkway / Ottawa Road 174

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Implement positive guidance measures on loop ramp and SB ramp from Aviation Parkway.	Y	-	Refer to ML-15

Interchange: Innes Road – East

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures on WB off-ramp and loop ramp.	Y	IR-E-1	Preliminary Design consideration.
Increase ramp radii and/or speed change lane lengths.	N	IR-E-2	Positive guidance measures will achieve similar results with significantly lower costs.

Interchange: Innes Road – West

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Base Case: Modify ramps to fit mainline configuration (if required); Implement positive guidance measures on all ramps.	Y	IR-W-1	Refer to ML-15
Increase ramp radii and/or speed change lane lengths.	N	IR-W-2	Positive guidance measures will achieve similar results with significantly lower costs.

Interchange: Walkley Road – East

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Signalize WB off-ramp/Walkley Rd intersection.	Y	-	Preliminary Design consideration.

Interchange: Walkley Road – West

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Add additional through lanes on Walkley Rd west of Sheffield Rd.	Y	-	To City of Ottawa for consultation/resolution.
Construct Hunt Club Road Interchange.	Y	-	Traffic analysis justified need for Hunt Club Interchange (see Hunt Club Road Interchange Alternatives).

Interchange: Hunt Club Road

Long List of Alternatives	Carry Forward	Reference No.	Remarks
Do Nothing – do not construct new interchange.	Y	H-1	-
Construct Parclo A-4 configuration interchange.	Y	H-2	-
Construct Trumpet A configuration interchange.	Y	H-3	-
Construct Trumpet B configuration interchange.	Y	H-4	-

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

1.0 Traffic and Transportation  –  Mobility

Sub-factor	Measure	Alternative Groups
Person Throughput	Change in person throughput on Highway 417 during the peak period for 2021 horizon year (person-km)	Mainline
Person Throughput	Change in person throughput on a network basis during the peak period for 2021 horizon year (person-km)	Mainline
Vehicle Throughput	Change in vehicle throughput on Highway 417 during the peak period for 2021 horizon year (vehicle-km)	Mainline St. Laurent Blvd/Ottawa Rd 174 Interchange – EB/WB
Vehicle Throughput	Change in vehicle throughput on the network during the peak period for 2021 horizon year (vehicle-km)	Mainline
Average Vehicle Travel Speed	Average vehicle travel speed on Highway 417 during the peak period for 2021 horizon year (km/h)	Mainline St. Laurent Blvd/Ottawa Rd 174 Interchange – EB/WB
Average Vehicle Travel Speed	Average vehicle travel speed over the network during the peak period for 2021 horizon year (km/h)	Mainline
Total Delay	Total network delay during the peak hour for the 2021 horizon year (person-hours)	Mainline
Duration and extent of congested conditions	During the peak period for 2021 horizon year, the time when level of service is below “E” and the length of network affected (Lane-km-hours)	Mainline
Effect on existing public transit operations	Change in transit level of service (travel time and route) (improvement, no change, reduction)	Mainline Rochester Street to O'Connor Street EB/WB Lanes St. Laurent Blvd/Ottawa Rd 174 Interchange – EB/WB
Interchange Operation	Ramp terminal intersection volume to capacity ratio (v/c) in peak period for 2021 horizon year	Hwy 416-Holly Acres & Hwy 417 – Holly Acres Road Ramps Pinecrest Rd/Greenbank Rd Interchange – South Side Woodroffe Avenue – North Side/South Side Maitland Avenue - North Side/South Side Carling Avenue Interchange – North Side Parkdale Avenue Interchange – North Side/South Side Rochester Street to O'Connor Street EB/WB Lanes Nichoolas Street Interchange – South Side Vanier Parkway/Riverside Drive Interchange St. Laurent Blvd/Ottawa Rd 174 Interchange – WB Hunt Club Road Interchange

1.0 Traffic and Transportation  –  Accessibility and Safety

Sub-factor	Measure	Alternative Groups
Network Connectivity (out of way travel)	Increase in travel distance due to a ramp closure or turn prohibitions, etc. (km)	Richmond Road Interchange – South Side Pinecrest Rd/Greenbank Rd Interchange – South Side Island Park Drive Interchange Parkdale Avenue Interchange – North Side Rochester Street to O'Connor Street EB/WB Lanes St. Laurent Blvd/Ottawa Rd 174 Interchange – EB/WB
Mean travel time to all destinations	Mean travel time needed to complete a trip on the network	Mainline
Ability to accommodate cyclists and compatibility with cycling infrastructure at crossing road ramp intersection	Number of free-flow ramp/cyclist conflict locations	Richmond Road Interchange – South Side Pinecrest Rd/Greenbank Rd Interchange – South Side Parkdale Avenue Interchange – South Side Rochester Street to O'Connor Street EB/WB Lanes St. Laurent Blvd/Ottawa Rd 174 Interchange – WB
Ability to accommodate pedestrians at crossing road ramp intersection.intersection	Number of free-flow ramp/pedestrian conflict locations	Richmond Road Interchange – South Side Pinecrest Rd/Greenbank Rd Interchange – South Side Parkdale Avenue Interchange – South Side Rochester Street to O'Connor Street EB/WB Lanes Nichoolas Street Interchange – North Side St. Laurent Blvd/Ottawa Rd 174 Interchange – WB
Collision Risk on ramps/ at ramp terminals	Change in collision risk as determined qualitatively (improvement, no change, increased risk)	Richmond Road Interchange – North Side/South Side Hwy 416-Holly Acres & Hwy 417 – Holly Acres Road Ramps Pinecrest Rd/Greenbank Rd Interchange – North Side/South Side Woodroffe Avenue – North Side/South Side Maitland Avenue - North Side/South Side Carling Avenue Interchange – North Side/South Side Island Park Drive Interchange Parkdale Avenue Interchange – North Side/South Side Rochester Street to O'Connor Street EB/WB Lanes Nichoolas Street Interchange – North Side/South Side Vanier Parkway/Riverside Drive Interchange St. Laurent Blvd/Ottawa Rd 174 Interchange – EB/WB Hunt Club Road Interchange
Collision Risk on the mainline	Change in collision risk as measured with collision modification factors	Mainline
Compatibility with future transit initiatives	Physical impact on planned/proposed transit initiatives (none/minor/major)	Mainline Rochester Street to O'Connor Street EB/WB Lanes St. Laurent Blvd/Ottawa Rd 174 Interchange – EB/WB Hunt Club Road Interchange
Compatibility with municipal planning goals and objectives	Degree of conformance with 2003 Ottawa Official Plan and Master planning documents (good/fair/poor)	Mainline Island Park Drive Interchange Parkdale Avenue Interchange – North Side Rochester Street to O'Connor Street EB/WB Lanes St. Laurent Blvd/Ottawa Rd 174 Interchange – EB/WB Hunt Club Road Interchange

2.0 Natural Environment  –  Wildlife

Sub-factor	Measure	Alternative Groups
Loss of wildlife habitat	Area of upland habitat removed (ha)	Mainline

2.0 Natural Environment  –  Surface Water / Groundwater

Sub-factor	Measure	Alternative Groups
Stormwater management	Increase in area of impervious surfaces (m2)	Mainline Hunt Club Road Interchange

2.0 Natural Environment  – Fisheries and Aquatic Habitat

Sub-factor	Measure	Alternative Groups
Impact on cold water fish habitat	In-water construction required for cold water fisheries crossings (yes/no)	Mainline
Impact on warm water fish habitat	In-water construction required for warm water fisheries crossing (yes/no)	Mainline

2.0 Natural Environment  –  Air Quality

Sub-factor	Measure	Alternative Groups
Net impact on sensitive receptors	Number of sensitive receptors with predicted concentrations in excess of government guidelines	Mainline
Net impact on all receivers	Area of developed lane within concentration contours which exceed government air quality guidelines	Mainline

3.0 Social and Cultural Environment  –  Noise

Sub-factor	Measure	Alternative Groups
Effect on noise sensitive receivers	Number of noise sensitive receivers with a noise increase of 0 – 5 dBAs	Mainline
Effect on noise sensitive receivers	Number of noise sensitive receivers with a noise increase of 5 – 10 dBAs	Mainline Rochester Street to O'Connor Street EB/WB Lanes St. Laurent Blvd/Ottawa Rd 174 Interchange – EB Hunt Club Road Interchange
Effect on noise sensitive receivers	Number of noise sensitive receivers with a noise increase of greater than 10 dBAs	Mainline Hunt Club Road Interchange

3.0 Social and Cultural Environment  –  Heritage Resources

Sub-factor	Measure	Alternative Groups
Displacement or disruption of built heritage features	Number of built heritage features displaced or disrupted	Mainline

3.0 Social and Cultural Environment  –  Archaeology

Sub-factor	Measure	Alternative Groups
Displacement or disruption of archaeological sites	Number of archaeological sites displaced or disrupted	Mainline

3.0 Social and Cultural Environment  –  Landscaping

Sub-factor	Measure	Alternative Groups
Displacement or disruption of landscaped areas	Area of landscaping removed (m2)	Mainline Island Park Drive Interchange Rochester Street to O'Connor Street EB/WB Lanes

3.0 Social and Cultural Environment –  Emergency Services

Sub-factor	Measure	Alternative Groups
Impact on emergency response time	Impact on average emergency response times (Lower/Neutral/Increased).	Mainline Richmond Road Interchange – South Side Pinecrest Rd/Greenbank Rd Interchange – South Side Island Park Drive Interchange Parkdale Avenue Interchange – North Side/South Side Rochester Street to O'Connor Street EB/WB Lanes Vanier Parkway/Riverside Drive Interchange St. Laurent Blvd/Ottawa Rd 174 Interchange – EB/WB Hunt Club Road Interchange

4.0 Land Use and Property –  Agriculture/Soils

Sub-factor	Measure	Alternative Groups
Removal of Class 1-3 agricultural land	Area of Class 1, 2 or 3 agricultural land removed (ha)	Mainline Hunt Club Road Interchange

4.0 Land Use and Property –  Commercial / Industrial

Sub-factor	Measure	Alternative Groups
Businesses displaced	Number of businesses displaced.	Mainline Rochester Street to O'Connor Street WB Lanes
Access to commercial/industrial land use	Number of businesses with changed entrance	Mainline Woodroffe Avenue – North Side/South Side Maitland Avenue - North Side/South Side Rochester Street to O'Connor Street WB Lanes St. Laurent Blvd/Ottawa Rd 174 Interchange – WB
Commercial/industrial property required	Area of commercial/industrial property required (m2)	Mainline Woodroffe Avenue – North Side/South Side Maitland Avenue - North Side/South Side Rochester Street to O'Connor Street WB Lanes St. Laurent Blvd/Ottawa Rd 174 Interchange – WB

4.0 Land Use and Property  –  Institutional

Sub-factor	Measure	Alternative Groups
Institutional uses displaced	Number of institutional uses displaced	Mainline
Access to institutional land uses	Number of institutions with changed entrance	Mainline
Institutional property required	Area of institutional property required (m2)	Mainline

4.0 Land Use and Property –  Recreational

Sub-factor	Measure	Alternative Groups
Recreational uses displaced	Number of recreational uses displaced	Mainline
Access to recreational land uses	Number of recreational land uses with changed entrance	Mainline
Recreational property required	Area of recreational property required (m2)	Mainline Island Park Drive Interchange

4.0 Land Use and Property –  Greenspace / Open Space

Sub-factor	Measure	Alternative Groups
Removal of greenspace/open space	Area of green space and/or open space removed	Mainline

4.0 Land Use and Property –  Residential

Sub-factor	Measure	Alternative Groups
Residences displaced	Number of homes removed	Parkdale Avenue Interchange – North Side/South Side
Access to residences	Number of homes with changed entrance	Rochester Street to O'Connor Street EB/WB Lanes
Residential property required	Area of residential property required (m2)	Mainline Richmond Road Interchange – North Side Woodroffe Avenue – North Side/South Side Maitland Avenue - North Side/South Side Rochester Street to O'Connor Street EB/WB Lanes

4.0 Land Use and Property  –  Waste

Sub-factor	Measure	Alternative Groups
Impact on potentially contaminated property	Number of potentially contaminated properties required.	Mainline

5.0 Cost  –  Construction Cost

Sub-factor	Measure	Alternative Groups
Capital construction cost	Relative road construction cost, excluding property and engineering costs (dollars)	Mainline Richmond Road Interchange – North Side/South Side Hwy 416-Holly Acres & Hwy 417 – Holly Acres Road Ramps Pinecrest Rd/Greenbank Rd Interchange – North Side/South Side Woodroffe Avenue – North Side/South Side Maitland Avenue - North Side/South Side Carling Avenue Interchange – North Side/South Side Island Park Drive Interchange Parkdale Avenue Interchange – North Side/South Side Rochester Street to O'Connor Street EB/WB Lanes Nichoolas Street Interchange – North Side/South Side Vanier Parkway/Riverside Drive Interchange St. Laurent Blvd/Ottawa Rd 174 Interchange – EB/WB Hunt Club Road Interchange