Public Involvement Centre #1 - Display Boards
Ottawa Queensway
Preliminary Design and Environmental Assessment Study
- Welcome
- Bienvenue (as displayed in French)
- Study Areata
- Study Need and Justification
- Study Purpose
- Environmental Assessment Process
- Study Organization
- Study Schedule
- Purpose of the PIC
- Draft Study Design Report
- Study Issues and Constraints
- Strategic Transportation Direction - Introduction
- Strategic Transportation Direction - Travel Demands
- Strategic Transportation Direction - General Conclusions
- Potential Ring Road
- Travel Demand Forcasting
- Traffic Operations Analysis
- Environmental Inventories - Completed Work
- Environmental Inventories - Work to be Undertaken
- Assessment and Evaluation of "alternatives to the Undertaking"
- Advanced Traffic Management Systems
- Corridor Analysis Plans
- Summary of Analysis of Results
- Evaluation Methodology
- Evaluation Criteria
- Next Steps
- How to Get Involved
1. Welcome
Welcome to the first round of Public Involvement Centres (PICs) for the study of improvements to Highway 417 (The Queensway) from Highway 416 easterly to Anderson Road. Please feel free to review the presentation material and the background reports at the Resource table.
Staff from the Ministry of Transportation and the consultant, Totten Sims Hubicki Associates (TSH), are available today to answer any questions you may have regarding the display material, or any other aspect of the study, and to listen to your ideas and concerns about this study.
We encourage you to provide your comments in writing. All information/comments received will be maintained on file for use during the study and may be included in study documentation. With the exception of personal information, all comments will become part of the public record.
Comment sheets are available. Please deposit completed comment sheets in the box provided or mail/fax/e-mail your comments to the address shown on the bottom of the comment sheet.
2. Welcome
(as displayed in French)
BIENVENUE AU
Convocation aux séances de participation du public no 1
Autoroute 417, (Ottawa Queensway)
de l'autoroute 416 en direction est jusqu'au chemin Anderson
Étude de conception préliminaire et évaluation environnementale
Un membre bilingue de notre personnel est disponible pour vous servir en français.
3. Study Area
Highway 417 (Ottawa Queensway)
Preliminary Design Study and Environmental Assessment
from Highway 416 easterly to Anderson Road
MTO G.W.P. 663-93-00
4. Study Need and Justification
- Highway 417 currently experiences congestion and associated delays during the a.m. and p.m. peak travel periods.
- Traffic volumes on Highway 417 within the study area are high and are increasing annually.
- Continuing expansion of communities to the west, south and east sides of Ottawa will result in additional traffic demands in the Queensway corridor, adding to existing congestion and associated delays.
- Congestion and associated delays adversely affect safety.
- In order to sustain economic growth and provide for the efficient movement of people and goods on the Queensway, there is a need to assess reasonable alternatives to improve traffic operations and safety.
- Portions of the existing highway infrastructure (e.g. pavement, bridges, lighting) are reaching their expected service life and must be assessed for improvement.
- Design standards have changed over the lifetime of Highway 417, thus upgrades to the highway will be assessed in some areas to improve the safety and operation of the highway.
- To assess the need for a new interchange at Hunt Club Road.
5. Study Purpose
To identify short-term and longer term measures to:
- improve the mobility of people and goods;
- reduce congestion and associated delay;
- enhance safety; and
- improve existing infrastructure (i.e. pavement, bridges, lighting, etc.).
6. Environmental Assessment Process
- The study will follow an approved planning process, according to the requirements of the "Class Environmental Assessment for Provincial Transportation Facilities, 2000" for a Group 'B' project.
- Opportunities for public input will be provided throughout the process. A total of 3 rounds of Public Involvement Centres (PICs) will be held for this project. Public notices with contact names and phone numbers will be published in the local newspapers and notices will be delivered to various groups and strategic locations along the corridor.
- Upon completion of the study, a Transportation Environmental Study Report (TESR) will be prepared and filed with the Regional Office of the Ministry of Environment, and other public offices, for a 30-day public review period. A notice will be published in local newspapers indicating the submission of the TESR and will identify location(s) where the document can be viewed.
- At any time during the study up to the end of the public review period, anyone may request that the Minister of the Environment "bump up" (Make a Part II Order) this project to an Individual Environment Assessment if they feel environmental concerns remain unresolved. The decision rests with the Minister of Environment.
- The study is scheduled for completion in the winter of 2004.
- You are encouraged to contact the consultant, TSH, or MTO Project Team if you have any questions or concerns about this study.
7. Study Organization
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MTO Senior Project Management Team
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Project Management Team
- David Lindensmith, Senior Project Engineer, MTO
- Phil Pawliuk, Area Engineer, Planning and Design, MTO
- Dave McAvoy, Environmental Planner, Environmental Unit, MTO
-
Brian Ruck, Project Manager, Study Consultant, TSH
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Municipal Technical Advisory Committee (MTAC)
- City of Ottawa
- OC Transpo
- National Capital Commision
- Ontario Provincial Police
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Emergency Services
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Technical Advisory Committee
- MTO Representatives
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TSH Representatives
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Public Advisory Committee (PAC) Identified to Date
- Hintonburg Community Association
- Transport 2000
- Qualicum Community Group/Graham Park Group
- Ottawa East Community Association
- Roseberry Avenue Residents Committee Inc.
- Glabar Park Community Alliance
- Ontario Trucking Association
- Centretown Citizens Community Association
- Representatives of other community associations welcomed and encouraged.
8. Study Schedule
| Milestones | Completion |
|---|---|
| Project Initiation | Fall 2002 |
| alternative Development Phase | Fall 2002 |
| Public Involvement Centre #1 | Winter 2003 |
| Continuation of alternative Development Phase / Selection of Technically Preferred alternative | Spring 2003 |
| Public Involvement Centre #2 | Spring 2003 |
| Preliminary Design of Recommended alternative | Summer 2003 |
| Public Involvement Centre #3 | Summer 2003 |
| Completion of Preliminary Design | Fall 2003 |
| Submission of Environmental Document (TESR) for 30-day Public Review | Fall 2003 |
| Environmental Clearance | Winter 2004 |
| Project Completion | Winter 2004 |
9. Purpose of the PIC
The purpose of this PIC is to:
- introduce the project;
- present the Draft Study Design Report;
- present the assessment and evaluation of "alternatives to" the Undertaking;
- identify the "alternative(s) to" the Undertaking which will be carried forward;
- present background information, including the traffic analysis, environmental inventories and corridor analysis;
- present the long-list and short-listed "alternative Methods" for the Undertaking at a conceptual level;
- present the evaluation criteria and methodology to select the Technically Preferred alternative(s); and
- to obtain public input.
10. Draft Study Design Report
The Draft Study Design Report documents:
- Need and justification for the Project;
- The Study Area and preliminary study issues;
- "alternatives to the Undertaking" and "alternative Methods" of carrying out the undertaking;
- The Environmental Assessment (EA) process as it applies to this Project;
- An outline of the proposed work plan for the study;
- A preliminary long-list of evaluation criteria and the proposed evaluation methodology; and
- An explanation on how the public will be involved throughout the study.
The Draft Study Design Report will be finalized after the first round of Public Involvement Centres.
11. Study Issues and Constraints
The following study issues and constraints have been identified to-date:
- Existing traffic operational problems on Highway 417 generally are associated with a.m. and p.m. peak period commuter demands;
- Increasing congestion and associated delays on Highway 417 and at ramp terminal intersections;
- Safety;
- Condition of existing infrastructure, particularly bridges;
- Sensitivity of local residents, municipalities and agencies related to expansion of highway facilities (and desire to promote use of public transit);
- Existing and planned transitway infrastructure constraint to expansion;
- Lands adjacent to Highway 417 fully developed throughout the majority of the corridor;
- Environmental sensitivities of the various water crossings and the impacts and proposed mitigation associated with widening of Highway 417;
- Flexibility required to identify staged interim improvements which provide short-term operational and safety improvements and are mostly salvageable for longer term improvements;
- Noise; and
- Air Quality.
12. Strategic Transportation Direction - Introduction
- Draft document published in January 2002 sets out course of action for transportation in Eastern Ontario and provides context for this Queensway Study.
- Envisages an integrated transportation system that is safe, efficient, environmentally sensitive and accessible.
- Primary goal is to develop a fiscally and environmentally sustainable transportation system that will foster economic development while addressing the needs of the transportation users, industry and the public.
-
Further goals are:
- Promote choices for travel within and between communities;
- Continuing to be able to move people and goods efficiently;
- Reducing gridlock in parts of the province experiencing high population and employment growth; and
- Developing integrated transportation networks that promote access and economic activities.
13. Strategic Transportation Direction - Travel Demands
-
Projected travel demands for provincial highway system, commuter travel and the movement of goods indicate that:
- From 1996 to 2026, total system vehicle kilometres are projected to double with associated impacts including increased congestion, increased fuel consumption and vehicle emissions, and reduced levels of service. Increased highway congestion will be costly to carriers, commuters and tourists.
- Traffic on provincial highways is projected to grow faster than other roads with growth concentrated on 400 series highways. Two thirds of the growth is projected to occur on 400 series highways.
- Almost all of the urban section of the Queensway is expected to experience congestion by 2026.
14. Strategic Transportation Direction - General Conclusions
- Improved transportation infrastructure will be required to accommodate growth and to support continued economic growth.
- Need to focus on preservation and maintenance of provincial highway system with selective expansion in strategic corridors.
- Innovative technologies like Intelligent Transportation Systems (ITS) provide opportunities to improve efficiency and safety.
- Road and rail facilities could be better integrated to support the increasing inter-modal, international movement of goods.
- Greater emphasis could be placed on managing demand using the existing infrastructure through Travel Demand Management (tdM), modal shifts from auto to public transit and truck to rail, and land use/transportation system integration.
15. Potential Ring Road
(Also known as Outer Transportation Corridor, OTC)
- The Queensway study found that a ring road alone would not sufficiently reduce congestion on the Queensway, and widening and operation improvements to the existing corridor are needed as well.
- Transportation Demand Modelling shows that the Outer Transportation Corridor (OTC) has relatively little benefit to the Queensway (a reduction of +/- 200 vehicles in the peak hour). The OTC has more significant impact on the performance of the system than on Highway 417 specifically. Peak hour benefits of OTC to Highway 417 are not significant.
-
However, an east-west transportation corridor could have other benefits to the transportation network in the Ottawa area including
- Improved inter-regional goods movement;
- Improved east-west mobility in central and southern parts of Ottawa; and
- Improved access to Ottawa International Airport.
16. Travel Demand Forecasting
-
A Travel Demand Forecasting Model was used to develop estimates of future traffic volumes on major roads throughout the City of Ottawa. The model is a computer program that performs the following functions:
- Estimates the p.m. peak hour demand for car travel based on the expected population and employment at a traffic zone level, accounting for the expected level of transit use and average vehicle occupancy; and
- Assigns each origin to destination car trip to the road network so as to minimize travel time.
- The model was developed based on the City of Ottawa's 1997 Transportation Master Plan. Population and employment projections were updated in 2002 using data from the City of Ottawa Official Plan Review.
- Travel demand forecasts were produced for 2001 (for calibration), 2011 and 2021, and for several different road network and transit use scenarios.
-
Travel demand forecasts were used:
- To identify strategic level capacity needs (key locations along the Queensway corridor and screenlines);
- As input for operational analysis and simulation of the Queensway corridor; and
- To test the impacts of increased transit use and alternative area road network improvements on the need for additional Queensway capacity.
Key Results
-
Analysis indicates need for additional lanes in the Queensway corridor as follows:
-
Now:
- Pinecrest Road to Carling Avenue
- Parkdale Avenue to Bronson Avenue
- Nicholas Street to Innes Road
-
Within 10 years:
- Highway 416 to Innes Road
-
Within 20 years:
-
Highway 416 to Anderson Road
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Highway 416 to Anderson Road
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Now:
- Additional capacity on the Queensway will result in minor improvements to congestion during peak hours as traffic from City streets diverts to the highway. However, there will be significant benefits to overall travel throughout the road network.
- Construction of a new parallel highway facility (Outer Transportation Corridor) results in only minor benefit to the Queensway operations.
- Without improvements to the Queensway, transit use would have to increase well beyond the current City of Ottawa Transportation Master Plan targets to satisfy the projected travel demands. Representative transit mode share data is provided on the following panel.
Representative Transit Data
The following table summarizes existing and projected transit usage within the study area as well as the transit usage which would be required to eliminate the need for improvements to the Queensway.
% of Person-Trips Using Transit
| Section of The Queensway Corridor | ||||
|---|---|---|---|---|
| Highway 416 | Woodroffe Avenue | Rochester Street | Rideau River | |
| Existing | 16% | 18% | 30% | 35% |
| Ottawa Transportation Master Plan Target, 2021 | 25% | 25% | 30% | 40% |
| Required to Meet Travel Demand, 2021 | 38% | 42% | 48% | 59% |
| Increase in Transit Trips Required to Meet Travel Demand, 2021 | 1,385 | 2,610 | 2,310 | 2,660 |
Transit Usage Required to Eliminate Need to Widen Queensway
Highway 416 Screenline
Total Person Trips 2001
|
Total Person Trips 2021
|
Woodroffe Avenue Screenline
Total Person Trips 2001
|
Total Person Trips 2021
|
Rochester Street Screenline
Total Person Trips 2001
|
Total Person Trips 2021
|
Rideau River Screenline
Total Person Trips 2001
|
Total Person Trips 2021
|
17. Traffic Operations Analysis
-
Two methods were used to identify deficiencies within the existing Queensway corridor:
-
Standard traffic operations analysis:
- Examines operation of each highway section, on-ramp, off-ramp and ramp terminal intersection separately
- Industry standard Highway Capacity Manual methodology
- a.m. and p.m. peak hour analyses; 2001, 2011 and 2021 horizon years
-
Traffic simulation using the INTEGRATION Model:
- Simulates operations of entire Highway 417 corridor (highway and on/off-ramps)
- Traces individual vehicle movements from origin to destination through the corridor
- Industry-leading analysis tool, developed in partnership with Queen's University and MTO
- Model coded and calibrated to reflect existing (2001) traffic operations
- a.m. and p.m. peak period simulations (3 hours each); 2001, 2011 and 2021 horizon years
-
Standard traffic operations analysis:
- All analysis was based on the existing Highway 417 configuration, except the Hunt Club Road interchange was added for the 2021 horizon year.
- The identified deficiencies are summarized on the Corridor Analysis Plan.
18. Environmental Inventories - Completed Work
The following environmental inventories were undertaken to document existing conditions within the study area. The specialist reports are available at the resource table. The results of the environmental inventory work will be used in the prediction of impacts of alternatives.
-
Existing Noise Levels:
- Report quantifies existing noise originating from current highway traffic
-
Stage 1 Archeology:
- Stage I Report summarizes archaeological background information for the study area
- Predicts potential for archaeologically significant areas which will require Stage II investigation (test pitting)
-
Social, Land Use and Planning Review:
- Summarizes social character of the study area: land uses, planning designations, social features, etc.
-
Natural Environmental Inventory Reports:
- Summarize aquatic and terrestrial wildlife and vegetation of the study area
- Will be used to identify areas requiring additional care (or avoidance) when planning improvements
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Landscape Assessment:
- Summarizes landscape and visual features which characterize the study area
19. Environmental Inventories - Work to be Undertaken
The results of this environmental/ inventory work will be used in the prediction of impacts of alternatives.
-
FUTURE NOISE LEVELS:
- Assessment of future noise levels will be undertaken for future traffic projections on the existing road network.
- These levels will be compared to those resulting from the alternatives to assess relative impacts.
-
BUILT HERITAGE:
- Due to the significant concentration of built heritage features adjacent to the right-of-way, built heritage impacts will be assessed once the footprints for the alternatives have been defined.
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AIR QUALITY:
- As part of an air quality assessment associated with the Queensway study, the following predictions will be made:
- Estimate vehicle exhaust emission rates using U.S. EPA models
- Estimate pollutant concentrations using U.S. EPA dispersion model
-
Estimate pollutant concentrations for the following:
- Existing conditions (2001)
- Future (2011/2021) for existing road network and future road network resulting from preferred alternatives
- Quantify air quality impact at sensitive locations along the highway
- Compare predicted results to applicable Provincial and Federal criteria
20. Assessment and Evaluation of "Alternatives to the Undertaking"
The PIC Display board illustrated the alternatives in a large chart:
To view PDF files, you will require Adobe Acrobat Reader.
21. Advanced Traffic Management Systems
- ATMS solutions will be considered throughout the corridor both as stand alone improvement options and in combination with other highway improvement alternatives.
-
Advanced traffic management systems include:
- Traffic cameras for incident management
- Changeable message signs (permanent and portable types)
- Queue end warning devices
- Ramp metering
- Collision detection and response; and
- Other new technologies as they develop.
- The ATMS component of this study includes the Queensway west to Highway 7.
22. Corridor Analysis Plans
The following series of boards summarize existing and future conditions within the corridor, the identified deficiencies, the long list of "alternative Methods" for the undertaking and the short-listed alternatives which will be carried forward for further evaluation. The information is presented on a section by section and interchange by interchange basis. A box reference number has been provided to facilitate public comment.
- See also the links index of Corridor Analysis Plans
How to Read the Plans
| Box # |
| Summary of Existing/Future Conditions |
|---|
|
This box describes existing/future conditions
|
| Problem Identification |
|
This box describes the identified problems |
| Short Listed alternatives |
|---|
|
This box lists the range of alternatives to address the identified problems |
Corridor Analysis Plans
-
Existing / Future Conditions Section:
- Documents geometry, traffic and safety issues
-
Problem Identification Section:
- Identifies the problem(s) for each section / interchange based on existing and future conditions
-
Long-List of alternatives table:
- Documents the long-list of alternatives considered to address the identified problems and the rationale for why some alternatives were not carried forward for further evaluation (i.e. not carried forward to the short-list).
- Mainline improvement alternatives cannot be considered in isolation as modifications to the interchanges are required to implement the improvements.
- In some cases, there was not a viable solution to address the identified problem(s) without creating new problems or worsening existing problems.
-
Short-Listed alternatives Section:
- Summarizes the short-listed alternatives to be carried forward for further evaluation
- alternatives broken down into three categories: Do Nothing, Minor Modifications (i.e. minor changes to highway footprint / operations) and Major Modifications (i.e. major changes to highway footprint / operations).
- Sketches were prepared to illustrate major modifications that are difficult to explain in words. The sketch numbers are referenced on the corridor analysis plans and are presented on separate boards.
23. Summary of Analysis of Results
The following mainline Queensway modifications are being considered:
-
8 basic through lanes from Highway 416 to Regional Road 174
- i.e. provide an additional eastbound (EB) and westbound (WB) lane from Highway 416 to Carling Avenue and from Kent Street to Regional Road 174 where 8 lanes presently do not exist
-
6 basic through lanes from Regional Road 174 to east project limit
- i.e. provide an additional eastbound (EB) and westbound (WB) lane from Regional Road 174 to east project limit
-
Significant interchange modifications are being considered for the following locations:
- Richmond Road Interchange
- Island Park Drive Interchange
- Parkdale Avenue Interchange
- Rochester Street to Metcalfe Street Interchanges
- Nicholas Street Interchange
- St. Laurent Boulevard Interchange
- Hunt Club Road Interchange
24. Evaluation Methodology
Two evaluation methods are proposed to evaluate the "alternative Methods" to the Undertaking, as described below:
- The qualitative method, is a descriptive assessment and will be used where there are few alternatives and there is substantial agreement for the recommendations. Potential impacts will be assessed using the evaluation criteria presented on the previous board.
-
The weighted evaluation method, is an analytical approach that measures scores based on mathematical relationships. It will be used where the alternatives are complex and diverse. The weighted evaluation method consists of the following steps:
- The evaluation criteria, including sub-criteria, will be weighted by each member of the study team (each having a specific area of expertise), accounting for public concerns and issues and the significance of each criteria to this project. A final average team weighting factor will be produced prior to carrying out the scoring of the alternatives. Only those criteria that vary for each design alternative, and thus impact the evaluation, will be weighted and scored.
- The level of impact of each alternative for each criterion will be scored using function forms where appropriate, and then the score will be multiplied by the average weighting for each criterion and summed to produce a final score for each alternative (see following board for an example).
- The final scores will then be compared to identify a 'Technically Preferred alternative', subject to public comment and sensitivity testing. To be a 'Technically Preferred alternative', an alternative should score sufficiently higher than the second highest scoring alternative so that it is "clearly preferred".
25. Evaluation Criteria
| Criterion: Traffic and Transportation | |
|---|---|
| Sub-Criteria | Measure (unit) |
| Safety | Quantified safety improvement (Total cost calculated by reduction in collisions times severity times cost) |
| Level of Service -- congestion, mobility | Quantified improvement measured through improvement in LOS and/or calculated reduction in delay |
| Highway Design Standards | Highway design speed that is achieved (km/h) |
| Ability to Stage Construction | Impact of construction on highway operation (good/fair/poor) |
| Compatibility with adjacent roadway sections | System continuity (yes/no) |
| Out of the way travel | Distance (km) |
| Person movement | Person throughput per hour during peak hour |
| Public transit | Disruption or improvement to existing service / change in travel time (min) |
| Future transit initiatives | Compatibility with future transit initiatives (good/fair/poor) |
| Criterion: Natural Environment | |
| Sub-Criteria | Measure (unit) |
| Wildlife | Area of Upland Habitat (ha) |
| Significant Fauna/Flora Species | None identified -- factor deleted |
| Significant Natural Areas | None identified -- factor deleted |
| Stormwater Management | Increase in impervious surfaces (m2) |
| Fish Habitat | In-water construction (yes/no) |
| Criterion: Social and Cultural Environment | |
| Sub-Criteria | Measure (unit) |
| Noise Levels |
Number of Noise Sensitive Receivers (NSAs) with 0-5 dBA increases
Number of NSAs with 5-10 dBA increases Number of NSAs with increases greater than 10 dBA |
| Archaeology | No significant findings -- factor deleted |
| Heritage Resources | # of heritage features impacted |
| Cycling | Compatibility with cycling infrastructure at crossing road ramp intersection (good/fair/poor) |
| Pedestrian Movement | Accommodation of pedestrians at crossing road ramp intersection (good/fair/poor) |
| Landscaping | Area of landscaping removed (m2) |
| Emergency Vehicles | Change to existing service (yes/no) |
| Planning Documents | Conformance with Existing and Future Development (good/fair/poor) |
| Criterion: Land Use and Property | |
| Sub-Criteria | Measur (unit) |
| Agricultural | Area of Class 1, 2, 3, impacted (ha) |
| Commercial/Industrial | Removal of existing facility from intended use (m2) |
| Institutional | Removal of existing facility from intended use (m2) |
| Recreational | Removal of existing facility from intended use (m2) |
| Residential | # of homes removed |
| Criterion: Cost | |
| Sub-Criteria | Measure (unit) |
| Construction Cost | Dollars |
| Property Costs | Dollars |
26. Next Steps
In response to public and agency input, the Project Team will:
- Finalize Study Design Report
- Finalize short-list of alternatives
- Assess impacts for short-listed alternatives
- Evaluate short-listed alternatives and select Technically Preferred alternative
- Hold a Second round of Public Involvement Centres
- Prepare the preliminary design for the Technically Preferred alternative
- Hold a Third round of Public Involvement Centres
- Prepare and file TESR for 30-day public review period
- Complete project
27. How to Get Involved
Thank You for Your Attendance
Please provide written comments
If you would like to be involved in the study, please:
- Fill out a comment sheet requesting that your name be added to the project mailing list; and/or
- Consider representing your community association on the Public Advisory Committee.
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Last modified: January 22, 2009