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Public Involvement Centre #2 - Alternative Plans and Evaluation Results

Technically Preferred Alternative (TPA)

Plates:


Alternatives Considered / Evaluation Results

  1. Mainline:
    1. Highway 417 from Highway 416 to Carling Avenue
    2. Highway 417 from Carling Avenue to Kent Street
    3. Highway 417 from Kent Street to Nicholas Street
    4. Highway 417 from Nicholas Street to Ottawa Road 174
    5. Highway 417 from Ottawa Road 174 to Anderson Road
       
  2. Highway 416 Interchange
  3. Richmond Road Interchange
  4. Greenbank Road / Pinecrest Road Interchange
  5. Woodroffe Avenue Interchange
  6. Maitland Avenue Interchange
  7. Carling Avenue Interchange
  8. Island Park Drive Interchange
  9. Parkdale Avenue Interchange
  10. Bronson Avenue to Metcalfe Street
  11. Nicholas Street Interchange
  12. St. Laurent Boulevard Interchange

1.  Mainline

i.  Highway 417 from Highway 416 to Carling Avenue

Problem Identification:

  • Insufficient through lane capacity resulting in recurrent congestion and delay.
  • Westbound lane drop (transition from four lanes to three lanes) through the Richmond Road interchange.

Alternative Plans Considered:

  • Alternative 1: Do nothing.
  • Alternative 2: Widen Highway 417 to four basic lanes in each direction (refer to TPA Plates).

Evaluation of the Analysis of Alternatives:

Evaluation Results:

  • Technically Preferred Alternative: Alternative 2
  • Rationale:
    • Helps to address the identified problems including recurring congestion and delay and improves mobility and accessibility.
    • Removes the westbound lane drop through the Richmond Road Interchange.
  • Potential Mitigation Measures:
    • Minimize property requirements by minimizing cross section elements.
    • Adopt a landscape plan to mitigate impacts to landscaped areas.

ii.  Highway 417 from Carling Avenue to Kent Street

Problem Identification:

  • Insufficient downstream capacity westbound at Carling Avenue.

Alternative Plans Considered:

  • Alternative 1: Do nothing.

Evaluation Results:

  • Technically Preferred Alternative: Alternative 1
  • Rationale:
    • No widening through this area was considered as the problems identified resulted from downstream constrictions. Therefore, this section of Highway 417 was not subjected to a detailed assessment and evaluation of alternatives.
  • Potential Mitigation Measures:
    • None considered, as the "do nothing" alternative is the Technically Preferred Alternative

iii.  Highway 417 from Kent Street to Nicholas Street

Problem Identification:

  • Insufficient westbound through lane capacity from Rideau Canal to Bank Street resulting in recurrent congestion and delay.
  • Insufficient eastbound through lane capacity from Kent Street to Nicholas Street resulting in recurrent congestion and delay.
  • Close spacing of interchanges creates weaving problems that result in congestion and safety concerns.
  • Lane drops (forced exits) at Kent Street, Nicholas Street and Metcalfe Street result in weaving and congestion.

Alternative Plans Considered:

  • Alternative 1: Do nothing.
  • Alternative 2: Provide one additional westbound through lane from Rideau Canal to Bank Street and also through the Nicholas Street interchange. Provide one additional eastbound through lane from Metcalfe Street on-ramp easterly.

    Continuous widening through this area as described in Alternative 2 above was not carried forward for detailed assessment and evaluation. Instead, various lane configurations were considered during the assessment of interchange modifications between Bronson Avenue and Metcalfe Street. See interchange alternatives and interchange assessment and evaluation tables.

Evaluation of the Analysis of Alternatives:

Evaluation Results:

  • Technically Preferred Alternative: Alternative 2 (modified) to provide one additional westbound lane from Nicholas Street to Metcalfe Street and one additional eastbound lane from the Metcalfe Street on-ramp to Nicholas Street.
  • Rationale:
    • No continuous widening of Highway 417 was recommended due to the traffic patterns through this area. The volumes exiting eastbound at Kent and Metcalfe Streets are not "replaced" until east of Metcalfe. The volume exiting westbound at Metcalfe Street is not replaced until O'Connor Street.
    • Given the traffic patterns and the significant impacts associated with any continuous widening, alternatives considered were focused on interchange improvements and examined separately.
  • Potential Mitigation Measures:
    • Minimize property requirements by minimizing cross section elements.
    • Adopt a landscape plan to mitigate impacts to landscaped areas.

iv.  Highway 417 from Nicholas Street to Ottawa Road 174

Problem Identification:

  • Insufficient through lane capacity resulting in recurrent congestion and delay.
  • Close spacing of interchanges (Metcalfe and Nicholas, Nicholas and Vanier Parkway/Riverside Drive and St. Laurent Boulevard and Ottawa Road 174) creates weaving problems, which result in congestion and safety concerns.
  • Westbound right hand lane forced exit at St. Laurent Boulevard results in weaving and congestion.
  • Single continuous lane on westbound Queensway results in weaving, congestion and safety concerns.

    Weaving issues were also dealt with as part of the interchange alternatives. See also interchange alternatives and interchange assessment and evaluation tables for areas of interest.

Alternative Plans Considered:

  • Alternative 1: Do nothing.
  • Alternative 2: Widen Highway 417 to four basic lanes in each direction.

Evaluation of the Analysis of Alternatives:

Evaluation Results:

  • Technically Preferred Alternative: Alternative 2
  • Rationale:
    • Helps to address the identified problems including recurring congestion and delay.
    • Improves mobility and accessibility in the Highway 417 corridor and the Ottawa road network.
    • Removes forced exit (lane drop) from Hwy 417 westbound through the St. Laurent Interchange.
  • Potential Mitigation Measures:
    • Minimize property requirements by minimizing cross section elements.
    • Adopt a landscape plan to mitigate impacts to landscaped areas.
    • Standard mitigation measures to protect potentially affected warm water fisheries.

v.  Highway 417 from Ottawa Road 174 to Anderson Road

Problem Identification:

  • Insufficient through-lane capacity in future, resulting in congestion and delay.

Alternative Plans Considered:

  • Alternative 1: Do nothing.
  • Alternative 2: Widen Highway 417 to three basic lanes in each direction.

Evaluation of the Analysis of Alternatives:

Evaluation Results:

  • Technically Preferred Alternative: Alternative 2
  • Rationale:
    • Helps to address the identified problems to 2021 including congestion and delay in the Highway 417 corridor and the Ottawa road network.
  • Potential Mitigation Measures:
    • Adopt a landscape plan to mitigate impacts to landscaped areas.

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2.  Highway 416 Interchange

Holly Acres Road

Problem Identification:

  • Short weaving length on Holly Acres Road off-ramp causes increased collision probability

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 5 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 1
  • Rationale:
    • Avoids the unusual intersection configuration proposed as Alternative 2, which is a concern.
    • Includes the implementation of positive guidance and the further monitoring of collision experience.
  • Potential Mitigation Measures:
    • Operational improvements may be considered at this location at a later date.

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3.  Richmond Road Interchange

North Side

Problem Identification:

  • Tight curvature on E-WNS ramp causes safety concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 6 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 1
  • Rationale:
    • Includes improved signage and sight distance (through trimming of vegetation) that will facilitate driver maneuvers and enhance safety
  • Therefore largely addresses identified problem while:
    • Avoiding impact on residential properties
    • Avoiding any design change to the approved West Transitway EA concept
    • Reducing construction disruption

South Side

Problem Identification:

  • Tight curvature on N-E ramp causes safety concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 7 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 2
  • Rationale:
    • Replaces both the N-E and S-E moves that cannot be accommodated separately at this interchange with four mainline lanes
  • Therefore addresses identified problems while:
    • Reducing the number of free-flow conflict points between vehicles and cyclists and pedestrians along Richmond Road
    • Providing a potential transit connection across Holly Acres with a bus stop at the start of the on-ramp
    • Minimizing the amount of out-of-way travel
    • Reducing traffic along alternative routes to access the Queensway and potential for neighbourhood infiltration
    • Having acceptable intersection operations (with improvements)
    • Providing a direct move from Bayshore Shopping Centre easterly
    • Providing a desirable acceleration lane length for ramp traffic
  • Potential Mitigation Measures:
    • Landscape area where ramp is removed and to complement new ramp
    • Design crossing of Graham Creek in consultation with regulatory agencies to minimize and compensate for impacts
    • Design intersection improvements at Richmond Road and Holly Acres to minimize property requirements. Use urban section and underground drainage if necessary

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4.  Greenbank Road / Pinecrest Road Interchange

South Side

Problem Identification:

  • Tight curvature on S-E ramp causes safety concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives

Evaluation Results:

(Reference: Section 8 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 2
  • Rationale:
    • Improves ramp geometry and safety
  • Therefore addresses identified problem while:
    • Having reasonable cost
  • Potential Mitigation Measures:
    • Landscape area where ramp is removed

Ashley Street

Problem Identification:

  • Direct access to W-NS ramp from Ashley Street causes safety concerns due to short weaving length and speed differential

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives

Evaluation Results:

(Reference: Section 9 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 1
  • Rationale:
    • Maintains existing access, reducing potential negative impacts resulting from its closure
  • While the recommendation does not address the identified safety problem associated with the connection of a local road to a freeway off-ramp, it does:
    • Reduce traffic infiltration through the community
    • Eliminate out-of-way travel
    • Not impact on traffic operations at intersections along Greenbank
    • Not require property acquisition
  • Potential Mitigation Measures:
    • Improve signage to warn drivers on the ramp of traffic entering from Ashley Street.
    • Continue monitoring of collision experience and implement time of day closures if deemed necessary (closures should not occur during the times when school children are most likely to be walking to or from school)

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5.  Woodroffe Avenue Interchange

North Side

Problem Identification:

  • Tight curvature and confusing configuration with transit lane on E-N ramp causes safety concerns
  • Lack of deceleration lane for E-N ramp causes traffic operations concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives

Evaluation Results:

(Reference: Section 12 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 7
  • Rationale:
    • Provides a standard deceleration lane from the Queensway
    • Eliminates the free-flow merge from the existing E-N ramp onto Woodroffe Avenue
    • Eliminates the short weaving section on Woodroffe Avenue between ramp traffic from the Queensway to southbound Woodroffe and traffic heading to the ramp to the eastbound Queensway
  • Therefore addresses identified problems while:
    • Reducing the number of conflict points between vehicles and pedestrians/cyclists
    • Providing traffic control for a pedestrian crossing of Woodroffe Avenue
    • Maintaining a through transit connection across Woodroffe Avenue
    • Minimizing property requirements and eliminating the need to acquire homes
    • Ensuring adequate intersection level of service for the next 20 years
  • Potential Mitigation Measures:
    • Landscape areas where existing ramps are removed
    • Review the need for any free-flow ramps and eliminate where feasible

Widening Alternatives

Problem Identification:

  • Lack of NB left turn lane at Woodroffe Avenue / S-W Ramp intersection causes congestion and safety concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 11 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 2
  • Rationale:
    • Provides longer northbound left turn lane for improved storage and sight distance to the end of the left turn queue
  • Therefore addresses identified problem while:
    • Reducing intersection delay
    • Reducing the risk of collisions

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6.  Maitland Avenue Interchange

Problem Identification:

  • Short length of NB left turn lane at Maitland Ave./E-N-S Ramp/NS-W Ramp intersection causes congestion and safety concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 14 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 2
  • Rationale:
    • Provides longer northbound left turn lane for improved storage and intersection operations
  • Therefore addresses identified problem while:
    • Reducing collision risk
    • Providing for long term needs
  • Potential Mitigation Measures:
    • Review placement of signal heads and signage to postpone need for physical widening of the structure
    • Landscape embankment slope facing St. Basil's Church
    • Build retaining structure, if needed, to avoid impact on parking area

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7.  Carling Avenue Interchange

South Side

Problem Identification:

  • Short acceleration lane for S-E ramp does not allow vehicles to match Queensway traffic speed before merging

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 16 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 4
  • Rationale:
    • Provides balanced lengths for the acceleration lanes for the NS-E and S-E ramps from Carling Avenue to the eastbound Queensway, recognizing that the NS-E ramp traffic will now have to merge into the adjacent lane instead of remaining in their own lane
  • Therefore addresses identified problems while:
    • Minimizing the amount of property required from the back of Westgate shopping centre
    • Eliminating the need to acquire property from Kingsway United Church
  • Potential Mitigation Measures:
    • Build retaining walls to minimize property requirements
    • Design retaining walls in consultation with the directly affected property owners and the city

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8.  Island Park Drive Interchange

Problem Identification:

  • Lack of deceleration lane for E-N ramp requires exiting vehicles to slow down on the Queensway WB through lane, causing traffic operations and safety concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 17 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 7
  • Rationale:
    • Provides a standard deceleration lane and a loop exit ramp
    • Allows vehicles to proceed northbound on Island Park Drive or southbound on Merivale Road and Island Park Drive
  • Therefore addresses identified problems while:
    • Providing an alternative movement to Carling Avenue, potentially reducing volume of traffic making the weave from the Queensway westbound exit ramp at Carling to Kirkwood Avenue and assisting emergency response level of service
    • Minimizing out-of-way travel
    • Eliminating the need for traffic signals at the intersection of Merivale Road and Island Park Drive
    • Contributing to the desired driving experience along the Island Park Drive route
    • Slowing traffic, minimizing stops and moving traffic further from adjacent residences for better air quality at the homes
    • Eliminating the need to acquire homes or residential property
  • Potential Mitigation Measures:
    • Relocate illuminated recreation path to suit new ramp alignment
    • Landscape the location where the existing ramp is removed as well as the area within the loop ramp and between Merivale Road and Island Park Drive
    • Use improved signage to guide drivers around the loop exit ramp
    • Design roundabout to encourage reduced operating speeds and provide appropriate sight distance for pedestrian and cyclist movements

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9.  Parkdale Avenue Interchange

North Side

Problem Identification:

  • E-NS ramp discharges to residential street, causing traffic operations and safety concerns
  • Short deceleration lane for E-NS ramp requires exiting vehicles to slow down on the Queensway WB through lane, causing traffic operations and safety concerns
  • Insufficient capacity at the Parkdale Ave./Westmount Ave./NS-W ramp intersection

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 18 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 4
  • Rationale:
    • Eliminates ramp traffic from Westmount Avenue and improves safety
    • Lengthens the deceleration lane length and storage, reducing the likelihood of queues backing up onto the freeway
  • Therefore addresses identified problems while:
    • Facilitating intersection operations
    • Minimizing out-of-way travel
    • Preserving access to the Civic Hospital, Tunney's Pasture and local area destinations
    • Removes homes abutting the Queensway on the south side of Westmount Ave
  • Potential Mitigation Measures:
    • Provides an opportunity for improved landscaping and noise attenuation between the ramp and remaining Westmount homes
    • City to decide whether the access from Westmount Avenue to Parkdale should remain open as a right turn only or be closed

South Side

Problem Identification:

  • Insufficient capacity at Parkdale Ave./W-NS ramp/NS-E ramp intersection
  • Short deceleration lane for W-NS ramp requires exiting vehicles to slow down on the Queensway EB through lane, causing traffic operations and safety concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 19 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 2
  • Rationale:
    • Increases the length of deceleration lane, thus reducing the potential for queuing of exiting vehicles back onto the freeway with the associated risk of collisions
  • Therefore largely addresses identified problems while:
    • Minimizing property impacts (no purchase of homes required)
    • Facilitating emergency vehicle access
  • Potential Mitigation Measures:
    • Widen the off-ramp to two lanes as soon after the bullnose as the right-of-way width allows to maximize storage and improve intersection operations

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10.  Bronson Avenue to Metcalfe Street

Eastbound

Problem Identification:

  • EB right turn from W-NS ramp to Bronson Ave. restricted by downstream congestion on Bronson Ave; resulting queue extends back onto EB Queensway, causing traffic operations and safety concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 21 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 2
  • Rationale:
    • Provides three lanes at ramp terminal and lengthens the deceleration lane, potentially reducing queuing back onto Highway 417
  • Therefore largely addresses identified problems while:
    • Converting movements from the ramp to Chamberlain Avenue from right turns to Bronson followed by left turns to Chamberlain to through movements
    • Providing the City with the opportunity to close Imperial Avenue at Bronson
    • Acquiring the former Ottawa Board of Education building while it is not in use
  • Potential Mitigation Measures:
    • Provide replacement landscaping adjacent to Chamberlain Avenue and where existing road is removed
    • Provide southbound left turn lane under the Bronson Avenue structure by removing / relocating one of the two existing sidewalks (recognizing that a pedestrian tunnel would have security concerns at night)

Westbound

Problem Identification:

  • Insufficient capacity at Bronson/Catherine/Raymond Intersection to accommodate traffic demands
  • Weaving between traffic entering WB Queensway at Lyon and traffic exiting at Bronson causes safety concerns and is a future congestion concern
  • Insufficient WB through lane capacity from Rideau Canal to Bank Street

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 20 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 6
  • Rationale:
    • Eliminates the short weave between the Lyon Street on-ramp and the Bronson Street off-ramp with its significant collision history
  • Therefore largely addresses identified problems while:
    • Minimizing out-of-way travel
    • Maintaining the existing Bronson exit serving the west side of downtown, Carleton University, the Airport and Confederation Heights as well as destinations in the local area
    • Converting collision risk from a high speed location (potential for more severe collisions) to a low speed location
    • Shifting traffic away from the Lyon Street residential community (but risking traffic infiltration to other streets)
  • Potential Mitigation Measures:
    • Encourage (through public education) greater use of flexible quitting times for downtown workers to spread traffic demand over a longer duration, thus reducing peak congestion
    • Opportunities to mitigate traffic impacts due to diverted traffic through physical improvements are limited due to the developed urban nature of the area. The Project Team will work with the City during preliminary design to generate possible measures. The cost of the selected alternative will depend on the inclusion of mitigation measures.

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11.  Nicholas Street Interchange

North Side

Problem Identification:

  • Tight curvature of N-W ramp causes safety concerns
  • Limited weaving length on WB Queensway between Nicholas St. N-W ramp and Metcalfe St. E-NWS ramp causes traffic operations and safety concerns
  • Greenfield Ave. connection merges in close proximity to tight curve on N-W ramp

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 22 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 1
  • Rationale:
    • Positive guidance measures can be effective in addressing the minor safety concern associated with the existing ramp curvature
  • Therefore largely addresses identified problems while:
    • Not shortening the weaving length between Nicholas Street and Metcalfe Street
    • Not moving the ramp closer to the residential neighbourhood to the west
    • Having the lower cost
  • Potential Mitigation Measures:
    • Check superelevation during survey and design, and correct if needed

South Side

Problem Identification:

  • Tight curvature of ramps causes safety concerns
  • Limited weaving length between Metcalfe St. WS-E ramp and Nicholas St. W-N/W-S ramp causes traffic operations and safety concerns
  • All-way stop control at Lees Ave./W-S ramp causes traffic operations and safety concerns
  • W-S/W-N ramp split not expected by drivers

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 23 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 2
  • Rationale:
    • Improves sight distance along ramp
    • Allows for effective signalization of the ramp terminal/Chestnut Street intersection to improve operations as traffic volumes increase
  • Therefore addresses identified problems while:
    • Reducing intersection delay and improving safety
    • Providing traffic control for pedestrian crossing of Lees Avenue
    • Having a relatively low cost
  • Potential Mitigation Measures:
    • Sign through movement to Chestnut Street for local traffic only

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12.  St. Laurent Boulevard Interchange

North Side

Problem Identification:

  • Tight curvature on E-NS and S-W ramps causes safety concerns
  • Lemieux St./Labelle St. intersection on E-NS ramp is unexpected, causing traffic operations and safety concerns
  • Signal timing causes delays to WB left turns at St. Laurent Blvd./Lemieux St. intersection

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 25 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 3
  • Rationale:
    • Eliminates weave between the merge of O.R. 174 and Highway 417 and the exit to St. Laurent Boulevard
    • Provides two continuous lanes from O.R. 174 westerly on Highway 417
  • Therefore addresses identified problems while:
    • Maintaining the exit ramp for the greater proportion of traffic (i.e. about 65% of the traffic exiting to St. Laurent originates on O.R. 174)
    • Minimizing out-of-way travel
    • Improving intersection operations and safety at Labelle/Lemieux intersection by allowing installation of signals
    • Having the least impact on emergency response level of service
    • Having the least impact on access to the St. Laurent shopping district
  • Potential Mitigation Measures:
    • Replace disturbed landscaped areas
    • Sign automobile access from Highway 417 westbound to St. Laurent Boulevard via Airport Parkway/Ogilvie Road
    • Sign truck access from Highway 417 westbound to St. Laurent Boulevard via Innes Road and/or Vanier Parkway

South Side

Problem Identification:

  • Tight curvature, sight distance restrictions and HWY 417 mainline congestion cause safety concerns on the ramps
  • EB weaving maneuvres and short weaving length between St. Laurent Blvd. and Ottawa Rd. 174 cause congestion and safety concerns

Alternative Plans Considered - Plates:

Evaluation of the Analysis of Alternatives:

Evaluation Results:

(Reference: Section 26 of "Assessment and Evaluation Workbook" provided on Reference Table)

  • Technically Preferred Alternative - Alternative 1
  • Rationale:
    • Closes low volume ramp with the greatest contribution to collisions
    • Preserves ramp with highest traffic volume and having the longer weaving distance and acceleration length
  • Therefore largely addresses identified problems while:
    • Minimizing out-of-way travel
    • Providing better air quality performance than the other alternatives
    • Maintaining the egress from St. Laurent Shopping Centre easterly
    • Having no impact on residential property or access
    • Having the lowest cost
  • Potential Mitigation Measures:
    • Keep S-E ramp for use by emergency vehicles only, if deemed desirable
    • There are alternative routes via City streets for those seeking to avoid the weave to O.R. 174

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