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City of Ottawa - TTC Presentation

Brian Ruck, P. Eng., C.V.S.
TSH Project Manager

Agenda

Introduction
Technically Preferred Alternative (TPA)
PIC # 2 - Schedule and Locations
Background Information
Air Quality
Interchanges - Supporting Comments

Introduction

Presenters

Phil Pawliuk, P. Eng.
Area Engineer
MTO - Planning and Design

Brian Ruck, P. Eng. C.V.S.
TSH - Project Manager

Presentation Purpose

To present the Technically Preferred Alternative prior to 2^nd round of Public Involvement Centres (June 21 -- 23)
To receive comments on the TPA for consideration during the preliminary design phase

Study Purpose

To identify short-term (0-10) and longer term (11 -- 20) measures to:
- Identify safety-enhancing measures
- Improve mobility of people and goods by reducing delay and congestion; and
- Optimize use of the existing facility

Study Milestone Schedule

2^nd Round of PIC's -- June 21-23, 2004
Preliminary Design of Recommended Plan -- Fall 2004
3^rd Round of PIC's -- Late Fall 2004
Documentation and File TESR -- Spring 2005

Traffic Operations Report -- Future Conditions Update

Scope:
- Travel demand forecasting/traffic volume projections
- INTEGRATION modelling
- Operations analysis
Based on final Ottawa TMP (Sept. 2003)
Supersedes previous Traffic Operations Report -- Future Conditions (Oct. 30, 2002)
Some modelling changes increased overall travel demand and other changes decreased the predicted overall demand (transit share from 20% to 30%) with the net result being that the travel volumes on the Queensway changed a negligible amount

Traffic Forecasting Results

A capacity deficiency (equivalent to 1 lane per direction) will exist on Hwy 417 from Hwy 416 to Innes Road by 2021
Adding capacity to Hwy 417 attracts trips from City streets
Minor benefit to Hwy 417 from OTC and/or Interprovincial bridges
Overall network benefits more significant than Hwy 417 benefits
The implementation of all transportation upgrades contained in the 2003 TMP, including realization of transit mode share targets, does not eliminate the need to consider improvements to the Queensway

Air Quality

Recognizing the importance of Air Quality, the Ministry has added a comprehensive AQ component to this study
Based on results to date, downwind concentrations related to vehicular emissions from roadway traffic on Highway 417 and interchanges (plus background pollutants) were predicted to be less than the MOE and Environment Canada air quality criteria at all receptors

Technically Preferred Alternative (TPA)

Queensway Mainline from Highway 416 to Anderson Road - TPA

Widen to 4 basic lanes per direction from Highway 416 to Carling Ave
Retain existing 4 basic lanes per direction from Carling Ave to Kent St
Retain existing 3 basic lanes per direction from Kent St to Metcalfe St
Widen to 4 basic lanes per direction from Metcalfe St to OR 174
Widen Highway 417 to 6 basic lanes from OR 174 to east project limit

Mainline -- Observations

The widening will reduce the frequency of recurring congestion and improve safety
This widening will require modification to most interchange ramps to accommodate the additional lanes
To accommodate the widening, a minor amount of property and one home on the south side of the Queensway west of Nicholas Street will be required.
See: Nicholas Street Interchange South Side Alternative 2 (PDF - 563 KB)

Queensway Interchanges - TPA

Free flow ramps at intersections

During the preliminary design phase, we will review each location where free flow ramps exist with the City and MTO to determine whether removal of the free flow conditions can/should be accomplished

Richmond Road South Side

Problem - The existing ramps cannot be retained in their present location with the proposed mainline widening without major community disruption

TPA - Close existing ramps and provide new connection via Holly Acres Road
See: Richmond Road Interchange South Side - Alternative 2 (PDF - 893 KB)

Woodroffe Avenue Widening

Problem - Safety/Operations: lack of NB left turn lanes affects intersection operations and results in increased collisions

TPA - Widen Woodroffe across the Queensway to provide NB left turn lane
See: Widening Woodroffe Avenue - Alternative 2 (PDF - 319 KB)

Woodroffe Avenue North Side

Problem - Safety: existing WB off-ramp merges directly onto Woodroffe Avenue without proper acceleration; increased collision experience for vehicles and pedestrians

TPA - Relocate off ramp to west side of Woodroffe; maintain bus only off-ramp on east side
See: Woodroffe Avenue North Side - Alternative 7 (PDF - 326 KB)

Island Park Drive

Problem - Safety: the existing WB off-ramp is a direct taper from the Queensway;
Operations: the lack of a connection to SB Merivale means more traffic uses Carling/Kirkwood and Parkdale to access the City south of the Queensway

TPA - Remove existing ramp and relocate it on the west side of Island Park with a modern roundabout that also provides access to Merivale Road southbound
See: Island Park Drive - Alternative 7 (PDF - 403 KB)

Parkdale Avenue North Side

Problem - Safety/Operations: The WB off-ramp enters onto Westmount Ave causing safety concerns for residents, pedestrians and motorists; the deceleration lane for the existing ramp is too short causing traffic to back up onto the Queensway

TPA - Relocate the ramp to the south through the homes abutting the Queensway on the south side of Westmount Ave and extend the deceleration lane to the east
See: Parkdale Avenue North Side - Alternative 4 (PDF - 541 KB)

Parkdale Avenue South Side

Problem - Safety/Operations: The deceleration lane for the existing EB off-ramp is too short causing traffic to back up onto the Queensway

TPA - Extend the deceleration lane to the west
See: Parkdale Avenue South Side - Alternative 2 (PDF - 522 KB)

Metcalfe to Bronson Westbound

Problem - Safety/Operations: the proximity of the Lyon on-ramp and Bronson off-ramp results in a very short weave thereby creating a very significant safety concern

TPA - Close the Lyon Street on-ramp
See: Metcalfe to Bronson Westbound - Alternative 6 (PDF - 711 KB)

Bronson to Metcalfe Eastbound

Problem - Safety/Operations: Vehicles exiting the Queensway at Bronson have to navigate south on Bronson and then make a left turn to head east on Chamberlain which increases the collision risk and decreases intersection efficiency

TPA - Relocate Chamberlain east of Bronson through the vacant Board of Education building to eliminate the "jog" intersection
See: Bronson to Metcalfe Eastbound - Alternative 2 (PDF - 556 KB)

Alta Vista Parkway EA

A connection between the Queensway and a future AVP is under review by the City of Ottawa

St. Laurent Boulevard North Side

Problem - Safety/Operations: The existing weaving length between Highway 417 and the WB off-ramp is too short creating congestion and increased collisions

TPA - Construct a barrier to prevent traffic from 417 exiting at St. Laurent. Access for 417 via Aviation Parkway and Ogilvie Road. Access from OR 174 westbound via a new separate ramp to be built between the Queensway and Transitway
See: St. Laurent Boulevard North Side - Alternative 3 (PDF - 392 KB)

St. Laurent Boulevard South Side

Problem - Safety/Operations: The existing weaving length between St.Laurent and "the split" is too short creating congestion and increased collisions

TPA - Close the ramp from St. Laurent NB to 417 EB
See: St. Laurent Boulevard South Side - Alternative 1 (PDF - 550 KB)

Hunt Club Interchange

The Study Team recognizes that the City's 2003 TMP identified a need for a future Hunt Club Road Interchange
We have reviewed the spatial requirements for this future interchange and it can be accommodated in the future

PIC # 2 -- Schedule and Locations

Monday June 21, 2004 - 4:00 to 8:00 pm
- Civic Centre, Salon A; 1015 Bank St.
Tuesday June 22, 2004 - 4:00 to 8:00 pm
- Nepean Sportsplex, Hall A; 1701 Woodroffe Ave
Wednesday June 23, 2004 - 4:00 to 8:00 pm
- Pineview Golf Club; 1471 Blair Road

Background Information

Study Context

Study is being undertaken in accordance with:

Basic principles of Draft Strategic Transportation Directions for Eastern Ontario
MTO Guidelines and Policies for major transportation planning projects
City of Ottawa 2003 OP and TMP
Class Environmental Assessment for Provincial Transportation Facilities
- Class "B" Undertaking

Other Project Elements

In addition to roadway modifications, the following measures were also considered:

Transportation Demand Management
- Carpool lots - carried forward
Advanced Traffic Management System is being considered throughout from Anderson Road to Highway 7 and afford opportunities to optimize flows, improve safety, and reduce delays
- Incident detection, queue end warning and other measures - carried forward
High Occupancy Vehicle Lanes (HOV)
- Theoretical demand exists but corridor restrictions prevents their safe introduction -- not carried forward

Public Consultation

Ongoing public consultation is valuable and welcome
Study Commencement Notice in July 2002 was placed in daily and local newspapers, posters in selected libraries, letters to agencies and 58 Community Associations
First round of Public Involvement Centres January 2003
Input to the Project Team is achieved through:
- Municipal Technical Advisory Committee (MTAC)
- Public Advisory Committee (PAC)
- Agency and Public Mailing Lists
- Three rounds of Public Involvement Centres (three sessions per round)
- Project website

Increases in predicted overall travel demand were caused by:

Change in modelling process
Use of 1996 travel survey instead of 1986 survey
Adjustments to work trips to account for increased labour force participation between 1995 and 2021
Adjustments to account for commercial activity (trips not captured in survey and heavy truck counts)
Higher community to community trip making in 2003 TMP

Decrease in predicted overall travel demand was caused by:

Change in overall transit target from 20% to 30%

Evaluation Process

Evaluation of Alternatives was carried out by a multi-disciplinary team comprised of experts from MTO, City of Ottawa, NCC, Emergency Services, and the Consultant
A sensitivity analysis of the results was undertaken to test the rigour of the conclusions using both team weights and weights submitted from members of the Public Advisory Committee

Evaluation Factors

The evaluation included a broad range of evaluation factors in the following categories:

Traffic and Transportation
Natural Environment
Social and Cultural Environment
Land Use and Property
Cost

Air Quality
Overview of Work Plan and Preliminary Results Highway 417 Improvements

Elements of Study

General Approach

Establish baseline air quality conditions
Develop traffic/roadway design scenarios
Run emission models (tailpipe and roadway)
Run dispersion model to predict local impact
Select ambient air quality criteria
Assess compliance/change
Recommend mitigation measures

What is a Model?

A model provides a fundamental link between emissions and air quality changes by simulating transport, dispersion, transformation and deposition mechanisms.

Emission
Source

Dispersion
Modelling

Ambient
Air Quality

Example RWDI Ambient Air Quality Monitoring Station

Establish Baseline Conditions

Summarize key pollutants from local MOE/Env. Canada air quality monitoring stations for 5 years:

88 Slater Street
Rideau/Wurtenburg

Model Tailpipe Emissions

Use US EPA emissions model MOBILE6 to estimate tailpipe emissions of combustion products such as carbon monoxide (CO), oxides of nitrogen (NO_x) and fine particulate matter

MOBILE 6.2 Vehicle Fleet Emissions

Carbon Monoxide (CO)

Idle Emission Factor (g/hour): 2001 - 235.9; 2011 - 118.3; 2021 - 88.3

CO Emissions Chart

Results

Based on results to date, downwind concentrations related to vehicular emissions from roadway traffic on Highway 417 and interchanges (plus background pollutants) were predicted to be less than the MOE and Env.Canada air quality criteria at all receptors

Noise is a significant issue and has/will be addressed as follows:

Establish existing noise conditions
Identify noise impacts associated with proposed alternatives
Assess impacts during evaluation of alternatives
Identify mitigation measures
Review existing noise barriers and recommend replacement strategy

Auxiliary Lanes

In addition to the basic lanes, auxiliary lanes will be required at various locations to improve operations (hence there may be greater than 4 lanes/direction in some areas between interchanges)

(Note: An auxiliary lane connects an on-ramp from one interchange to an off-ramp at the next interchange, and are used where interchanges are closely spaced. These lanes are not continuous throughout the study area).