PROPOSED HIGHWAY 417 CARLING AVENUE E-E ON-RAMP … · immediately west of the Westgate Shopping...

PROPOSED HIGHWAY 417 CARLING AVENUE E-E ON-RAMP CLOSURE, DETAIL DESIGN

WP 4255-15-01

CLASS ENVIRONMENTAL ASSESSMENT FOR PROVINCIAL TRANSPORTATION FACILITIES

GROUP ‘B’ PROJECT

MINISTRY OF TRANSPORTATION EASTERN REGION

TRANSPORTATION ENVIRONMENTAL STUDY REPORT

April 2017

Proposed Highway 417 Carling Avenue E-E On-Ramp Closure,

Detail Design

CLASS ENVIRONMENTAL ASSESSMENT FOR PROVINCIAL TRANSPORTATION FACILITIES (2000)

GROUP ‘B’ PROJECT

Ministry of Transportation Eastern Region

WP 4255-15-01

Prepared for the Ministry of Transportation by:

MMM Group Limited, a WSP company

Prepared by: Reviewed by:

Anita Sott, MCIP, RPP

Environmental Planner WSP | MMM

Nadia Diczki, P.Eng.

Design Manager WSP | MMM

Lincoln MacDonald, P.Eng.

Project Manager WSP | MMM

Proposed Highway 417 Carling Avenue E-E On-Ramp Closure (W.P. 4255-15-01)

Transportation Environmental Study Report

April 2017 i

THE PUBLIC RECORD

A copy of this Transportation Environmental Study Report (TESR) is available for review online at the

project website at www.highway417carlinge-eramp.com and at the following locations:

City of Ottawa

Client Service Centre, City Hall

110 Laurier Avenue West

Ottawa, ON K1P 1J1

Monday to Friday: 8:30 a.m. to 5:00 p.m.

Ottawa Public Library

Carlingwood Branch

281 Woodroffe Avenue

Ottawa, ON K2A 3W4

Tuesday to Thursday: 10:00 a.m. to 8:30 p.m.

Friday: 1:00 p.m. to 6:00 p.m.

Saturday: 10:00 a.m. to 5:00 p.m.

Ottawa Public Library

Rosemount Branch

18 Rosemount Avenue

Ottawa, ON K1Y 1P4

Tuesday to Thursday: 10:00 a.m. to 8:30 p.m.

Friday: 1:00 p.m. to 6:00 p.m.

Saturday: 10:00 a.m. to 5:00 p.m.

Alexander Community Centre

960 Silver Street

Ottawa, ON K1Z 6H5

Monday, Tuesday, Thursday: 10:00 am – 9:00 pm

Wednesday: 9:00 am – 9:30 pm

Friday: 10:00 am – 8:00 pm

Saturday: 9:00 am – 5:00 pm

Ce document hautement spécialisé n’est disponible qu’en anglais en vertu du règlement 671/92, qui en exempte l’application de la Loi sur les services en français. Pour de l’aide en français, veuillez communiquer avec Heather Edwardson, ministère des Transports, au 905 704-2210.



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TABLE OF CONTENTS

1 OVERVIEW OF UNDERTAKING ........................................................................................ 1

1.1 PROJECT SUMMARY.......................................................................................................................... 1

1.1.1 Introduction ................................................................................................................................ 1

1.1.2 Background – Preliminary Design & Environmental Assessment Study .................................. 2

1.1.3 Project Need and Justification – Detail Design & Environmental Assessment Study .............. 4

1.1.4 Consultation .............................................................................................................................. 5

1.1.5 Existing Environmental Conditions ............................................................................................ 5

1.1.6 Generation and Evaluation of Detail Design Alternatives ......................................................... 6

1.1.7 Detail Design Recommended Plan – General Description of the Undertaking ........................ 7

1.1.8 Potential Environmental Effects and Proposed Mitigation ........................................................ 7

1.1.9 Purpose of the Transportation Environmental Study Report (TESR) ....................................... 8

2 ENVIRONMENTAL ASSESSMENT PROCESS .................................................................10

2.1 THE ONTARIO ENVIRONMENTAL ASSESSMENT ACT (OEAA) ............................................................ 10

2.2 CONSULTATION PROCESS ............................................................................................................... 13

2.2.1 Study Contact List ................................................................................................................... 13

2.2.2 Project Website ....................................................................................................................... 15

2.2.3 Study Commencement and Public Information Centres ......................................................... 15

2.2.4 TESR Submission ................................................................................................................... 22

2.2.5 Comments Received ............................................................................................................... 22

3 EXISTING ENVIRONMENTAL CONDITIONS ....................................................................70

3.1 NATURAL ENVIRONMENT ................................................................................................................. 70

3.1.1 Methodology ............................................................................................................................ 70

3.1.2 Existing Conditions .................................................................................................................. 71

3.2 SOCIAL / ECONOMIC ENVIRONMENT ................................................................................................. 75

3.2.1 Methodology ............................................................................................................................ 75


3.3 CULTURAL ENVIRONMENT ............................................................................................................... 83

3.3.1 Methodology ............................................................................................................................ 83


4 PROJECT NEEDS ASSESSMENT AND JUSTIFICATION ................................................84

4.1 PROBLEM / OPPORTUNITY STATEMENT ............................................................................................ 84

4.1.1 Existing Conditions at the Carling Avenue W-E and E-E On-ramps ....................................... 84

4.1.2 Future Conditions at the Carling Avenue W-E and E-E On-ramps After Highway Widening –

Operational and Safety Issues ............................................................................................................. 85

4.1.3 Proposed Ramp Conditions .................................................................................................... 86

4.2 ALTERNATIVES TO THE UNDERTAKING ............................................................................................. 86

4.2.1 The ‘Do Nothing’ Alternative ................................................................................................... 87

4.2.2 Transportation Demand Management & New and/or Improved Air, Rail, Transit, and Water

Based Alternatives ............................................................................................................................... 87

4.2.3 New and/or Improved Municipal and Private Roads ............................................................... 87

4.2.4 New and/or Improved Provincial Transportation Facilities ...................................................... 88

5 GENERATION AND EVALUATION OF DESIGN ALTERNATIVES ...................................89



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5.1 DESIGN ALTERNATIVES FOR THE W-E AND E-E ON-RAMPS .............................................................. 89

5.1.1 Generation of Design Alternatives .......................................................................................... 89

5.1.2 Evaluation of Design Alternatives Methodology ...................................................................... 90

5.1.4 Description of Design Alternatives .......................................................................................... 92

5.2 EVALUATION OF DESIGN ALTERNATIVES ........................................................................................ 102

6 DETAIL DESIGN RECOMMENDED PLAN ...................................................................... 106

6.1 FEATURES OF THE RECOMMENDED PLAN ....................................................................................... 106

6.1.1 Carling Avenue E-E On-ramp Closure .................................................................................. 107

6.1.2 City Intersection Improvements ............................................................................................. 107

6.1.3 Signage ................................................................................................................................. 123

6.1.4 Illumination ............................................................................................................................ 123

6.1.5 Utilities ................................................................................................................................... 123

6.1.6 Property ................................................................................................................................. 124

6.1.7 Context Sensitive Design ...................................................................................................... 124

6.1.8 Landscape Plan..................................................................................................................... 124

6.2 CONSTRUCTION / TRAFFIC STAGING .............................................................................................. 127

7 ENVIRONMENTAL ISSUES AND COMMITMENTS ........................................................ 128

7.1 NATURAL ENVIRONMENT ............................................................................................................... 128

7.1.1 Vegetation ............................................................................................................................. 128

7.1.2 Wildlife / Species at Risk ....................................................................................................... 129

7.1.3 Fish and Fish Habitat ............................................................................................................ 130

7.1.4 Erosion and Sediment Control .............................................................................................. 130

7.1.5 Management of Waste/Debris and Excess Materials ........................................................... 130

7.2 SOCIOECONOMIC ENVIRONMENT ................................................................................................... 131

7.2.1 Land Use and Property ......................................................................................................... 131

7.2.2 Traffic Operations .................................................................................................................. 131

7.2.3 Pedestrian and Cyclist Access and Safety ........................................................................... 134

7.2.4 Aesthetics and Landscape .................................................................................................... 135

7.2.5 Construction Noise ................................................................................................................ 135

7.2.6 Utilities ................................................................................................................................... 136

7.3 CULTURAL ENVIRONMENT ............................................................................................................. 136

7.3.1 Built Heritage and Cultural Heritage Landscapes ................................................................. 136

7.3.2 Archaeology .......................................................................................................................... 137

7.4 SUMMARY OF ENVIRONMENTAL EFFECTS AND PROPOSED MITIGATION ........................................... 138

8 MONITORING .................................................................................................................. 149

LIST OF FIGURES

Figure 1-1: Study Limits ................................................................................................................................ 1

Figure 1-2: Highway 417 Carling Avenue Interchange Overview ................................................................. 2

Figure 2-1: Overview of Class EA Process for Group 'B' Projects .............................................................. 12

Figure 3-1: Landscape composition at the Highway 417 Carling Avenue E-E On-ramp ............................ 73

Figure 3-2: Existing land uses and active transportation facilities within the study area ............................ 77

Figure 3-3: Existing 2016 Weekday AM (PM) Peak Hour Traffic Volumes ................................................ 80



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Figure 3-4: Origin and Destination Survey results for users of the Carling Avenue E-E on-ramp - AM (PM)

traffic counts ................................................................................................................................................ 81

Figure 3-5: Origin and Destination Survey results for users of the Carling Avenue E-W off-ramp - AM (PM)

traffic counts ................................................................................................................................................ 82

Figure 4-1: Existing Conditions at the Carling Avenue W-E and E-E on-ramps ......................................... 84

Figure 4-2: Future conflicts at W-E and E-E on-ramps after Highway 417 widening ................................. 85

Figure 4-3: Proposed configuration with standard W-E on-ramp to Highway 417 eastbound .................... 86

Figure 5-1: Alternative 1 .............................................................................................................................. 95





Figure 5-6: Alternative 6 ............................................................................................................................ 100

Figure 5-7: Alternative 7 ............................................................................................................................ 101

Figure 6-1: Carling Avenue E-W Off-ramp weave across Carling Avenue westbound ............................ 108

Figure 6-2: Vehicles double-stacking on the Carling Avenue E-W off-ramp, view facing west towards

Kirkwood Avenue ...................................................................................................................................... 108

Figure 6-3: Objective of proposed intersection improvements at Carling Avenue westbound / Kirkwood

Avenue ...................................................................................................................................................... 109

Figure 6-4: Proposed improvements at the Carling Avenue westbound / Kirkwood Avenue intersection 111

Figure 6-5: Proposed improvements at the Carling Avenue / Saigon Court intersections ....................... 114

Figure 6-6: AM (PM) Peak Hour Traffic Volumes with E-E On-ramp Closure and Proposed Intersection

Improvements ........................................................................................................................................... 115

Figure 6-7: Projected Travel Time to Highway 417 Eastbound - Trips Originating from the North .......... 117

Figure 6-8: Projected Travel Times to Highway 417 Eastbound - Trips Originating from the East .......... 118

Figure 6-9: Projected Travel Times to Highway 417 Eastbound - Trips Originating from the South ........ 119

Figure 6-10: Projected Travel Time for Redirected E-W Off-ramp Traffic destined for Kirkwood Avenue

Southbound ............................................................................................................................................... 120

Figure 6-11: Anticipated traffic redistribution following the Carling Avenue E-E on-ramp closure with the

proposed Carling Avenue intersection improvements in place ................................................................. 122

Figure 6-12: Landscape Plan .................................................................................................................... 126

LIST OF TABLES

Table 2-1: Indigenous Communities, Local Elected Representatives and External Agencies Consulted .. 13

Table 2-2: Summary External Agency Comments Received and Responses ........................................... 24

Table 2-3: Summary of Public Comments Received and Responses ........................................................ 31

Table 3-1: Provincially Significant Plant Species ........................................................................................ 73

Table 3-2: Species of Special Concern ....................................................................................................... 75

Table 3-3: Existing 2016 Peak Hour and AADT Ramp Volume Counts ..................................................... 79

Table 5-1: Evaluation Factor Areas, Criteria, and Indicators ...................................................................... 91

Table 5-2: Evaluation of Design Alternatives ............................................................................................ 103

Table 7-1: Summary of Environmental Concerns and Commitments....................................................... 138



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LIST OF APPENDICES

Appendix A: Notification Material

Appendix B: Public Information Centre #1 Display Materials

Appendix C: Public Information Centre #2 Display Materials

Appendix D: Correspondence

Appendix E: Traffic Analysis Summary Report

ACRONYMS

ANSI Area of Natural and Scientific Interest

ATMS Advance Traffic Management Systems

CA Contract Administrator

Class EA Class Environmental Assessment for Provincial Transportation Facilities (2000)

EA Environmental Assessment

ERD Environmental Reference for Highway Design

LIO Land Information Ontario

MOECC Ontario Ministry of the Environment and Climate Change

MNRF Ontario Ministry of Natural Resources and Forestry

MPP Member of Provincial Parliament

MTCS Ontario Ministry of Tourism, Culture and Sport

MTO Ontario Ministry of Transportation

NHIC Natural Heritage Information Centre (MNRF)

NSSP Non-Standard Special Provision

OEAA Ontario Environmental Assessment Act

OPSS Ontario Provincial Standard Specifications

PIC Public Information Centre

PSW Provincially Significant Wetland

ROW Right-of-Way

SAR Species at Risk

SP Special Provision

TESR Transportation Environmental Study Report

WP Work Project



April 2017 1

1 OVERVIEW OF UNDERTAKING

1.1 PROJECT SUMMARY

1.1.1 INTRODUCTION

The Ministry of Transportation (MTO) retained MMM Group Limited, a WSP company (WSP | MMM) to

complete the detail design for the proposed permanent closure of the Highway 417 Carling Avenue E-E

on-ramp (on-ramp from Carling Avenue westbound to Highway 417 eastbound). The E-E on-ramp is

located within the Carling Avenue interchange between Kirkwood Avenue and Merivale Road,

immediately west of the Westgate Shopping Centre. The study limits are illustrated in Figure 1-1.

Figure 1-1: Study Limits

1.1.1.1 MTO Ramp Naming Convention

The MTO naming convention for highway ramps is based on the direction traffic is coming from, to the

direction traffic is going to (i.e. the E-E on-ramp is so named as traffic is coming from the east on Carling

Avenue westbound, and is going to the east on Highway 417 eastbound).



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1.1.1.2 Highway 417 Carling Avenue Interchange Overview

The Highway 417 Carling Avenue interchange currently has two eastbound on-ramps, which is atypical

for a freeway interchange: the E-E on-ramp and the W-E on-ramp (on-ramp from Carling Avenue

eastbound to Highway 417 eastbound, located east of Kirkwood Avenue). Within the Carling Avenue

interchange, the on-ramps to Highway 417 eastbound are accessed from different directions on Carling

Avenue, which is split into westbound lanes located north of Highway 417 and eastbound lanes located

south of Highway 417. The E-E on-ramp carries one lane of traffic from the westbound direction on

Carling Avenue to Highway 417 eastbound, while the W-E on-ramp carries one lane of traffic from the

eastbound direction on Carling Avenue to Highway 417 eastbound.

Other ramps within the Highway 417 Carling Avenue interchange include a westbound on-ramp located

west of Kirkwood Avenue and east of Saigon Court on the north side of Highway 417 (E-W on-ramp); an

eastbound off-ramp located west of Kirkwood Avenue on the south side of Highway 417 (W-E off-ramp);

and a westbound off-ramp located east of Kirkwood Avenue on the north side of Highway 417 (E-W off-

ramp). An aerial overview of the Highway 417 Carling Avenue interchange is illustrated in Figure 1-2.

Figure 1-2: Highway 417 Carling Avenue Interchange Overview

This Transportation Environmental Study Report (TESR) documents the Environmental Assessment

Study process followed for the proposed permanent closure of the Highway 417 Carling Avenue E-E on-

ramp. It includes: a description of existing conditions in the study area; the evaluation of design

alternatives; the consultation process followed; and the recommended plan, including mitigation

measures, developed to address potential environmental impacts.

This TESR has been prepared in accordance with the requirements of the approved environmental

planning process for Group ‘B’ projects under the Ministry of Transportation’s Class Environmental

Assessment (Class EA) for Provincial Transportation Facilities (2000) and will be filed for a 30-day public

review period.

1.1.2 BACKGROUND – PRELIMINARY DESIGN & ENVIRONMENTAL ASSESSMENT STUDY

Highway 417 (Ottawa Queensway) is the major east-west provincial transportation corridor in the Ottawa

area that provides for inter-city and local travel. Construction of Highway 417 started in the late 1950s to

provide a controlled-access highway to replace Highway 17. Over the years, Highway 417 has been

expanded to serve growing travel demand and traffic volumes.



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1.1.2.1 Highway 417 Expansion

In 2002, the MTO conducted a Preliminary Design and Environmental Assessment Study to review

infrastructure and operational issues on Highway 417 (Ottawa Queensway) from west of Highway 416

easterly to Anderson Road (GWP 663-93-00) in response to growing traffic volumes in the City of Ottawa.

This study evaluated opportunities to optimize the use of the existing facility, while providing for the

efficient movement of people and goods and reducing traffic congestion. It examined existing and future

problems and opportunities and provided a Recommended Plan to guide the evolution of the Queensway

over the next 20 years. The study examined the mainline, as well as all interchanges and crossing

roadways within the study limits. The Preliminary Design and EA study incorporated the City of Ottawa’s

goal of increasing transit modal share to 30% of all morning (AM) peak period trips, as set out in the City’s

2003 Transportation Master Plan. The City’s recent 2013 Transportation Master Plan included the

equivalent transit modal share.

The Preliminary Design and Environmental Assessment Study was carried out in accordance with the

approved environmental planning process for Group ‘B’ projects under the MTO Class EA. The

Preliminary Design was documented in a TESR, which received environmental clearance in 2008.

This study identified various concerns within the study area, including:

• Insufficient capacity to accommodate existing and projected travel demands for the study corridor,

even with the future goal of achieving a 30% transit modal share;

• Locations on Highway 417 with higher than expected collision frequency (typically associated with

recurring congestion);

• The standards used for the original construction and subsequent modifications to Highway 417

through the study area have resulted in a number of features that are considered atypical in the

context of current design practice (including mainline horizontal and vertical alignment elements,

ramp geometry and lane/shoulder widths); and

• The majority of the existing highway infrastructure is in need of significant rehabilitation and/or

replacement over the planning horizon (the next 20 years) in order to maintain its functionality.

A Recommended Plan was developed to address these concerns, which included:

• Widening Highway 417 from three to four mainline lanes in each direction from Highway 416 to

Carling Avenue and from Metcalfe Street to Ottawa Road (OR) 174;

• Retaining the existing number of mainline lanes from Carling Avenue to Metcalfe Street;

• Widening Highway 417 from two to three lanes in each direction from OR 174 to east of Walkley

Road;

• Retaining the basic horizontal and vertical geometry throughout;

• Modifying the interchanges at Richmond Road, Pinecrest Road / Greenbank Road, Woodroffe

Avenue, Carling Avenue, Parkdale Avenue, Bronson Avenue, Lyon Street, Nicholas Street and St.

Laurent Boulevard to improve safety and traffic operations;

• Revising/enhancing the drainage system to accommodate the proposed widening;

• Rehabilitating pavement, bridges and the illumination system as required;

• Upgrading the existing Advance Traffic Management System including additional pavement loop

detectors, cameras, changeable message signs and queue end warning devices;

• Upgrading noise barrier walls to current standards; and



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• Replacing/enhancing landscaping.

1.1.3 PROJECT NEED AND JUSTIFICATION – DETAIL DESIGN & ENVIRONMENTAL

ASSESSMENT STUDY

The primary considerations for the proposed closure of the Highway 417 Carling Avenue E-E on-ramp are

the future operational and safety concerns which will result following the widening of Highway 417

between Maitland Avenue and Island Park Drive. This section of the highway widening was approved as

part of the Preliminary Design for Highway 417 from west of Highway 416 easterly to Anderson Road,

and has received provincial funding for construction. A separate Detail Design and Environmental

Assessment Study is being undertaken for the widening of Highway 417 from 0.5 km west of Maitland

Avenue to 0.6 km east of Island Park Drive (GWP 4058-01-00). A Public Information Centre (PIC) for the

highway widening was held in August 2015 and a Design and Construction Report (DCR) will be filed for

a 30-day public review period in spring 2017. Construction for the highway widening is anticipated to

begin in summer 2017.

The closure of the E-E on-ramp was not identified as a need during Preliminary Design based on the level

of design details examined, and represents a new undertaking.

1.1.3.1 What Has Changed since Preliminary Design?

The Preliminary Design Recommended Plan for the expansion of Highway 417 maintained both the

eastbound on-ramps within the Carling Avenue interchange (i.e. W-E on-ramp and E-E on-ramp) with

both acceleration lane lengths and spacing between the ramps less than current highway design

standards. The Preliminary Design Recommended Plan represents a conceptual planning level of detail

that is to be refined prior to being implemented, based on new and/or more detailed information gathered

during Detail Design.

The aforementioned Detail Design for the Highway 417 Rehabilitation and Widening from west of

Maitland Avenue to east of Island Park Drive provided the following additional design details which

informed the W-E on-ramp and E-E on-ramp design requirements and constraints, in conjunction with the

future highway improvements:

• Precise property limits and anticipated impacts;

• Precise utility locations and anticipated impacts, as well as extensive consultation with utility

providers regarding potential relocations (e.g. extensive impacts to Hydro One);

• Soil conditions at the ramps; and

• Application of current, standard design geometrics for the W-E on-ramp and E-E on-ramp (i.e.

required profile grades, lane and shoulder widths, ramp radii, and acceleration lane and taper

lengths)

1.1.3.2 Carling Avenue E-E On-ramp Closure Need and Justification

The planned widening will result in operational and safety issues due to the introduction of a significantly

substandard merge condition for the existing Highway 417 Carling Avenue W-E on-ramp (on-ramp from

Carling Avenue eastbound to Highway 417 eastbound, located east of Kirkwood Avenue). The W-E on-

ramp carries approximately three times more traffic than the E-E on-ramp. The permanent closure of the

low volume E-E on-ramp is proposed as a means to accommodate the planned widening of Highway 417



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and provide a standard-length merge lane for the high volume W-E on-ramp, while maintaining access to

Highway 417 eastbound within the Carling Avenue interchange.

A more detailed description of the project need and justification is included in Section 4.1.

1.1.4 CONSULTATION

Throughout the duration of this Detail Design and EA study, local elected representatives, Indigenous

communities, external agencies, interest groups (including local Community Associations), and members

of the general public were encouraged to participate through an extensive consultation plan that included

a project website, notification letters to the study contact list, newspaper notices in three local

newspapers, brochure notifications to over 9,000 residents and businesses within the study area, two (2)

Public Information Centres (PICs), a presentation to provide a project update to local elected

representatives and local Community Association representatives in advance of the second PIC, and a

presentation to the City of Ottawa Transportation Committee.

Stakeholder comments were taken into consideration during the refinement of the Detail Design and the

development of mitigation measures to accommodate traffic that would be redirected following the

proposed Highway 417 Carling Avenue E-E on-ramp closure. Prevalent concerns related to:

• The need and justification for the widening of Highway 417 between Maitland Avenue and Island

Park Drive and the related need and justification for the E-E on-ramp closure;

• The need to examine additional interchange design alternatives which would maintain both the E-

E on-ramp and the W-E on-ramp;

• Adding additional traffic volumes to adjacent interchanges (i.e. Parkdale Avenue interchange) and

the potential for increased cut-through traffic on surrounding residential streets as a result of

redirected traffic once the E-E on-ramp is closed, and related safety concerns; and

• Traffic volumes and movements at the Carling Avenue westbound / Kirkwood Avenue

intersection, and concerns related to safety of the current intersection configuration and whether

drivers would use the suggested alternative route through the intersection to access the Carling

Avenue W-E on-ramp.

A comprehensive discussion of comments received throughout the study is included in Section 2.0 of this

report.

1.1.5 EXISTING ENVIRONMENTAL CONDITIONS

The existing natural, socioeconomic, and cultural environments within the study area were considered as

part of the Detail Design and EA Study to inform the development and evaluation of design alternatives,

as well as the assessment of potential environmental impacts that may result from the proposed works

and require a mitigation strategy.

Field surveys to determine natural environment existing conditions were not required to be undertaken as

part of the current Detail Design and EA study, as existing conditions within the study area have been

previously documented as part of the following Preliminary / Detail Design and EA studies within the

Highway 417 corridor:

• Preliminary Design and EA Study for Highway 417 from west of Highway 416 easterly to

Anderson Road (‘Highway 417 Expansion’) (GWP 663-93-00);



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• Preliminary Design and EA Study for the rehabilitation of bridges along Highway 417 from 0.5 km

west of Maitland Avenue to 0.6 km east of Island Park Drive (‘Highway 417 Bridge

Rehabilitations’) (GWP 4058-01-00); and

• Detail Design and EA Study for the Highway 417 Rehabilitation and Widening from 0.5 km west

of Maitland Avenue to 0.6 km east of Island Park Drive (GWP 4058-01-00).

Background information from these studies was reviewed as a basis to establish the natural

environmental existing conditions within the study area, along with updated information obtained from the

Ministry of Natural Resources and Forestry.

To assist in informing socioeconomic environmental existing conditions and potential impacts to the

travelling public and the local transportation network as a result of the proposed works, the following

traffic studies and analysis were undertaken:

• 2016 traffic counts on the key ramps in the Carling Avenue interchange that are the focus of this

study to establish updated traffic volumes;

• A review of 2016 City of Ottawa intersection counts;

• An ‘Origin-Destination’ (OD) survey in order to assess where the current users of the Carling

Avenue E-E on-ramp are coming from (origin) and where the users of the Carling Avenue E-W

off-ramp are going to (destination); and

• Travel time surveys in order to assess the diversion potential along various alternative routes,

and to establish the increase in travel time that may be experienced by the user should that route

be selected.

A comprehensive summary of the existing environmental conditions within the study area is included in

Section 3.0 of this report.

1.1.6 GENERATION AND EVALUATION OF DETAIL DESIGN ALTERNATIVES

Over the course of the Detail Design process, seven design alternatives were developed and evaluated

based on technical and environmental considerations in order to review various ramp and interchange

configurations which would accommodate the highway widening while maintaining access to Highway

417 eastbound within the Carling Avenue interchange. The design alternatives were evaluated in detail

against criteria in three factor areas, including: Environment (natural, socioeconomic); Transportation

(highway operations, safety, side road impacts); and Construction (constructability). The evaluation of the

design alternatives led to the identification of the preferred alternative (Alternative 3 – Close the E-E on-

ramp and maintain the W-E on-ramp with a standard acceleration lane) which meets transportation needs

and is constructable given the site constraints, while minimizing negative environmental impacts to the

extent possible.

The detailed methodology and results of the design alternatives evaluation process are documented in

Section 5.0 of this report.

Implementation of the preferred alternative requires mitigation to create capacity at the Carling Avenue

westbound / Kirkwood Avenue intersection and reduce the additional travel time for the redirected E-E on-

ramp traffic to access the W-E on-ramp, and to reduce the potential for cut-through traffic on residential

streets as a result of redirected E-E on-ramp traffic. This mitigation forms part of the Detail Design

Recommended Plan which is documented in Section 6.0 of this report.



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1.1.7 DETAIL DESIGN RECOMMENDED PLAN – GENERAL DESCRIPTION OF THE UNDERTAKING

This project includes the following components:

• Proposed permanent closure of the Highway 417 Carling Avenue E-E on-ramp;

• Maintaining access to Highway 417 eastbound using the Carling Avenue W-E on-ramp, and

providing a standard-length merge lane for the ramp;

• Construction of related works, including retaining walls, illumination modifications / ATMS, and

landscaping;

• Implementing mitigation for redirected traffic from the closed E-E on-ramp, including:

o Improvements at the Carling Avenue westbound / Kirkwood Avenue and Carling Avenue /

Saigon Court intersections to facilitate safe and efficient access to Highway 417 eastbound for

traffic being redirected to use the W-E on-ramp, and to address weaving issues at the Carling

Avenue westbound / Kirkwood Avenue intersection associated with Highway 417 E-W off-

ramp traffic (off-ramp from Highway 417 westbound to Carling Avenue westbound). These

improvements include:

� Two dedicated left turn lanes on Carling Avenue westbound at Kirkwood Avenue to

accommodate left-turning traffic, including redirected traffic from the closed E-E on-ramp;

� A raised concrete median island constructed between the through lanes and the left turn

lanes on Carling Avenue westbound at Kirkwood Avenue to prevent E-W off-ramp traffic

from weaving across Carling Avenue westbound to turn left on to Kirkwood Avenue

southbound;

� A dedicated left turn lane on Carling Avenue westbound at Saigon Court to accommodate

traffic turning left on to Saigon, including redirected traffic from the E-W off-ramp seeking

access to Carling Avenue eastbound / Kirkwood Avenue southbound;

� Widening of Saigon Court by one lane to provide additional capacity;

� New traffic signals at the Carling Avenue eastbound / Saigon Court intersection; and

� New sidewalks and a segregated bike lane on Carling Avenue westbound.

o Following the completion and approval of the Detail Design and Environmental Assessment

Study process, there will be continued coordination with the City of Ottawa and local

residents to develop and implement appropriate traffic calming measures on Coldrey Avenue

to mitigate for any potential cut-through traffic as a result of the Carling Avenue E-E on-ramp

closure.

Traffic management is being coordinated with the City of Ottawa and the proposed improvements have

been designed to meet the City’s long-term objectives for the Carling Avenue corridor.

A more comprehensive description of the Recommended Plan is provided in Section 6.0 of this report.

1.1.8 POTENTIAL ENVIRONMENTAL EFFECTS AND PROPOSED MITIGATION

Direct and indirect potential environmental impacts that may result from the proposed works included in

the Detail Design Recommended Plan were considered in order to establish appropriate mitigation

measures. Mitigation measures include planning decisions, design features, construction requirements

and constraints to avoid or minimize impacts for each identified environmental impact.

Mitigation measures for this project are related to:

• Vegetation;



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• Wildlife and Species at Risk;

• Erosion and Sediment Control;

• Management of Waste/Debris and Excess Materials;

• Land Use and Property;

• Traffic Operations;

• Pedestrian and Cyclist Access and Safety;

• Aesthetics and Landscape;

• Construction Noise;

• Utilities; and

• Archaeology.

A more comprehensive discussion of potential environmental effects and proposed mitigation measures

are included in Section 7.0.

1.1.9 PURPOSE OF THE TRANSPORTATION ENVIRONMENTAL STUDY REPORT (TESR)

This Transportation Environmental Study Report (TESR) documents the Environmental Assessment

process carried out to identify the recommended plan for the proposed closure of the Highway 417

Carling Avenue E-E on-ramp to accommodate the planned widening of Highway 417 from west of

Maitland Avenue to east of Island Park Drive. The planned highway widening was approved in 2008

following the completion of the Preliminary Design and Environmental Assessment Study for Highway

417 (Ottawa Queensway) from west of Highway 416 easterly to Anderson Road (GWP 663-93-00). A

separate Detail Design and Environmental Assessment Study is being undertaken for the widening of

Highway 417 from 0.5 km west of Maitland Avenue to 0.6 km east of Island Park Drive (GWP 4058-01-

00). This TESR includes a description of existing conditions in the study area, the consultation process

undertaken and a summary of feedback received from stakeholders, the generation and evaluation of

Detail Design alternatives, and the recommended plan, including mitigation measures developed to

address environmental impacts.

This TESR has been prepared in accordance with the requirements of the approved environmental

planning process for Group ‘B’ projects under the Ministry of Transportation’s Class Environmental

Assessment (Class EA) for Provincial Transportation Facilities (2000). The TESR will be filed for a 30-day

public review period from April 27, 2017 to May 27, 2017.

Interested persons are encouraged to review the TESR and provide comments by May 27, 2017. If after

consulting with the Ministry of Transportation, you have serious unresolved concerns, you have the right

to request the Minister of the Environment and Climate Change (11th Floor, Ferguson Block, 77 Wellesley

Street West, Toronto, Ontario, M7A 2T5) to issue a Part II Order (“bump-up”) for this study. A Part II

Order may lead to the preparation of an individual environmental assessment. A copy of the bump-up

request should be forwarded to the addresses below.

If there are no outstanding concerns after May 27, 2017, the study will be considered to have met the

requirements of the Class EA and may proceed to construction.

The Project Team is available to discuss the information provided within this report or any other project-

related inquiries. Members of the team can be contacted as follows:



April 2017 9

Mr. Lincoln MacDonald, P.Eng.

Consultant Project Manager

WSP | MMM

1145 Hunt Club Road, Suite 300

Ottawa, Ontario

K1V 0Y3

Ms. Kate Green, P.Eng.

MTO Senior Project Engineer

Ministry of Transportation – Eastern Region

1355 John Counter Blvd., Postal Bag 4000

Kingston, Ontario

K7L 5A3

Tel: 1-877-998-9912

Fax: (613) 736-8710

E-mail: [email protected]

Tel: 1-800-267-0295

Fax: (613) 540-5106


Ms. Anita Sott, MCIP, RPP

Consultant Environmental Planner

WSP | MMM

1145 Hunt Club Road, Suite 300

Ottawa, Ontario

K1V 0Y3

Mr. Kevin Ogilvie

MTO Senior Environmental Planner

Ministry of Transportation – Eastern Region

1355 John Counter Blvd., Postal Bag 4000

Kingston, Ontario

K7L 5A3

Tel: 1-877-998-9912

Fax: (613) 736-8710


Tel: 1-800-267-0295

Fax: (613) 540-5106




April 2017 10

2 ENVIRONMENTAL ASSESSMENT PROCESS

2.1 THE ONTARIO ENVIRONMENTAL ASSESSMENT ACT (OEAA)

The Ministry of Transportation Class Environmental Assessment for Provincial Transportation Facilities

(MTO Class EA) was approved under the Ontario Environmental Assessment Act (OEAA) in the fall of

1999 and amended in 2000. This planning document outlines the EA process that MTO has committed to

follow for certain defined groups of projects and activities. Provided that this process is followed, projects

and activities included under the MTO Class EA do not require formal review and approval under the

OEAA.

The following principles underlie the MTO Class EA process:

• Transportation engineering principles

The transportation engineering principles ensure that the project provides an effective and safe

transportation system.

• Environmental protection principles

The environmental protection principles ensure that the project provides effective environmental

protection. Existing environmental conditions, sensitivities and environmental protection

requirements were assessed and are documented in this TESR. Mitigation measures have been

developed to avoid, prevent, and/or reduce any residual adverse effects.

• External consultation principles

The consultation principles ensure that there is effective consultation with stakeholders early and

throughout the study process. Throughout this study, local elected representatives, Indigenous

communities, provincial and federal agencies, local municipalities, interest groups, and members

of the general public were encouraged to participate through a proactive Consultation Plan that

included a project website, notification letters, newspaper notices, notification brochures and two

Public Information Centres.

• Evaluation principles

The evaluation principles ensure that an effective evaluation process is in place to provide a

balance between transportation engineering and environmental protection principles and to fulfill

the project goals. The evaluation process used to assess planning and design alternatives was

traceable, replicable and understandable by those who may be affected by the decisions.

• Documentation principles

The documentation principles ensure that there is effective environmental documentation and that

the opportunity to challenge the project is provided. The environmental documentation required

for this project is this Transportation Environmental Study Report, which will be filed for a 30-day

public review period.



April 2017 11

• Bump-up principles

The bump-up process (i.e. a Part II order) for Group ‘B’ projects provides an appeal process to

address unresolved concerns. Interested persons are encouraged to review this TESR and any

individuals with serious concerns have the right to request that the Minister of the Environment

and Climate Change “bump-up” this project. A Part II Order may lead to the preparation of an

individual environmental assessment.

• Environmental clearance principles to proceed.

This study is being carried out in accordance with the approved planning process for Group ‘B’ projects.

An overview of the Class EA process for Group ‘B’ projects is provided in Figure 2-1. As illustrated in

Figure 2-1, this TESR is being submitted at the completion of the Detail Design phase. The next step in

the EA process will be construction.

As per the requirements of the MTO Class EA process, the TESR documents the following:

• The generation, assessment, evaluation, selection and development of the design alternatives;

• The transportation engineering and environmental issues and how they were incorporated into

the environmental assessment program;

• The identified potential environmental condition changes, effects and commitments to mitigation

measures;

• Commitments to further work, including any environmental effects monitoring that is required;

• The consultation program followed throughout the study; and

• The identification of all project approvals, licenses and permits which have been or must be

obtained prior to construction.



April 2017 12

Figure 2-1: Overview of Class EA Process for Group 'B' Projects

WE ARE HERE



April 2017 13

2.2 CONSULTATION PROCESS

Consistent with the requirements for Group ‘B’ projects under the MTO Class EA, consultation with

federal and provincial agencies, local municipalities, Indigenous communities, local elected

representatives, external agencies, interest groups and members of the public was on-going throughout

the study.

A Consultation Plan for this project was developed to address the requirements of the MTO Class EA and

placed emphasis on consultation with stakeholders and members of the public that have the potential to

be most directly affected by the project. The Consultation Plan was designed to involve stakeholders and

the public early and throughout the study, to identify concerns and assist in the development of a

Recommended Plan, including mitigation measures, where required.

Stakeholders and the public were kept informed of the study and were asked for input through the use of

conventional, effective consultation methods including:

• Ontario Government Notices published in three (3) local newspapers (Ottawa Citizen and

Kitchissippi Times - English; and Ottawa Le Droit - French);

• Direct letter mailings and brochures delivered to residents and businesses within the study area;

• Correspondence with local elected representatives, external agencies and members of the public;

• A project website (www.highway417carlinge-eramp.com);

• Two (2) Public Information Centres (PICs);

• Coordination meetings with City of Ottawa staff;

• A presentation to local elected representatives and local Community Association representatives;

• A presentation to the City of Ottawa Transportation Committee; and

• Filing of the Transportation Environmental Study Report (TESR) for public review.

2.2.1 STUDY CONTACT LIST

A contact list of local elected officials, Indigenous communities, provincial and federal agencies, local

municipalities, emergency services, utilities, school boards and interest groups was developed at the

beginning of the study. Over the course of the study, any individuals or organizations expressing interest

in the project were added to the contact list. The study contact list includes the individuals and

organizations listed in Table 2-1:

Table 2-1: Indigenous Communities, Local Elected Representatives and External Agencies Consulted

Indigenous Communities

Algonquins of Pikwàkanagàn

Algonquins of Ontario Consultation Office

Ottawa Algonquin First Nation

Ottawa Regional Métis Council

Métis Consultation Unit

Local Elected Representatives

MP – Ottawa Centre

MP – Ottawa West-Nepean

MPP – Ottawa Centre

MPP – Ottawa West-Nepean

Mayor – City of Ottawa

Councillor – Kitchissippi (Ward 15)

Councillor – River (Ward 16)



April 2017 14

Provincial and Federal Ministries/Agencies

Environment and Climate Change Canada

Ministry of Indigenous Affairs

Ministry of Natural Resources and Forestry

Ministry of Tourism, Culture and Sport

National Capital Commission

Emergency Services

Ottawa Police

Ontario Provincial Police

Ottawa Fire Services

Ottawa Paramedic Services

Royal Ottawa Health Centre

City of Ottawa – Departments

Asset Management

Design & Construction – Municipal (West)

Environmental Assessment

Infrastructure Services

Public Works

Right of Way Info & Approvals

Traffic & Mobility

Traffic Engineering

Traffic Investigations/Surveys

Traffic Operations

Traffic Services

Transit Services

Transportation Planning

Transportation Strategic Planning

Utilities

Allstream

Bell Canada

Cogeco Inc.

Enbridge Central Gas Distribution

Hydro One

Hydro Ottawa Limited

Ottawa Power Generation

Rogers Ottawa

Telus Corporation

Interest Groups

Accessibility Advisory Committee

Bel-Air Kenson Park Community Association

Carlington Community Association

Carlingwood Community Association

Central Park Community Association

Citizens for Safe Cycling

City Centre Coalition

Civic Hospital Neighbourhood Association

Colonnade Management

Federation of Citizens' Associations of Ottawa

Hampton Court Tenant's Association

Hampton Iona Community Group

Hintonburg Community Association

Highland Park Ratepayers' Association

Island Park Community Association

Kriska Transportation

Ontario Trucking Association

Ottawa Chamber of Commerce

RioCan Management (Westgate Shopping Centre)

Transport Action Canada

Tibbs Transport Inc.

Wellington Village Community Association

Westboro Community Association

School Boards

Ottawa-Carleton District School Board

Ottawa Catholic School Board

Conseil des écoles catholiques du Centre-Est

Conseil des écoles publiques de l’Est de l’Ontario



April 2017 15

2.2.2 PROJECT WEBSITE

A project website was created to provide project information, updates and documents to interested

stakeholders (www.highway417carlinge-eramp.com). The project website includes information on the

project background, study area, study process, public involvement, and the project schedule, and

provides an online comment submission tool which directs submitted comments directly to the Consultant

Project Team.

The newspaper notices advertising the combined “Notice of Study Commencement / PIC #1”, the “Notice

of PIC #2”, and “Notice of TESR Submission” are provided on the project website. In addition, the PIC #1

and PIC #2 display boards were made available for online viewing and download the following day after

each respective PIC.

Following publication of the “Notice of Study Commencement / PIC #1” and in the two weeks leading up

to PIC #1 (June 2, 2016 to June 15, 2016), the project website had 1040 visits. During the two-week

period following PIC #1 (June 16, 2016 to June 30, 2016), the project website had 731 visits.

Following publication of the “Notice of PIC #2” and in the two weeks leading up to PIC #2 (February 1,

2017 to February 15, 2017), the project website had 680 visits. During the two-week period following PIC

#2 (February 16, 2017 to March 1, 2017), the project website had 718 visits.

2.2.3 STUDY COMMENCEMENT AND PUBLIC INFORMATION CENTRES

2.2.3.1 Notification to Indigenous Communities, Local Elected Representatives, and

External Agencies

On Thursday, June 2, 2016 a combined Notice of Study Commencement / PIC #1 notification letter was

distributed by mail to local elected representatives, Indigenous communities, and external agencies. The

purpose of the letter was to inform stakeholders of the study as well as the date, time and location of the

PIC, and provide an opportunity to submit information, comments or questions.

A key map and comment sheet that could be returned to the Project Team were enclosed with the letters.

Recipients were asked to submit comments by Thursday, June 30, 2016.

Copies of the Study Commencement / PIC #1 letters and enclosures are included in Appendix A.

On Wednesday, January 26, 2017, a Notice of PIC #2 notification letter was distributed by mail to local

elected representatives, Indigenous communities, and external agencies. The purpose of the letter was to

provide stakeholders with a study update as well as the date, time and location of PIC #2. A key map was

enclosed with the letters.

Copies of the PIC #2 letters and enclosures are included in Appendix A.

A total of fourteen (14) comments were received from local elected representatives and external agencies

by email and phone throughout the study; the comments are summarized in Table 2-2. No comments were

received from Indigenous communities.

2.2.3.2 Public Notification

A combined Notice of Study Commencement / PIC #1 was published in the following local newspapers to



April 2017 16

inform the general public of the study as well as the date, time and location of the first PIC, and to provide

an opportunity to submit information, comments or questions.

• Ottawa Citizen Thursday, June 2, 2016

• Ottawa Le Droit (French) Thursday, June 2, 2016

• Kitchissippi Times Thursday, June 9, 2016

Residential and business addresses within the vicinity of the Carling Avenue E-E on-ramp received a

bilingual brochure advertising the combined “Notice of Study Commencement / PIC #1”. These brochures

were distributed via Canada Post Neighbourhood Mail to approximately 9,500 addresses. The brochure

distribution area was approximately bounded by Richmond Road to the north, Fisher Avenue to the east,

Churchill Avenue to the west, and the Central Experimental Farm to the south.

Copies of the newspaper notices and brochure for Study Commencement / PIC #1 are included in

Appendix A.

Forty (40) public comments were received in the two-week period after the Notice of Study Commencement

/ PIC #1 was distributed and advertised. These comments were received via the project website, email,

telephone, and direct mail, and are summarized in Table 2-3.

A Notice for Public Information Centre #2 was published in the following local newspapers to provide a

study update to the general public as well as the date, time and location of the second PIC, and to

provide an opportunity to submit information, comments or questions.

• Ottawa Citizen Wednesday, February 1, 2017

• Ottawa Le Droit (French) Wednesday, February 1, 2017

• Kitchissippi Times Thursday, February 2, 2017

Residential and business addresses within the vicinity of the Carling Avenue E-E on-ramp received a

bilingual brochure advertising the “Notice of PIC #2”. These brochures were distributed via Canada Post

Neighbourhood Mail to approximately 9,500 addresses. The brochure distribution area was approximately

bounded by Richmond Road to the north, Fisher Avenue to the east, Churchill Avenue to the west, and the

Central Experimental Farm to the south.

Copies of the newspaper notices and brochure for PIC #2 are included in Appendix A.

Nineteen (19) public comments were received in the two-week period after the Notice of PIC #2 was

distributed and advertised. These comments were received via the project website, email, telephone, and

direct mail, and are summarized in Table 2-3.

2.2.3.3 Public Information Centre #1

The first Public Information Centre was held on Thursday, June 16, 2016 at the Kitchissippi United

Church Main Hall (630 Island Park Drive, Ottawa, Ontario) from 4:00 p.m. to 8:00 p.m. The PIC was

organized as an informal ‘drop-in’ style session. Representatives from the MTO and the Consultant

Project Team, including bilingual staff, were available to answer questions and discuss the study.

Attendees were asked to sign a register and were encouraged to complete a comment sheet. A session

was also offered from 3:00 p.m. to 4:00 p.m. in advance of the PIC for any interested local elected

representatives, Indigenous community representatives, and external agency representatives.



April 2017 17

The PIC provided an introduction to the Detail Design and EA study process and an opportunity for

stakeholders to review and comment on the proposed works, preliminary recommended plan, potential

impacts and proposed mitigation strategy. Bilingual display materials included:

• Welcome / PIC Introduction; • Project Background; • Detail Design and Environmental Assessment Study Process; • Scope of Work; • Site Context and Existing Environmental Conditions; • Project Justification – Existing Conditions; • Project Justification – Future Widening Conditions; • Detail Design Alternatives; • Summary of the Evaluation of Detail Design Alternatives; • Recommended Plan – Highway 417 Carling Avenue E-E Ramp Closure; • Potential Alternative Routes to Highway 417 Eastbound; • Environmental Impacts and Mitigation; and • Next Steps.

The PIC #1 display boards were posted to the project website on Friday, June 17, 2016. During the PIC, it

was explained that the display boards would become available on the project website for online viewing

and download. The project website address was provided on the “Next Steps” display board and on the

PIC comment sheets.

One hundred and seventy-three (173) individuals signed the register at PIC #1. In addition to members of

the general public, representatives from the following external agencies and interest groups were present:

• MPP – Ottawa Centre;

• Councillor – Kitchissippi (Ward 15);

• City of Ottawa staff;

• Local Community Association representatives;

• Property and business owners in the vicinity of the project limits; and

• Members of the general public and interest groups.

One hundred and twenty three (123) comment sheets were submitted at PIC #1. Sixty-seven (67)

comments were submitted in the two weeks following the PIC via the project website, email, direct mail,

and phone. The majority of comments and questions received pertained to the following:

• Opposition to the widening of Highway 417 between Maitland Avenue and Island Park Drive;

• Opposition to the proposed Carling Avenue E-E on-ramp closure;

• Requests for clarification on the safety and operational issues with the E-E on-ramp;

• Concerns about diverting traffic onto residential streets as a result of the proposed ramp closure;

• Concerns about diverting traffic onto Parkdale Avenue (already over capacity) and to Parkdale

Avenue interchange;

• Concerns regarding how diverted traffic will impact pedestrian safety;

• Concerns about increasing traffic volumes at the Carling Avenue / Kirkwood Avenue intersection

and that drivers will not travel through this intersection to access the W-E on-ramp;

• Concerns about the operational and safety issues at the Carling Avenue / Kirkwood Avenue

intersection related to traffic exiting Highway 417 westbound using the E-W off-ramp to Carling

Avenue westbound / Kirkwood Avenue;

• Concerns regarding a lack of Highway 417 eastbound on-ramps in the City;

• Inquiries about traffic studies which are planned or have been completed;



April 2017 18

• Concerns regarding a lack of consultation with the City of Ottawa, as well as coordination with

Hydro One to relocate towers and transmission lines in order to maintain the E-E on-ramp;

• Concerns regarding a lack of public consultation, and the perception that public consultation is a

formality and the project is a ‘done deal’;

• Suggestions to close/construct alternative on/off-ramps; and

• Concerns that the study did not take into consideration the impact of proposed developments in

the area on future traffic conditions, such as the Westgate Shopping Centre redevelopment, the

new Ottawa Hospital Civic Campus, and other condominium developments in nearby

neighbourhoods.

Emails and letters to acknowledge the receipt of public comments were sent by the Consultant Project

Team and MTO between July 15, 2016 and July 21, 2016.

Copies of the PIC #1 display materials are included in Appendix B. Public comments received at and

following PIC #1 are included in Table 2-3.

2.2.3.4 Coordination with the City of Ottawa

The MTO and Consultant Project Team consulted and coordinated with key City of Ottawa staff

throughout the Detail Design and EA Study for the proposed closure of the Highway 417 Carling Avenue

E-E on-ramp. Several meetings were held with key City staff and correspondence was continuous over

the course of the study process.

Specifically, the MTO and Consultant Project Team coordinated with the City regarding the use of up-to-

date traffic data and the City’s review of the traffic analysis undertaken to assess the impacts of the

proposed closure of the Carling Avenue E-E on-ramp on the City’s transportation network. The

development of the mitigation strategy for the proposed ramp closure was coordinated with the City’s

ongoing work in the Carling Avenue corridor. The proposed improvements within the Carling Avenue

interchange at the Carling Avenue westbound / Kirkwood Avenue intersection and at the Carling Avenue

westbound and eastbound / Saigon Court intersections were developed through an iterative process in

coordination with City staff. The proposed improvements have been endorsed by the City and meet the

City’s long-term objectives for the Carling Avenue corridor, including the implementation of improved

pedestrian and cycling facilities and transit priority measures.

The MTO and Consultant Project team will continue to coordinate with the City on the implementation of

traffic calming measures on Coldrey Avenue following the completion and approval of the Detail Design

and EA Study, and into construction of the proposed improvements.

2.2.3.5 Coordination with Hydro One

Hydro One’s transmission corridor is located immediately to the south of Highway 417 and was in place

prior to the construction of the highway. This Hydro One transmission corridor is critical to Hydro One’s

overall transmission network within the City of Ottawa. The MTO and Consultant Project Team have had

extensive discussions with Hydro One for numerous years surrounding the planned widening of Highway

417 from Maitland Avenue to Island Park Drive as part of the ongoing Detail Design and EA Study for that

project.

MTO does not have the authority to expropriate Hydro One land, therefore Hydro One would have to

willingly give up its lands to MTO. Through consultation with the MTO and Consultant Project Team, it has

been determined that Hydro One is not interested in relinquishing their rights in this area, noting that the



April 2017 19

existing Hydro towers are in good condition and subject to a robust maintenance program which will allow

the towers to be maintained in their current location for the long-term.

2.2.3.6 Presentation to Local Elected Representatives and Local Community

Association Representatives

On January 17, 2017, the MTO and Consultant Project Team held a study update meeting with local

elected representatives, local Community Association representatives, and City of Ottawa staff at the

MTO office on Preston Street from 3:00 p.m. to 5:00 p.m. The purpose of the meeting was to provide a

study update on additional studies and analysis undertaken since PIC #1, including a summary of the

work conducted by the Project Team to address comments received at PIC #1. The additional work

presented included additional traffic studies and analysis, the development of additional design

alternatives, and proposed mitigation which included intersection improvements at the Carling Avenue

westbound / Kirkwood Avenue intersection and the Carling Avenue westbound and eastbound / Saigon

Court intersections. The information presented at the meeting was also presented to the general public at

the second PIC one month later.

Twelve (12) individuals attended the meeting and included:

• MPP – Ottawa Centre and an assistant to the MPP;

• Representative of the Minister of Infrastructure;

• Councillor – Kitchissippi (Ward 15) and an assistant to the Councillor;

• Councillor – River (Ward 16);

• City of Ottawa staff (three representatives);

• Representative from the Carlington Community Association;

• Representative from the Civic Hospital Neighbourhood Association; and

• Representative from the Hintonburg Community Association.

Comments received at the meeting pertained to the following:

• Inquiries as to whether lowering the speed limit on the Carling Avenue E-E on-ramp was

considered;

• Requests to see all alternatives that avoid the ramp closure, not just alternatives suggested by

members of the public;

• Inquiries as to whether alternative options for the proposed improvements at the Carling Avenue

westbound / Kirkwood Avenue intersection and at the Carling Avenue westbound and eastbound

/ Saigon Court intersections would be shown at PIC #2;

• Concerns regarding a weave for traffic turning left from Saigon Court on to Carling Avenue

eastbound destined for Kirkwood Avenue southbound, and potential conflicts with traffic exiting

Highway 417 eastbound using the W-E off-ramp to Carling Avenue eastbound;

• Inquiries as to whether the E-W off-ramp from Highway 417 westbound to Carling Avenue

westbound will be narrowed to prevent cars double stacking in the single lane off-ramp;

• Suggestion to implement different traffic signal phases for the left/right/through movements at the

E-W off-ramp and the Carling Avenue westbound / Kirkwood Avenue intersection as opposed to

redirecting left-turning off-ramp traffic to Saigon Court;

• Concerns regarding the location of the new Civic Hospital campus and hospital traffic using

Parkdale Avenue;

• Concerns that the City of Ottawa TRANS model and traffic projections are too general;



April 2017 20

• Inquiries as to whether there have been discussions with Hydro One regarding

removing/relocating Hydro towers behind the Westgate Shopping Centre;

• Concerns that the widening of Highway 417 will ease congestion on the highway but result in

more pressure on local roads; and

• Suggestion to present detailed traffic data at PIC #2.

2.2.3.7 Presentation to City of Ottawa Transportation Committee

A presentation was made to the City of Ottawa Transportation Committee by the Consultant Project Team

on March 1, 2017 for informational purposes to present the Traffic and Incident Management Plan for the

proposed closure of the Carling Avenue E-E on-ramp and related mitigation measures proposed at the

Carling Avenue westbound / Kirkwood Avenue intersection and at the Carling Avenue westbound and

eastbound / Saigon Court intersections.

2.2.3.8 Public Information Centre #2

The second Public Information Centre was held on Wednesday, February 15, 2017 at St. Anthony’s

Banquet Hall (523 St. Anthony Street, Ottawa, Ontario) from 4:00 p.m. to 8:00 p.m. PIC #2 was organized

as an informal ‘drop-in’ style session. Representatives from the MTO and Consultant Project Team,

including bilingual staff, were available to answer questions and discuss the study. Attendees were asked

to sign a register and were encouraged to complete a comment sheet. A session was also offered from

3:00 p.m. to 4:00 p.m. in advance of the PIC for any interested local elected representatives, Indigenous

community representatives, and external agency representatives.

Additionally, a presentation outlining the additional studies and analysis undertaken since the first PIC, as

well as the recommended plan and mitigation strategy for the proposed E-E on-ramp closure, was held at

6:30 p.m. by the Consultant Team Project Manager. The MPP of Ottawa Centre introduced the

presentation and invited the Kitchissippi and River Ward Councillors to make introductory comments.

In general, the Councillors expressed opposition to the widening of Highway 417 from Maitland Avenue to

Island Park Drive, as well as opposition to the proposed ramp closure, primarily due to the perceived

potential for cut-through traffic on residential streets in their respective wards. The Kitchissippi Ward

Councillor noted that he understands the need to close the ramp to accommodate the highway widening,

but remains opposed to the highway widening in general.

The second PIC provided an overview of the Detail Design and EA study process, the need and

justification for the proposed closure of the Carling Avenue E-E on-ramp, and an opportunity for

stakeholders to review and comment on the evaluation of additional design alternatives, the revised

recommended plan and proposed improvements, and anticipated environmental impacts and proposed

mitigation. Bilingual display materials included:

• Welcome / PIC Introduction; • Detail Design and Environmental Assessment Study Process; • Why Widen Highway 417?; • Project Description – Proposed Closure of Carling Avenue E-E On-ramp; • Project Need and Justification; • Carling Avenue Interchange: Site Context and Existing Conditions; • What We Heard at PIC #1; • What We Did to Address Comments Received; • What We Did: Updated Traffic Studies:



April 2017 21

o Results of Updated Traffic Counts; o Results from 2016 Origin/Destination Survey;

• Design Alternatives Presented at PIC #1 and What We Did: Considered Additional Design Alternatives;

• Seven (7) Detail Design Alternatives; • Summary of the Evaluation of Alternatives; • Summary of the Preferred Alternative; • Carling/Kirkwood Intersection:

o Existing Issue – The Off-ramp Weave; o Objective – Remove the Weave; o Proposed Mitigation;

• What We Did: Proposed Improvements at Carling/Kirkwood Intersection in coordination with the City of Ottawa;

• What We Did: Proposed Improvements at Carling/Saigon Intersections in coordination with the City of Ottawa;

• How We Developed the Proposed Intersection Improvements; • Travel Time Survey Results; • Anticipated Traffic Redistribution with Proposed Improvements in Place; • Summary of the Recommended Plan; • Environmental Impacts and Mitigation; and • Next Steps.

The PIC #2 display boards were posted to the project website on Thursday, February 16, 2017. During the

PIC, it was explained that the display boards would become available on the project website for online

viewing and download. The project website address was provided on the “Next Steps” display board and

on the PIC comment sheets.

Fifty-one (51) individuals signed the register at PIC #2. In addition to members of the general public,

representatives from the following external agencies and interest groups were present:

• MPP – Ottawa Centre;

• Councillor – Kitchissippi (Ward 15);

• Councillor – River (Ward 16);

• City of Ottawa staff;

• Property and business owners in the vicinity of the project limits;

• Local Community Association representatives; and

• Members of the general public and interest groups.

Eighteen (18) comment sheets were submitted at PIC #2. Forty-one (41) comments were submitted in the

two weeks following PIC #2 via the project website, email, telephone, and direct mail. The majority of

comments and questions received pertained to the following:

• Opposition to the widening of Highway 417 between Maitland Avenue and Island Park Drive;

• Opposition to the proposed Carling Avenue E-E on-ramp closure;

• Concerns about the additional traffic which will be generated by the Westgate Shopping Centre

redevelopment and the future new Civic Hospital campus;

• Concerns about diverting traffic onto residential streets and the need for mitigation;

• Concerns about diverting traffic onto Parkdale Avenue, which is already congested;

• Concerns about increased congestion on Kirkwood Avenue as a result of the proposed ramp

closure;



April 2017 22

• Concerns that E-W off-ramp traffic redirected to Saigon Court will be required to weave and mix

with Highway 417 eastbound off-ramp traffic on Carling Avenue eastbound to turn right on

Kirkwood Avenue southbound;

• Support for the addition of cycling facilities on Carling Avenue westbound;

• Suggestions that funding should go towards the LRT/public transportation;

• Suggestions for signage to direct the redistributed traffic following the proposed ramp closure;

and

• Concerns regarding the pedestrian crossing of the E-W off-ramp, and that restricting the weave

movement will result in increased speeds of traffic coming off the off-ramp.

Copies of the PIC #2 display materials are included in Appendix C. Public comments received at and

following PIC #1 are included in Table 2-3.

2.2.4 TESR SUBMISSION

2.2.4.1 Notification to Indigenous Communities, Local Elected Representatives, External

Agencies and Stakeholders

On Friday, April 21, 2017, a Notice of TESR Submission notification letter was distributed to local elected

representatives, Indigenous communities, external agencies, as well as any stakeholders who expressed

interest in the project over the course of the EA study and were added to the study contact list. The

purpose of the letter was to announce the submission of the TESR for a 30-day public review period and

to identify the start and end dates for the TESR review period, as well as the addresses and hours of

operation for the review locations. A key map was enclosed with the letters.

Copies of the Notice of TESR Submission letters and enclosures are included in Appendix A.

2.2.4.2 Public Notification

A Notice of TESR Submission was published in the following local newspapers to inform the general

public that the TESR would be made available for a 30-day public review period and to identify the start

and end dates for the TESR review period, as well as the addresses and hours of operation for the review

locations.

• Ottawa Citizen Thursday, April 27, 2017

• Ottawa Le Droit Thursday, April 27, 2017

• Kitchissippi Times Thursday, April 27, 2017

Copies of the newspaper notices are included in Appendix A.

2.2.5 COMMENTS RECEIVED

A total of fourteen (14) comments were received from local elected representatives and external agencies

over the course of the Detail Design and EA study. Table 2-2 presents a summary of comments received

from local elected representatives and external agencies and the responses provided by the MTO and

Consultant Project Team.

A total of three hundred and thirty-nine (339) comments were received from members of the public over

the course of the Detail Design and EA study.



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Table 2-3 presents a summary of the comments received from members of the public, a tally of how

many individuals included each of the specific comments in their submissions, and the responses

provided by the MTO and Consultant Project Team to individuals who requested a response. The

comments received are presented in order of prevalence (i.e. based on the tally of individual comments).

Copies of comments received, with personal information redacted in accordance with the Freedom of

Information and Protection of Privacy Act (FOIPPA), are included in Appendix D.



April 2017 24

Table 2-2: Summary External Agency Comments Received and Responses

ID Date / Form of Contact

/ Agency Comments Received Response Provided

1 June 3, 2016 / Email / Assistant to MPP – Ottawa Centre

• Expressed concerns on behalf of the MPP about the ramifications of closing the ramp.

• Noted that the current and future expected traffic from Westgate, the Royal and Civic Hospitals will be potentially forced to take the Parkdale ramp to get on Highway 417.

• Requested any additional information.

• A response was provided by MTO by email on June 6, 2016 and included the following:

• Operational and safety issues are the driving forces behind this proposed ramp closure. When the highway is widened in that area, the Carling W-E and Carling E-E ramps will become very substandard. The design standard for a freeway ramp entrance terminal is a speed change lane of 500 (410 m parallel lane + 90 m taper). If the Carling E-E ramp is not closed, the speed change lane for the Carling W-E ramp will be limited to 265 m (185 m parallel lane + 80 m taper) and the speed change lane for the Carling E-E ramp will be limited to 296 m (238 m parallel lane + 58 m taper).

• The lengths of the ramps are important, as they allow vehicles to safely merge onto Highway 417. Short ramps pose a risk of people merging into highway speed traffic while travelling much too slowly, or not being able to merge and being stopped on the ramp. When a truck enters the equation, either trying to merge themselves after travelling up an incline or following a vehicle that may stop, the situation is exacerbated.

• In addition to vehicle safety, there is a pedestrian safety issue as well. Pedestrians have been observed crossing Carling WB at the Carling E-E ramp, in an area of limited visibility for both the vehicles and the pedestrians. This is an unsafe condition as the vehicles are increasing their speed, and the Ministry required the City to address sight lines in this area recently by pulling back/ reducing landscaping.

• An invitation to PIC #1 was included. 2 June 3, 2016 / Email / Bell

Canada • Stated that they were the incorrect contact and

requested to be removed from the study contact list. • Provided information for the correct contacts.

• The study contact list was updated with the correct contacts.

3 June 9, 2016 / Phone / City of Ottawa, Program Manager Transportation Planning – Environmental Assessment and Senior

• Requested traffic analysis for the Carling Avenue E-E on-ramp closure.

• Presentations regarding the traffic analysis were given to City staff on June 30, 2016 and August 25, 2016.

• Traffic data was provided to City staff (Traffic Operations) for review on August 26, 2016.



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Project Manager – Environmental Assessment

4 June 10, 2016 / Email / City of Ottawa Program Manager, Strategic Transportation Planning

• Requested that the traffic analysis and data pertaining to the proposed Carling Avenue E-E on-ramp closure be provided.

• Presentations regarding the traffic analysis were given to City staff on June 30, 2016 and August 25, 2016.

• Traffic data was provided to City staff for review on August 26, 2016.

5 June 13, 2016 / Email / Councillor – Kitchissippi (Ward 15)

• The Councillor forwarded an email from a resident that was sent to MTO.

• Councillor advised resident to include the Civic Neighbourhood Association in the correspondence.

• A response to the resident was provided by MMM by email on February 24, 2017.

6 June 14, 2016 / Email / Ministry of Tourism, Culture and Sport

• Requested to continue receiving project notifications. • Noted that MTCS’s interest in this EA relates to

conserving cultural heritage resources, which include: archaeological resources, built heritage resources (including bridges and monuments); and cultural heritage landscapes.

• Please be advised that the current Detail Design project is located within the same study area that was the subject of the Preliminary Design and Environmental Assessment (EA) Study for Highway 417 (Ottawa Queensway) from west of Highway 416 easterly to Anderson Road (GWP 663-93-00). The Preliminary Design and EA Study was documented in a Transportation Environmental Study Report (TESR) which received environmental clearance in 2008.

• Archaeological Resources:

• During preliminary design, Stage I & II Archaeological Assessments were completed by C.R. Murphy Archaeological Consulting in August 2002 and October 2004, respectively. The Stage I archaeological assessment found that the Highway 417 right-of-way corridor lies within a zone of medium to high potential for discovery of significant prehistoric or historic archaeological sites, based on proximity to several provincially significant prehistoric and historic sites that have been recorded in the Ottawa Valley. Based on this general proximity, the Stage II archaeological assessment examined the existing Highway 417 right-of-way over the project limits. These investigations found no evidence of archaeological resources within the existing right-of-way, which has been significantly disturbed.

• Built Heritage Resources and Cultural Heritage Landscapes:

• The current Detail Design project does not include any impacts to structures, including buildings, bridges or culverts. As such, no Cultural Heritage Evaluation Reports have been completed.



April 2017 26



• The proposed works are located within a highly urbanized area, designated as General Urban Area in the City of Ottawa Official Plan. Outside the MTO ROW, commercial land uses are located immediately adjacent to Carling Avenue interchange and the proposed works at the Carling E-E on-ramp, the Carling Avenue westbound / Kirkwood Avenue intersection, and the Carling Avenue westbound and eastbound / Saigon Court intersection, with major utilities (Hydro One and Hydro Ottawa corridors) located immediately south of Highway 417. Residential land uses are located further north, south, east and west of the Carling Avenue interchange. The Kitchissippi United Church is located immediately south of Highway 417 between Merivale Road and Island Park Drive. The Royal Ottawa Mental Health Centre is located along Carling Avenue, east of the study area; and the Ottawa Hospital Civic Campus is located outside of the study area further to the east at Carling Avenue and Parkdale Avenue. Fire Station No. 23 is located on Carling Avenue westbound, immediately north of Highway 417 and west of Kirkwood Avenue.

• The proposed works are not located within an identified, designated or protected area under the Ontario Heritage Act, or within a National Historic Site or UNESCO World Heritage Site.

• The proposed works are not located within a City of Ottawa Heritage Conservation District, as determined through a review of the City of Ottawa geoOttawa online mapping tool.

• Throughout the study, no comments were received from Indigenous communities identifying any significant cultural sites or cultural heritage landscapes.

• As construction will be limited to within the existing Highway 417 and municipal road rights-of-way, the proposed closure of the Carling Avenue E-E on-ramp and the proposed intersection improvements are not anticipated to result in impacts to archaeological resources, built heritage resources or cultural heritage landscapes.



April 2017 27



7 June 20, 2016 / Email / Assistant to Councillor – River (Ward 16)

• Requested a digital copy of the display materials presented at PIC #1.

• A response was provided by MTO via email on June 20, 2016 which noted that the boards are posted the day after any PIC and to continue to check as they would be posted soon.

8 June 23, 2016 / Email / Ministry of Natural Resources and Forestry, Information Request Services

• In response to an Information Request, noted that no known Natural Heritage Features (e.g. Provincially Significant Wetlands, Areas of Natural and Scientific Interest, etc.) have been identified on or in close proximity to the site.

• Species at Risk with potential to occur in the study area include Butternut (Endangered) and Chimney Swift (Threatened).

• A response was not required. The information provided was documented in the TESR and considered in the environmental impact assessment.

9 July 21, 2016 / Email letter / Councillors – Kitchissippi (Ward 15) and River (Ward 16)

• The Councillors expressed that they are opposed to the closure of the Carling Avenue E-E on-ramp and widening Highway 417.

• Noted that the current proposal is an engineering solution to an engineering problem, not a holistic response to the changing development and transportation demands in the wards.

• Noted that MTO’s consultants acknowledged that no study had been done on the impact the closure would have on residential streets, that they used 2011 traffic data for the analysis, and that the proposed Westgate development and Civic Hospital expansion were not factored in.

• To prevent the ramp closure, they suggested that the eastbound right lane end at Carling Avenue as an exit lane, that the Queensway remain un-widened over the Carling Avenue bridge, and after both Carling eastbound on-ramps, the Queensway would remain at the current width.

• Concerned about the diversion of traffic onto Carling, Kirkwood and local residential streets.

• Expressed that closing the ramp will cause more problems than it solves; for example, diverting traffic onto residential streets will cause more problems than keeping the ramp open.

• Noted that they are looking forward to the discussions regarding the ramp.

• A response was provided by MTO via email on July 29, 2016 and included the following:

• Thank you for your letter/email regarding the proposed closure of the Highway 417 eastbound on-ramp to the Ottawa Queensway from westbound Carling. All comments and information received are being reviewed and considered as part of public participation in the Environmental Assessment process.

• We will provide additional information once further details become available. Should you have any questions, please let us know. We appreciate your feedback.

• The Councillors attended a presentation to local elected representatives, City staff, and local Community Association representatives regarding the additional studies undertaken following PIC #1, and updates regarding additional design alternatives considered and proposed mitigation in the form of City intersection improvements. The presentation was held on January 17, 2017.

10 August 25, 2016 / Email / Ministry of Natural

• Acknowledged the receipt of the Notice of Study Commencement.

• A response was not required. MNRF was sent a letter notification for the Notice of TESR Submission for the 30-day public review period.



April 2017 28



Resources and Forestry, District Planner

• Noted that an information request letter on this file was sent June 23, 2016.

• Requested to be kept informed as the TESR becomes available for review and comment.

11 October 3, 2016 / Email / City of Ottawa, Program Manager Transportation Planning – Environmental Assessment

• Provided the following comments concerning the proposed Carling Avenue E-E on-ramp closure mitigation measures along Carling Avenue westbound (from the Highway 417 Carling Avenue westbound overpass to Saigon Court):

• In order for the City to reach the active modal share as identified in the Council-approved TMP [Transportation Master Plan] cycling facilities and sidewalks must be incorporated in all major transportation projects (already accounted for in future projections as part of the analysis).

• In this instance a continuous pedestrian and cycling facility needs to be incorporated along the north side of Carling Avenue between the current E-E Ramp in the east and Saigon Avenue in the west (limit of mitigation measures).

• This would involve connecting of the existing pedestrian and bicycle facilities near the current Westgate Mall and extending them along the north side of Carling Avenue westbound, under the existing 417 overpass to the north side. (This would involve a slight lane shift immediately under the 417).

• At this point the cycling lane could become a protected cycle track, crossing the eastbound off-ramp and continuing west to Kirkwood Avenue flaring slightly near the Kirkwood intersection.

• A protected intersection design at the intersection of Carling and Kirkwood is required.

• From Kirkwood this arrangement of protected cycle track and sidewalk would be extended along the north side of Carling Avenue to Saigon.

• We support a narrowing of the existing right most lane (4.5m) westbound outside lane (from the MTO off ramp to Kirkwood to 3.5m) - this would signify a decrease in the overall widening of Carling to incorporate the dual left turn lanes as incorporated in your suggested modifications (which we support).

• The comments were incorporated into the detailed design of the proposed improvements.



April 2017 29



• In order for the City to reach transit modal share, improvements to transit facilities are required along Carling Avenue.

• As per Plate 3 you have sent us, attached please find a marked version. Please take note that we do not feel there is a requirement for a four lane continuous roadway alignment from Kirkwood to Saigon. The southerly most westbound lane does not need to be strictly an on-ramp lane but should constitute a through lane. The northern most lane should only travel far enough west of Kirkwood to provide a transition for traffic that needs to change lanes in order for this lane to become a bus lane further west to Saigon. We realize there may be some widening on the north side to accommodate a smooth transition but by no means long enough to supply a continuous bus lane along the entire extents from Kirkwood to Saigon (4th lane).

• Out of the way travel to Saigon due to the loss of the E-E Ramp is a concern and will be to most residents using it.

12 January 24, 2017 / Email / City of Ottawa, Program Manager Transportation Planning – Environmental Assessment

• Requested that MTO study and implement any traffic calming measures required as a result of re-routing traffic due to the E-E on-ramp closure.

• Noted that major concerns are on Coldrey Avenue south of Carling and Iona where traffic may be leaving Island Park to head towards Kirkwood. These traffic calming measures need to be in place on or before the day the ramp is slated to close.

• Upon further coordination with the City of Ottawa, the City confirmed that traffic calming measures would only be required on Coldrey Avenue.

• Following the completion and approval of the Detail Design and Environmental Assessment study process, there will be continued coordination with the City of Ottawa and local residents to develop and implement appropriate traffic calming measures on Coldrey Avenue to mitigate for any potential cut-through traffic as a result of the Carling Avenue E-E on-ramp closure.

13 February 17, 2017 / Email / City of Ottawa, Traffic Assessment Specialist

• Inquired about the process of relocating Hospital Signs on Highway 417, and confirmation as to whether the Hospital is supposed to contact the MTO directly. The Councillor’s office (Kitchissippi – Ward 15) are interested in relocating signage to the Civic Hospital away from Parkdale Avenue interchange (i.e. Highway 417 westbound access via Bronson Avenue interchange, and Highway 417 eastbound access via Carling Avenue interchange).

• A response was provided by MTO via email on February 27, 2017 and included the following:

• For freeways, the ministry will sign one exit per direction. The exit location (interchange) is identified on the “Application for Hospital Markers” form completed by hospital administration. We have not been able to locate the original form completed by the Ottawa Civic Hospital, but I have attached an old scanned copy of the signed form for Kingston General for reference purposes.

• The main purpose of the blue “H” hospital sign is to direct visiting motorists to the closest hospital offering



April 2017 30



24-hour emergency services. Local residents are familiar with hospital locations and services in their communities and will not necessarily follow the signing/trail-blazing. Similarly, paramedic services are very knowledgeable of the local road network and will follow the fastest, most direct route, regardless of any signing that is in place.

• The Ontario Hospital Association and the Ministry of Health and Long Term Care have previously supported the ministry’s process and consistent application of “H” signing. Should hospital administration choose to change the currently signed route at Parkdale, a new application will need to be completed. Once this form is submitted and trail-blazing along the municipal road network is in place, the ministry will be in a position to install “H” markers at the new freeway exit and remove (or overlay) the markers at Parkdale.

• An application example was attached. 14 March 28, 2017 / Email /

Ministry of Natural Resources and Forestry, District Planner

• Inquired about the timeline for the TESR would be completed.

• A response was provided by MMM by email on March 28, 2017 to confirm that the TESR is anticipated to be made available for the 30-day public review period in April 2017 and that MNRF will be directly notified of the completion of the TESR, including the details as to how the document can be reviewed (i.e. review locations, project website).



April 2017 31

Table 2-3: Summary of Public Comments Received and Responses

ID Comments Received Tally of Individual

Comments Submitted

Response Provided

1 • Concerns about diverting traffic on to Parkdale Avenue (already over capacity) and to Parkdale Avenue interchange

130 • Following the first Public Information Centre in June 2016, we completed additional traffic studies and analysis. An ‘Origin-Destination’ (OD) survey was completed in order to assess where the current users of the E-E on-ramp are coming from (origin) and where the users of the E-W off-ramp (off-ramp from Highway 417 westbound to Carling Avenue westbound) are going to (destination). We also carried out travel time surveys in order to assess the diversion potential along various alternative routes and establish the increase in travel time that may be experienced by the user should that route be selected. The additional studies validated assumptions that drivers are aware of congestion on Parkdale Avenue and prefer to select an alternative route; and, should the E-E on-ramp not be available, there are alternative travel routes that are still more attractive than Parkdale Avenue. Nevertheless, our analysis incorporates some minor diversion to Parkdale Avenue and indicates that those diversions can be managed.

• Given the additional travel distance to the Parkdale Avenue interchange for existing users of the Carling Avenue E-E on-ramp and existing congestion on Parkdale Avenue, the travel time surveys confirmed that Parkdale Avenue will not be a highly desired route for the majority of drivers seeking access to Highway 417 eastbound once the Carling Avenue E-E on-ramp is closed.

• It should be noted that the Carling Avenue interchange will still have an eastbound on-ramp (the W-E on-ramp) to Highway 417, therefore there is no need for traffic to divert away from the Carling Avenue interchange to gain access to Highway 417 eastbound. Working in conjunction with the City of Ottawa, further improvements to the Carling Avenue interchange have been recommended in order to improve the traffic operations within the interchange to keep the current users coming to this interchange in the future along the ‘origin’ route they currently use.

• It is anticipated that the proposed improvements to the intersection of Carling Avenue westbound / Kirkwood Avenue will facilitate safe and efficient access to the Carling Avenue W-E on-ramp, providing a more desirable route to Highway 417 eastbound for most traffic currently using the E-E on-ramp and minimizing the number of vehicles diverting to Parkdale Avenue.

• The proposed improvements and specific mitigation measures to improve traffic flow and accommodate the redirected E-E on-ramp traffic were presented at the second Public Information Centre.

2 • Concerns that the study did not take into consideration the impact of proposed developments in the area on future traffic

91 • The City of Ottawa, in partnership with the City of Gatineau, the Ontario Ministry of Transportation (MTO) and the Quebec Ministry of Transportation (MTQ), maintains a transportation forecasting model (TRANS model) that has



April 2017 32


Comments Submitted

Response Provided

conditions, such as the Westgate Development, construction of a new Ottawa Hospital Civic Campus, and other condominium developments in nearby neighbourhoods

been used as a basis for future traffic projections in MTO’s Detail Design and Environmental Assessment Study for the proposed closure of the Highway 417 Carling Avenue E-E on-ramp. The TRANS model relies upon future growth in development and redevelopment as well as planned road and transit infrastructure to identify travel forecasts that reflect changes in how and when people choose to travel in the City. Through this process, future travel demand projections for trips along Carling Avenue are reflective of proposed developments. The travel demands are influenced by proposed infrastructure improvements including transit improvements along the Carling Avenue corridor. Consistent with the City of Ottawa’s transportation vision, much of the growth in travel in the vicinity of the Carling Avenue corridor over the planning horizon will be by transit and active transportation modes.

• Additionally, it is not common practice for the ministry to base the implementation of improvements to major public infrastructure and facilities on individual proposed development applications which have not yet been formally approved and which do not have confirmed timelines for approval and/or construction.

• The ministry has been monitoring the status of the proposed redevelopment of the Westgate Mall as it relates to impacts on the adjacent MTO corridor and right-of-way. The proposed RioCan redevelopment plan is still undergoing the City of Ottawa’s approvals process and at the commencement of this Detail Design and Environmental Assessment Study, had not received any formal approval from the City of Ottawa. RioCan confirmed that the full site build out will occur in three phases. The Draft Community Transportation Study provided by RioCan indicated that area intersections will continue to offer similar levels of service.

• Regarding the proposed new location of the Civic Hospital Campus, the site selection was still pending at the time of the first PIC (June 16, 2016). On December 2, 2016, the federal government announced that the former Sir John Carling building site (northeast corner of the Central Experimental Farm) will be made available for the new Civic Hospital Campus. The site was endorsed by the Hospital Board, MP, MPPs, and the Mayor.

3 • Opposition to the proposed Carling Avenue E-E on-ramp closure

73 • Future operational and safety concerns which will result following the upcoming widening of Highway 417 between Maitland Avenue and Island Park Drive represent the primary considerations for the proposed closure of the Carling Avenue E-E on-ramp (on-ramp from Carling Avenue westbound to Highway 417 eastbound).



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Comments Submitted

Response Provided

• The W-E on-ramp (on-ramp from Carling Avenue eastbound to Highway 417 eastbound), located immediately west of the E-E on-ramp, is currently a continuous “free flow” single lane on-ramp that becomes the fourth mainline lane and does not require that entering traffic perform a merge into mainline traffic. The existing E-E on-ramp is a single lane on-ramp with a parallel lane and taper which requires that entering traffic merge into mainline traffic over a short distance before the lane ends.

• The upcoming widening of Highway 417 between Maitland Avenue and Island Park Drive to four through lanes in each direction requires reconfiguring both the W-E and E-E on-ramps to merge into the four eastbound through lanes. Unfortunately there is insufficient space to maintain both ramps to current highway design standards within the existing MTO property limits without extensive impacts to adjacent properties and major utilities, as well as recently rehabilitated Highway 417 structures. If the E-E on-ramp is maintained, the acceleration lane that can be accommodated for the reconfigured W-E on-ramp will be significantly less than what is required under current design standards.

• The removal of the E-E on-ramp will allow for a longer acceleration lane for the W-E on-ramp that meets current design standards, and provides sufficient distance for vehicles to accelerate and safely merge into the Highway 417 mainline traffic.

• The length of the acceleration lane is important as its purpose is to provide vehicles, including large transport trucks, with an area to safely gain speed before merging into faster moving Highway 417 traffic. Short acceleration lanes pose the risk of entering ramp traffic merging into high speed highway



April 2017 34


Comments Submitted

Response Provided

traffic while travelling much too slowly, or they are unable to find an opportunity to merge in time and are forced to stop as the lane ends. Both scenarios increase the potential for rear-end or sideswipe collisions on the highway.

• As previously indicated, due to insufficient space and constraints in this area, both ramps cannot be maintained. The W-E on-ramp is fully accessible from any direction of travel and it currently carries approximately 3 times more traffic than the E-E on-ramp; conversely, the E-E on-ramp is only accessible from a single direction from Carling westbound. The recommendation is to maintain the W-E on-ramp and ensure it meets current highway design standards, and redirect users of the E-E on-ramp within the same interchange to use the W-E on-ramp.

4 • Concerns about the increasing traffic volumes and operational and safety issues at the Carling Avenue westbound / Kirkwood Avenue intersection related to traffic exiting Highway 417 eastbound using the E-W off-ramp, which will prevent drivers from travelling through this intersection to access to W-E on-ramp

72 • The Carling Avenue westbound / Kirkwood Avenue intersection is under the jurisdiction of the City of Ottawa and has been of concern for some time, however, opportunities for improvements to the intersection have not been readily available. Public concerns submitted as part of the current MTO study regarding this intersection were discussed with the City of Ottawa. Over the last several months, the ministry and Consultant project team have been coordinating with City staff to develop mitigation measures on Carling Avenue westbound that will provide improvements at this intersection, such as improved safety and reduced congestion. A proposed plan for intersection improvements at Carling Avenue westbound / Kirkwood Avenue and Carling Avenue westbound / Saigon Court have been endorsed by the City of Ottawa as they support the City’s long-term objectives for the Carling Avenue corridor.

• The proposed improvements and specific mitigation measures to improve traffic flow and accommodate the redirected E-E on-ramp traffic and to address weaving issues at the intersection associated with the Highway 417 Westbound Off-ramp (E-W Off-ramp) traffic were presented at the second Public Information Centre.

5 • Inquiries about traffic studies which are planned or have been completed

39 • Traffic volumes provided by the Ministry of Transportation (MTO) at the outset of the study were from 2010 - 2012. We appreciate the comment and have been working since June 2016 to address this concern. In summary, we have completed the following additional work in order to ensure our recommendations are based on 2016 data: 1. Counted traffic on the key ramps in the Carling interchange that are the

focus of this project (2016 counts vs 2010 counts). Generally, the updated

2016 traffic counts are similar to the 2010 counts.

2. The City of Ottawa updated their intersection counts and provided the

updated data to us (2016 counts vs 2012 counts).



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Comments Submitted

Response Provided

3. Completed an ‘Origin-Destination’ (OD) survey using Bluetooth technology

in order to assess where the current users of the E-E on-ramp are coming

from (origin) and where the users of the E-W off-ramp (off-ramp from

Highway 417 westbound to Carling Avenue westbound) are going to

(destination).

4. Carried out travel time surveys in order to assess the diversion potential

along various alternative routes, and to establish the increase in travel

time that may be experienced by the user should that route be selected.

• Details of the additional studies were presented at the second Public Information Centre.

6 • Concerns about diverting traffic onto residential streets as a result of the proposed ramp closure

35 • Following the first Public Information Centre in June 2016, we completed additional traffic studies and analysis. An ‘Origin-Destination’ (OD) survey was completed in order to assess where the current users of the E-E on-ramp are coming from (origin) and where the users of the E-W off-ramp (off-ramp from Highway 417 westbound to Carling Avenue westbound) are going to (destination). We also carried out travel time surveys in order to assess the diversion potential along various alternative routes and establish the increase in travel time that may be experienced by the user should that route be selected.

• The Carling Avenue interchange will still have an eastbound on-ramp to Highway 417 (the W-E on-ramp), therefore there is no need for traffic to divert away from the Carling Avenue interchange to gain access to Highway 417 eastbound. Working in conjunction with the City of Ottawa, further improvements to the Carling Avenue interchange have been recommended in order to improve the traffic operations within the interchange to keep the current users coming to this interchange in the future along the ‘origin’ route they currently use. The MTO and Consultant project team is coordinating with the City on the proposed Carling Avenue E-E on-ramp closure and any impacts it may have on municipal roadways, including the potential need for monitoring and mitigation.

• The proposed improvements at the Carling Avenue interchange and specific mitigation measures to improve traffic flow and accommodate the redirected E-E on-ramp traffic were presented at the second Public Information Centre.

7 • Opposition to the widening of Highway 417 between Maitland Avenue and Island Park Drive

32 • The Ministry’s Preliminary Design and Environmental Assessment Study for Highway 417 from Highway 416 easterly to Anderson Road (2008) was premised on the City of Ottawa’s Transportation Master Plan goals regarding transit usage being fully met. It was evident that significant expansion of the rapid transit network would be required in order to achieve these goals. Even



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Comments Submitted

Response Provided

taking into account the future achievement of these transit usage goals, additional capacity on certain sections of the Queensway will still be needed.

• Strategic widening of the Queensway will help to minimize congestion, and reduce the number of hours in a day prone to congestion. Highway expansion will also provide safety benefits, as a significant part of the collision history is related to recurring congestion. A strategic widening will provide benefits to the overall road network (e.g. if additional traffic can be accommodated on the freeway, infiltration to arterial and local streets can be reduced).

8 • Concerns regarding a lack of public consultation, and the perception that public consultation is a formality and the closure of the E-E on-ramp is a ‘done deal’

32 • The Detail Design and Environmental Assessment Study for the proposed closure of the Highway 417 Carling Avenue E-E on-ramp is being carried out in accordance with the approved planning process for Group ‘B’ projects under the requirements of the Ministry of Transportation’s (MTO) Class Environmental Assessment (Class EA) for Provincial Transportation Facilities (2000), including public consultation principles under the Class EA.

• Please be assured that the Ministry conducts all Class EA studies following the same protocols, regardless of the location / neighbourhood in which the proposed project is located. The purpose of the first Public Information Centre (PIC) held in June 2016 was to present to the public and gain feedback on the preliminary design alternatives and recommended plan which were developed and evaluated to address the future operational and safety issues which will result from the upcoming widening of Highway 417 between Maitland Avenue and Island Park Drive to four through lanes in each direction. The widening requires reconfiguring both the W-E and E-E on-ramps to merge into the four eastbound through lanes. Unfortunately there is insufficient space to maintain both ramps to current highway design standards within the existing MTO property limits without extensive impacts to adjacent properties and major utilities, as well as recently rehabilitated Highway 417 structures.

• Following the comments and concerns received from the public, local elected representatives and local Community Associations at the first PIC, additional traffic studies and analysis were conducted to examine the impacts of the proposed ramp closure on local neighbourhoods. An ‘Origin-Destination’ (OD) survey was completed in order to assess where the current users of the E-E on-ramp are coming from (origin) and where the users of the E-W off-ramp (Highway 417 westbound off-ramp to Carling Avenue/Kirkwood Avenue) are going to (destination). Travel time surveys were carried out in order to assess the diversion potential along various alternative routes and establish the increase in travel time that may be experienced by the user should that route be selected. As well, there was and continues to be coordination with the City of Ottawa to develop recommendations for further improvements to the Carling Avenue interchange in order to improve traffic operations within the



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Comments Submitted

Response Provided

interchange and prevent redirected traffic from cutting through local neighbourhoods. The MTO and Consultant project team is coordinating with the City on the proposed Carling Avenue E-E on-ramp closure and any impacts it may have on municipal roadways, including the potential need for monitoring and mitigation.

• The additional studies and analysis conducted, proposed improvements and specific mitigation measures to improve traffic flow and accommodate the redirected E-E on-ramp traffic were presented at the second PIC to obtain further feedback from the public.

9 • Requests for clarification on the safety and operational issues with the E-E on-ramp

29 • See response to Comment 3 “Opposition to the proposed Carling Avenue E-E on-ramp closure.”

10 • Suggestions to reconfigure the existing on-ramps and/or develop additional alternatives

29 • Following the first Public Information Centre in June 2016, we completed additional traffic studies and analysis and reviewed/evaluated additional design alternatives.

• The details of the additional work completed, including proposed improvements within the Carling Avenue interchange were presented at the second Public Information Centre.

11 • Concerns about diverting traffic to the Carlington neighbourhood (e.g. including Coldrey Avenue, Laperriere Avenue, Leaside Avenue)


• The Carling Avenue interchange will still have an eastbound on-ramp to Highway 417 (the W-E on-ramp), therefore there is no need for traffic to divert away from the Carling Avenue interchange to gain access to Highway 417 eastbound. Additionally, not all users are coming from the same origin, and a relatively small proportion of users have origins south of Carling Avenue within the Carlington neighbourhood. For example, Leaside Avenue does not provide direct access to Kirkwood Avenue and would be a circuitous route with more turns than are required to access the W-E on-ramp via the Carling Avenue westbound and eastbound / Kirkwood Avenue intersections. Laperriere Avenue has traffic calming implemented which is likely to deter drivers from using this route.

• Working in conjunction with the City of Ottawa, further improvements to the Carling Avenue interchange have been recommended in order to improve the



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Response Provided

traffic operations within the interchange to keep the current users coming to this interchange in the future along the ‘origin’ route they currently use. The MTO and Consultant project team is coordinating with the City on the proposed Carling Avenue E-E on-ramp closure and any impacts it may have on municipal roadways, including the potential need for monitoring and mitigation.

• The proposed improvements at the Carling Avenue interchange and specific mitigation measures to improve traffic flow and accommodate the redirected E-E on-ramp traffic were presented at the second Public Information Centre.


12 • Concerns that the Carling Avenue E-E on-ramp closure and the Highway 417 widening do not consider the City’s investments in public transportation (LRT)

19 • The MTO, in consultation with the City of Ottawa, completed a Preliminary Design and Environmental Assessment (EA) study for the Highway 417 widening from Highway 416 to Anderson Road in 2008. The EA provides a detailed discussion of the long-range planning and analysis undertaken in this corridor by the ministry and incorporates the City of Ottawa’s 2003 Transportation Master Plan’s goal of increasing transit modal share to 30% of all morning peak period trips. The same transit modal share was also included in the more recent 2013 City of Ottawa Transportation Master Plan.

• The EA determined that improved transit was not a standalone alternative to Highway 417 modifications, and even with a goal of achieving a 30% transit modal share, there was still a residual travel demand that would require additional lanes in selected locations on Highway 417 in order to accommodate future long-term traffic projections.

• The Province of Ontario recognizes that a multi-modal transportation solution, including both transit and highway infrastructure is required to adequately manage congestion on Highway 417 in the Ottawa area. Since 2003, Ontario has committed over $2.2 billion to support public transit in Ottawa, and will continue working with the City of Ottawa as it works towards further improving transit in the region.

13 • Concerns regarding a lack of consultation and coordination with Hydro One to relocate towers and transmission lines in order to maintain the E-E on-ramp

19 • Hydro One’s transmission corridor was in place prior to the construction of the Highway 417. The Ministry of Transportation (MTO) and the Consultant project team have had extensive discussions with Hydro One for numerous years surrounding the upcoming Highway 417 widening from Maitland Avenue to Island Park Drive. This Hydro One transmission corridor is critical to Hydro One’s overall transmission network within the City of Ottawa and relocation of



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Comments Submitted

Response Provided

the transmission corridor elsewhere would not be a viable alternative. Unfortunately there is insufficient space available within the existing MTO property limits to accommodate the highway widening that would be required to maintain both the W-E on-ramp and E-E on-ramp while maintaining the Hydro One high-voltage transmission lines and avoiding extensive impacts to adjacent properties and other major utilities, as well as recently rehabilitated Highway 417 structures.

• MTO does not have the authority to expropriate Hydro One land, therefore Hydro One would have to willingly give up its lands to MTO. Hydro One has indicated that they are not interested in relinquishing their rights in this area, and that the existing Hydro towers are in good condition and subject to a robust maintenance program which will allow the towers to be maintained in their current location for the long-term.

14 • Concerns about diverting traffic through the Civic Hospital neighbourhood (e.g. Ruskin Street, Kenilworth Street, and Inglewood Place).


• The Carling Avenue interchange will still have an eastbound on-ramp to Highway 417 (the W-E on-ramp), therefore there is no need for traffic to divert away from the Carling Avenue interchange to gain access to Highway 417 eastbound. Additionally, as not all users are coming from the same origin, it would be inaccurate to assume that all users of the E-E on-ramp will cut through the Civic Hospital Neighbourhood, i.e. trip origins from the south will likely not travel further to the north to access the Parkdale Avenue interchange when the Carling Avenue interchange is closer. Working in conjunction with the City of Ottawa, further improvements to the Carling Avenue interchange have been recommended in order to improve the traffic operations within the interchange to keep the current users coming to this interchange in the future along the ‘origin’ route they currently use. The MTO and Consultant project team is coordinating with the City on the proposed Carling Avenue E-E on-ramp closure and any impacts it may have on municipal roadways, including the potential need for monitoring and mitigation.

• The proposed improvements at the Carling Avenue interchange and specific mitigation measures to improve traffic flow and accommodate the redirected



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Comments Submitted

Response Provided

E-E on-ramp traffic were be presented at the second Public Information Centre.

15 • Concerns regarding how diverted traffic will impact pedestrian safety on Parkdale Avenue

17 • See responses to Comment 1 “Concerns about diverting traffic on to Parkdale Avenue (already over capacity) and to Parkdale Avenue interchange” and Comment 14 “Concerns about diverting traffic through the Civic Hospital neighbourhood (e.g. Ruskin Street, Kenilworth Street, and Inglewood Place).

• The minor traffic volumes projected to be diverted to Parkdale Avenue following the proposed closure of Carling Avenue E-E on-ramp are not anticipated to result in impacts to pedestrian safety.

• As Parkdale Avenue is a municipal roadway, any improvements to reduce traffic congestion, or to slow traffic by implementing traffic calming measures, would fall under the jurisdiction of the City of Ottawa. Comments/concerns should be directed to the City with respect to these issues.

16 • Expressed support for the proposed Carling Avenue E-E on-ramp closure

12 • The comments were noted.

17 • Suggestions that the Province should be encouraging and funding the use of public transportation (i.e. Ottawa LRT) and other active forms of transportation instead of widening Highway 417.

12 • See response to Comment 12 “Concerns that the Carling Avenue E-E on-ramp closure and the Highway 417 widening do not consider the City’s investments in public transportation (LRT).”

18 • Concerns that the widening of Highway 417 is to improve commutes for suburban neighbourhoods, to the detriment of local neighbourhoods adjacent to the highway

11 • The upcoming widening of Highway 417 between Maitland Avenue and Island Park Drive is anticipated to improve traffic flow and congestion on the highway for all users, including those making local trips and not just those commuters travelling from the furthest west and east ends of the city. The related closure of the Carling Avenue E-E on-ramp is not proposed to facilitate the commute of any specific neighbourhoods or set of Highway 417 users. The Ministry of Transportation’s (MTO) primary objective is to provide for the safe and efficient movement of people and goods.

19 • Concerns about the ability of emergency vehicles/Para-Transpo to access the Civic Hospital with an increase in traffic on Parkdale Avenue

11 • Based on the proximity of the Civic Hospital to Parkdale Avenue, it is likely that hospital traffic is already using the Parkdale Avenue interchange. Based on the proximity of the Royal Ottawa to the Carling Avenue interchange, it is anticipated that traffic from that centre will access the W-E on-ramp via Kirkwood Avenue, following the proposed closure of the E-E on-ramp. Should drivers experience congestion on Parkdale Avenue, they are able to use the Carling Avenue interchange further to the west for access to/from the Civic Hospital and Royal Ottawa. Furthermore, it is understood that there may be discussions between the City of Ottawa and the Hospital Board regarding changes to the location of “H” hospital signage markers and the signed



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Comments Submitted

Response Provided

Parkdale route. Carling Avenue has historically been used as an exit for access to the hospital prior to the route being signed via the Parkdale Avenue interchange.

• Following the first Public Information Centre in June 2016, additional traffic studies and analysis were completed and additional design alternatives were reviewed/evaluated. An ‘Origin-Destination’ (OD) survey was completed in order to assess where the current users of the E-E on-ramp are coming from (origin) and where the users of the E-W off-ramp (Highway 417 westbound off-ramp to Carling Avenue/Kirkwood Avenue) are going to (destination). Travel time surveys were also carried out in order to assess the diversion potential along various alternative routes and establish the increase in travel time that may be experienced by the user should that route be selected. The additional studies validated assumptions that drivers are aware of congestion on Parkdale Avenue and prefer to select an alternative route; and, should the E-E on-ramp not be available, there are alternative travel routes that are still more attractive than Parkdale Avenue. While the analysis incorporates some minor diversion of E-E on-ramp traffic to Parkdale Avenue, those diversions can be managed and it is not anticipated that the amount of redirected traffic will create an impediment to emergency vehicles or OC Transpo vehicles on Parkdale Avenue or accessing the Parkdale Avenue interchange.

• The MTO and Consultant project team is coordinating with the City on the proposed Carling Avenue E-E on-ramp closure and any impacts it may have on municipal roadways, including the potential need for monitoring and mitigation.

• The proposed improvements and specific mitigation measures to improve traffic flow and accommodate the redirected E-E on-ramp traffic within the Carling Avenue interchange were presented at the second Public Information Centre.

20 • Suggestions to construct alternative on-ramps at Merivale Road, Holland Avenue, Booth Street, and/or Rochester Street

11 • During the Preliminary Design and Environmental Assessment Study for Highway 417 from Highway 416 easterly to Anderson Road, approved in 2008, various interchange configurations were reviewed in the mid-town section of the Queensway. The provision of a new eastbound on-ramp at Holland Avenue would be in conflict with the existing off-ramp at Parkdale Avenue. A new eastbound on-ramp at or in the vicinity of Preston Street was not possible due to the tight spacing of existing City arterial roads. As the existing eastbound access will be maintained at Carling interchange (via the W-E on-ramp, from Carling Avenue eastbound), there is no need for an additional ramp at Merivale, and the site constraints in that area are prohibitive.



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Comments Submitted

Response Provided

21 • Concerns regarding a lack of Highway 417 eastbound on-ramps in the city, as well as the closure of ramps at Lees Avenue (eastbound), St. Laurent Avenue (eastbound, for northbound St. Laurent traffic), 417 access to OR 174 (eastbound, past Innes Road), which has had a major impact to access Orleans

10 • The ramp closures were implemented as a result of the City’s Environmental Assessment for the Stage 1 LRT Project. The closures of the Lees Avenue access to Highway 417 eastbound and the ramp from Highway 417 to OR 174 are temporary and will reopen once construction of the LRT is complete in 2018. The eastbound on-ramp at St. Laurent was converted to a “Bus Only” ramp at the request of the City of Ottawa and is a permanent closure for the general travelling public.

22 • Inquiries about the effect that the proposed E-E on-ramp closure will have on air pollution in the area, as a result of additional congestion on municipal roads

9 • Greenhouse gas emissions are an issue which is typically addressed and measured regionally; it is difficult to determine the local impact of a given project on a particular municipal roadway. Based on the additional traffic studies and analysis undertaken, the anticipated traffic redistribution to Parkdale Avenue following the proposed closure of the E-E on-ramp is expected to be minimal with potential for a slight increase in local emissions from the redirected vehicles and likely no impacts at the regional level.

• However, the upcoming widening of Highway 417 from Maitland Avenue to Island Park Drive will help to minimize congestion and the related idling of the high volumes of vehicles using this section of the highway, and reduce the number of hours in a day prone to congestion. The increases of any local greenhouse gas emissions from the minimal amount of redirected traffic anticipated as a result of the E-E on-ramp closure will be balanced and exceeded by reduced idling/emissions on the highway, which represents a much greater volume of traffic.

• The objective of reducing congestion on Highway 417 is consistent with the Province’s Climate Change Action Plan.

• Improvements are proposed at the Carling/Kirkwood and Carling/Saigon intersections to improve traffic flow and accommodate the redirected E-E on-ramp traffic and to address weaving issues at the intersection associated with the Highway 417 Westbound Off-ramp (E-W Off-ramp) traffic. These improvements are also intended to improve safety and reduce congestion (and related idling/emissions) at these intersections, in order to keep the current users coming to this interchange in the future along the ‘origin’ route they currently use as opposed to redirecting through local neighbourhoods using alternative routes.

23 • Suggestion to close the Parkdale Avenue on-ramp to Highway 417 eastbound and/or suggestions for modifications to the Parkdale Avenue interchange

7 • The ministry completed a Detail Design and Environmental Assessment Study for interchange improvements at the Parkdale Avenue interchange in 2014. That study was based on the various alternatives considered for the interchange during the Preliminary Design and Environmental Assessment Study which received environmental clearance in 2008. Improvements



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Comments Submitted

Response Provided

constructed at the Parkdale Avenue interchange included realigning the westbound off-ramp to the south to remove exiting highway traffic from Westmount Avenue, address safety issues for local traffic, and reduce traffic volumes on the residential street. Westmount Avenue was reconfigured to a cul de sac. Improvements constructed at the Parkdale Avenue on-ramp to Highway 417 eastbound included curb work to tighten the radius for right-turning vehicles in order to address concerns related to pedestrian safety and to decrease the crossing distance for pedestrians.

• Closure of the Parkdale Avenue on-ramp to Highway 417 eastbound is not considered as a viable alternative for Highway 417 improvements as there is no immediately adjacent alternative for vehicles intending to go eastbound on Highway 417. By contrast, assuming the proposed closure of the Carling E-E on-ramp, there is still an eastbound Highway 417 on-ramp, namely the W-E on-ramp, located within the same interchange. Depending on the direction of approach, the W-E on-ramp is only an additional ~0.6 km for drivers intending to go eastbound on Highway 417 via Kirkwood Avenue, or ~1.3 km via Saigon Court; in terms of travel time, it is estimated that this would add less than 2 minutes in extra travel time.

• Suggestions for relocating the eastbound Highway 417 access at Parkdale Avenue to a new on-ramp or interchange at Holland, Booth, Rochester, etcZ, would require extensive property acquisitions and utility relocations and would result in more operational and safety issues on Highway 417 related to the distance/spacing between ramps rather than eliminating these types of issues.

• As Parkdale Avenue is a municipal roadway, any improvements to reduce traffic congestion, or to slow traffic by implementing traffic calming measures, would fall under the jurisdiction of the City of Ottawa. Comments/concerns should be directed to the City with respect to these issues. The MTO and Consultant project team is coordinating with the City on the proposed Carling Avenue E-E on-ramp closure and any impacts it may have on municipal roadways, including the potential need for monitoring and mitigation.

24 • Inquiries about the expected travel route and/or detours for vehicles from Quebec accessing Highway 417

7 • Following the first Public Information Centre in June 2016, we completed additional traffic studies and analysis. An ‘Origin-Destination’ (OD) survey was completed in order to assess where the current users of the E-E on-ramp are coming from (origin) and where the users of the E-W off-ramp (off-ramp from Highway 417 westbound to Carling Avenue westbound) are going to (destination). The OD survey confirmed that 31% of the existing morning peak hour trips (16% in the afternoon) using the E-E on-ramp originate from as far north as Sir John A Macdonald Parkway and Quebec. Given the overall travel times associated with these longer trips from this far north, these users have



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Comments Submitted

Response Provided

intentionally chosen to use the Carling Avenue interchange as their access point to Highway 417 eastbound.

• The Carling Avenue interchange will still have an eastbound on-ramp to Highway 417 (the W-E on-ramp), therefore there is no need for traffic to divert away from the Carling Avenue interchange to gain access to Highway 417 eastbound. Working in conjunction with the City of Ottawa, further improvements to the Carling Avenue interchange have been recommended in order to improve the traffic operations within the interchange to keep the current users coming to this interchange in the future along the ‘origin’ route they currently use. Travel times were also assessed as part of the additional analysis work and demonstrate that the Carling Avenue interchange will remain more attractive to users than the Parkdale Avenue interchange. Nevertheless, our analysis incorporates some minor diversion to Parkdale Avenue and indicates that those diversions can be managed.

25 • Concerns that the cost of the alternative options have outweighed any other public good

7 • The Ministry is committed to the implementation of projects that make responsible use of the contributions of public taxpayers.

• The purpose of the current Detail Design and Environmental Assessment study is to develop and evaluate alternatives to address the future operational and safety issues which will result from the upcoming widening of Highway 417 between Maitland Avenue and Island Park Drive to four through lanes in each direction. The widening requires reconfiguring both the W-E and E-E on-ramps to merge into the four eastbound through lanes. Unfortunately there is insufficient space to maintain both ramps to current highway design standards within the existing MTO property limits without extensive impacts to adjacent properties and major utilities, as well as recently rehabilitated Highway 417 structures.

• Three design alternatives were presented at the first Public Information Centre (PIC) in June 2016, along with a summary of their evaluation based on a number of criteria. At the first PIC, cost was presented as one of several criteria against which the design alternatives were evaluated, and included considerations of the total project cost comprised of construction, utility relocations, property purchase requirements, and maintenance requirements. In some cases, the significant costs, in combination with other factors, involved in relocating major utilities and private property acquisitions were considered prohibitive factors to the feasibility of implementing specific alternatives. It should also be noted the cost of relocating major utilities and private property acquisitions was not evaluated in isolation, but that these same issues were examined under criteria such as constructability.

• For example, many of the alternatives examined would require the relocation of Hydro One utilities, including transmission towers. The Ministry of



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Comments Submitted

Response Provided

Transportation (MTO) and the Consultant project team have had extensive discussions with Hydro One for numerous years surrounding the upcoming Highway 417 widening from Maitland Avenue to Island Park Drive and the adjacent Hydro One transmission corridor which is critical to Hydro One’s overall transmission network within the City of Ottawa. Relocation of the transmission corridor elsewhere is not a viable alternative. Unfortunately, there is insufficient space available within the existing MTO property limits to accommodate the highway widening that would be required to maintain both the W-E on-ramp and E-E on-ramp while maintaining the Hydro One high-voltage transmission lines and avoiding extensive impacts to adjacent properties and other major utilities, as well as recently rehabilitated Highway 417 structures. MTO does not have the authority to expropriate Hydro One land, therefore Hydro One would have to willingly give up its lands to MTO. Hydro One has indicated that they are not interested in relinquishing their rights in this area, and that the existing Hydro towers are in good condition and subject to a robust maintenance program which will allow the towers to be maintained in their current location for the long-term.

• In order to address comments received at the first Public Information Centre (PIC), additional traffic studies and analysis were completed, and additional design alternatives were reviewed/evaluated and a refined Recommended Plan and mitigation strategy have been developed. In order to address comments received from members of the public regarding the inclusion of cost an evaluation criteria, cost was removed as a consideration in the revised evaluation of the original design alternatives presented at the first PIC, as well as the additional design alternatives which will be presented at a second PIC.

• The additional studies and analysis completed, as well as proposed improvements and specific mitigation measures to improve traffic flow and accommodate the redirected E-E on-ramp traffic, were presented at the second Public Information Centre.

26 • Concerns that there has not been enough consultation undertaken with the City of Ottawa

6 • The Ministry of Transportation (MTO) and Consultant project team have been consulting and coordinating with the City of Ottawa throughout the Detail Design and Environmental Assessment Study for the proposed closure of the Highway 417 Carling Avenue E-E on-ramp and the impacts that the proposed closure may have on the City’s transportation network. In 2016, several meetings were held with key City staff and correspondence was continuous throughout Summer/Fall 2016 and in early 2017, and included coordination with the City’s ongoing work in the Carling Avenue corridor related to the implementation of transit priority measures. In January 2017, key City staff also attended a meeting held by the MTO and Consultant project team to provide a project update to local elected representatives and representatives



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Comments Submitted

Response Provided

from local Community Associations regarding the additional traffic studies and assessment of ramp closure alternatives undertaken since the first PIC. The MTO and Consultant team will continue to coordinate with the City for the duration of the study and will carry on into construction.

27 • Inquiries and confusion regarding the MTO naming conventions for ramps and which ramp is being proposed for closure

6 • Please note that the Ministry of Transportation’s naming convention for highway ramps is based on the direction you are coming from, to the direction you are going. In this case, the proposed closure is for the Highway 417 Carling E-E on-ramp, or the ramp accessed by vehicles coming from the east on Carling Avenue westbound and heading east on Highway 417 (i.e. E-E). The W-E on-ramp is named as such as vehicles are coming from the west on Carling Avenue eastbound and heading east on Highway 417.

28 • Requests for collision data 5 • Collision data for the existing E-E on-ramp was not a factor considered in the evaluation of the proposed ramp closure. Some collision data was presented at the first Public Information Centre in June 2016 for informational purposes only. Collision data at the existing on-ramp is not relevant to the current study, as the safety and operational issues at the W-E on-ramp and E-E on-ramp which form the primary consideration to close the E-E on-ramp will only occur in the future following the widening of Highway 417.

• Should you still wish to request collision data for other Highway 417 ramps, please contact Ms. Kate Green, MTO Senior Project Engineer by email at [email protected] or by phone at 1-800267-0295.

29 • Concerns about existing safety issues at the Parkdale Avenue on- and off-ramps

5 • The ministry completed a Detail Design and Environmental Assessment Study for interchange improvements at the Parkdale Avenue interchange in 2014. That study was based on the various alternatives considered for the interchange during the Preliminary Design and Environmental Assessment Study which received environmental clearance in 2008. Improvements constructed at the Parkdale Avenue interchange included realigning the westbound off-ramp to the south to remove exiting highway traffic from Westmount Avenue, address safety issues for local traffic, and reduce traffic volumes on the residential street. Westmount Avenue was reconfigured to a cul de sac. Improvements constructed at the Parkdale Avenue on-ramp to Highway 417 eastbound included curb work to tighten the radius for right-turning vehicles in order to address concerns related to pedestrian safety and to decrease the crossing distance for pedestrians.

• The Parkdale eastbound on-ramp (N/S-E ramp) is approximately half of the standard 515 m freeway standard. Bringing the Parkdale N/S-E ramp up to standard would cause a significant amount of disruption to the area. During the Preliminary Design and Environmental Assessment for the Highway 417



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Comments Submitted

Response Provided

corridor from Highway 416 to Anderson Road that was completed in 2008, a collision history at this ramp did not trigger a recommendation to extend the merge lane of this ramp. Nor was there any other associated eastbound work planned on Highway 417 in that area that would impact the ramp.

30 • Suggestions to relocate the hospital signage for the Civic Hospital on Highway 417 from the Parkdale Avenue interchange to the Carling Avenue interchange

4 • The Parkdale Avenue interchange is the selected route chosen by the Civic Hospital as the most direct and appropriate route. The Hospital is responsible for coordinating with the City of Ottawa for the installation of “H” Hospital markers on municipal roads. After these markers are in place, the Ministry of Transportation (MTO) installs “H” hospital markers on Highway 417 and at the ramp terminals to provide additional guidance to the hospital from Highway 417. Carling Avenue has historically been used as an exit for access to the Civic Hospital prior to the route being signed via the Parkdale Avenue interchange.

31 • Suggestions for overhead signage at the Carling Avenue westbound / Kirkwood Avenue and Carling Avenue / Saigon Court intersections following the implementation of the proposed improvements

4 • As part of the detailed design process, appropriate permanent roadway signage will be developed and implemented in accordance with current MTO (on Highway 417 and ramps) and City of Ottawa (on municipal roadways) signing policies, including signage to clearly identify drive routing and lane designations.

32 • Expressed support for the proposed improvements at the Carling Avenue westbound / Kirkwood Avenue and Carling Avenue / Saigon Court intersections

4 • The comments were noted.

33 • Expressed opposition to the proposed improvements at the Carling Avenue westbound / Kirkwood Avenue and Carling Avenue / Saigon Court intersections

4 • Working in conjunction with the City of Ottawa, improvements to the Carling Avenue interchange have been recommended in order to accommodate the current users of the E-E on-ramp at the existing W-E on-ramp within this interchange in the future. Improvements are proposed to create capacity at the Carling Avenue westbound / Kirkwood Avenue intersection and to reduce the additional travel time for the redirected E-E on-ramp traffic to access the Carling Avenue W-E on-ramp (on-ramp from Carling Avenue eastbound to Highway 417 eastbound), thereby reducing any potential for cut-through traffic on residential streets.

• The following improvements are proposed to accommodate the redirected E-E on-ramp traffic, to facilitate safe and efficient access to Highway 417 eastbound via the W-E on-ramp, and to address weaving issues at the Carling Avenue westbound / Kirkwood Avenue intersection associated with Highway 417 E-W off-ramp traffic (off-ramp from Highway 417 westbound to Carling Avenue westbound):



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Comments Submitted

Response Provided

o Two dedicated left turn lanes on Carling Avenue westbound at Kirkwood Avenue to accommodate left-turning traffic, including redirected traffic from the closed E-E on-ramp;

o A raised concrete median island constructed between the through lanes and the left turn lanes on Carling Avenue westbound at Kirkwood Avenue to prevent E-W off-ramp traffic from weaving across Carling Avenue westbound to turn left on to Kirkwood Avenue southbound;

o A dedicated left turn lane on Carling Avenue westbound at Saigon Court to accommodate traffic turning left on to Saigon, including redirected traffic from the E-W off-ramp seeking access to Carling Avenue eastbound / Kirkwood Avenue southbound;

o Widening of Saigon Court by one lane to provide additional capacity; o New traffic signals at the Carling Avenue eastbound / Saigon Court

intersection; and o New sidewalks and a segregated bike lane on Carling Avenue

westbound, at the request of the City of Ottawa. • Signage and traffic signal modifications are also proposed to assist in

managing traffic flow. A detailed description of the proposed improvements is provided in the display materials from the second Public Information Centre held on February 15, 2017; these materials are available for online viewing or download on the project website at www.highway417carlinge-eramp.com.

34 • Concerns about the weightings applied to the evaluation criteria presented at PIC#1

4 • Regarding your inquires as to the weightings for the evaluation criteria used to assess the viability of the design alternatives considered, please note that no weightings were applied to the individual criteria in the evaluation. As such, the criteria were weighted equally.

35 • Concerns about traffic weaving/congestion on Carling Avenue westbound west of Kirkwood Avenue to turn left at Saigon Court to access Carling Avenue eastbound following the implementation of the proposed improvements

4 • It is not anticipated that a weaving issue will occur west of Kirkwood Avenue, as vehicles travelling along Carling Avenue westbound and turning left on to Saigon Court have a distance in excess of 300 m (between Kirkwood Avenue and Saigon Court) to merge into the dedicated left turn lane which will be implemented on Carling Avenue westbound, as compared to the existing E-W off-ramp weave length of approximately 75 m in the existing configuration.

36 • Concerns that an increase in traffic on Parkdale Avenue will result in Parkdale Avenue being widened to four lanes

3 • Parkdale Avenue is under the jurisdiction of the City of Ottawa. To the Ministry’s knowledge, there are no plans or studies underway to widen Parkdale Avenue to four lanes. The proposed closure of the Carling Avenue E-E on-ramp will not result in the need to widen Parkdale Avenue to accommodate redirected traffic and drivers that may elect to use the Parkdale Avenue eastbound on-ramp.

• It should be noted that the Carling Avenue interchange will still have an eastbound on-ramp (the W-E on-ramp) to Highway 417, therefore there is no



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Comments Submitted

Response Provided

need for traffic to divert away from the Carling Avenue interchange to gain access to Highway 417 eastbound. Working in conjunction with the City of Ottawa, further improvements to the Carling Avenue interchange have been recommended in order to improve the traffic operations within the interchange. The MTO and Consultant project team is coordinating with the City on the proposed Carling Avenue E-E on-ramp closure and any impacts it may have on municipal roadways, including the potential need for monitoring and mitigation.


• Comments/concerns regarding existing concerns with traffic congestion on Parkdale Avenue should be directed to the City.

37 • Regarding the “No Trucks” sign on Parkdale, expressed that the rules are not enforced; the proposed closure of the Carling Avenue E-E on-ramp will create more truck traffic on Parkdale Avenue

3 • The City of Ottawa By-laws do not permit truck traffic on Parkdale Avenue, except for local deliveries to support local businesses in the area (e.g. to businesses along Wellington Avenue West and the Parkdale Market). The Ministry of Transportation (MTO) has installed “No Truck” signs on Highway 417 to support this By-law, which are located in advance of and at the Eastbound and Westbound off-ramps at Parkdale Avenue. It is not anticipated that the proposed closure of the Carling Avenue E-E on-ramp will result in increased truck traffic accessing the Parkdale Avenue interchange, as these ramps are not designed to accommodate large truck turning movements. MTO will be installing a few additional signs on Highway 417 for the Parkdale Avenue interchange in advance and at the turn-off point to the ramps to enhance the existing signage. If you have further concerns regarding advance signage along municipal roadways, we suggest contacting the City of Ottawa to further discuss the issue.

38 • Concerns that outdated traffic numbers (2011 data) were used as a basis for the traffic analysis

3 • See response to Comment 5 “Inquiries about traffic studies which are planned or have been completed.”

39 • Inquiries if the project is related to the Westgate Mall development

3 • Please be assured that the proposed closure of the Carling Avenue E-E on-ramp is not related to the proposed redevelopment of the Westgate Mall. The ministry has been monitoring the status of the proposed redevelopment of the Westgate Mall as it relates to impacts on the adjacent MTO corridor and right-of-way.

40 • Requests that the Environmental Impact Assessment should have been made available at PIC #1

3 • In accordance with the Ministry of Transportation’s (MTO) Class Environmental Assessment for Provincial Transportation Authorities (2000) for Group ‘B’ projects, an evaluation was performed for the design alternatives to



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Comments Submitted

Response Provided

the proposed closure of the Carling Avenue E-E on-ramp which were considered as part of the Detail Design and Environmental Assessment study process. The display materials presented at the first Public Information Centre (PIC) in June 2016 included a summary table of the criteria against which the three preliminary alternatives to the proposed ramp closure were evaluated, as well as a summary of the score for each criterion and an overall rank for each alternative. A summary of environmental impacts and mitigation for the Recommended Plan was also presented in tabular format which summarized the anticipated impacts to vegetation, wildlife, traffic operations and access, landscaping/aesthetics, noise, archaeological and cultural heritage, and waste management and contamination, as well as proposed mitigation measures for implementation.

• In response to comments received from the public, a number of additional alternatives to the proposed ramp closure have been considered and evaluated using similar and updated criteria from what was presented at the first PIC, including side road impact and socioeconomic impacts.

• The additional alternatives and a summary of their evaluation were presented at the second PIC.

• Upon completion of the study, a Transportation Environmental Study Report (TESR) will be prepared for a 30-day public review period. The TESR will document the Detail Design and Environmental Assessment study process, including the methodology and results of the evaluation of design alternatives, anticipated environmental impacts, and the proposed mitigation strategy.

41 • Concerns about increased noise as a result of increased traffic on residential streets

3 • The potential for increased noise impacts on municipal roadways related to redistributed traffic following the proposed Carling Avenue E-E on-ramp closure have been considered. As a general rule, the point at which increases in noise levels can be perceived is a 3 dBA increase; in order for noise levels to increase by 3 dBA, the volume of traffic on a given roadway would have to double. The redistribution of traffic resulting from the proposed Carling Avenue on-ramp will not result in a doubling of traffic volumes on any alternative routes.

42 • Suggestions that high occupancy vehicle lanes (HOV) be constructed on the highway to improve traffic flow

3 • The Ministry is committed to looking at opportunities to build HOV lanes, where and if possible. HOV lanes were considered in the Preliminary Design and Environmental Assessment (EA) Study for Highway 417 from Highway 416 easterly through Ottawa.

• Two major alternatives were considered for HOV: widening to provide an HOV, or conversion of an existing lane to HOV use. Experience in other jurisdictions has indicated that conversion of an existing general purpose lane to an HOV lane is generally met with low public acceptance, and in many



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cases the HOV designation was removed and the lane reverted to general use operation.

• Highway 417 (Queensway) is not suited to HOV operations due to the confined nature of the corridor and close spacing of interchanges. HOV lanes typically operate best when located next to the median, where they are separated by barrier wall or painted buffer (since HOV traffic is travelling 10-20km/hr faster), and where there is good access/ egress from HOV lanes. Widening to provide an HOV lane would create greater property impacts than widening for a general purpose lane, due to HOV buffer requirements, required to create a separation between the HOV lane and the adjoining general purpose lane.

43 • Concerns about emergency vehicles access on Kirkwood Avenue

2 • Emergency Services have been included as part of the ongoing Detail Design and Environmental Assessment Study consultation processes for both the rehabilitation and widening of Highway 417 from west of Maitland Avenue to east of Island Park Drive and the proposed Carling Avenue E-E on-ramp closure.

• Construction for the rehabilitation and widening of Highway 417 requires temporary ramp closures at various stages and for varying durations over the 4-year construction for that project. Emergency Services will be notified of any proposed ramp closures in advance of construction, regardless of the duration of the closure. This construction requires the closure of the Carling Avenue E-E on-ramp for the full duration of the construction (i.e. 4 years), during which time Emergency Services will be required to use alternate routes to access Highway 417 eastbound.

• Based on the proximity of the Civic Hospital to Parkdale Avenue, it is likely that hospital traffic is already using the Parkdale Avenue interchange. Based on the proximity of the Royal Ottawa to the Carling Avenue interchange, it is anticipated that traffic from that centre will access the W-E on-ramp via Kirkwood Avenue, following the proposed closure of the E-E on-ramp. Should drivers experience congestion on Parkdale Avenue, they are able to use the Carling Avenue interchange further to the west for access to/from the Civic Hospital and Royal Ottawa.

• Improvements are proposed to the Carling Avenue Westbound / Kirkwood Avenue intersection and to the Carling Avenue / Saigon Court intersections to facilitate safe and efficient access to Highway 417 eastbound using the W-E on-ramp and to address weaving issues at the intersection associated with the Highway 417 Westbound off-ramp (E-W off-ramp) traffic. These improvements are proposed to improve traffic flow through these intersections and will not impede access to/from the Fire Station located in the southwest corner of the Carling Avenue Westbound / Kirkwood Avenue intersection.



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44 • Comments that Hydro One transmission towers are being relocated as a part of the Westgate redevelopment project

2 • The MTO is not aware of any proposed or approved reconfiguration of the Hydro One towers associated with the redevelopment of the Westgate Shopping Centre.

45 • Suggestions that the existing E-E on-ramp be lengthened


46 • Concerns about the timing of the traffic signals at the Parkdale Avenue interchange

2 • These signals are operated and maintained by the City of Ottawa. The Ministry works with City staff to ensure the signal timing at these intersections are optimized to minimize delays and maximize safety and efficiency on both Parkdale Avenue and the Highway 417 off-ramps.

47 • Inquiries if there are plans to construct a new on-ramp within the area

2 • Between 2002 and 2008, MTO completed a Preliminary Design and Environmental Assessment Study for the Highway 417 corridor from Highway 416 easterly to Anderson Road, which received environmental clearance in 2008. The Preliminary Design Recommended Plan did not recommended the construction of any additional on-ramps within the study limits.

48 • Suggestions that park and ride lots be constructed near the LRT to reduce traffic from Quebec

2 • The City of Ottawa is considering all components of the LRT, including parking (e.g. park and ride lots), as part of its project. Please visit the City’s website for additional information.

49 • Inquiries as to how the proposed closure of the E-E on-ramp fits into strategic planning or policy or regional transportation master plans

2 • Improvements to the Highway 417 corridor align with the Province’s Moving Ontario Forward plan, which is intended to support public transit, transportation and priority infrastructure using dedicated funds. Investing in transportation and priority infrastructure includes new highway projects to meet community needs, help manage congestion, and connect the travelling public. Improvements to the Highway 417 corridor in Ottawa, including the widening of Highway 417 in strategic areas, are included in the transportation projects planned as part of the Province’s plan.

• Between 2002 and 2008, the Ministry completed the Preliminary Design and Environmental Assessment Study for Highway 417 from Highway 416 easterly to Anderson Road, which received environmental clearance in 2008. The Ministry’s study of the Highway 417 corridor was premised on the City of Ottawa’s Transportation Master Plan goals regarding transit usage being fully met (30% target for transit usage). It was evident that significant expansion of the rapid transit network would be required in order to achieve these goals. Taking into account the future achievement of these transit usage goals, additional capacity on certain sections of the Queensway will still be required to accommodate future long-term traffic projections.

• The purpose of the current Detail Design and Environmental Assessment study for the proposed closure of the Highway 417 Carling Avenue E-E on-



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Comments Submitted

Response Provided

ramp is to develop and evaluate alternatives to address the future operational and safety issues which will result from the upcoming widening of the highway between Maitland Avenue and Island Park Drive to four through lanes in each direction, and which were identified to be an issue at the time of the Detail Design for the highway widening. The widening requires reconfiguring both the W-E and E-E on-ramps to merge into the four eastbound through lanes. Unfortunately there is insufficient space to maintain both ramps to current highway design standards within the existing MTO property limits without extensive impacts to adjacent properties and major utilities, as well as recently rehabilitated Highway 417 structures.

• It should be noted that with the proposed closure of the E-E on-ramp, the Carling Avenue interchange still has an eastbound on-ramp (the W-E on-ramp) to Highway 417, therefore there is no requirement for traffic to divert away from the Carling Avenue interchange to gain access to Highway 417 eastbound. Working in conjunction with the City of Ottawa, further improvements to the Carling Avenue interchange have been recommended in order to improve the traffic operations within the interchange. The proposed improvements and specific mitigation measures to improve traffic flow and accommodate the redirected E-E on-ramp traffic will be presented at the second Public Information Centre.

50 • Concerns about traffic weaving on Carling Avenue eastbound to turn right at Kirkwood Avenue following the implementation of the proposed improvements

2 • The implementation of new traffic signals at the Carling Avenue eastbound / Saigon Court intersection will separate the traffic movements associated with through traffic along Carling Avenue eastbound and the left-turning traffic from Saigon Court proceeding along Carling Avenue eastbound. The W-E off-ramp traffic will only be required to mix with traffic from one of these directions during a signal phase. Signal control will provide gaps in the traffic to accommodate traffic exiting the W-E off-ramp and wishing to turn left or right onto Kirkwood Avenue northbound or southbound. Increased conflicts due to weaving are not anticipated along Carling Avenue eastbound at Kirkwood Avenue following the implementation of the proposed improvements, as vehicles on Carling Avenue eastbound have a distance in excess of 200 m (between the W-E off-ramp and Kirkwood Avenue) to merge into the designated turn lanes on to Kirkwood Avenue.

51 • Concerns about pedestrian safety at the Carling Avenue E-W off-ramp following the implementation of the proposed improvements

2 • As part of the proposed improvements at the Carling Avenue westbound / Kirkwood Avenue intersection, the width of the single lane E-W off-ramp will be narrowed to slow traffic exiting the highway and prevent vehicles from using the single off-ramp lane as if it were a two-lane off-ramp with separate right turn and through / left turn lanes.

• The MTO does not provide pedestrian crossing facilities on ramps. In accordance with Ontario’s Highway Traffic Act, and as discussed in the



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Comments Submitted

Response Provided

Ontario Traffic Manual Book 15, pedestrian crossings on free flow ramps are considered uncontrolled crossings where the driver has the right of way. At an uncontrolled crossing, pedestrians and drivers both have a responsibility. Pedestrians must not attempt to cross unless there is a safe gap in traffic and drivers must also have control of their vehicles and due concern for the safety of other road users, including pedestrians. It is this shared responsibility that helps to protect pedestrians and motorists when crossing devices are not used.

• The existing sidewalks and E-W off-ramp crossing was not installed by the MTO. The current pedestrian crossing at the E-W off-ramp will be maintained at the request of the City of Ottawa and will remain as an uncontrolled crossing.

52 • Concern about the time required to perform the Saigon Court movement

2 • During Detail Design, travel time surveys were undertaken to assess the potential for traffic diversion along various alternative routes to access Highway 417 eastbound, and to establish the travel times that may be experienced by users along a selected route. Travel times were also estimated for vehicles from the E-W off-ramp destined for Kirkwood Avenue southbound which will be redirected through the Saigon Court connection following the implementation of the proposed improvements that will restrict access from the off-ramp to the left turn lanes along Carling Avenue westbound, as illustrated in the figure below (see Figure 6-10 in TESR). Estimated travel times for the redirected E-W off-ramp traffic via Saigon Court, with the proposed improvements in place, are based on the change in intersection delays at each of the affected intersections along the diversion route.

• Under existing conditions, reaching Carling Avenue eastbound from the E-W off-ramp via Saigon Court takes an average of 2m 26s in the morning and 2m 09s in the afternoon; these times are respectively 1m 09s and 0m 49s longer than the travel times for the equivalent trip via Kirkwood Avenue southbound.

• The proposed improvements that will remove the existing weave on Carling Avenue westbound approaching Kirkwood Avenue will result in some reductions in delay along Carling Avenue westbound. Adjustments to current signal timing / phases will also be implemented. The proposed improvements will result in improved traffic flow as a result of reduced congestion within the Carling Avenue westbound / Kirkwood Avenue intersection, resulting in more efficient operations. The implementation of a traffic signal at the Carling Avenue eastbound / Saigon Court intersection will facilitate the left turning movement from Saigon Court southbound to Carling Avenue eastbound by providing a “protected” gap in eastbound traffic, but will result in additional delay for this movement due to the relatively low green time allocated for this



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Comments Submitted

Response Provided

movement in the signal timing. Overall, the implementation of the proposed improvements will result in average travel times of 2m 32s and 2m 34s during the morning and afternoon peak hours respectively for vehicles from the E-W off-ramp, but will provide safety benefits through the removal of the existing weave which occurs across two lanes of through traffic on Carling Avenue westbound. The additional travel time, which is anticipated to be less than 2 minutes with the proposed improvements in place, is not considered to represent a significant detour for E-W off-ramp traffic destined for Carling Avenue eastbound or Kirkwood Avenue southbound.

53 • Concern that the proposed improvements did not take driver psychology into consideration

2 • It is not standard practice for the ministry to undertake psychological investigations of driver behaviour as part of Detail Design and Environmental Assessment studies and related traffic analyses.

54 • Suggestion for separate traffic signals at Carling Avenue westbound / Kirkwood Avenue to better manage traffic at the intersection as opposed to a concrete median island (i.e. one set of signals for the E-W off-ramp and another for vehicles traveling on Carling Avenue)

2 • Adding an additional phase to the existing traffic signal timing to accommodate separate westbound movements from Carling Avenue and the Highway 417 E-W off-ramp (off-ramp from Highway 417 westbound to Carling Avenue westbound) will result in an increase in wait time and delays for all movements at this intersection (as there would be more conflicting movements to wait through). As several of the movements at this intersection are close to capacity under existing volumes, it would not be possible to maintain all movements within capacity if another movement was provided in the signal timing. As such, separating ramp traffic movements from the traffic movements at the Carling Avenue westbound / Kirkwood Avenue intersection is not considered viable mitigation to address the additional traffic volume which will be redirected through this intersection as a result of the proposed E-E on-ramp closure.

55 • Suggestions for additional traffic signals, signage, and/or regulations (no left-turns) on residential streets (e.g. Parkdale Avenue, Ruskin Street, Holland Avenue, etc.)

1 • Please note that these roads and intersections are under the jurisdiction of the City of Ottawa. Comments/concerns regarding operations on municipal roads and at these intersections should be directed to the City.

56 • Expressed that the Parkdale-Gladstone-Byron changes are not satisfactory and that the City of Ottawa and the Province need to address traffic changes with an integrated approach.

1 • No changes are proposed at those locations as part of the current Detail Design and Environmental Assessment Study. The ministry undertakes long range planning to get a big picture view of a corridor, such as the Preliminary Design and Environmental Assessment Study undertaken for the Highway 417 corridor from Highway 416 to Anderson Road, and we meet regularly with the City to touch base about work that each agency has planned. Even with a big picture plan, each project must be divided into smaller, achievable construction pieces.



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Comments Submitted

Response Provided

57 • Concerns that the proposed Carling E-E on-ramp closure will require traffic to travel further west to use the Maitland Avenue interchange to access Highway 417 eastbound


• It should be noted that the Carling Avenue interchange will still have an eastbound on-ramp (the W-E on-ramp) to Highway 417, therefore there is no need for traffic to divert away from the Carling Avenue interchange to gain access to Highway 417 eastbound. Working in conjunction with the City of Ottawa, further improvements to the Carling Avenue interchange have been recommended in order to improve the traffic operations within the interchange to keep the current users coming to this interchange in the future along the ‘origin’ route they currently use.


58 • Suggestion to construct speed bumps along Parkdale Avenue

1 • As Parkdale Avenue is a municipal roadway, any improvements to reduce traffic congestion, or to slow traffic by implementing traffic calming measures, would fall under the jurisdiction of the City of Ottawa. Comments/concerns should be directed to the City with respect to these issues.

59 • Suggestion that the City of Ottawa install signs for no right or left turns from 7:00 am-9:00 am and 3:30 pm-5:30 pm on Ruskin / Sherwood / Inglewood in the Civic Hospital neighbourhood

1 • As Parkdale, Ruskin, Sherwood and Inglewood are municipal roadways, any improvements to reduce existing traffic congestion, or to slow traffic by implementing traffic calming measures or access restrictions through signage, would fall under the jurisdiction of the City of Ottawa. Comments/concerns should be directed to the City with respect to these issues.

60 • Suggestion for the construction of a ring road around the City

1 • The construction of a ‘ring road’ to bypass the Highway 417 corridor through downtown Ottawa is not currently within the Ministry’s long-range plans. There are no plans in place to initiate a design and environmental assessment study to examine the feasibility of a ‘ring road’.

61 • Suggestions to tunnel existing ramps along the Highway 417 corridor to improve safety

1 • Suggestions to tunnel ramps are not considered viable alternative in this congested urban corridor, as they would require major impacts to private properties, including extensive property acquisitions, as well as major utility relocations and would result in more operational and safety issues on



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Response Provided

Highway 417 related to the distance/spacing between ramps rather than eliminating these types of issues.

62 • Inquiries about the impacts of the proposed Carling E-E on-ramp closure on pedestrian safety on Carling Avenue

1 • Regarding impacts to pedestrians travelling along Carling Avenue westbound, the proposed closure of the E-E on-ramp would result in a continuous sidewalk being installed across the existing ramp crossing.

63 • Inquiries about why a Detail Design study is required

1 • The Ministry of Transportation (MTO) is carrying out this Detail Design and Environmental Assessment study in accordance with the approved environmental planning process for Group ‘B’ projects under the requirements of the MTO’s Class Environmental Assessment (Class EA) for Provincial Transportation Facilities (2000). Please note that all MTO Preliminary and Detail Design projects are subject to the Class EA. The purpose of the current study is to undertake public consultation for the proposed E-E on-ramp closure and to develop and evaluate alternatives to address the future operational and safety issues which will result from the upcoming widening of Highway 417 between Maitland Avenue and Island Park Drive to four through lanes in each direction. The upcoming widening requires reconfiguring both the W-E and E-E on-ramps to merge into the four eastbound through lanes.

• The Detail Design portion of the assignment includes undertaking public consultation to receive input on the proposed E-E on-ramp closure, developing design alternatives, conducting the appropriate studies and analysis to support the evaluation of these alternatives, and developing a Recommended Plan for the preferred alternative. For example, if the proposed closure of the E-E on-ramp is selected as the preferred alternative, the detail design of retaining walls, illumination modifications, and landscaping is required to tie in the proposed ramp closure with the highway widening to meet current highway design standards and address impacts to existing infrastructure and utilities in the project area.

64 • Concerns that there was insufficient notice for PIC #1

1 • Study Commencement notice published in the Ottawa Citizen, Le Droit, and Kitchissippi Times newspapers provided information and details regarding the first Public Information Centre (PIC) which was held on June 16, 2016 and the second PIC held on February 15, 2017. It is the ministry’s standard protocol to publish notices advertising a PIC two weeks in advance of the event. Brochures were also delivered to approximately 9,000 local residents and businesses, and the study details were also published on the project website.

65 • Inquiries about how the Carling Avenue E-E on-ramp compares to the average ramp with regards to safety




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Comments Submitted

Response Provided

66 • Concerns about traffic speed on Island Park Drive

1 • Comments/concerns regarding traffic speeds on Island Park Drive should be directed to the City of Ottawa and the National Capital Commission, as this road is under their jurisdiction.

67 • Inquiries if there was data collected/analyzed when the ramp was closed previously, and if the data is publically available

1 • The Carling Avenue E-E on-ramp was temporarily closed during construction for the replacement of the Island Park Drive bridge (completed 2007). During the closure no formal signed detours were in place to redirect the E-E on-ramp users. Please note that during the temporary closure of the Carling Avenue E-E on-ramp, no complaints were received by the Ministry from the travelling public, and no traffic data was formally collected.

68 • Concerns that the widening of Highway 417 will increase the speed of traffic using the Highway 417 off-ramp to Island Park Drive

1 • No changes are proposed to the Highway 417 westbound off-ramp to Island Park Drive; further, Highway 417 is not being widened east of Island Park Drive in the section of the highway corridor leading to the off-ramp. The existing configuration / condition is being maintained. Please note that there is no evidence to suggest that the widening of Highway 417 between Maitland Avenue and Island Park Drive will result in increased speeds of traffic exiting the highway and entering municipal roadways.

69 • Inquiries as to how the proposed closure of the E-E on-ramp is consistent with the principles of Moving Ontario Forward

1 • The Province’s Moving Ontario Forward plan is part of Ontario’s 10-year $130 billion infrastructure plan and is intended to support public transit, transportation and priority infrastructure using dedicated funds. Investing in transportation and priority infrastructure includes new highway projects to meet community needs, improve the local economy, help manage congestion, and connect the travelling public. The Province’s initiatives, Building Tomorrow’s Infrastructure Now and Building Ontario: Our Infrastructure Plan, include improvements to the Highway 417 corridor in Ottawa as part of the major transportation infrastructure projects planned for the 2016 budget and beyond. These improvements include the rehabilitation of Highway 417 and widening to four lanes in each direction between Highway 416 and Maitland Avenue, and between Maitland Avenue and Island Park Drive. For more information on specific projects planned across Ontario, please visit the Government of Ontario website at www.ontario.ca.

• As part of Moving Ontario Forward, the Province is continuing to work and collaborate with regions, communities and other levels of government. For improvements to the Highway 417 corridor, the Ministry is committed to coordinating with the City of Ottawa and the Light Rail Transit (LRT) implementation project teams, and the National Capital Commission, among other stakeholders and external agencies, as evidenced by the successful construction of the Highway 417 widening between Nicholas St. and Ottawa



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Response Provided

Road 174 which was completed in coordination with the City’s construction of the Stage 1 LRT.

70 • Concerns about the environmental sustainability of the Highway 417 widening project and the ministry's acknowledgement that one of the key challenges facing Ontario's transportation system is climate change and that "climate change is one of the greatest challenges to the future of our planet".

• Noted that one-third of the province's total greenhouse gas emissions comes from the transportation sector. Inquired as to what MTO's view is on these issues.

• In addition to MTO’s framework for assessing sustainability, the ministry had set strategic goals such as: creating a green economy; improving transportation modal choice and efficiency; building sustainable infrastructure; and practicing good stewardship of Ontario’s resources. Noted that there is a conflict between the Highway 417 widening project and the above-mentioned strategic goals.

• Requested a comment from MTO on these points.

1 • Improvements to the Highway 417 corridor align with the Province’s Moving Ontario Forward plan, which is intended to support public transit, transportation and priority infrastructure using dedicated funds. Investing in transportation and priority infrastructure includes new highway projects to meet community needs, improve the local economy, help manage congestion, and connect the travelling public. Improvements to the Highway 417 corridor in Ottawa, including the widening of Highway 417 in strategic areas, are included in the transportation projects planned as part of the Province’s plan.

• See response to Comment 70 “Inquiries as to how the proposed closure of the E-E on-ramp is consistent with the principles of Moving Ontario Forward.”

• Regarding environmental sustainability of the upcoming widening of Highway 417, the Preliminary Design and Environmental Assessment Study was completed in accordance with the Ministry’s Class Environmental Assessment for Provincial Transportation Facilities (2000) and included a series of environmental studies (such as an Air Quality Assessment, Noise Assessment, Terrestrial Ecosystem Impact Assessment, etc.), an evaluation of anticipated environmental impacts and the development of recommended mitigation measures for implementation during construction to avoid or address the environmental impacts. The recommended mitigation measures have been further refined during the Detail Design and Environmental Assessment for the section of the highway widening between Maitland Avenue and Island Park Drive.

• An Air Quality Assessment was completed during the Preliminary Design and Environmental Assessment Study in response to public concerns. The assessment was completed in consultation with MTO and Environment Canada air quality specialists and included the following: established existing air quality conditions in the Highway 417 corridor; measured air quality at a total of 26 receptor sites in the Highway 417 corridor (from Highway 416 to Anderson Road); predicted pollutant levels attributable to vehicular emissions from existing and future highway traffic volumes; compared the results to the appropriate provincial and national standards and guidelines; and evaluated the change in air quality on the regional level due to changes in Highway 417 emissions. The modelling completed as part of the assessment indicated that air quality associated with emissions from motor vehicles is expected to improve in the future due to the continuing reductions in vehicular emissions resulting from stricter regulations. The assessment concluded that concentration levels of contaminants would be below applicable government



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Response Provided

guidelines, and that the proposed modifications to Highway 417 would have an unnoticeable and insignificant impact on smog pollutants.

• The upcoming widening of Highway 417 from Maitland Avenue to Island Park Drive will help to minimize congestion and the related idling of the high volumes of vehicles using this section of the highway, thereby reducing the number of hours in a day prone to congestion. The increases of any local greenhouse gas emissions from the minimal amount of redirected traffic anticipated as a result of the E-E on-ramp closure will be balanced and exceeded by reduced idling/emissions on the highway, which represents a much greater volume of traffic.

• The objective of reducing congestion on Highway 417 is consistent with the Province’s Climate Change Action Plan.

• Improvements are proposed at the Carling avenue westbound / Kirkwood Avenue and Carling Avenue / Saigon Court intersections to improve traffic flow and accommodate the redirected E-E on-ramp traffic and to address weaving issues at the intersection associated with the Highway 417 Westbound Off-ramp (E-W Off-ramp) traffic. These improvements are also intended to improve safety and reduce congestion (and related idling/emissions) at these intersections, in order to keep the current users coming to this interchange in the future along the ‘origin’ route they currently use as opposed to redirecting through local neighbourhoods using alternative routes.

71 • Concerns related to the potential for cut-through traffic on residential side streets following the implementation of the proposed improvements at Carling Avenue westbound / Kirkwood Avenue and Carling Avenue / Saigon Court intersections.

1 • Working in conjunction with the City of Ottawa, further improvements to the Carling Avenue interchange have been recommended in order to accommodate the current users of the E-E on-ramp at the existing W-E on-ramp within this interchange in the future. Improvements are proposed to create capacity at the Carling Avenue westbound / Kirkwood Avenue intersection and to reduce the additional travel time for the redirected E-E on-ramp traffic to access the Carling Avenue W-E on-ramp (on-ramp from Carling Avenue eastbound to Highway 417 eastbound), thereby reducing any potential for cut-through traffic on residential streets.

• The following improvements are proposed to accommodate the redirected E-E on-ramp traffic, to facilitate safe and efficient access to Highway 417 eastbound via the W-E on-ramp, and to address weaving issues at the Carling Avenue westbound / Kirkwood Avenue intersection associated with Highway 417 E-W off-ramp traffic (off-ramp from Highway 417 westbound to Carling Avenue westbound): o Two dedicated left turn lanes on Carling Avenue westbound at Kirkwood

Avenue to accommodate left-turning traffic, including redirected traffic from the closed E-E on-ramp;



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Comments Submitted

Response Provided








72 • Concerns related to the potential for increased traffic on Kirkwood Avenue southbound following the implementation of the proposed improvements at Carling Avenue westbound / Kirkwood Avenue and Carling Avenue / Saigon Court intersections

1 • With the proposed closure of the Carling Avenue E-E on-ramp, roadway modifications (i.e. placement of concrete median island) are proposed in order to eliminate traffic weaving from the E-W off-ramp (off-ramp from Highway 417 westbound to Carling Avenue westbound) across the Carling Avenue westbound through lanes over a short distance to turn left onto Kirkwood Avenue; this situation has long been identified as a concern by the City of Ottawa and increases congestion levels on Carling Avenue as a result of the short roadway segment available to make this movement. Following the implementation of the proposed improvements, traffic exiting Highway 417 westbound and wishing to travel south on Kirkwood Avenue will be diverted to Saigon Court / Carling Avenue eastbound to reach Kirkwood Avenue southbound. A number of improvements including the addition of turning lanes on Carling Avenue westbound and on Saigon Court, as well as traffic signals at the Carling Avenue eastbound / Saigon Court intersection, will be implemented to accommodate the volume of traffic exiting Highway 417 and wishing to access Kirkwood Avenue southbound.



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Comments Submitted

Response Provided

• While the proposed closure of the Carling Avenue E-E on-ramp will redirect traffic to use the left turn lanes from Carling Avenue westbound onto Kirkwood Avenue and left again on to Carling Avenue eastbound to access the W-E on-ramp, it is important to note that the proposed modifications (i.e. placement of concrete median island) means traffic currently exiting from Highway 417 westbound will no longer have access to turn left onto Kirkwood Avenue, as it does today. With the proposed modifications in place and E-W off-ramp traffic being redirected to Saigon Court, we anticipate an overall net reduction in morning traffic volumes and no significant change in afternoon traffic volumes turning left from Carling Avenue westbound to Kirkwood Avenue southbound following the proposed E-E on-ramp closure. As a result, it is not anticipated that there will be significant additional delay to southbound through traffic on Kirkwood Avenue as a result of the Carling Avenue E-E on-ramp closure.

73 • Suggestions for improvements to traffic signal timing at the Carling Avenue / Kirkwood Avenue intersections following the implementation of the proposed improvements

1 • The proposed intersection improvements at Carling Avenue westbound / Kirkwood Avenue and both intersections of Carling Avenue / Saigon Court will include minor widening for left turn lanes on Carling Avenue westbound at Kirkwood Avenue and at Saigon Court to achieve additional capacity to accommodate vehicles diverted from the proposed E-E on-ramp closure and the restriction of traffic turning left onto Kirkwood Avenue from the E-W off-ramp (off-ramp from Highway 417 westbound to Carling Avenue westbound). The analysis of these intersections and anticipated traffic volumes includes modifications of the existing traffic signal timings to best accommodate the traffic redistribution. The City of Ottawa reviews traffic signal timings on a regular basis and will continue to monitor traffic operations at the Carling Avenue intersections and update the signal timings to reflect any continuing changes in traffic patterns.

• With the proposed modifications in place and E-W off-ramp traffic being redirected to Saigon Court, we anticipate an overall net reduction in morning traffic volumes and no significant change in afternoon traffic volumes turning left from Carling Avenue westbound to Kirkwood Avenue southbound following the proposed E-E on-ramp closure.

74 • Concerns about traffic weaving underneath the Carling Avenue overpass to turn left at Kirkwood Avenue / Carling Avenue eastbound to access the Carling Avenue W-E on-ramp following the implementation of the proposed improvements

1 • In addition to the proposed modifications to support the closure of the E-E on-ramp, modifications to signal phasing and timing plans also offered additional opportunities to manage traffic flow and conflicting turning movements at both intersections of Carling Avenue eastbound and westbound with Kirkwood Avenue. In addition, opportunities to designate the southbound centre lane on Kirkwood Avenue as a dedicated left turn lane are being investigated as a means of separating the left turns from southbound through traffic on Kirkwood Avenue, removing the potential to trap through movements behind left turning vehicles.



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Comments Submitted

Response Provided

• As part of the detailed design process, appropriate permanent roadway signage will be developed and implemented in accordance with current MTO (on Highway 417 and ramps) and City of Ottawa (on municipal roadways) signing policies, including signage to clearly identify drive routing and lane designations.

75 • Concerns about the increased speed of traffic coming off Highway 417 using the Carling Avenue E-W off-ramp following the implementation of the proposed improvements

1 • As part of the proposed improvements at the Carling Avenue westbound / Kirkwood Avenue intersection, the width of the single lane E-W off-ramp will be narrowed to slow traffic exiting the highway and prevent vehicles from using the single off-ramp lane as if it were a two-lane off-ramp with separate right turn and through / left turn lanes.

76 • Concerns about Carling Avenue E-W off-ramp traffic turning right at Kirkwood Avenue and conflicting with traffic from Hampton Park Plaza and Kirkwood Avenue

1 • The condition you have noted is an existing condition for vehicles exiting Highway 417 westbound using the E-W off-ramp and turning right onto Kirkwood Avenue northbound. No changes are proposed as part of the current Detail Design and Environmental Assessment Study to prohibit vehicles from performing this movement.

77 • Request to construct another Highway 417 eastbound on-ramp somewhere between Kirkwood Avenue and Bronson Avenue

1 • Following the proposed closure of the Carling avenue E-E on-ramp, there will still be an eastbound on-ramp within the Carling Avenue interchange, namely the W-E on-ramp (from Carling Avenue eastbound to Highway 417 eastbound). During the Preliminary Design and Environmental Assessment Study for Highway 417 from Highway 416 easterly to Anderson Road, approved in 2008, various interchange configurations were reviewed in the mid-town section of the Queensway. The provision of a new eastbound on-ramp at Holland Avenue would be in conflict with the existing off-ramp at Parkdale Avenue. A new eastbound on-ramp at or in the vicinity of Preston Street was not possible due to the tight spacing of existing City arterial roads.

• The addition of an eastbound on-ramp between Kirkwood Avenue and Bronson Avenue would require extensive property acquisitions and utility relocations and would result in more operational and safety issues on Highway 417 related to the distance/spacing between ramps rather than eliminating these types of issues.

78 • Concern that closing the E-E on-ramp would result in drivers on Carling Avenue eastbound performing U-turns at the Westgate Shopping Centre in order to head westbound on Carling Avenue to access the W-E on-ramp

1 • To clarify, the proposed Highway 417 ramp closure is for the E-E on-ramp (on-ramp from Carling Avenue westbound to Highway 417 eastbound), located immediately west of the Westgate Shopping Centre. The MTO naming convention for highway ramps is based on the direction traffic is coming from, to the direction traffic is going to (i.e. the E-E on-ramp is so named as traffic is coming from the east on Carling Avenue westbound, and is going to the east on Highway 417 eastbound). The W-E on-ramp (on-ramp form Carling Avenue



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Response Provided

eastbound to Highway 417 eastbound) will be maintained. As such, U-turn traffic on Carling Avenue is not anticipated.

79 • Suggestion to extend the E-E and W-E on-ramp merge lanes east of Merivale Road by cantilevering them southward until the Island Park Drive bridge

1 • This type of configuration does not meet current MTO design policies / practices. While there are areas within the Highway 417 corridor which are cantilevered, that is not the preferred approach for highway design. The cantilevered section of highway at the A-1 Storage facility is being removed as part of an ongoing Detail Design assignment. Implementing a cantilever at the location of the W-E and E-E on-ramps would require the replacement of an existing retaining wall where foundations have not been designed to support a cantilever. This configuration would result in property impacts, including impacts to the Hydro One corridor as it would fall within the area of influence for the power lines, in addition to impacts to a major high distribution City of Ottawa watermain.

80 • Inquiry about the percentage of E-E on-ramp users originating from Quebec

1 • An ‘Origin-Destination’ (OD) survey was completed in order to assess where the current users of the E-E on-ramp are coming from (origin) and where the users of the E-W off-ramp (off-ramp from Highway 417 westbound to Carling Avenue westbound) are going to (destination).

• The results of the OD survey indicated at 31% of the trips origins during the AM peak and 16% of the trips origins during the PM peak were from areas as far north as the Sir John A. MacDonald Parkway. The survey was unable to determine the number of users from Quebec specifically, as the receptors were placed on Island Park Drive at the point where users from Quebec, the Sir John A. MacDonald Parkway and the local neighbourhoods to the north converge before the Carling Avenue E-E on-ramp.

81 • Concern that as a result of the E-E on-ramp closure, southbound traffic which previously used Island Park Drive will use Kirkwood Avenue instead and inquiry about what traffic controls will exist to force drivers to use the proposed Saigon Court movement to access the W-E on-ramp

1 • Following the proposed closure of the Carling Avenue E-E on-ramp, the traffic analysis carried out during Detail Design has included a proportion of the local traffic that originates within the neighbourhood between Kirkwood Avenue and Island Park Drive to migrate west to Kirkwood Avenue rather than traveling east to Island Park Drive, as some of it does today. It is noted that Kirkwood Avenue has existing traffic calming measures which typically increase travel time and thereby reduce the attractiveness of a route as compared to other arterial roadways.

• While no additional traffic controls are proposed on Kirkwood Avenue to force vehicles to remain on Island Park Drive southbound, further improvements to the Carling Avenue interchange have been developed, working in conjunction with the City of Ottawa, in order to maintain traffic operations within the interchange to accommodate current users of the E-E on-ramp at the existing W-E on-ramp within the interchange in the future. Improvements are proposed to create capacity at the Carling Avenue westbound / Kirkwood Avenue



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Comments Submitted

Response Provided

intersection and to reduce the additional travel time for the redirected E-E on-ramp traffic to access the Carling Avenue W-E on-ramp (on-ramp from Carling Avenue eastbound to Highway 417 eastbound), thereby reducing any potential for cut-through traffic on residential streets.

• The following improvements are proposed to accommodate the redirected E-E on-ramp traffic, to facilitate safe and efficient access to Highway 417 eastbound via the W-E on-ramp, and to address weaving issues at the Carling Avenue westbound / Kirkwood Avenue intersection associated with Highway 417 E-W off-ramp traffic (off-ramp from Highway 417 westbound to Carling Avenue westbound): o Two dedicated left turn lanes on Carling Avenue westbound at Kirkwood

Avenue to accommodate left-turning traffic, including redirected traffic from the closed E-E on-ramp;







• With these improvements, traffic on Carling Avenue westbound destined for Highway 417 eastbound will not be required to use Saigon Court to access Carling Avenue eastbound and the W-E on-ramp; traffic on Carling Avenue westbound will be able to use the dedicated left turn lanes at the intersection with Kirkwood Avenue to access Carling Avenue eastbound and the W-E on-ramp.

82 • Suggestion to remove the bus lanes from Highway 417 to improve flow for other vehicles on the highway as well as due to the

1 • The bus lanes on Highway 417 between Nicholas Street and OR 174 were implemented during construction of the highway widening within these limits in order to accommodate buses diverted from the Transitway during construction



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Comments Submitted

Response Provided

maintenance cost and low usage of the bus lanes

of the City of Ottawa LRT Project. These bus lanes are temporary and will reopen to general highway traffic once construction of the LRT is completed in 2018.

83 • Inquiry if the safety of pedestrian crossings at the Saigon Court / Carling Avenue eastbound intersection will be improved

1 • As part of the proposed improvements, new sidewalks will be installed along Carling Avenue westbound and along Saigon Court. The Carling Avenue eastbound / Saigon Court intersection is currently stop-controlled without a pedestrian crosswalk. A new traffic signal will be implemented at the Carling Avenue eastbound / Saigon Court intersection, which will include a protected crosswalk / signal control to allow pedestrians to safely cross Carling Avenue eastbound.

84 • Request for a map displaying the precise property limits of Hydro One land, the Westgate Shopping Centre, and MTO land

1 • Please be advised that MTO does not make private ownership information available for public distribution. However, this information is available through a local registry office. The local registry office is Ottawa-Carleton Land Registry (No. 04/05), Court House, 4th Floor, 161 Elgin Street, Ottawa, Ontario, K2P 2K1.

85 • Request to consider a pedestrian/cycling route from Laperriere Avenue to Tweedsmuir Avenue via Coldrey Avenue and segregated bicycle lanes along Saigon Court as an alternative to cyclists using the Carling Avenue / Kirkwood Avenue intersections

1 • Comments and suggestions pertaining to the implementation of pedestrian and cycling facilities on municipal roads should be directed to the City of Ottawa, as the roads are under the jurisdiction of the City.

86 • Request for the construction dates of the E-E and W-E on-ramps

1 • Based on historical aerial photos, the ministry has advised that E-E on-ramp and W-E on-ramp were both constructed around 1964, before Highway 417 was complete. The contemporary rationale for the locations of the ramps is not available in the ministry’s records.

87 • Suggestion to implement a ramp meter system similar to those used in British Columbia to distribute traffic flow at the E-W off-ramp

1 • Ramp metering is generally used to control vehicle volumes entering onto a freeway. Use of ramp metering on an off-ramp would increase the risk of queues extending from the signal back onto the Highway 417 westbound mainline, which would significantly increase congestion and the risk of rear-end collisions on the highway. As such, implementing a ramp meter system at the E-W off-ramp is not considered viable mitigation to address the additional traffic volume which will be redirected through this intersection as a result of the proposed E-E on-ramp closure.

88 • Suggestion to merge W-E and E-E on-ramp traffic at low speeds followed by a single merge with the highway at the Island Park Bridge

1 • At the PIC #1 on June 16, 2016, MTO presented three design alternatives to the public, one of which was the proposed closure of the E-E on-ramp. Following PIC #1, several additional design alternatives were developed and reviewed as a direct result of comments received from stakeholders at and



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Comments Submitted

Response Provided

following the PIC, which included suggestions for various alternative ramp and/or interchange configurations, as well as requests that the Project Team review additional design alternatives which would allow the Carling Avenue E-E on-ramp to remain open. Following PIC #1, four additional design alternatives were developed and evaluated. A total of seven design alternatives were presented to the public at PIC #2 on February 15, 2017, including: o Alternative 1 — Preliminary Design Recommended Plan (not to standard); o Alternative 2 — Maintain both W-E and E-E on-ramps (not to standard); o Alternative 3 — Close the E-E on-ramp and maintain the W-E on-ramp

with a standard acceleration lane; o Alternative 4 — Lengthen both the W-E and E-E on-ramps to standard; o Alternative 5 — Merge the W-E and E-E on-ramps together; o Alternative 6 — Shift Highway 417 to the north between Carling Avenue

and Island Park Drive to maintain both the W-E and E-E on-ramps to standard without impacts to utilities; and

o Alternative 7 — Create a T-intersection of the E-E and W-E on-ramps. • All of the design alternatives considered, with the exception of Alternative 3,

would maintain the Carling Avenue E-E on-ramp open. Alternatives 1, 2, 4, and 6 would involve maintaining the E-E on-ramp in its current position, while Alternatives 5 and 7 would involve relocating the E-E on-ramp. Your suggestion of merging the on-ramps together was examined as Alternative 5.

• A detailed explanation of each alternative, including rationale for why Alternative 3 was recommended and why other alternatives were not, is available on the PIC #2 display boards which are available for online viewing or download on the project website at www.highway417carlinge-eramp.com. Further information regarding the evaluation of the seven design alternatives and the selection of the Carling Avenue E-E on-ramp closure as the preferred alternative will be available in the Transportation Environmental Study Report (TESR), which will be made available for a 30-day public review period.

89 • Request for numbers of vehicles traveling on Carling Avenue and Kirkwood Avenue before and after the proposed intersection improvements

1 • The proposed closure of the Carling Avenue E-E ramp is anticipated to result in traffic diversions to a number of other routes; although it is anticipated that most of the E-E on-ramp traffic will divert to the W-E on-ramp (on-ramp from Carling Avenue eastbound to Highway 417 eastbound) as a result of the proposed intersection improvements, a small amount of traffic from the north may opt to use Kirkwood Avenue southbound or other alternative routes. Additionally, the proposed intersection modifications will prevent E-W off-ramp traffic (off-ramp from Highway 417 westbound to Carling Avenue westbound) from turning left onto Kirkwood Avenue southbound, which will provide



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Comments Submitted

Response Provided

additional capacity on Kirkwood Avenue southbound to accommodate the volumes diverted from the closure of the E-E on-ramp.

• The figures below (see TESR Figure 3-3 and Figure 6-6) respectively illustrate the existing peak hour traffic volumes at the Carling Avenue interchange, the anticipated change in peak hour traffic volumes at the interchange as a result of the closure of the E-E on-ramp and modifications of the Carling Avenue westbound / Kirkwood Avenue intersection, and the total volumes with the modifications in place.

90 • Concern that vehicles using the E-W off-ramp will still attempt to turn left onto Kirkwood Avenue despite the concrete barriers

1 • The raised concrete median islands proposed to be installed adjacent to the E-W off-ramp and along the outside through lane on Carling Avenue westbound will overlap, preventing drivers exiting from the off-ramp from weaving across Carling Avenue westbound through lanes to access the left turn lanes at the intersection with Kirkwood Avenue. Should a driver choose to drive over the concrete median islands, this would be a traffic enforcement issue to be addressed by the City of Ottawa.

91 • Concern that the improvements at the Carling Avenue interchange will cause congestion under the Carling Avenue westbound overpass

1 • See response to Comment 73 “Concerns related to the potential for increased traffic on Kirkwood Avenue southbound following the implementation of the proposed improvements at Carling Avenue westbound / Kirkwood Avenue and Carling Avenue / Saigon Court intersections” and to Comment 75 “Concerns about traffic weaving underneath the Carling Avenue overpass to turn left at Kirkwood Avenue / Carling Avenue eastbound to access the Carling Avenue W-E on-ramp following the implementation of the proposed improvements.”

92 • Concerns that the increased congestion on Kirkwood Avenue will conflict with the Fire Station egress

1 • The signal at Carling Avenue westbound and Kirkwood Avenue includes pre-emption that can be triggered by emergency vehicles, stopping all directions of traffic which allows them to travel east when exiting the Fire Station to reach Kirkwood Avenue, if required. Currently the southbound through movement on Kirkwood Avenue at Carling Avenue eastbound is working well within capacity and is expected to remain so with the proposed E-E on-ramp closure in place, as most of the additional traffic under the bridge will be turning left towards the W-E on-ramp. As the southbound through lane under the bridge is anticipated to continue to work within capacity, it is anticipated that there will continue to be opportunities for emergency vehicles to travel under the bridge and bypass the left turn queue towards Carling Avenue eastbound and the W-E on-ramp as they are able to today.

93 • Concerns that if the Westgate Shopping Centre redevelopment is approved, the E-E on-ramp will be necessary as the closure

1 • Regarding the Westgate Shopping Centre redevelopment, the ministry has been monitoring the status of the proposed phased redevelopment of the Westgate Mall as it relates to impacts on the adjacent MTO corridor and right-of-way. Please note that the City of Ottawa is responsible for evaluating the



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Comments Submitted

Response Provided

would impact traffic re-routing and congestion

validity of traffic data prepared by the developer. The developer is responsible for obtaining City of Ottawa approval under the Planning Act, which includes addressing any traffic issues. The Community Transportation Study prepared for the proposed redevelopment (Parsons, May 2016) states that there will be a net increase of approximately 360 and 400 vehicles per hour during the weekday AM and PM peak hours, respectively, as a result of the full build-out of the proposed development. The analysis of these additional volumes presented in the report indicates that traffic operations at the surrounding intersection will continue to operate at levels similar to existing.

94 • Suggestion that the Province consider road pricing to improve congestion

1 • Thank you for your suggestion to consider road pricing to improve congestion. Please be advised that the MTO is not considering tolling Highway 417.

95 • Suggestion that social media be used to prepare the local community and drivers for the proposed changes

1 • Thank you for your suggestion regarding an education program to advise the local community and drivers of the proposed changes within the Carling Avenue interchange and at the Carling Avenue westbound / Kirkwood Avenue and Carling Avenue / Saigon Court intersections. The MTO is connected to the City’s communication network and will with the City to ensure that information about the proposed improvements is disseminated to the general travelling public, as has been done on recent projects.

• As part of the detailed design process, appropriate permanent roadway signage will be developed and implemented in accordance with current MTO (on Highway 417 and ramps) and City of Ottawa (on municipal roadways) signing policies, including signage to clearly identify drive routing and lane designations.

• Information about the status of the Detail Design and Environmental Assessment Study and the Transportation Environmental Study Report (TESR) is available on the project website, which will be updated following the submission of the TESR for a 30-day public review period.



April 2017 70

3 EXISTING ENVIRONMENTAL CONDITIONS

This chapter provides an overview of existing environmental conditions in the study area for the Highway

417 Carling Avenue E-E on-ramp.

3.1 NATURAL ENVIRONMENT

3.1.1 METHODOLOGY

Field surveys to determine natural environment existing conditions were not required to be undertaken as

part of the current Detail Design and EA study, as existing conditions within the study area have been

previously documented as part of the following Preliminary / Detail Design and EA studies within the

Highway 417 corridor:

• Preliminary Design and EA Study for Highway 417 from west of Highway 416 easterly to

Anderson Road (‘Highway 417 Expansion’) (GWP 663-93-00);

• Preliminary Design and EA Study for the rehabilitation of bridges along Highway 417 from 0.5 km

west of Maitland Avenue to 0.6 km east of Island Park Drive (‘Highway 417 Bridge

Rehabilitations’) (GWP 4058-01-00); and

• Detail Design and EA Study for the Highway 417 Rehabilitation and Widening from 0.5 km west

of Maitland Avenue to 0.6 km east of Island Park Drive (GWP 4058-01-00).

Landscape composition within the study area was determined through a review of aerial photography and

background documents including the Transportation Environmental Study Report (TESR) for the Highway

417 Expansion (TSH, 2007); the TESR for Highway 417 Bridge Rehabilitations (TSH, 2004); the

Environmental Summary of Existing Conditions Report for Contract No. 2 of the Highway 417 Bridge

Rehabilitations (MMM/CSW, 2007); and the Summary of Existing Environmental Conditions Report, Detail

Design Update for Highway 417 from west of Maitland Avenue to east of Island Park Drive (MMM Group,

2015).

At the initiation of Detail Design, the Botanical and Wildlife Survey Report (Blythe and Associates, 2003)

prepared during Preliminary Design for the Highway 417 Expansion was reviewed to obtain background

information on the terrestrial environment within the study area. The botanical and wildlife surveys

conducted during Preliminary Design were carried out in early summer from June 17th to 20th, 2002.

A second natural environment assessment of the Highway 417 / Island Park Drive Interchange was

conducted in May 2005 during Preliminary Design to provide a better understanding of floral and faunal

diversity at Hampton Park. This assessment included site reconnaissance on May 17, 2005 with follow-up

visits on July 8 and 15, 2005.

Further field surveys within the study area were conducted by CSW on April 10th and 11th, 2006, with

subsequent follow-up site review in May 2006 after the bud break, and October 2006. The results of these

field surveys were reviewed during Detail Design, as described in the Environmental Summary of Existing

Conditions Report, Contract No. 2 (MMM/CSW, 2007).

An additional tree survey was conducted by CSW in September 2015 as part of the ongoing Detail

Design for the Highway 417 Rehabilitation and Widening from west of Maitland Avenue to east of Island

Park Drive to inventory existing trees along the Highway 417 corridor between the Maitland Avenue

interchange and Merivale Road. The Highway 417 Tree Inventory Report summarizes the condition,



April 2017 71

quantity and size of existing trees, tree removals required to accommodate the proposed highway

widening and related construction works, and tree removals recommended based on their poor condition.

Species at Risk records (based on the Endangered Species Act, 2007), were also obtained from the

Ministry of Natural Resources and Forestry (MNRF) Natural Heritage Information Centre (NHIC)

database, in order to update the previous data from the Ontario Ministry of Natural Resources’

Vulnerable, Threatened, Endangered and Extirpated List (VTEE OMNR, 1996). A request for updated

information on natural heritage features and Species at Risk occurrences within the study area was sent

to MNRF Kemptville District as part of the current Detail Design and EA study; a response was received

on June 23, 2016.

A review of aquatic ecosystems is not required as there are no watercourses within the project limits or

the immediate surrounding area.

3.1.2 EXISTING CONDITIONS

3.1.2.1 Vegetation

According to the Botanical and Wildlife Survey Report (2003), there were no records of regionally or

provincially rare species of plants or animals within the study area based on a review of the previous

VTEE (OMNR, 1996). In addition, there are no Areas of Natural and Scientific Interest (ANSIs) or other

natural features of interest within the study area.

Limited landscaped / cultural vegetation exists within the Highway 417 corridor within the study limits.

Discontinuous grass, landscape trees and plantings are predominant along the Highway 417 right-of-way

(ROW). Other vegetation in close proximity to the highway occurs on municipal and private commercial

properties. Existing vegetation in the immediate vicinity of the Highway 417 corridor within the study area

is generally considered to be typical of urban lands and is of low ecological significance (MMM/CSW,

2007) (see Figure 3-1).

An additional natural environment assessment of the Highway 417 / Island Park Drive Interchange (May

2005) was conducted during Preliminary Design to provide a better understanding of floral and faunal

diversity at Hampton Park. While Hampton Park is outside the study limits of the proposed Highway 417

Carling Avenue E-E on-ramp closure, potential impacts to the park were considered as part of the

evaluation of design alternatives for alternatives which would require construction within the vicinity of the

park. The 2005 assessment concluded that the Hampton Park woodland supports a moderate level of

significant plant species (one Regionally Rare species [Butternut] and four Regionally Uncommon

vascular species) and a relatively high level of ecological integrity, despite fragmentation of the woodland

areas to the north, disturbance by formal and informal footpaths, and some invasive weed growth (TSH,

2007).

Field surveys conducted as part of the Detail Design for the Highway 417 Bridge Rehabilitations from

Maitland Avenue to Island Park Drive (Contract No. 2) found no regionally or provincially rare species

within the study area. The existing vegetation within, and adjacent to the corridor, is typical of an urban

condition. The original plant material was removed, urban development disturbed the existing soil

condition, and new plant material was installed post construction. The quality of the plant material varies,

with vegetation immediately adjacent to the highway more affected by the roadside conditions, including

salt spray and wind burn (MMM/CSW, 2007).



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In general, deciduous trees occur along the north perimeter of the highway ROW, primarily immediately

adjacent to the property line. Along the south perimeter, the overhead hydro lines restrict the species

selection and height. The edge of the ROW is primarily planted with a range of shrub material and

isolated locations of deciduous trees. On lands immediately adjacent to the highway, there is a limited

quantity of vegetation due to urban development. Within City and NCC parks and open spaces (i.e.

Hampton Park), the north perimeter of the corridor has a greater variety of plant material, and in addition

to shrubs, there is a blend of deciduous trees.

The Highway 417 Tree Inventory Report (CSW, 2015), provides a description of vegetation adjacent to

the highway between Maitland Avenue and Merivale Road, and makes recommendations for tree

removals required as part of construction for the Highway 417 Rehabilitation and Widening from west of

Maitland to east of Island Park Drive. The following detailed descriptions are for the study area between

Kirkwood Avenue and Merivale Road, which represent the limits within which the Highway 417 Carling

Avenue E-E on-ramp is located.

• Carling Avenue Eastbound (STA 23+490) to Kirkwood Avenue (STA 23+890) – north side: This

area has a thick planted edge primarily consisting of shrubs with some trees generally located at

the toe of the slope along the edge of the chain link fence. A total of 10 trees were inventoried.

Six (6) trees are recommended to be removed due to their poor condition (four [4] dead Manitoba

maples; one [1] Manitoba maple in poor condition; one [1] dead Ash tree).

• Carling Avenue Eastbound (STA 23+490) to Kirkwood Avenue (STA 23+890) – south side: This

area is primarily characterized by shrubs, with the exception of one (1) Siberian elm tree in good

condition located in close proximity to the highway. This tree requires removal due to conflict with

the location of the proposed highway widening.

• Kirkwood Avenue (STA 23+890) to Carling Avenue Westbound (STA 24+040) – north side: This

area has a thick planted edge primarily consisting of shrubs with some trees generally located at

the toe of the slope along the edge of the chain link fence. A total of 17 trees were inventoried.

Six (6) dead Ash trees are recommended to be removed due to their poor condition.

• Kirkwood Avenue (STA 23+890) to Carling Avenue Westbound (STA 24+040) – south side: This

area is characterized by shrub plantings along the edge of the ROW and is void of trees.

• Carling Avenue Westbound (STA 24+040) to Merivale Road (STA 24+525) – north side: this area

has a thick planted edge of shrubs that extends along the off-ramp to Carling Avenue westbound.

There are only three (3) dead Ash trees located along the off-ramp within the ROW, which are

recommended to be removed due to their poor condition.

• Carling Avenue Westbound (STA 24+040) to Merivale Road (STA 24+525) – south side: This

area is characterized by shrub plantings along the edge of the ROW. There are several trees at

the base of the existing Carling Avenue E-E on-ramp.

In summary, the majority of existing trees are located on the north side of the highway, while the south

side of the highway, including the area in the immediate vicinity of the Highway 417 Carling Avenue E-E

on-ramp, is primarily populated by shrubs.



April 2017 73

Figure 3-1: Landscape composition at the Highway 417 Carling Avenue E-E On-ramp Top: Looking northwest along Carling Avenue westbound; cultural vegetation occurs along the south side of the highway, with trees at the base of the existing E-E on-ramp. Bottom: View from the E-E on-ramp entering Highway 417 eastbound; cultural vegetation is located along the south side of the ramp. (Source: Google Maps, 2016)

A review of the NHIC database during Detail Design identified provincially significant plant species,

outlined in Table 3-1, as having historical or current records within the study area.

Table 3-1: Provincially Significant Plant Species

PLANT SPECIES HABITAT

American Waterwort Shallow water, river edges, and shores of ponds, lakes, pools

and ditches.

Limestone Oak Fern Ledges and slopes in limestone or dolomite rock, and in moist

humus in forests on calcareous rock.



April 2017 74

PLANT SPECIES HABITAT

Pitch Pine Shallow soil of dry rock outcrops and ridges.

Pale-bellied Frost Lichen Usually found in wooded areas on the bark of hardwood trees

such as White ash, Black walnut, and American elm. Can also

be found growing on fence posts and boulders.

Suitable habitat for these species is not present within the study area; as Pale-bellied frost lichen is

sensitive to air pollution, it is unlikely to be found growing within proximity to Highway 417 even if

hardwood species are present.

3.1.2.2 Wildlife

As the study area is highly urbanized, wildlife habitat is limited. The Environmental Summary of Existing

Conditions Report, Contract No. 2 (MMM/CSW, 2007) noted that common expected species tolerant of

urban habitats are present, including groundhog and eastern grey squirrel which were observed during

field investigations in 2006. However, there were no observations or evidence of large, regionally and/or

locally rare mammals and no wildlife trails or paths were noted.

North of the study area and west of Island Park Drive, the Hampton Park woodlot has the potential for a

greater diversity of wildlife and habitat (MMM/CSW, 2007).

3.1.2.3 Species of Conservation Concern

An information request was sent to MNRF Kemptville District as part of the current Detail Design and EA

study. MNRF provided a response on June 23, 2016 (included in Appendix D), which indicated that

potential Species at Risk which may be found in the vicinity of the Carling Avenue E-E on-ramp include

Butternut (Endangered) and Chimney swift (Threatened). In response to an information request submitted

for the Detail Design and EA study for the Highway 417 Rehabilitation and Widening from west of

Maitland Avenue to east of Island Park Drive, MNRF provided a response on May 21, 2015 which

indicated that the Species at Risk Pale-bellied frost lichen (Endangered) may also be found in the vicinity

of the highway widening project limits (which include the location of the Carling Avenue E-E on-ramp). In

general, suitable habitat for these species is not present within the study area and these species were not

observed during site reconnaissance along the Highway 417 corridor.

Butternuts usually occur alone or in small groups in deciduous forests, and are often found along streams

with moist, well-drained soil, and are also found on well-drained gravel sites and rarely on dry rocky soil.

One Butternut was observed in the Hampton Park woodlot during the natural environment assessment of

the Highway 417 / Island Park Drive Interchange (May 2005), but will not be impacted by the proposed

works.

Chimney swift are usually found in and around urban settlements where they nest and roost in chimneys

and other manmade structures. No Chimney swift were observed in the study area and their potential

habitat will not be impacted by the proposed works.

Pale-bellied frost lichen is usually found in wooded areas and, in Ontario, grows on Hop Hornbeam (also

known as Ironwood) trunks at a height of 0.5 to 2 metres. No Pale-bellied frost lichen were observed in

the study area and therefore will not be impacted by the proposed works.

In their May 21, 2015 response, MNRF also indicated that one or more species of Special Concern have

been documented to occur within or in the vicinity of the highway widening limits; however, these species



April 2017 75

were not identified in MNRF’s June 23, 2016 response. A review of the species of Special Concern

species identified by MNRF in 2015 and their habitat is outlined in Table 3-2.

Table 3-2: Species of Special Concern

SPECIES OBSERVATIONS

Milksnake (Lampropeltis triangulum)

MNRF Status: Special Concern

SARA Status: Special Concern

Preferred habitat for milksnake includes Rural areas around buildings and old structures, prairies, pastures, hayfields, rocky hillsides and a wide variety of forest types.

Snapping turtle (Chelydra serpentina)

MNRF Status: Special Concern

SARA Status: Special Concern

Snapping turtle prefer habitat such as shallow water bodies and dense aquatic vegetation including ponds, sloughs, shallow bays or river edges, and slow steams.

Suitable habitat for these species is not present within the study area.

3.2 SOCIAL / ECONOMIC ENVIRONMENT

3.2.1 METHODOLOGY

Existing greenways, open space linkages and land uses in the study area were determined through a

review of background documents, including the City of Ottawa geoOttawa online mapping resource, the

City of Ottawa Official Plan (2003, Consolidation 2015), the City of Ottawa Comprehensive Zoning By-law

No. 2015-45, as well as aerial photography (Google Earth, 2015).

Existing traffic conditions within the study area were determined through a review of the TESRs (TSH,

2004, 2007) and a review and analysis of traffic data provided by the MTO, the City of Ottawa, and

collected by WSP | MMM as part of the current Detail Design and EA study. The following traffic studies

and analysis work were completed:

• Updated 2016 traffic counts at the Carling Avenue interchange, including the E-E and W-E on-

ramps and E-W off-ramp;

• Updated 2016 City of Ottawa intersection traffic counts at Carling Avenue westbound and

eastbound / Kirkwood Avenue intersections and the Carling Avenue westbound and eastbound /

Saigon Court intersections; and

• An ‘Origin-Destination’ (OD) survey using Bluetooth technology in order to assess where the

current users of the Carling Avenue E-E on-ramp are coming from (origin) and where the users

of the E-W off-ramp are going to (destination).

A comprehensive review and analysis of existing and anticipated traffic conditions following the

implementation of the proposed works in the study area is documented in the following report, included in

Appendix E:

• Traffic Assessment Report Summary – Proposed Closure of Highway 417 E-E On-Ramp at

Carling Avenue Interchange, GWP 4255-15-01 (MMM Group, December 8, 2016)



April 2017 76

Existing active transportation facilities within the study area were determined through a review of the City

of Ottawa geoOttawa online mapping resource.

A review of the City of Ottawa geoOttawa online mapping resource and the property request plan

prepared during the Detail Design and EA study for the Highway 417 Rehabilitation and Widening from

west of Maitland Avenue to east of Island Park Drive was completed to inventory potentially impacted

properties located within the study area.

Existing utilities within the study area that will be affected by the proposed works were determined

through a formal utilities circulation.


3.2.2.1 Greenways and Open Space Linkages

While there are no greenways or open space linkages within the study limits which cross the Highway

417 Carling Avenue E-E on-ramp or highway corridor, the area of Hampton Park, north of Highway 417

between the baseball diamonds and Island Park Drive / Merivale Road is open space, currently being

used as a fenced-in dog park. The Island Park Drive corridor is recognized as one of the green corridors

bisecting Highway 417 (TSH, 2004).

3.2.2.2 Land Use

The study area lies within an urban setting. Within the study limits, the lands surrounding Highway 417

and the Carling Avenue E-E on-ramp are designated as General Urban Area in the City of Ottawa Official

Plan. The lands abutting the ramp ROW are zoned as Arterial Mainstreet, and Parks and Open Space –

Hydro Corridor Subzone as per the City of Ottawa Comprehensive Zoning By-law No. 2015-45. Land

uses within the study area are illustrated in Figure 3-2.

NCC-owned lands (Hampton Park) are located along the north perimeter of the Highway 417 ROW west

of Island Park Drive. Within Hampton Park, there is an open meadow adjacent to the highway ROW

which has been fenced-in and is in use as a dog park. A successionary woodlot occurs to the north and is

zoned as Environmental Protection. Hampton Park also contains a City-owned outdoor sports complex

located at the west end of the lands and includes two baseball fields, a basketball court, and a wading

pool with parking facilities.

The Kitchissippi United Church is located immediately south of Highway 417 between Merivale Road and

Island Park Drive. The Royal Ottawa Mental Health Centre is located along Carling Avenue, east of the

study area; and the Ottawa Hospital Civic Campus is located outside of the study area further to the east

at Carling Avenue and Parkdale Avenue.

Land uses south of Highway 417 and the Carling Avenue E-E on-ramp contain predominantly commercial

uses including various private businesses, restaurants and hotels. The Westgate Shopping Centre and an

office building located at 1335 Carling Avenue are located immediately east of the ramp.

Land uses north of Highway 417 include residential development, office buildings and commercial

establishments, including the Hampton Park Plaza and several car dealerships.



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The Ottawa Fire Station 23 is located north of Highway 417 at the Carling Avenue westbound / Kirkwood

Avenue intersection.

Figure 3-2: Existing land uses and active transportation facilities within the study area

3.2.2.3 Transportation Network

Highway 417 is a major east-west provincial freeway serving the Ottawa area. Within the study area,

there are three lanes of traffic on the highway in each direction between Kirkwood Avenue and Carling

Avenue, and four lanes of traffic in each direction east of Carling Avenue separated by a concrete median

barrier.

The proposed works are located within the Highway 417 Carling Avenue interchange, which provides two

eastbound on-ramps, one westbound on-ramp, one eastbound off-ramp, and one westbound off-ramp. A

more detailed overview of the Carling Avenue interchange is provided in Section 1.1.1.2 and Figure 1-2.

Within the study area, Highway 417 is elevated, with steep-sloped embankments separating the highway

from the adjacent lands. Retaining walls are present at the Kirkwood Avenue, Carling Avenue westbound,

Merivale Road, and Island Park Drive bridge structures.

Within the study area, Carling Avenue is a six-lane arterial roadway which carries eastbound and

westbound traffic separated by a raised concrete median island. Just east of the E-E on-ramp, Carling

Avenue splits into separate three-lane roadways in the westbound direction and the eastbound direction,

with Carling Avenue westbound passing under Highway 417 and continuing north of the highway. Carling



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Avenue eastbound is located south of the highway until it passes under the highway west of Kirkwood

Avenue and rejoins Carling Avenue westbound. North of Highway 417 and west of Kirkwood Avenue,

Carling Avenue returns to a six-lane roadway with a grassed median island separating the eastbound and

westbound lanes.

Within the study area at Carling Avenue westbound, Kirkwood Avenue is generally a four-lane arterial

roadway, with additional turning lanes, which carries northbound and southbound traffic.

Within the study area, Saigon Court is a two-lane roadway with one lane in the northbound and

southbound directions, and is located between Carling Avenue westbound and Carling Avenue

eastbound.

Merivale Road is a two-lane arterial roadway that carries northbound and southbound traffic. Within the

study area, cycling routes with designated bike lanes are located along the following roads (see Figure

3-2):

• Merivale Road northbound and southbound from immediately south of the Highway 417 Merivale Road overpass to Carling Avenue;

• Carling Avenue westbound between Merivale Road to just east of the Highway 417 Carling Avenue E-E on-ramp;

• Carling Avenue eastbound from west of Kirkwood Avenue to just east of Merivale Road; and • Island Park Drive northbound and southbound.

Multi-use pathways are located in Hampton Park on the north side of Highway 417, as illustrated in

Figure 3-2.

3.2.2.4 Detail Design Traffic Studies and Analysis

Updated 2016 Traffic Volumes – Highway 417 and Carling Avenue Interchange

A review of the historical traffic volumes on Highway 417 eastbound indicate that the maximum AM peak

hour was reported in 2012 with approximately 6,725 vehicles per hour (vph) or about 2,240 vph per lane

west of the Carling Avenue interchange. A review of peak hour traffic growth between the 2009 and 2012

traffic counts identified an average growth rate of 0.75% per year. Highway 417 eastbound traffic volumes

were also reviewed to identify the general distribution of traffic across the non-peak periods. While the

peak hour was identified to be from 7:00-8:00 AM, traffic volumes between 8:00-9:00 AM were

approximately 94% of the peak hour, indicating a relatively flat peak period. The hour leading up to the

AM peak hour was approximately 83% of the peak hour volume. Highway 417 eastbound PM peak hour

traffic volumes were approximately 83% of the AM peak hour.

In 2016, Annual Average Daily Traffic (AADT) volumes totalled 169,000 vehicles / day on Highway 417

between Carling Avenue / Kirkwood Avenue and Island Park Drive, and 44,000 vehicles / day at the

Carling Avenue interchange.

Historical traffic counts provided by MTO indicate that the Carling Avenue E-E on-ramp traffic volumes

are considerably lower than the remaining ramps at the Carling Avenue interchange. WSP | MMM

undertook additional traffic counts in 2016 to confirm vehicle volumes at the E-E and W-E on-ramps and

at the E-W off-ramp; the AM and PM peak hour volumes are presented in Table 3-3. The 2016 peak hour

volumes are similar to historical counts and show little growth between 2010 and 2016.



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Table 3-3: Existing 2016 Peak Hour and AADT Ramp Volume Counts

Carling Avenue Interchange Ramp

2016 Traffic Volumes (Vehicles / Hour) Annual Average Daily Traffic (AADT) AM Peak Hour PM Peak Hour

E-E on-ramp 360 250 3,900

W-E on-ramp 1,295 900 12,000

E-W off-ramp 1,100 900 13,000

Updated 2016 Traffic Volumes – Arterial Road Network

Turning movement volumes at intersections as well as automated traffic recorder (ATR) counts at the

highway ramps were provided by the City of Ottawa and MTO; the traffic data include a number of counts

between 2006 and 2014. WSP | MMM conducted additional ramp traffic counts to confirm the existing

traffic volumes. A review of the most current and historical counts was undertaken to establish 2016

weekday AM and PM peak hour traffic volumes; turning movement counts at the study area intersections

were reviewed and the peak hour was identified. While the eastbound mainline Highway 417 peak hour

traffic volume occurred between 7:00 and 8:00 AM, the arterial roadway traffic volumes for the signalized

intersections at the Carling Avenue interchange were highest between 8:00 and 9:00 AM. During the

afternoon, the most recent 2016 traffic count indicates that arterial traffic volumes at Kirkwood Avenue

northbound and southbound are highest between 4:45 and 5:45 PM. The balanced 2016 AM and PM

peak hour arterial traffic volumes used for the traffic analysis are illustrated in Figure 3-3.



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Figure 3-3: Existing 2016 Weekday AM (PM) Peak Hour Traffic Volumes



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Origin-Destination Survey

A data collection program was designed to identify the primary Origin-Destination (OD) trip patterns

associated with Carling Avenue E-E on-ramp users using Bluetooth Technology as a basis to assess the

traffic impacts associated with the consolidation of the two eastbound on-ramps within the Carling Avenue

interchange (E-E on-ramp and W-E on-ramp). In this survey, Bluetooth receptors were placed along the

road network to identify individual roadway users passing specific points; this data was then used to

identify the number of vehicles using specific routes to and from the Carling Avenue interchange.

The data was collected 24 hours per day from Tuesday, July 27, 2016 to Sunday, August 7, 2016. Daily

summaries were prepared for the AM peak period (4 hour period from 6 AM to 10 AM) and PM peak (4

hour period from 2 PM to 6 PM). Figure 3-4 and Figure 3-5 provide a summary of the origins and

destinations for traffic using the E-E on-ramp and E-W off-ramp, respectively.

Figure 3-4: Origin and Destination Survey results for users of the Carling Avenue E-E on-ramp - AM (PM) traffic counts



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Figure 3-5: Origin and Destination Survey results for users of the Carling Avenue E-W off-ramp - AM (PM) traffic counts

A further review of E-E on-ramp OD pairs indicated that 31% of the trip origins during the AM peak and

16% of the trip origins during the PM peak were from areas as far north as the Sir John A. Macdonald

Parkway (i.e. including Gatineau). In addition, 31% of users with trip origins during the AM peak and 35%

of users with trip origins during the PM peak already travel west on Carling Avenue westbound to go east

on Highway 417; these users are electing to avoid the Parkdale Avenue interchange which is located

approximately 2 km from the Carling Avenue E-E on-ramp.

A large proportion of the E-W off-ramp trips (48% of the AM trips and 59% of the PM trips) are destined to

locations west of Kirkwood Avenue on Carling Avenue. In addition, approximately 37% (26% + 11%) of

AM peak off-ramp trips and 27% (17% + 10%) of PM peak off-ramp trips are destined south on Kirkwood

Avenue or east on Carling Avenue. These trips (OD pairs) are required to weave across the three Carling

Avenue westbound though lanes in order to undertake a left turn movement onto Kirkwood Avenue

southbound.

It is important to note that the 3,900 vehicles / day which use the E-E on-ramp are not all travelling from

the same origin; therefore, it is not anticipated that these vehicles will all select the same alternative route

to access Highway 417 eastbound following the proposed closure of the E-E on-ramp.



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3.2.2.5 Property

The Highway 417 Carling Avenue E-E on-ramp lies within the MTO ROW. Beyond the MTO ROW,

various private commercial, industrial and residential properties are located in close proximity to the

Highway 417 corridor.

3.2.2.6 Utilities

There are several utilities with existing plant located within the vicinity of the Carling Avenue E-E on-ramp,

the Carling Avenue westbound / Kirkwood Avenue intersection and the Carling Avenue westbound and

eastbound / Saigon Court intersection:

• Bell Canada; • City of Ottawa (storm sewer, sanitary sewer; watermain; traffic signals and street lighting); • Enbridge Gas; • Hydro One; • Hydro Ottawa; and • Rogers Communication.

3.3 CULTURAL ENVIRONMENT

3.3.1 METHODOLOGY

The following archaeological assessments completed during Preliminary Design for the Highway 417

Expansion were reviewed for information on archaeological potential within the study area:

• Stage I Archaeological Assessment of Highway 417 from Highway 416 Easterly to Anderson

Road (C.R. Murphy Archaeological Consulting, 2002); and

• Stage II Archaeological Assessment of Highway 417 (Queensway) from Highway 416 Easterly to

Anderson Road (C.R. Murphy Archaeological Consulting, 2004).


3.3.2.1 Archaeology

Based on the above-referenced Stage I and Stage II Archaeological Assessments, no evidence of

archaeological resources were found within the existing Highway 417 ROW, which has been significantly

disturbed. Therefore, there are no present archaeological concerns within the existing ROW.



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4 PROJECT NEEDS ASSESSMENT AND JUSTIFICATION

4.1 PROBLEM / OPPORTUNITY STATEMENT

The primary considerations for the proposed closure of the Carling Avenue E-E on-ramp are the future

operational and safety concerns which will result following the widening of Highway 417 between Maitland

Avenue and Island Park Drive, approved in 2008 as part of the Preliminary Design and EA study for

Highway 417 from west of Highway 416 easterly to Anderson Road (‘Highway 417 Expansion’).

The Preliminary Design Recommended Plan for the Highway 417 Expansion maintained both the Carling

Avenue W-E on-ramp and the E-E on-ramp to Highway 417 eastbound with both acceleration lane

lengths and spacing between the ramps less than current highway design standards. The Preliminary

Design Recommended Plan represents a conceptual planning level of detail that must be refined prior to

being implemented, based on new and/or more detailed information gathered during Detail Design.

The ongoing Detail Design for the Highway 417 Rehabilitation and Widening from west of Maitland

Avenue to east of Island Park Drive provided the following additional design details which informed the

design requirements and constraints for the W-E on-ramp and E-E on-ramp, in conjunction with the future

highway improvements:

• Precise property limits and anticipated impacts;

• Precise utility locations and anticipated impacts, as well as extensive consultation with utility

providers regarding potential relocations (e.g. Hydro One);

• Soil conditions at the ramps; and

• Application of current, standard design geometrics for the W-E on-ramp and E-E on-ramp (i.e.

required profile grades, lane and shoulder widths, ramp radius, acceleration lane and taper

lengths, etc.).

The closure of the E-E on-ramp was not identified as a need during Preliminary Design based on the level

of design details examined. The following sections provide an explanation of the future conditions at the

W-E on-ramp and the E-E on-ramp following the approved highway widening, and demonstrate the need

to consolidate eastbound access to Highway 417 to a single on-ramp within the Carling Avenue

interchange.

4.1.1 EXISTING CONDITIONS AT THE CARLING AVENUE W-E AND E-E ON-RAMPS

The W-E on-ramp, located immediately west of the E-E on-ramp within the Carling Avenue interchange, is

currently a continuous “free flow” single lane on-ramp that becomes the fourth mainline lane on Highway

417, and does not require that entering traffic perform a merge into mainline traffic. The existing E-E on-

ramp is a single lane on-ramp with a parallel acceleration lane and taper which requires that entering

traffic merge into mainline traffic over a short distance before the lane ends.

Figure 4-1: Existing Conditions at the Carling Avenue W-E and E-E on-ramps



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4.1.2 FUTURE CONDITIONS AT THE CARLING AVENUE W-E AND E-E ON-RAMPS AFTER

HIGHWAY WIDENING – OPERATIONAL AND SAFETY ISSUES

The approved widening of Highway 417 to four through lanes in each direction at this location requires

reconfiguring both the W-E and E-E on-ramps to merge into the four eastbound through lanes. Due to the

highway widening, the W-E on-ramp will no longer be a continuous through lane; W-E on-ramp traffic will

be required to merge into highway mainline traffic. Immediately downstream of the merging W-E on-ramp

traffic, the E-E on-ramp traffic will also be required to merge into mainline traffic.

Figure 4-2: Future conflicts at W-E and E-E on-ramps after Highway 417 widening

If the E-E on-ramp is maintained after the highway widening, the acceleration lane for the reconfigured W-

E on-ramp will be significantly less than what is required under current highway design standards.

Introducing two merge maneuvers with very short merging distances at the end of steep ramp inclines at

this location may result in increased rear-end and sideswipe collisions due to:

• Weaving and merging conflicts;

• On-ramp traffic being unable to get up to highway speeds before entering mainline traffic

(especially large trucks with issues gaining speed up the ramp inclines); and

• The need to stop abruptly at the end of the ramps due to lack of space to merge.

As previously noted in Section 2.2.2.5, Hydro One’s transmission corridor is located immediately south of

Highway 417 and was in place prior to the construction of the highway. The MTO and Consultant Project

Team have had extensive discussions with Hydro One for numerous years surrounding the upcoming

Highway 417 widening. This Hydro One transmission corridor is critical to Hydro One’s overall

transmission network within the City of Ottawa and the relocation of the transmission corridor elsewhere

or underground is not a viable alternative. Unfortunately there is insufficient space available within the

existing MTO property limits to accommodate the highway widening that would be required to maintain

both the W-E and E-E on-ramps to standard while maintaining the Hydro One high-voltage transmission

lines and towers in their current locations.

The MTO does not have the authority to expropriate Hydro One land, therefore Hydro One would have to

willingly give up its lands to MTO. Through consultation with the MTO and Consultant Project Team, it has

been determined that Hydro One is not interested in relinquishing their rights in this area, noting that the

existing Hydro towers are in good condition and are subject to a robust maintenance program which will

allow the towers to be maintained in their current location for the long-term.

In summary, there is insufficient space to maintain both the W-E and E-E on-ramps to current

highway design standards within the existing MTO property limits, without extensive impacts to

adjacent properties, major utilities (e.g. Hydro One), and recently rehabilitated Highway 417

structures (i.e. Island Park Drive overpass). Meeting current highway design standards is

important to ensure improved highway operations and the safety of the travelling public.



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4.1.3 PROPOSED RAMP CONDITIONS

The removal of the E-E on-ramp will allow for a longer acceleration lane for the W-E on-ramp that meets

current design standards, and provides sufficient distance for vehicles to accelerate and safely merge into

the Highway 417 mainline traffic. The length of the acceleration lane is important as its purpose is to

provide vehicles, including large transport trucks, with an area to safely gain speed before merging into

faster moving Highway 417 traffic.

Figure 4-3: Proposed configuration with standard W-E on-ramp to Highway 417 eastbound

The W-E on-ramp is the preferred eastbound on-ramp to be maintained within the Carling Avenue

interchange, as it is fully accessible from any direction of travel, and as described in Section 3.2.2.4,

carries much higher traffic volumes than the E-E on-ramp. Conversely, the E-E on-ramp is only

accessible from a single direction from Carling Avenue westbound.

The recommendation is to maintain the W-E on-ramp and ensure that its configuration and

acceleration lane length meet current highway design standards, and to maintain access to

Highway 417 eastbound within the Carling Avenue interchange by redirecting existing users of the

E-E on-ramp to the W-E on-ramp.

Redirecting E-E on-ramp traffic to the W-E on-ramp represents approximately 0.6 km of additional driving

distance or less than 2 minutes in extra travel time for drivers intending to go eastbound on Highway 417

via two left turns from Carling Avenue westbound to Kirkwood Avenue and to Carling Avenue eastbound

to access the W-E on-ramp.

4.2 ALTERNATIVES TO THE UNDERTAKING

The MTO Class EA process requires the consideration of alternatives to the undertaking. ‘Alternatives to

the Undertaking’ can be defined as all reasonable and feasible means of solving a stated problem or

addressing a stated opportunity.

The following ‘Alternatives to the Undertaking’ were considered during Detail Design:

• The ‘do nothing’ alternative;

• Transportation demand management (TDM);

• New and/or improved air, rail, transit, and water based alternatives;

• New and/or improved municipal and private roads; and

• New and/or improved provincial transportation facilities.



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4.2.1 THE ‘DO NOTHING’ ALTERNATIVE

A ‘do nothing’ alternative is typically considered as an alternative to the undertaking in order to provide a

baseline against which the effects of other alternatives can be compared. The ‘do nothing’ alternative of

maintaining both the W-E and E-E on-ramps within their existing configuration is not feasible, as the

widening of Highway 417 at this location (approved in 2008 as a result of the Preliminary Design and EA

Study for Highway 417 (Ottawa Queensway) from west of Highway 416 easterly to Anderson Road) will

result in a reconfiguration of the W-E and E-E on-ramps (forced merge into the four eastbound through

lanes will be required for both ramps). The Detail Design and EA Study for the Highway 417

Rehabilitation and Widening from west of Maitland Avenue to east of Island Park Drive (GWP 4058-01-

00) is anticipated to be completed in spring 2017. The highway widening has received both federal and

provincial funding for construction, which is anticipated to begin in late summer/early fall 2017 and be

completed in 2020.

There is insufficient space to maintain both ramps to current highway design standards within the existing

MTO property limits with the widening of Highway 417. If the E-E on-ramp is maintained, the acceleration

lane for the reconfigured W-E on-ramp will be significantly less than what is required under current

highway design standards and is not an acceptable condition from the perspective of highway safety and

operations. As a result, the ‘do nothing’ alternative was not carried forward for evaluation as a feasible

alternative.

4.2.2 TRANSPORTATION DEMAND MANAGEMENT & NEW AND/OR IMPROVED AIR, RAIL,

TRANSIT, AND WATER BASED ALTERNATIVES

Transportation demand management (TDM) includes the implementation of measures to sufficiently

reduce, shift, or eliminate transportation demand, such that improved transportation infrastructure /

operations within the study area are not required. Air, rail, transit, and water transportation modes may be

alternatives to addressing transportation problems/opportunities.

The Ministry’s Preliminary Design and EA Study for Highway 417 from Highway 416 easterly to Anderson

Road (2008) incorporated the City of Ottawa’s 2003 Transportation Master Plan (TMP) goal of increasing

transit modal share to 30% of all morning peak-period trips. The same transit modal share was also

included in the more recent 2013 City of Ottawa TMP. The EA determined that improved transit was not a

standalone alternative to Highway 417 modifications; even assuming the future achievement of the transit

modal share, there was still a residual travel demand that pointed to the need for additional capacity (i.e.

widening with additional lanes) in selected locations on Highway 417. Given the residual travel demand

and need for highway widening even with increased transit usage, alternatives for TDM or other

improvements to alternative transportation modes do not improve the operational and safety issues on

Highway 417 which will result from the highway widening between Maitland Avenue and Island Park Drive

at the location of the W-E and E-E on-ramps due to geometric and site constraints, which will prohibit

maintaining both ramps to current highway design standards in their existing configuration.

4.2.3 NEW AND/OR IMPROVED MUNICIPAL AND PRIVATE ROADS

Given that the widening of Highway 417 between Maitland Avenue and Island Park Drive received

approval in 2008 as a result of the Preliminary Design and EA Study, improvements to municipal and/or

private roads do not address the operational and safety issues on Highway 417 which will result from the

highway widening between Maitland Avenue and Island Park Drive at the location of the W-E and E-E on-

ramps. However, improvements to municipal roads may be considered in conjunction with improvements



April 2017 88

to Highway 417 and the reconfiguration of the W-E and E-E on-ramps if mitigation is required to

accommodate traffic redirected via municipal roads as a result of a ramp closure.

4.2.4 NEW AND/OR IMPROVED PROVINCIAL TRANSPORTATION FACILITIES

Given that the widening of Highway 417 between Maitland Avenue and Island Park Drive received

approval in 2008 as a result of the Preliminary Design and EA Study and the future operational and safety

issues which will result at the location of W-E and E-E on-ramps following the planned widening,

improvements to provincial transportation facilities represent the most feasible alternative through which

to address the problem and opportunity statement described in Section 4.1. Therefore, the preferred

planning solution is to implement improvements on Highway 417 to address the future operational and

safety issues which will result at the reconfigured W-E and E-E on-ramps following the highway widening,

and the need to provide sufficient distance for vehicles to accelerate and safely merge into the Highway

417 mainline traffic.



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5 GENERATION AND EVALUATION OF DESIGN

ALTERNATIVES

A series of design alternatives were considered to identify a preferred alternative which would

accommodate the approved widening of Highway 417 from west of Maitland Avenue to Island Park Drive,

address the future operational and safety issues associated with the configuration of the Carling Avenue

W-E and E-E on-ramps following the highway widening, and maintain access to Highway 417 eastbound

within the Carling Avenue interchange.

This section provides an overview of the design alternatives that were developed and evaluated during

Detail Design and the evaluation process used to select a preferred alternative upon which the

development of a recommended plan would be based.

5.1 DESIGN ALTERNATIVES FOR THE W-E AND E-E ON-RAMPS

5.1.1 GENERATION OF DESIGN ALTERNATIVES

Over the course of the Detail Design process, several design alternatives were developed and evaluated

in order to review various ramp and interchange configurations which would accommodate the highway

widening while maintaining access to Highway 417 eastbound within the Carling Avenue interchange.

Three design alternatives were originally considered and presented at PIC #1:

• Alternative 1 — Preliminary Design Recommended Plan (not to standard);

• Alternative 2 — Maintain both W-E and E-E on-ramps (not to standard); and

• Alternative 3 — Close the E-E on-ramp and maintain the W-E on-ramp with a standard

acceleration lane.

Four additional design alternatives were developed and reviewed as a direct result of comments received

from stakeholders at and following PIC #1. These comments included suggestions for various alternative

ramp and/or interchange configurations received from the office of the Minister of Transportation, local

elected representatives, and members of the general public, as well as general requests that the Project

Team review additional design alternatives which would allow the Carling Avenue E-E on-ramp to remain

open. The following additional design alternatives were developed and reviewed and presented at PIC #2

along with Alternatives 1 through 3:

• Alternative 4 – Lengthen both the W-E and E-E on-ramps to standard without impacts to utilities;

• Alternative 5 – Merge the W-E and E-E on-ramps together;

• Alternative 6 – Shift Highway 417 to the north between Carling Avenue and Island Park Drive to

maintain both the W-E and E-E on-ramps to standard without impacts to utilities;

and

• Alternative 7 – Create a T-intersection of the E-E and W-E on-ramps.

A total of seven design alternatives were evaluated to determine a preferred alternative upon which to

base the development of the recommended plan for construction. A detailed description of Alternatives 1

through 7 is provided in Section 5.1.3.



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5.1.2 EVALUATION OF DESIGN ALTERNATIVES METHODOLOGY

The evaluation approach used for this study focuses on the comparison of and differences between the

design alternatives and provides a traceable decision-making process based on an analysis of the

impacts or performance of each alternative against a series of criteria and associated indicators and the

use of numerical scores.

Factor Areas and Evaluation Criteria and Indicators

As an initial step in the evaluation, evaluation criteria were established against which the design

alternatives were assessed. This process included identifying factor areas, or general categories, which

broadly group the engineering and environmental concerns relevant to the study. These broad factor

areas include: Environment; Transportation; and Construction. This was followed by selecting a number

of more detailed criteria, or sub-factors, which break down the factor areas to further describe the

engineering and environmental concerns which are specific to the study and the study area, including:

Natural Environmental Impacts; Socioeconomic Impacts; Highway Operations; Safety; Side Road

Impacts; and Constructability. Finally, a series of key indicators were selected under each criteria for

which measurements could be made.

The selection of these key indicators is very important to the overall evaluation and decision-making

process, as the key indicators must describe the individual issues or aspects of the factor areas and

criteria to be evaluated for each design alternative. The selection of these key indicators was based on:

known existing conditions and issues within the study area and the local transportation network within

which the Carling Avenue E-E on-ramp is located; the results of consultation with and comments received

from stakeholders, including local elected representatives, external agencies (i.e. the City of Ottawa),

local Community Associations, and members of the general public; input from the MTO and Consultant

Project Team design, traffic, and environmental planning specialists; and anticipated impacts typically

associated with highway and transportation projects based on the Project Team’s professional

experience.

The selection of evaluation criteria and indicators were iterative throughout the study based on the results

of consultation with stakeholders. Cost was initially included as one of the criteria in the evaluation at the

time of the first PIC; however, it was subsequently removed from the evaluation in order to address

comments received from stakeholders following the first PIC which expressed concerns that certain

design alternatives were not being fairly considered due to high costs associated with construction and

required property acquisitions.

Scoring of Design Alternatives

Each alternative was given a numerical score under each indicator, with each alternative being scored

based on a measure of its impact or performance against the detailed indicators. For each design

alternative’s numerical score under a given indicator, a rationale is provided in Table 5-2 to explain the

impacts or performance of the design alternative against that indicator as compared to the other

alternatives. The scales for the numerical scores differ between the criteria, as appropriate (i.e.

Environmental: 0 = Significant impacts, 2 = Neutral / Some impacts, 4 = No adverse impacts / Net positive

impacts; Transportation: 0 = Unacceptable, 2 = Neutral, 4 = Preferred; Construction: 0 = Most complex, 2

= Moderate complexity, 4 = Least complex).

The numerical scores under each indicator were then tallied under the factor areas and added up to result

in an overall score for each design alternative and a ranking of the seven design alternatives. The design



April 2017 91

alternative with the highest overall score represents the preferred alternative and was carried forward to

develop the recommended plan.

Weighting of Evaluation Criteria and Indicators

Weighting was not applied to the evaluation criteria or indicators. All criteria and indicators were

considered equal in the evaluation to avoid certain criteria or indicators being considered as more critical

to the study outcome by the Project Team, as opposed to those criteria or indicators which may be

viewed as more important by project stakeholders or members of the general public.

The ultimate factor areas, criteria, and indicators used to determine the preferred alternative and inform

the development of the recommended plan are presented in Table 5-1.

Table 5-1: Evaluation Factor Areas, Criteria, and Indicators

Factor Area Criteria Indicator

Environment

Natural Environment Impacts • Impacts to vegetation (i.e. clearing/removal)

Socioeconomic Impacts

• Impacts to non-MTO / private properties (i.e. property acquisition is required)

• Impacts on emergency services access to Highway 417 eastbound

• Impacts to the travelling public (i.e. changes to travel route; increase in travel time)

Transportation

Highway Operations

• Improves operation of Highway 417 (i.e. meets current highway design standards)

• Minimizes delays to vehicles on Carling Avenue westbound accessing Highway 417 eastbound

Safety

• Provides ample opportunity for drivers to complete safe merging movements (i.e. meets current highway design standards for acceleration lane lengths and distances between ramps to prevent collisions)

• Improves pedestrian safety (i.e. avoids sightline issues and pedestrian conflict points)

Side Road Impacts

• Impacts to the municipal arterial road network (i.e. from municipal traffic being redistributed on the existing municipal road network)

Construction Constructability

• Complexity of construction staging • Duration of construction (i.e. resulting in delays

to the traveling public) • Utility conflicts (i.e. conflicts with Hydro One,

including property purchase feasibility; Hydro Ottawa; 1220 mm City watermain)



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5.1.4 DESCRIPTION OF DESIGN ALTERNATIVES

The following sections present a description of each of the seven design alternatives considered prior to

the development of the recommended plan.

5.1.4.1 Alternative 1 – Preliminary Design Recommended Plan (not to standard)

The conceptual Preliminary Design Recommended Plan is documented in the Preliminary Design Report

(PDR) and TESR for Highway 417 from west of Highway 416 easterly to Anderson Road (‘Highway 417

Expansion’) and represents Detail Design Alternative 1. This alternative recommended maintaining both

the Carling Avenue W-E and E-E on-ramps to Highway 417 eastbound, but with spacing between the on-

ramps and acceleration lane lengths that do not meet current highway design standards.

Following the more detailed assessment undertaken during Detail Design, it was determined that this

alternative requires property acquisition from Hydro One and City of Ottawa lands at the rear of the

Westgate Shopping Centre and the Kitchissippi United Church, which may result in impacts to

traffic/parking operations at the two sites. This alternative also requires the relocation of a significant cast-

in-place retaining wall located west of the Island Park overpass during construction, as well as utility

relocations including Hydro One transmission towers and a key City of Ottawa large diameter water

distribution main, and potential relocation of the Hydro Ottawa high voltage transmission corridor.

Alternative 1 is illustrated in Figure 5-1.

5.1.4.2 Alternative 2 – Maintain both W-E and E-E on-ramps (not to standard)

Alternative 2 maintains both the Carling Avenue W-E and E-E on-ramps without impacting the recently

rehabilitated Island Park overpass structure, but results in acceleration lengths for the W-E and E-E on-

ramps that do not meet current highway design standards. This alternative avoids the need for property

acquisition at the rear of the Kitchissippi United Church, and would not impact the retaining wall located

west of the Island Park Drive overpass. However, this alternative requires property acquisition from Hydro

One lands and utility relocations including Hydro One transmission towers and a key City of Ottawa large

water distribution main, as well as potential relocation of the Hydro Ottawa high voltage transmission

corridor. Alternative 2 is illustrated in Figure 5-2.

5.1.4.3 Alternative 3 – Close the E-E on-ramp and maintain the W-E on-ramp with a

standard acceleration lane

Alternative 3 involves the permanent closure of the Carling Avenue E-E on-ramp to accommodate an

acceleration lane length for the Carling Avenue W-E on-ramp that meets current highway design

standards following the highway widening. As the W-E on-ramp carries approximately three times as

much traffic as the E-E on-ramp, according to recent traffic volume counts, and can be accessed from all

directions, it is the preferred eastbound on-ramp to be maintained within the Carling Avenue interchange.

The closure of the E-E on-ramp will provide the opportunity to increase the length of the acceleration lane

for the Carling W-E on-ramp to 562 m (preferred design standard is 515 m) to mitigate potential safety

issues by eliminating the requirement for two merge maneuvers within a short distance for vehicles

entering Highway 417 eastbound. This alternative does not require any property acquisitions and avoids

utility conflicts. Municipal traffic from the closed E-E on-ramp would be redirected through the Carling

Avenue westbound / Kirkwood Avenue intersection to Carling Avenue eastbound in order to access the

W-E on-ramp. Alternative 3 is illustrated in Figure 5-3.



April 2017 93

5.1.4.4 Alternative 4 – Lengthen both the Carling W-E and E-E on-ramps to standard

Alternative 4 involves providing safe merging conditions for both the Carling Avenue W-E and E-E on-

ramps by lengthening both acceleration lanes to meet current highway design standards and to

accommodate the highway widening. This alternative requires property acquisition from National Capital

Commission (NCC), Hydro One, and City of Ottawa lands, as well as private property acquisitions

including lands from the Westgate Shopping Centre, the Kitchissippi United Church, and the Portuguese

Embassy. This alternative requires extensive widening to the existing Merivale Road overpass structure

(or potential full replacement) and profile adjustments to Merivale Road, as well as widening of the

recently rehabilitated Island Park Drive overpass and profile adjustments to Island Park Drive (an NCC

roadway). This alternative would also result in major impacts to the existing Hydro One and City of Ottawa

utilities in the area, including the need to relocate Hydro One transmission towers and a key City of

Ottawa large diameter water distribution main, as well as potential relocation of the Hydro Ottawa high

voltage transmission corridor. Alternative 4 is illustrated in Figure 5-4.

5.1.4.5 Alternative 5 – Merge the W-E and E-E on-ramps together

Alternative 5 involves merging the Carling Avenue W-E and E-E on-ramps together to provide side-by-

side acceleration lanes for vehicles entering Highway 417 eastbound following the widening. In order to

meet current highway design standards, the E-E on-ramp would be relocated and accessed from the left

lane on Carling Avenue, which represents an atypical configuration. Construction of a new overpass over

the Carling Avenue westbound lanes would be required for the realigned E-E on-ramp. This alternative

requires property acquisition from NCC, Hydro One, and City of Ottawa lands, as well as private property

acquisitions including lands from the Westgate Shopping Centre, the Kitchissippi United Church, and the

Portuguese Embassy. This alternative requires extensive widening to the existing Merivale Road

overpass structure (or potential full replacement) and profile adjustments to Merivale Road, as well as

widening of the recently rehabilitated Island Park Drive overpass structure and profile adjustments to

Island Park Drive (an NCC roadway). This alternative would also result in major impacts to the existing

Hydro One and City of Ottawa utilities in the area, including the need to relocate Hydro One transmission

towers and a key City of Ottawa large diameter water distribution main, as well as potential relocation of

the Hydro Ottawa high voltage transmission corridor. Alternative 5 is illustrated in Figure 5-5.

5.1.4.6 Alternative 6 – Shift Highway 417 to the north between Carling Avenue and

Island Park Drive to maintain both the W-E and E-E on-ramps to standard without

impacts to utilities

Alternative 6 involves shifting Highway 417 to the north between Carling Avenue and Island Park Drive in

order to accommodate the widening while maintaining both the Carling Avenue W-E and E-E on-ramps

and avoid impacts to the major utility corridors to the south of the MTO ROW. The shifting of the highway

would maintain the current alignment of both the W-E and E-E on-ramps, but would require the

realignment of the westbound off-ramps to Carling Avenue and Island Park Drive. This alternative avoids

the need for acquisition of Hydro One lands; however, property acquisition from the NCC for lands from

Hampton Park and the City of Ottawa (baseball diamonds) is required, resulting in impacts to recreational

facilities and open space. Private property acquisition of residential homes is required to accommodate

the realignment of Island Park Crescent, as a result of the realigned westbound off-ramp to Island Park

Drive. This alternative also requires extensive widening to the existing Merivale Road overpass structure

(or potential full replacement) and profile adjustments to Merivale Road, as well as widening of the

recently rehabilitated Island Park Drive overpass structure, with profile adjustments to Island Park Drive

(an NCC roadway). Additional modifications to the recently rehabilitated/widened Carling Avenue



April 2017 94

westbound overpass structure would also be required. Impacts to the existing Hydro One transmission

corridor are avoided, but this alternative would result in impacts to underground Hydro Ottawa

infrastructure under Merivale Road, as well as a recently installed City of Ottawa sanitary collector sewer.

Alternative 6 is illustrated in Figure 5-6.

5.1.4.7 Alternative 7 – Create a T-intersection of the E-E and W-E on-ramps

Alternative 7 involves reconfiguring the Carling Avenue W-E and E-E on-ramps to intersect at a T-

intersection to accommodate the highway widening, while maintaining access to Highway 417 eastbound

via both on-ramps. A re-aligned E-E on-ramp would be accessed from the left lane on Carling Avenue

westbound, which represents an atypical configuration. This alternative would also introduce a signalized

T-intersection in the middle of the W-E on-ramp, which is not standard highway design practice and

results in geometric concerns and sightline issues as vehicles would be stopped midway along the W-E

on-ramp at a +4% grade. The configuration also has insufficient storage length on the W-E on-ramp,

resulting in direct impacts to the downstream intersection at Carling Avenue eastbound / Kirkwood

Avenue as a result of traffic backing up into the intersection. This alternative would also result in major

impacts to the existing Hydro One and City of Ottawa utilities in the area, including the need to relocate

Hydro One transmission towers, the Hydro Ottawa high voltage transmission corridor, and potentially a

key City of Ottawa large diameter water distribution main. Alternative 7 is illustrated in Figure 5-7.



April 2017 95

Figure 5-1: Alternative 1

ALTERNATIVE 1 – PRELIMINARY DESIGN RECOMMENDED PLAN (NOT TO STANDARD)



April 2017 96


ALTERNATIVE 2 – MAINTAIN BOTH W-E AND E-E ON-RAMPS (NOT TO STANDARD)



April 2017 97


ALTERNATIVE 3 - CLOSE THE E-E ON-RAMP AND MAINTAIN THE W-E ON-RAMP WITH A STANDARD ACCELERATION LANE



April 2017 98


ALTERNATIVE 4 – LENGTHEN BOTH THE W-E AND E-E ON-RAMPS TO STANDARD



April 2017 99


ALTERNATIVE 5 – MERGE THE W-E AND E-E ON-RAMPS TOGETHER



April 2017 100


ALTERNATIVE 6 – SHIFT HIGHWAY 417 TO THE NORTH BETWEEN CARLING AVENUE AND ISLAND PARK DRIVE TO MAINTAIN BOTH THE W-E AND E-E ON-RAMPS TO STANDARD AND

WITHOUT IMPACTS TO UTILITIES



April 2017 101


ALTERNATIVE 7 – CREATE A T-INTERSECTION OF THE E-E AND W-E ON-RAMPS



April 2017 102

5.2 EVALUATION OF DESIGN ALTERNATIVES

The comprehensive evaluation of the design alternatives is presented in Table 5-2. The scores presented

in the TESR have been slightly refined from those presented at PIC #2 in a visual summary of the

evaluation, as illustrated in the PIC #2 display boards included in Appendix C. The refinement of specific

scores based on more detailed design information available following PIC #2 resulted in Alternatives 1

and Alternatives 7 both being ranked last; at the time of PIC #2, Alternative 7 was shown ranked last and

Alternative 1 was shown ranked second last.

In summary, Alternatives 1, 2 and 7 received the lowest numerical scores as they have significant

geometric design issues and cannot be constructed to meet current highway design standards given the

various site constraints in this section of the Highway 417 corridor. Alternatives 4, 5, and 6 can be

constructed to meet current highway design standards, but are not preferred due to extensive property

requirements: Alternative 6 requires significant property from Hampton Park (NCC lands), while

Alternatives 4 and 5 require relocation of several utilities, including Hydro One. Alternatives 1, 2 and 7

also require relocation of several utilities, including Hydro One. As described in Section 4.1.2, the

relocation of the Hydro One transmission corridor is not feasible; the MTO does not have the authority to

expropriate Hydro One land, therefore Hydro One would have to willingly give up its lands to MTO.

Through extensive consultation, Hydro One has indicated that they are not interested in relinquishing their

rights in this area, and that the existing Hydro towers are in good condition and are subject to a robust

maintenance program which will allow the towers to be maintained in their current location for the long-

term.

Alternative 3 (Close the E-E on-ramp and maintain the W-E on-ramp with a standard acceleration lane)

received the highest numerical score and was therefore selected as the preferred alternative. Overall,

Alternative 3 meets current highway design standards for the W-E on-ramp, avoids property acquisition

requirements, and is the most feasible in terms of constructability, as it avoids complex construction

staging and associated extensive delays to the travelling public. This alternative also avoids significant

utility conflicts (i.e. relocation of Hydro One transmission towers). However, the results of the evaluation

indicate that mitigation is required to address low scores for impacts to the travelling public related to:

• Required changes to travel routes, potential increases in travel time, and potential delays to

vehicles on Carling Avenue westbound as a result of existing E-E on-ramp users accessing the

W-E on-ramp through the Carling Avenue westbound / Kirkwood Avenue intersection; and

• Potential impacts to the municipal arterial road network as a result of redirected traffic from the E-

E on-ramp and related potential for cut-through traffic on residential side streets if drivers choose

to avoid the Carling Avenue westbound / Kirkwood Avenue intersection in favour of alternative

routes.

Implementation of the preferred alternative requires mitigation to:

1) Create capacity at the Carling Avenue westbound / Kirkwood Avenue intersection and reduce the

additional travel time it will take for the redirected E-E on-ramp traffic to access the W-E on-ramp;

and

2) Reduce the potential for any cut-through traffic on residential side streets as a result of redirected

E-E on-ramp traffic.



April 2017 103

Table 5-2: Evaluation of Design Alternatives

DESIGN ALTERNATIVES

FACTOR AREA

CRITERIA SCALE INDICATOR ALTERNATIVE 1: PDR ALTERNATIVE 2:

W-E & E-E On-ramps Open (Not Standard)

ALTERNATIVE 3: E-E On-ramp Closed

ALTERNATIVE 4: Standardize the W-E &

E-E On-ramps

ALTERNATIVE 5: Merge W-E & E-E

On-ramps

ALTERNATIVE 6: Shift Hwy 417 North

ALTERNATIVE 7: T-intersection of W-E

& E-E On-ramps

EN

VIR

ON

ME

NT

Natural Environment

Impacts

0 = significant impacts 1 = moderate impacts 2 = neutral / some impacts 3 = minimal impacts 4 = no adverse impacts / net positive impacts

Impacts to vegetation (i.e. clearing / removals)

• Impacts to existing cultural vegetation are considered neutral.


• Opportunity to provide additional vegetation; vegetation to be per the Landscape Plan.



• Results in loss of greenspace and existing vegetation at Hampton Park and baseball diamonds.


Score: 2 Score: 2 Score: 3 Score: 2 Score: 2 Score: 1 Score: 2

Socioeconomic Impacts

Impacts to non-MTO / private properties (i.e. property acquisition is required)

• Requires property acquisition of Hydro One lands and City of Ottawa lands at rear of the Westgate Shopping Centre and Kitchissippi Church.

• Requires property acquisition of Hydro One lands.

• No property acquisition is required.

• Requires property acquisition of NCC, Hydro One, and City of Ottawa lands.

• Requires private property acquisition for lands at the Westgate Shopping Centre, Kitchissippi United Church, and the Portuguese Embassy.

• Requires property acquisition of NCC, Hydro One, and City of Ottawa lands.

• Requires private property acquisition for lands at the Westgate Shopping Centre, Kitchissippi United Church, and the Portuguese Embassy.

• Requires significant property acquisitions, resulting in impacts to recreational facilities including Hampton Park (NCC lands) and baseball diamonds (City lands).

• Requires private property acquisition of residential homes to accommodate realignment of Island Park Crescent.

• Requires property acquisition of Hydro One lands and City of Ottawa lands.


Impacts on emergency services access to Highway 417 eastbound

• Multiple routes are available and access to Highway 417 eastbound is maintained within the Carling interchange.








Impacts to the travelling public (i.e. changes to travel route; increases travel time)

• E-E on-ramp remains open; municipal traffic accessing Highway 417 eastbound would not require alternative travel routes.


• Requires changes to travel routes to access the W-E on-ramp through the Carling westbound / Kirkwood intersection.



• Access to the E-E on-ramp is from the left lane on Carling Avenue (atypical configuration).



• Access to the E-E on-ramp is from the left lane on Carling Avenue (atypical configuration).


Total Score for Factor Area: 10 11 10 9 8 7 9

TR

AN

SP

OR

TA

TIO

N

Highway Operations

0 = unacceptable 1 = unsatisfactory 2 = neutral 3 = satisfactory 4 = preferred

Improves operation of Highway 417 (i.e. meets current highway design standards)

• Does not meet current highway design standards for acceleration lane lengths for either the W-E or E-E on-ramps, or for spacing between the on-ramps.

• Does not meet current highway design standards for on-ramp acceleration lane lengths.

• Meets current highway design standards for on-ramp acceleration lane lengths for the W-E on-ramp.

• Improves traffic flow for the W-E on-ramp and Highway 417 eastbound as it avoids traffic from two on-ramps merging within a short distance.

• Provides safe merging conditions as both the W-E and E-E on-ramp acceleration lanes meet current highway design standards.

• Provides side-by-side acceleration lanes for the W-E and E-E on-ramps that meet current highway design standards, but is less common than a single lane on-ramp.

• Provides safe merging conditions as both the W-E and E-E on-ramp acceleration lanes meet current highway design standards.

• T-intersection in the middle of a freeway on-ramp does not meet current highway design standards.

• Results in geometric concerns and sightline issues.




April 2017 104

DESIGN ALTERNATIVES

FACTOR AREA





E-E On-ramps


On-ramps



& E-E On-ramps

T

RA

NS

PO

RT

AT

ION

Highway Operations

0 = unacceptable 1 = unsatisfactory 2 = neutral 3 = satisfactory 4 = preferred

Minimizes delays for vehicles on Carling Avenue westbound to gain access to Highway 417 eastbound

• Maintains existing condition for access to Highway 417 eastbound but with potential conflicts on merge to highway mainline.

• Maintains existing condition for access to Highway 417 eastbound but with potential conflicts on merge to highway mainline.

• Results in additional travel time to access Highway 417 eastbound through the Carling / Kirkwood intersections.

• Maintains existing condition access to Highway 417 eastbound and provides comfort for merge maneuver onto highway mainline.

• Maintains access to Highway 417 eastbound from both directions on Carling Avenue but double merge lanes may impact driver comfort.

• Maintains existing condition of access to Highway 417 eastbound and provides comfort for merge maneuver onto highway mainline.

• Introduces atypical signalized intersection in the middle of a freeway on-ramp which may result in vehicles entering the highway at low speeds because of the stop condition.


Safety

Provides ample opportunity for drivers to complete safe merging movements (i.e. meets current highways design standards for acceleration lane lengths and distances between ramps to prevent collisions)

• Does not meet current highway design standards for acceleration lane lengths for either the E-E on W-E on-ramp.

• Does not meet current highway design standards for on-ramp spacing between the W-E and E-E on-ramps.

• Does not meet current highway design standards for on-ramp acceleration lane lengths for either the E-E on W-E on-ramp.

• Allows for a full length acceleration lane for the higher volume W-E on-ramp that meets current highway design standards.

• Allows for full length acceleration lanes for both the E-E and W-E on-ramps that meet current highway design standards.

• Provides side-by-side acceleration lanes for W-E and E-E on-ramps that meet current highway design standards.

• Allows for full length acceleration lanes for both the E-E and W-E on-ramps that meet current highway design standards.

• Allows for a full length acceleration lane for higher volume W-E on-ramp that meets current highway design standards.

• Introduces atypical signalized intersection in the middle of a freeway on-ramp which may result in vehicles entering the highway at low speeds because of a stop condition.


Improves pedestrian safety (i.e. avoids sightline issues and pedestrian conflict points)

• Does not eliminate pedestrian-vehicle conflict point at E-E on-ramp crossing on Carling westbound.


• Eliminates pedestrian-vehicle conflict point at E-E on-ramp crossing on Carling westbound.

• Does not eliminate pedestrian-vehicle conflict point at E-E on-ramp crossing on Carling westbound. .





Side Road Impacts

Impacts to the municipal arterial road network (i.e. from municipal traffic being redistributed on the existing municipal road network)

• Municipal traffic accessing Highway 417 eastbound from Carling westbound would not require alternative routes; existing travel routes are maintained.


• Requires redistribution of municipal traffic on the existing municipal road network, with potential for cut-through traffic on residential side streets if drivers choose to avoid using arterial roads.




• Insufficient storage length on W-E on-ramp for new intersection results in direct impacts to major downstream intersection (Carling Avenue eastbound / Kirkwood Avenue).



CO

NS

TR

UC

TIO

N

Constructability

0 = most complex 1 = significant complexity 2 = moderate complexity 3 = less complex 4 = least complex

Complexity of construction staging

• Requires relocation of a significant cast-in-place retaining wall located west of the Island Park overpass.

• Requires construction of a retaining wall between the W-E and E-E on-ramps.

• Avoids relocation of significant cast-in-place retaining wall west of the Island Park overpass.

• Requires construction of a retaining wall between the W-E and E-E on-ramps.

• Straightforward construction that can be combined with the highway widening from Maitland to Island Park without any additional staging implications.

• Requires extensive widening to the existing Merivale Road structure (or potential full replacement), and profile adjustments to Merivale Road.

• Requires the construction of a new overpass over Carling Avenue westbound lanes to access realigned E-E on-ramp.


• Straightforward construction that can be combined with the highway widening from Maitland to Island Park with minor additional staging implications for tie in to the existing roadways.



April 2017 105

DESIGN ALTERNATIVES

FACTOR AREA





E-E On-ramps


On-ramps



& E-E On-ramps

CO

NS

TR

UC

TIO

N

Constructability

0 = most complex 1 = significant complexity 2 = moderate complexity 3 = less complex 4 = least complex

Complexity of construction staging

(Continued)

• Requires widening the recently rehabilitated Island Park Drive overpass, and profile adjustments to Island Park Drive (NCC roadway).

• Requires relocation of a significant cast-in-place retaining wall located west of the Island Park overpass


• Requires widening the recently rehabilitated Island Park Drive overpass, and profile adjustments to Island Park Drive (NCC roadway).

• Requires relocation of a significant cast-in-place retaining wall located west of the Island Park overpass.

• Requires reconstruction and/or replacement of recently rehabilitated Island Park Drive overpass, and profile adjustments to Island Park Drive (NCC roadway).

• Requires additional modifications to the recently rehabilitated / widened Carling westbound structure.

• Requires full relocation of median storm sewer system, median barrier and highway illumination on new alignment.


Duration of construction (i.e. resulting in delays to the travelling public)

• Complexity of construction has a direct impact on the duration of construction; magnitude of additional construction will increase construction duration by up to 6 months to 1 year.

• Complexity of construction has a direct impact on the duration of construction; magnitude of additional construction will increase construction duration by up to 6 months.

• No changes to duration of construction (if incorporated into highway widening from Maitland to Island Park).

• Complexity of construction has a direct impact on the duration of construction; magnitude of additional construction will increase construction duration by up to 1 year.

• Complexity of construction has a direct impact on the duration of construction; magnitude of additional construction will increase construction duration by up to 1.5 years.

• Complexity of construction has a direct impact on the duration of construction; magnitude of additional construction will increase construction duration by up to 2 years.

• Complexity of construction has a direct impact on the duration of construction; magnitude of additional construction will increase construction duration by up to 6 months.


Utility conflicts (i.e. conflicts with Hydro One, including property purchase feasibility; Hydro Ottawa; 1220 mm City water distribution main)

• Requires relocation of Hydro One transmission towers and the City water distribution main, and potential relocation of Hydro Ottawa high voltage transmission corridor.

• Acquisition of Hydro One property would be necessary but is not feasible.



• Avoids utility conflicts; no relocations are required.



• Requires relocation of Hydro One transmission towers and the City water distribution main and potential relocation of Hydro Ottawa high voltage transmission corridor.


• Impacts underground Hydro Ottawa infrastructure under Merivale Road and a recently installed City sanitary collector sewer.

• Requires relocation of Hydro One transmission towers and the City water distribution main, and adjustment or potential relocation of Hydro Ottawa high voltage transmission corridor.




TOTAL RESULTS: 20 23 34

(PREFERRED ALTERNATIVE)

29 26 27 20

OVERALL ALTERNATIVE RANKING: 6 5 1 2 4 3 6



April 2017 106

6 DETAIL DESIGN RECOMMENDED PLAN

This section provides a detailed description of the Detail Design Recommended Plan. As previously

discussed, the approved widening of Highway 417 between Maitland Avenue and Island Park Drive will

result in future operational and safety issues due to the introduction of a significantly substandard merge

condition for the existing Highway 417 Carling Avenue W-E on-ramp (on-ramp from Carling Avenue

eastbound to Highway 417 eastbound). The permanent closure of the low volume E-E on-ramp (on-ramp

from Carling Avenue westbound to Highway 417 eastbound) is proposed as a means to accommodate

the widening of Highway 417 and provide a standard-length merge lane for the high volume W-E on-

ramp, while maintaining access to Highway 417 eastbound within the Carling Avenue interchange.

6.1 FEATURES OF THE RECOMMENDED PLAN

This project involves the following components:

• Proposed permanent closure of the Highway 417 Carling Avenue E-E on-ramp;

• Maintaining access to Highway 417 eastbound using the Carling Avenue W-E on-ramp, and

providing a standard-length merge lane for the ramp;

• Construction of related works, including retaining walls, illumination modifications / ATMS, and

landscaping;

• Implementing mitigation for redirected traffic from the closed E-E on-ramp, including:

o Improvements at the Carling Avenue westbound / Kirkwood Avenue and Carling Avenue /

Saigon Court intersections to facilitate safe and efficient access to Highway 417 eastbound for

traffic being redirected to use the W-E on-ramp, and to address weaving issues at the Carling

Avenue westbound / Kirkwood Avenue intersection associated with Highway 417 E-W off-

ramp traffic (off-ramp from Highway 417 westbound to Carling Avenue westbound). These

improvements include:

� Two dedicated left turn lanes on Carling Avenue westbound at Kirkwood Avenue to

accommodate left-turning traffic, including redirected traffic from the closed E-E on-ramp;

� A raised concrete median island constructed between the through lanes and the left turn

lanes on Carling Avenue westbound at Kirkwood Avenue to prevent E-W off-ramp traffic

from weaving across Carling Avenue westbound to turn left on to Kirkwood Avenue

southbound;

� A dedicated left turn lane on Carling Avenue westbound at Saigon Court to accommodate

traffic turning left on to Saigon, including redirected traffic from the E-W off-ramp seeking

access to Carling Avenue eastbound / Kirkwood Avenue southbound;

� Widening of Saigon Court by one lane to provide additional capacity;

� New traffic signals at the Carling Avenue eastbound / Saigon Court intersection; and

� New sidewalks and a segregated bike lane on Carling Avenue westbound.

o Following the completion and approval of the Detail Design and Environmental Assessment

study process, there will be continued coordination with the City of Ottawa and local residents

to develop and implement appropriate traffic calming measures on Coldrey Avenue to mitigate

for any potential cut-through traffic as a result of the Carling Avenue E-E on-ramp closure.

Traffic management is being coordinated with the City of Ottawa and the proposed improvements have

been designed to meet the City’s long-term objectives for the Carling Avenue corridor.



April 2017 107

6.1.1 CARLING AVENUE E-E ON-RAMP CLOSURE

The Carling Avenue E-E on-ramp will be permanently closed and decommissioned. A gravel access will

be maintained in the general area of the existing ramp for the purpose of utilities maintenance.

Local traffic on Carling Avenue westbound seeking access to Highway 417 eastbound will be redirected

to the Carling Avenue W-E on-ramp, which is located within the same Carling Avenue interchange

immediately west of the E-E on-ramp. Users of the E-E on-ramp will be able to proceed along Carling

Avenue westbound to turn left on to Kirkwood Avenue southbound and left again on to Carling Avenue

eastbound to access the W-E on-ramp.

6.1.2 CITY INTERSECTION IMPROVEMENTS

As a direct result of the public consultation in conjunction with the first PIC, the MTO coordinated with the

City of Ottawa to develop proposed improvements at the Carling Avenue westbound / Kirkwood Avenue

intersection and at the Carling Avenue westbound / Saigon Court intersection, in order to address

concerns related to traffic from the closed Carling Avenue E-E on-ramp being redirected through the

Carling Avenue westbound / Kirkwood Avenue intersection. These intersections are under the jurisdiction

of the City of Ottawa.

The proposed intersection improvements were developed in coordination with the City of Ottawa and

meet the City’s long-term objectives for the Carling Avenue Corridor, including improved pedestrian and

cycling facilities and transit priority measures.

6.1.2.1 Carling Avenue westbound / Kirkwood Avenue Intersection

Existing Issue – Carling Avenue E-W Off-ramp Weave

Over the course of the Detail Design and EA study, concerns were received from members of the public

regarding an existing safety issue with traffic from the Carling Avenue E-W off-ramp (off-ramp from

Highway 417 westbound to Carling Avenue westbound) weaving across the three through lanes on

Carling Avenue westbound over a short distance to turn left on to Kirkwood Avenue southbound and

contributing to congestion at the intersection, as illustrated in Figure 6-1.

The City of Ottawa confirmed that they have been aware of public concerns and the issues caused by the

E-W off-ramp weave movement for some time; however, opportunities for improvements to the

intersection have not been readily available. The Origin-Destination Survey undertaken during Detail

Design found that approximately 30% of morning traffic and 15% of afternoon traffic using the E-W off-

ramp are performing this weave movement to turn left on to Kirkwood Avenue southbound.



April 2017 108

Figure 6-1: Carling Avenue E-W Off-ramp weave across Carling Avenue westbound

During peak traffic hours, the width of the E-W off-ramp, which is a single lane off-ramp, often results in

the vehicles exiting the highway using the off-ramp as if it were a two-lane off-ramp, with separate right

turn and through / left turn lanes informally developing, as illustrated in .

Figure 6-2: Vehicles double-stacking on the Carling Avenue E-W off-ramp, view facing west towards Kirkwood Avenue



April 2017 109

The safety issue related to the weaving E-W off-ramp traffic identified the need for the following

intersection improvements:

• Physical separation of the left-turning E-W off-ramp traffic and the through traffic on Carling

Avenue westbound; and

• Maintaining the ability of local traffic on Carling Avenue westbound to:

o Travel through the Carling Avenue westbound / Kirkwood Avenue intersection;

o Turn left on to Kirkwood Avenue southbound; and

o Turn right on to Kirkwood Avenue northbound.

Objectives of the Intersection Improvements

The primary objective at the Carling Avenue westbound / Kirkwood Avenue intersection is to eliminate the

E-W off-ramp weave movement in order to improve safety and reduce congestion at the intersection.

Eliminating the weave will result in reduced volumes of left-turning traffic from Carling Avenue westbound

to Kirkwood Avenue southbound, which will in turn provide capacity within the intersection for the

redirected traffic from the closed E-E on-ramp to turn left on Kirkwood Avenue southbound in order to

access the W-E on-ramp from Carling Avenue eastbound, as illustrated in Figure 6-3.

Figure 6-3: Objective of proposed intersection improvements at Carling Avenue westbound / Kirkwood Avenue

A review of the 2016 traffic volume counts completed during Detail Design indicates that approximately

335 vehicles per hour (vph) during the AM peak hour and 120 vph during the PM peak hour, exit the E-W

off-ramp and weave across the three Carling Avenue westbound through lanes to turn left on to Kirkwood

Avenue southbound. The removal of these volumes from the left-turning movement is expected to offset

the volumes added to this movement as a result of the closed E-E on-ramp, which carries 360 vph during

the AM peak hour and 250 vph during the PM peak hour.



April 2017 110

Proposed Mitigation

To mitigate for the additional traffic from the closed Carling Avenue E-E on-ramp being redirected to the

Carling Avenue westbound / Kirkwood Avenue intersection to access the Carling Avenue W-E on-ramp,

the following improvements are proposed at this intersection:

1) A raised concrete median island will be constructed between the Carling Avenue westbound

through lanes and the left turn lanes, in order to physically prevent Carling Avenue E-W off-ramp

traffic from weaving across Carling Avenue westbound to turn left on to Kirkwood Avenue

southbound. E-W off-ramp traffic previously weaving to turn left will be redirected straight through

the intersection to Saigon Court. Both local traffic on Carling Avenue westbound and E-W off-

ramp traffic will still be able to proceed straight through the intersection towards Saigon Court or

be able to turn right onto Kirkwood Avenue northbound. Local traffic on Carling Avenue

westbound, including redirected traffic from the closed E-E on-ramp, will maintain the ability to

access the left turn lanes to Kirkwood Avenue southbound.

2) In order to provide sufficient storage space at the intersection, a minor widening will be

undertaken on the south side of Carling Avenue westbound to provide two dedicated left turn

lanes to accommodate the separated left-turning traffic on Carling Avenue westbound destined

for Kirkwood Avenue southbound, Carling Avenue eastbound, or the W-E on-ramp.

3) The width of the single lane E-W off-ramp will be narrowed to slow traffic exiting the highway and

prevent vehicles from using the single off-ramp lane as if it were a two-lane off-ramp with

separate right turn and through lanes.

4) New sidewalks and a segregated cycling lane will be added on the north side of Carling Avenue

westbound, at the request of the City of Ottawa, to meet long-term objectives for the Carling

Avenue corridor.

These improvements are illustrated in Figure 6-4.

The existing configuration of Kirkwood Avenue southbound includes a through lane and a shared through

/ left turn lane on the approach to Carling Avenue eastbound. With the proposed double left turn in place

on Carling Avenue westbound, both of the lanes on Kirkwood Avenue southbound will be fed by the left

turns from Carling Avenue westbound. In order to ensure left-turning vehicles align themselves in the

appropriate lanes for Kirkwood Avenue southbound, overhead signage will be implemented approaching

the double left turn on Carling Avenue westbound. The two left turn lanes on Carling Avenue westbound

will be designated for “Carling Avenue / Highway 417 Eastbound” and for “Kirkwood Avenue

Southbound”, respectively; this will allow drivers to align with their desired movement early on to prevent

conflicts downstream.



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Figure 6-4: Proposed improvements at the Carling Avenue westbound / Kirkwood Avenue intersection



April 2017 112

6.1.2.2 Carling Avenue / Saigon Court Intersection Improvements

Traffic from the Carling Avenue E-W off-ramp which will be redirected straight through the Carling Avenue

westbound / Kirkwood Avenue intersection will have the opportunity to reach Carling Avenue eastbound

or Kirkwood Avenue southbound through the use of the existing Saigon Court connection.

To accommodate the E-W off-ramp traffic destined for Carling Avenue eastbound or Kirkwood Avenue

southbound, the following improvements are proposed at the Carling Avenue westbound and eastbound /

Saigon Court intersections, as well as on Saigon Court:

1) A dedicated left turn lane will be added on Carling Avenue westbound at Saigon Court to provide

additional storage for the increased number of vehicles turning left on to Saigon Court

southbound to access Carling Avenue eastbound or Kirkwood Avenue southbound.

2) Minor widening will be undertaken on Saigon Court to the west to provide an additional left turn

lane in order to provide additional storage for vehicles turning left from Saigon Court on to Carling

Avenue eastbound; providing additional storage capacity on Saigon Court will mitigate any

potential for queuing of left-turning traffic on Carling Avenue westbound.

3) New traffic signals will be installed at the Carling Avenue eastbound / Saigon Court intersection to

allow the intersection, which is currently stop-controlled, to operate at acceptable levels of service

during both the AM and PM peak hours.

These improvements are illustrated in Figure 6-5.

Following the presentation of the proposed improvements at PIC #2, questions were received as to

whether redirecting E-W off-ramp traffic through the Saigon Court connection would result in increased

weaving on Carling Avenue eastbound and conflicts with vehicles exiting Highway 417 eastbound using

the W-E off-ramp (off-ramp from Highway 417 eastbound to Carling Avenue eastbound). The installation

of new traffic signals at the Carling Avenue eastbound / Saigon Court intersection will separate the traffic

movements associated with through traffic along Carling Avenue eastbound and the traffic from Saigon

Court turning left on to Carling Avenue eastbound; Saigon Court traffic will proceed on its own dedicated

signal phase. As such, the W-E off-ramp traffic will only be required to mix with traffic from one of these

directions during a signal phase. In addition, the distance available for vehicles from Saigon Court to

cross the through lanes on Carling Avenue eastbound to turn right on to Kirkwood Avenue southbound is

in excess of 200 m, which is significantly longer than the distance available for E-W off-ramp traffic to

perform this weave along Carling Avenue westbound. As such, increased conflicts due to weaving are not

anticipated along Carling Avenue eastbound.

6.1.2.3 Summary of Intersection Level of Service (LOS) with Proposed Improvements

Traffic signal timing within the Carling Avenue interchange and at the intersections with proposed

improvements will be modified accordingly to balance the ‘green time’ between movements and

accommodate the redistribution of traffic resulting from the modifications.

Following the permanent closure of the Carling Avenue E-E on-ramp and implementation of the proposed

improvements at the Carling Avenue westbound / Kirkwood Avenue intersection, the additional traffic

volumes that will be redirected from the closed E-E on-ramp to access the Carling Avenue W-E on-ramp

by turning left onto Kirkwood Avenue southbound using the dedicated left turn lanes on Carling Avenue

westbound will be offset by diverting the existing traffic volumes from the Carling Avenue E-W off-ramp,



April 2017 113

which are currently making this left turn, to Saigon Court. The resulting traffic volumes associated with the

left turn movement from Carling Avenue westbound to Kirkwood Avenue southbound will be

approximately 150 vph lower than existing volumes during the AM peak hour, and approximately the

same as existing volumes during the PM peak hour. Future AM and PM peak hour traffic volumes,

assuming the closure of the E-E on-ramp and the proposed improvements, are illustrated in Figure 6-6.

The proposed improvements will improve the overall intersection Level of Service (LOS) in the morning

from E to C. During the afternoon, the intersection will remain at the existing LOS E. The modified lane

configuration will result in improved operations for the through movement along Carling Avenue

westbound; the balancing of available ‘green time’ to achieve this will result in several other movements

approaching capacity.

Following the redirection of left-turning E-W off-ramp traffic to Saigon Court and the implementation of the

proposed improvements at the Carling Avenue westbound and eastbound / Saigon Court intersections

and on Saigon Court, the resulting traffic volumes associated with the left turn movements from Carling

Avenue westbound to Saigon Court and from Saigon Court to Carling Avenue eastbound will increase by

approximately 335 vph during the AM peak hour, and by approximately 120 vph during the PM peak hour.

Future AM and PM peak hour traffic volumes, assuming the closure of the E-E on-ramp and the proposed

improvements, are illustrated in Figure 6-6.

At the Carling Avenue eastbound / Kirkwood Avenue intersection, the proposed improvements will

maintain the overall intersection LOS at the existing D in the morning and C in the afternoon. The

eastbound through movement along Carling Avenue eastbound and the right turn movement from

Kirkwood Avenue northbound are near capacity under existing conditions. Signal timing modifications will

be employed alongside the proposed improvements to maintain these movements operating within

capacity; the reallocation of ‘green time’ to achieve this will result in the southbound left turn movement

from Kirkwood Avenue to Carling Avenue eastbound reaching capacity.



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Figure 6-5: Proposed improvements at the Carling Avenue / Saigon Court intersections



April 2017 115

Figure 6-6: AM (PM) Peak Hour Traffic Volumes with E-E On-ramp Closure and Proposed Intersection Improvements

LEGEND

Concrete median island to be installed on the outside of the Carling Avenue

westbound through lanes to prevent E-W off-ramp traffic from weaving across

Carling Avenue westbound

Signalized

Stop Control (but will be changed to Signalized

upon implementation of proposed improvements)

No Control Carling Avenue E-E on-ramp closed



April 2017 116

6.1.2.4 Future Travel Times following the Proposed Improvements and Traffic

Redistribution

Travel time surveys were undertaken during Detail Design in order to assess the potential for traffic

diversion along various alternative routes to access Highway 417 eastbound, and to establish the travel

times that may be experienced by users along a selected route. While there are a number of potential

routes to access the Carling Avenue W-E on-ramp, or alternatively the Parkdale Avenue N/S-E on-ramp

(the closest alternative eastbound on-ramp), a key factor which will make individual routes more attractive

than other alternatives will be the associated travel times along various segments of the local road

network.

Travel times to access Highway 417 eastbound along alternative routes were examined for trips with

origins from the north, from the south, and from the east. Start points for comparison of travel times were

established at the points where all upstream trips intersect before reaching the Carling Avenue E-E on-

ramp; these points are the intersection of Island Park Drive and Merivale Road for trips from the north, the

intersection of Merivale Road and Coldrey Avenue for trips from the south, and Carling Avenue

westbound west of Island Park Drive for trips from the east. It is noted that there may be alternate routes

to surrounding interchanges or other routes eastbound upstream from these points, but these routes will

not capture all trips observed to be using the E-E on-ramp. In particular for trips from the north, there may

be alternate routes to Kirkwood Avenue and Parkdale Avenue north of Highway 417; given the existing

traffic calming measures and volumes along these routes, it is anticipated that these routes will be

desirable for a small number of trips originating nearby as opposed to higher volumes diverting from the

main route along Island Park Drive. Thus, the comparison of travel times includes only routes that are

accessible for all or most of the existing traffic arriving from each of the three cardinal directions currently

serving the E-E on-ramp.

A portion of traffic impacted by the proposed Carling Avenue E-E on-ramp closure, particularly traffic

destined to the Ottawa downtown core, may choose to divert to routes in the City of Ottawa arterial road

network instead of using Highway 417. Potential eastbound routes using arterial roads include the Sir

John A. MacDonald Parkway, Scott Street, Wellington Street / Somerset Street, Carling Avenue, and

Baseline Road. It is also noted that traffic from locations in Gatineau may also choose not to cross the

Ottawa River at Champlain Bridge, but rather travel eastward to another bridge crossing in the downtown

core to connect to Highway 417.

Network travel times incorporate the delays experienced at traffic signals, the length of diversion, and

potential for vehicle congestion along each route. The projected travel times for the various alternative

routes were established based on GPS measurements of existing travel times, and adjusted to account

for the impacts of the proposed Carling Avenue E-E on-ramp closure and implementation of the proposed

intersection improvements at the Carling Avenue westbound / Kirkwood Avenue and Carling Avenue

westbound and eastbound / Saigon Court intersections, including future modifications to signal timings

associated with the improvements.

The figures in this section illustrate comparative travel times for traffic originating from the north (Figure

6-7), east (Figure 6-8), and south (Figure 6-9) of the Carling Avenue interchange. The existing travel

times to the Carling Avenue E-E on-ramp from each direction are also included for comparison purposes.



April 2017 117

Travel times for trips originating from the north (Figure 6-7) were measured from the intersection of Island

Park Drive and Merivale Road, as this is the point where trips from Quebec, the Sir John A. MacDonald

Parkway and the local neighbourhoods to the north converge before the Carling Avenue E-E on-ramp; all

travel times are measured to east of the Parkdale Avenue interchange on Highway 417. With the closure

of the E-E on-ramp, the next fastest route for vehicles from the north is using the Carling Avenue W-E on-

ramp via the Carling Avenue westbound / Kirkwood Avenue intersection (yellow route; outlined in table in

red). This route will add between 1m 37s and 1m 48s of travel time when compared to using the existing

E-E on-ramp. Alternative routes to the east via Parkdale Avenue or further south down Merivale Road to

access Kirkwood Avenue northbound are less attractive options which would add approximately 2-3

minutes of travel time due to longer routes and a greater number of intersections passed.

Figure 6-7: Projected Travel Time to Highway 417 Eastbound - Trips Originating from the North

10% of traffic diverts via alternate routes



April 2017 118

Travel times for trips originating from the east (Figure 6-8) were measured from Carling Avenue west of

Island Park Drive to Highway 417 east of the Parkdale Avenue interchange. With the closure of the E-E

on-ramp, the next fastest route for vehicles from the east is using the Carling Avenue W-E on-ramp via

the Carling Avenue westbound / Kirkwood Avenue intersection (yellow route; outlined in table in red). This

route will add between 1m 37s and 1m 48s of travel time when compared to using the existing E-E on-

ramp. The Parkdale Avenue route may be feasible for trips originating in the east due to the shorter travel

distance; however, existing congestion on Parkdale Avenue in the morning results in the route via the

Carling avenue westbound / Kirkwood Avenue intersection to the W-E on-ramp being a slightly faster

option. Existing traffic calming measures are already in place on Parkdale Avenue and appear to be

effective. Routes south down Merivale Road to Kirkwood Avenue northbound represent longer trips,

adding approximately 2-3 minutes due to the relative circuitous routing and a greater number of

intersections passed.

Figure 6-8: Projected Travel Times to Highway 417 Eastbound - Trips Originating from the East




April 2017 119

Travel times for trips originating from the south (Figure 6-9) were measured from Merivale Road at

Coldrey Avenue to Highway 417 east of the Parkdale Avenue interchange; the Merivale Road / Coldrey

Avenue intersection is assumed to be the convergence point for most trips currently using the Carling

Avenue E-E on-ramp from neighbourhoods to the south. With the closure of the E-E on-ramp, the next

fastest route for vehicles from the south is using the Carling Avenue W-E on-ramp via the Carling Avenue

westbound / Kirkwood Avenue interchange in the AM (yellow route; outlined in table in red), and the

diversion to Kirkwood Avenue northbound in the PM (blue route; outlined in table in red). These routes

will add additional travel time of approximately 1m 37s in the AM and 1m 02s in the PM. For traffic

potentially diverting to Kirkwood Avenue northbound to access the Carling Avenue W-E on-ramp, travel

times were assessed via Coldrey Avenue. However, not all traffic originating from the south will choose to

use Coldrey Avenue; a large portion of local traffic will likely divert to Kirkwood Avenue northbound prior

to even reaching Coldrey Avenue (i.e. at the Merivale Road / Kirkwood Avenue intersection). A diversion

route east to the Parkdale Avenue interchange does not represent an attractive option for traffic

originating from the south, as it represents significantly more travel time of approximately 3-4 minutes.

Following the completion and approval of the Detail Design and Environmental Assessment study

process, there will be continued coordination with the City of Ottawa and local residents to develop and

implement appropriate traffic calming measures on Coldrey Avenue to mitigate for any potential cut-

through traffic as a result of the Carling Avenue E-E on-ramp closure.

Figure 6-9: Projected Travel Times to Highway 417 Eastbound - Trips Originating from the South




April 2017 120

Travel times were also estimated for vehicles from the Carling Avenue E-W off-ramp destined for

Kirkwood Avenue southbound which will be redirected through the Saigon Court connection following the

implementation of the proposed improvements that will restrict access for the off-ramp traffic to the left

turn lanes on Carling Avenue westbound. Figure 6-10 provides a summary of existing travel times from

Carling Avenue westbound to Carling Avenue eastbound / Kirkwood Avenue southbound via the Carling

Avenue westbound / Kirkwood Avenue intersection, and via Saigon Court with the proposed

improvements in place. Estimated travel times for the redirected E-W off-ramp traffic via Saigon Court,

with the proposed improvements in place, are based on the change in intersection delays at each of the

affected intersections along the diversion route.

Figure 6-10: Projected Travel Time for Redirected E-W Off-ramp Traffic destined for Kirkwood Avenue Southbound

Under existing conditions, reaching Carling Avenue eastbound from the E-W off-ramp via Saigon Court

takes an average of 2m 26s in the morning and 2m 09s in the afternoon; these times are respectively 1m

09s and 0m 49s longer than the travel times for the equivalent trip via Kirkwood Avenue southbound.

The proposed improvements that will remove the existing weave on Carling Avenue westbound

approaching Kirkwood Avenue will result in some reductions in delay along Carling Avenue westbound.

The implementation of a traffic signal at the Carling Avenue eastbound / Saigon Court intersection will

facilitate the left turning movement from Saigon Court southbound to Carling Avenue eastbound by

providing a “protected” gap in eastbound traffic, but will result in additional delay for this movement due to

the relatively low green time allocated for this movement in the signal timing. Overall, the implementation

of the proposed improvements will result in average travel times of 2m 32s and 2m 34s during the

morning and afternoon peak hours respectively for vehicles from the E-W off-ramp, but will provide safety

benefits through the removal of the existing weave which occurs across two lanes of through traffic on

Carling Avenue westbound.

VIA SAIGON VIA KIRKWOOD SOUTHBOUND



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6.1.2.5 Implications of the Carling Avenue E-E On-ramp Closure on Parkdale Avenue

Interchange

Parkdale Avenue currently experiences congested traffic operations during peak periods, with little

opportunity to accommodate growth in traffic volumes. The Origin-Destination Survey revealed that

approximately 31% of AM peak hour traffic and 35% of PM peak hour traffic using the Carling Avenue E-

E on-ramp has trip origins located east of Merivale Road, meaning that vehicles originating east of

Merivale Road are choosing to travel west along Carling Avenue westbound to go east on Highway 417

(i.e. backtracking) rather than use the Parkdale Avenue interchange. This indicates that drivers are aware

of the level of existing congestion and longer travel times on Parkdale Avenue and prefer using the

Carling Avenue interchange to avoid the Parkdale Avenue interchange.

The traffic analysis undertaken during Detail Design indicates that redirecting traffic to the Carling Avenue

W-E on-ramp to Highway 417 eastbound following the E-E on-ramp closure will still offer reduced travel

times and delays over the existing congestion and longer travel times experienced on Parkdale Avenue to

access the Parkdale Avenue on-ramp to Highway 417 eastbound. In addition, trip origins located north of

Highway 417 are unlikely to divert to Parkdale Avenue, largely due to the significant congestion on the

southbound approach to Parkdale Avenue interchange and circuitous routing required to access the

northbound approach to the interchange. As previously mentioned, existing traffic calming measures are

already in place on Parkdale Avenue and appear to be effective.

Therefore, the majority of trips that may be attracted to the Parkdale Avenue interchange would likely only

be trips of local origin. Implementing the proposed improvements discussed in Sections 6.1.3.1 and

6.1.3.2 to facilitate improved access and minimize delays in reaching the W-E on-ramp will ensure that

the Carling Avenue interchange remains the preferred interchange for all existing users of the E-E on-

ramp, regardless of trip origin, thereby minimizing the potential for traffic diversion to Parkdale Avenue.

6.1.2.6 Anticipated Traffic Redistribution

Anticipated traffic redistribution along various routes for the existing vehicles using the Carling Avenue E-

E on-ramp was determined based on the results of the Origin-Destination survey, and factors influencing

the selection of potential alternative routes including additional distance travelled, additional travel time

(based on travel time surveys), and number of traffic signals (i.e. potential for delays). Following the

closure of the E-E on-ramp, 360 vehicles per hour during the AM peak hour and 250 vehicles per hour

during the PM peak hour will need to be reassigned along the existing roadway network.

The anticipated routes and associated volumes of redistributed traffic following the closure of the Carling

Avenue E-E on-ramp are presented in Figure 6-11 for both the AM and PM peak hours for three

catchment areas (i.e. traffic from the north, south, and east).



April 2017 122

Figure 6-11: Anticipated traffic redistribution following the Carling Avenue E-E on-ramp closure with the proposed Carling Avenue intersection improvements in place



April 2017 123

From the north catchment areas, it is anticipated that the most popular route for traffic originating from

Quebec / Sir John A. MacDonald Parkway and from neighbourhoods adjacent to Island Park southbound

will be Island Park Drive to the Carling Avenue W-E on-ramp via the Carling Avenue / Kirkwood Avenue

intersections, with approximately 108 vehicles per hour during the AM peak hour, and approximately 60

vehicles per hour during the PM peak hour. It is not anticipated that Kirkwood Avenue southbound will be

an attractive diversion route for traffic from Island Park Drive due to the existing traffic calming measures

in place, but may be a useful route for vehicles originating in the surrounding neighbourhoods who

currently divert to Island Park Drive to access the Carling Avenue E-E on-ramp. Approximately 36

vehicles per hour during the AM peak hour and approximately 20 vehicles per hour during the PM peak

hour are anticipated to divert to Kirkwood Avenue southbound to access the W-E on-ramp, all of which

originate from the adjacent neighbourhoods. Parkdale Avenue to the Parkdale Avenue interchange is

anticipated to be the least desired route for traffic originating from the north, with approximately nine (9)

vehicles per hour during the AM peak hour and approximately five (5) vehicles per hour during the PM

peak hour.

From the south catchment areas, it is anticipated that the most popular route will be Kirkwood Avenue

northbound to access the Carling Avenue W-E on-ramp from the Carling Avenue eastbound / Kirkwood

Avenue intersection, with approximately 49 vehicles per hour during the AM peak hour and approximately

43 vehicles per hour during the PM peak hour. Approximately 34 vehicles per hour during the AM peak

hour and approximately 32 vehicles per hour during the PM peak hour are anticipated to use Merivale

Road northbound to access the W-E on-ramp via the improved Carling Avenue westbound / Kirkwood

Avenue intersection.

From the east catchment areas, the improved Carling Avenue westbound / Kirkwood Avenue intersection

is anticipated to be the most popular route to access the Carling Avenue W-E on-ramp, with

approximately 45 vehicles per hour during the AM peak hour, and approximately 35 vehicles per hour

during the PM peak hour. Approximately 34 vehicles per hour during the AM peak hour and

approximately 26 vehicles per hour during the PM peak hour are anticipated to use Parkdale Avenue

interchange as an alternative to the W-E on-ramp; these numbers are considered to be manageable

traffic diversion volumes.

6.1.3 SIGNAGE

As part of the detailed design process, appropriate roadway signage will be developed and implemented,

as required, in accordance with current MTO (on Highway 417 and ramps) and City of Ottawa (on

municipal roadways) signing policies.

6.1.4 ILLUMINATION

Upgrades to the existing municipal roadway lighting will be implemented as part of the detailed design

process, in coordination with the City of Ottawa.

6.1.5 UTILITIES

No significant impacts to major utility infrastructure are anticipated as part of the proposed works. Local

relocation and/or adjustments to storm sewers, catchbasins, and manholes may be required and will be

considered during the detailed design.



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6.1.6 PROPERTY

All proposed works can be completed within the existing Highway 417 and City of Ottawa rights-of-way;

no permanent property acquisition is required.

6.1.7 CONTEXT SENSITIVE DESIGN

Where appropriate, this Detail Design assignment will incorporate the design recommendations

developed through the Context Sensitive Design (CSD) process, in order to ensure that the overall

planned expansion and rehabilitation of Highway 417 reflects a holistically-planned aesthetic vision for the

Ottawa Queensway corridor. CSD concepts and recommendations for the Ottawa Queensway corridor

are documented in the report entitled Context Sensitive Design Concepts for the Queensway – Highway

417 (MTO and Stantec, 2011).

As a Capital Arrival Route, guiding principles of the CSD concepts for Highway 417 include: clean,

concise, discernable features that articulate the highway as an arrival route into / through Ottawa’s core

as the Nation’s Capital; simple design features that are easily perceived without distraction to motor

vehicle operations; the use of durable, low maintenance materials; aesthetic design coordinated between

the varying CSD elements; and constructible design solutions (MTO & Stantec, 2011). In general,

proposed Queensway improvements identified in the Highway 417 Expansion Preliminary Design TESR

that could be subject to CSD considerations include long span and short span bridges, replacement and

new noise and retaining walls, and interchange and roadside landscapes.

The major opportunities to implement CSD recommendations as part of the proposed works include

landscaping and retaining wall design.

6.1.8 LANDSCAPE PLAN

A Landscape Plan has been developed during Detail Design and will be implemented following

construction of the Carling Avenue E-E on-ramp closure and proposed intersection improvements.

Locations which will be revegetated are illustrated in Figure 6-12 and include:

• At the location of the closed Carling Avenue E-E on-ramp;

• On the north side of Carling Avenue westbound between the E-W off-ramp and Kirkwood

Avenue; and

• On the west side of Saigon Court between Carling Avenues westbound and eastbound.

The landscape design includes low maintenance, native species which have high durability (i.e. salt/wind

tolerant, regional hardiness) and which provide seasonal interest through colour, form, and texture while

conforming to the Context Sensitive Design (CSD) intent for the corridor. Proposed plant selections for the

following areas include native seed mix, shrub plantings, deciduous and coniferous trees, as appropriate

and in accordance with CSD recommendations.

The following highlights key elements of the landscape strategy:

• Native, salt tolerant, hardy tree and shrub species will be used throughout;

• Seasonal interest will be provided by drought tolerant trees and vegetation, where and as

appropriate. Restrained use of Fall and Spring plants with red attributes (flowers, budding, stalk



April 2017 125

colouration, and fruit) will be used. Areas absent of existing landscaping will be enhanced where

feasible;

• Appropriate MTO standard seed mixes and plantings will be utilized along roadside conditions;

• Specialized MTO standard seed mixes and slope stabilization will be used on slopes greater than

2:1;

• Tree placement will be respectful of highway light and pole locations to maximize evening lighting

effectiveness; and

• Plant species, size, and placement provides for ease of maintenance to preserve critical sight lines

at intersections.



April 2017 126

Figure 6-12: Landscape Plan

W-E ON-RAMP

HWY 417

E-E ON-RAMP

CLOSED

CARLING EB

Westgate

Shopping Centre

Hampton Park

E-W OFF-RAMP

CARLING / SAIGON CARLING WB / KIRKWOOD

LEGEND

DECIDUOUS TREE

CONIFEROUS TREE

DECIDUOUS SHRUB

LIMIT OF CROWN VETCH SEED MIX

LIMIT OF ROADSIDE SEED MIX



April 2017 127

6.2 CONSTRUCTION / TRAFFIC STAGING

If approved, the proposed closure of the Carling Avenue E-E on-ramp and the proposed improvements at

the Carling Avenue westbound / Kirkwood Avenue intersection and at the Carling Avenue westbound and

eastbound / Saigon Court intersections will be constructed in conjunction with the construction of the

Highway 417 widening and rehabilitation from west of Maitland Avenue to east of Island Park Drive (GWP

4058-01-00). The highway widening is a complex project expected to be constructed over four years;

construction is scheduled to start in late summer / early fall 2017. Construction scheduling will be the

Contractor’s responsibility.

The Contactor will be required to adhere to general construction requirements which apply throughout the

duration of construction and, in general, include the following:

• Three (3) lanes of traffic will be maintained on Highway 417 at all times during peak periods;

• No short-term lane closures will be permitted on City of Ottawa roadways within the hours

specified in the Contract documents; and

• Extended duration closures will be scheduled well in advance and will involve advanced public

notification (e.g. media releases, signage) of any upcoming closures and identification of

appropriate detour routes.

Due to the constraints placed on the Contractor, construction operations for the proposed improvements

will need to be carried out in off-peak periods, including night work and on weekends.

Highway 417 Carling Avenue E-E On-Ramp Closure (W.P. 4255-15-01)


April 2017 128

7 ENVIRONMENTAL ISSUES AND COMMITMENTS

This section describes the direct and indirect environmental impacts and corresponding mitigation

measures associated with the recommended plan described in Section 6.0. Mitigation measures include

planning decisions, design features, construction requirements and constraints to avoid or minimize

impacts for each identified environmental impact.

The key to ensuring effective environmental quality control and risk management during the project is the

development and proactive implementation of an approach that:

• Identifies environmental sensitivities;

• Presents environmental protection measures in a way that can be translated into contractual

requirements and for which compliance can be verified; and

• Includes a monitoring program, as required, that verifies that environmental protection measures

are being implemented and are effective.

It is important to ensure that the Contract Administrator and Contractor are made aware of, and are

prepared to deal with, all environmental issues that may arise during construction.

Environmental contract specifications, including standard and non-standard special provisions (SP),

Ontario Provincial Standard Specifications (OPSS), and MTO General Conditions of Contract, will be

included in the contract documents to address specific environmental and operational concerns.

7.1 NATURAL ENVIRONMENT

7.1.1 VEGETATION

Potential Impacts

According to the Botanical and Wildlife Survey Report (2003), there were no records of regionally or

provincially rare species of plants or animals within the study area based on a review of the previous

VTEE (OMNR, 1996). In addition, there are no Areas of Natural and Scientific Interest (ANSIs) or other

natural features of interest within the study area. Field surveys conducted as part of the Detail Design for

the Highway 417 Bridge Rehabilitations from Maitland Avenue to Island Park Drive (Contract No. 2) found

no regionally or provincially rare species within the study area (MMM/CSW, 2007).

Existing vegetation within and adjacent to the Highway 417 corridor within the study area is typical of an

urban condition and is considered to be of low ecological significance. The proposed works will result in

minor disturbances and limited removals of the existing landscaped / cultural vegetation within the

Highway 417 and City of Ottawa rights-of-way within the project limits.

According to the NHIC database, there are historical or current records of American Waterwort,

Limestone Oak Fern, Pitch Pine and Pale-bellied Frost Lichen within the general study area. Suitable

habitat for these species is not present within the project limits.

Mitigation

Vegetation removal and grading will be minimized to only what is required for the proposed works and

existing vegetation will be retained where possible.



April 2017 129

The use of appropriate vegetation clearing techniques and protection measures will be employed and

exposed surfaces will be re-vegetated using a seed mix composed of native species that are appropriate

for the site conditions as soon as possible following construction, in accordance with OPSS 201.

Tree protection will be implemented during construction at the existing large tree located on the south

side of Carling Avenue westbound just east of Kirkwood Avenue, and at the existing trees located at the

base of the Carling Avenue E-E on-ramp.

The Landscape Plan developed during Detail Design will be implemented following construction of the

Carling Avenue E-E on-ramp closure and the intersection improvements. The following areas will be

revegetated:


• On the north side of Carling Avenue westbound between the Carling Avenue E-W off-ramp and

Kirkwood Avenue; and

• On the west side of Saigon Court between Carling Avenue westbound and eastbound.

Specifications for sod, seed and mulch, shrubs and trees will prepared during the detailed design process

and will be included in the Contract documents.

7.1.2 WILDLIFE / SPECIES AT RISK

Potential Impacts

The closure of the Carling Avenue E-E on-ramp and intersection improvements are anticipated to have

negligible impacts on wildlife. As the study area is highly urbanized, wildlife habitat is limited. No

significant wildlife features, significant wildlife habitat, or significant wildlife species, including area

sensitive birds and other provincially rare species were identified within the study area.

Consultation with MNRF as part of the current Detail Design and EA study confirmed that Species at Risk

with the potential to occur within the study area include Butternut (Endangered) and Chimney swift

(Threatened). Consultation with MNRF as part of the Detail Design and EA study for the widening and

rehabilitation of Highway 417 from west of Maitland Avenue to east of Island Park Drive (GWP 4058-01-

00) confirmed that Species at Risk with the potential to occur within the study area include Pale-bellied

frost lichen (Endangered). In addition, species of Special Concern which have been documented within

the study area for the highway widening include Milksnake and Snapping Turtle. In general, suitable

habitat for these species is not present within the study area and these species were not observed within

the study area during site reconnaissance.

There is potential for disturbance to migratory birds during construction, but no evidence of nesting was

observed within the project limits.

Mitigation

Wildlife incidentally encountered during construction should not knowingly be harmed and should be

allowed to move away from the construction area on its own. In the event that wildlife encountered during

construction does not move from the construction zone, an Environmental Inspector should move the

animal to a safe area.

Tree removal operations will be prohibited during the breeding bird period (April 1st to August 15th) in any

calendar year.



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If vegetation clearing and grubbing must occur during the breeding bird period (April 1st to August 15th),

these activities shall be preceded by a nesting survey conducted by a Qualified Avian Biologist to ensure

no active nests (with eggs or young) are disturbed.

If an active nest is identified within or adjacent to the construction site, the Contractor Administrator will be

contacted. The Contractor will not disturb or destroy protected migratory birds or their active nests. Work

shall not proceed until a qualified biologist defines and marks an appropriate setback within which no

construction activities shall occur until the nest becomes inactive.

If construction activities are such that continuing construction in that area would result in a contravention

of the Migratory Birds Convention Act, all activities shall stop and MNRF will be contacted to discuss

mitigation options.

7.1.3 FISH AND FISH HABITAT

There are no watercourses within the project limits or the immediate surrounding area; therefore, fish and

fish habitat will not be impacted by the proposed works and mitigation is not required.

7.1.4 EROSION AND SEDIMENT CONTROL

Potential Impacts

Uncontrolled erosion and sedimentation occurring during construction can result in a loss of topsoil,

disruption of drainage systems and nearby natural systems.

Mitigation

Standard erosion and sediment control measures should be implemented prior to construction to prevent

the migration of soils from the site.

Storage and stockpiling of soil and other fill materials should be located a minimum of 30 m away from

drainage features and the top of steep slopes.

7.1.5 MANAGEMENT OF WASTE/DEBRIS AND EXCESS MATERIALS

Potential Impacts

Stockpiled and excess materials and construction waste have the potential to contaminate the

surrounding environment, if not properly managed.

Dust emissions may result from construction activities.

Wildlife and vegetation may be impacted by spills and contaminated runoff that may flow from the work

site.

Mitigation

Construction waste and excess materials generated during construction will be managed in accordance

with OPSS 180.

Excess earth from highway construction projects may contain elevated concentrations of chloride and

sodium. Where the Contractor manages excess earth as disposable fill, the Contractor will take into



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account the possibility of salt impacts and ensure that the material is managed responsibly and in an

environmentally appropriate manner. Where the Contractor intends to manage excess earth that may be

salt impacted on private property, the Contractor shall make the Property Owner aware that it may be salt

impacted by using the Property Owner’s Release. The Contractor is responsible for conducting such

sampling and testing as may be necessary to comply with any requirements imposed by the Property

Owner as a condition of accepting the excess earth.

Procedures to control emissions of dust, silica and other debris will be implemented to ensure they do not

escape beyond the right-of-way.

A Spill Control and Response Plan will be developed and implemented to prevent deleterious substances

from entering the watercourse or other surrounding natural areas. The plan should ensure machinery

arrives on site in clean condition and maintained free of fluid leaks.

An emergency spill kit should be kept on site in case of spills during activities or fluid leaks or spills from

equipment.

When spills occur, the Ministry of the Environment Spills Action Centre should be contacted and all

reasonable corrective action should be taken to contain and clean the spill immediately.

7.2 SOCIOECONOMIC ENVIRONMENT

7.2.1 LAND USE AND PROPERTY

Potential Impacts

All proposed works can be completed within the existing Highway 417 and City of Ottawa rights-of-way.

No impacts to existing land uses or private properties are anticipated as part of the proposed works, and

no permanent property acquisition is required.

Mitigation

Any impacts to City of Ottawa property associated with the proposed works at the Carling Avenue

westbound / Kirkwood Avenue intersection and at the Carling Avenue westbound and eastbound / Saigon

Court intersections will be coordinated with the City of Ottawa prior to construction.

7.2.2 TRAFFIC OPERATIONS

Potential Impacts

The closure of the Carling Avenue E-E on-ramp is anticipated to impact existing traffic operations within

the study limits, including on the municipal road network. The E-E on-ramp closure will result in existing

ramp users being redirected within the Carling Avenue interchange to the Carling Avenue W-E on-ramp

via the Carling Avenue westbound / Kirkwood Avenue intersection.

Through public consultation undertaken during the Detail Design and EA Study, concerns were

expressed regarding congestion at the Carling Avenue westbound / Kirkwood Avenue intersection which

may prevent existing users of the E-E on-ramp using the intersection to access the W-E on-ramp, and

may result in existing users of the E-E on-ramp diverting to other Highway 417 interchange (i.e. Parkdale

Avenue interchange) and/or rerouting via local neighbourhood (i.e. residential) streets. The weave



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movement performed by traffic from the Carling Avenue E-W off-ramp across the through lanes on

Carling Avenue westbound to access Kirkwood Avenue southbound was identified as an existing safety

concern which may be exacerbated if additional traffic volumes are added in the intersection as a result of

the E-E on-ramp closure. Therefore, mitigation measures are required to:

• Reduce the potential for cut-through traffic on local neighbourhood (i.e. residential) streets as a

result of redirected E-E on-ramp traffic;

• Eliminate the weave movement performed by E-W off-ramp traffic to improve safety and reduce

congestion at the Carling Avenue westbound / Kirkwood Avenue interchange;

• Provide additional storage capacity at the Carling Avenue westbound / Kirkwood Avenue

intersection for the redirected traffic from the closed E-E on-ramp to turn left on to Kirkwood

Avenue southbound to access the W-E on-ramp; and

• Provide additional storage capacity on Carling Avenue westbound and on Saigon Court to

accommodate the redirected E-W off-ramp traffic; and

• Improve traffic flow through the Carling Avenue westbound and eastbound / Saigon Court

intersections.

The closure of the Carling Avenue E-E on-ramp and the improvements at the Carling Avenue westbound

/ Kirkwood Avenue intersection and at the Carling Avenue westbound and eastbound / Saigon Court

intersections will be constructed in conjunction with the construction of the Highway 417 widening and

rehabilitation from west of Maitland Avenue to east of Island Park Drive (GWP 4058-01-00). The highway

widening is a multi-year construction project and scheduling of particular aspects of construction will be

the responsibility of the Contractor. Construction may result in disruptions to existing traffic operations.

Access during emergencies may be impacted during construction of the proposed works and any related

closures; however, Emergency Services providers will be notified of construction impacts and any related

closures in advance.

Mitigation

Following the closure of the Carling Avenue E-E on-ramp, access to Highway 417 eastbound is being

maintained within the same interchange. Existing users of the E-E on-ramp will be able to gain access to

Highway 417 eastbound within the Carling Avenue interchange by proceeding along Carling Avenue

westbound to turn left on to Kirkwood Avenue southbound and left again on to Carling Avenue eastbound

to access the W-E on-ramp, which represents an additional travel time of less than 2 minutes with the

intersection improvements in place.

As a direct result of the comments received through public consultation undertaken during the Detail

Design and EA Study, improvements to the Carling Avenue interchange and the intersections of Carling

Avenue westbound / Kirkwood Avenue and Carling Avenue westbound and eastbound / Saigon Court are

proposed in order to improve the traffic operations within the interchange to keep the current users of the

E-E on-ramp coming to this interchange in the future along the route they currently use, as opposed to

diverting to other interchanges or rerouting via local neighbourhood (i.e. residential) streets. The

proposed improvements have been developed in coordination with the City of Ottawa and meet the City’s

long-term objectives for the Carling Avenue corridor.

At the Carling Avenue westbound / Kirkwood Avenue intersection, the following improvements are

proposed to facilitate safe and efficient access to Highway 417 eastbound for traffic being redirected to

use the W-E on-ramp, including the redirected E-E on-ramp traffic, and to address weaving issues at the



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Carling Avenue westbound / Kirkwood Avenue intersection associated with Highway 417 E-W off-ramp

traffic:

• Two dedicated left turn lanes on Carling Avenue westbound at Kirkwood Avenue to accommodate left-

turning traffic, including redirected traffic from the closed E-E on-ramp;

• A raised concrete median island constructed between the through lanes and the left turn lanes on Carling

Avenue westbound at Kirkwood Avenue to physically prevent E-W off-ramp traffic from weaving across

Carling Avenue westbound to turn left on to Kirkwood Avenue southbound;

• Narrowing of the E-W off-ramp to slow traffic exiting the highway and prevent vehicles from using the

single lane off-ramp as if it were a two-lane off-ramp with separate right and through lanes; and

• New sidewalks and a segregated cycling lane on the north side of Carling Avenue westbound from just

west of the E-E on-ramp to Saigon Court.

At the Carling Avenue westbound and eastbound / Saigon Court intersections, the following improvements

are proposed to accommodate the E-W off-ramp traffic (previously weaving across Carling Avenue

westbound to turn left on to Kirkwood Avenue southbound) which will be redirected through the Carling

Avenue westbound / Kirkwood Avenue intersection to the Saigon Court connection:

• A dedicated left turn lane on Carling Avenue westbound at Saigon Court to accommodate traffic turning

left on to Saigon, including redirected traffic from the E-W off-ramp seeking access to Carling Avenue

eastbound or Kirkwood Avenue southbound;

• Widening of Saigon Court by one lane to provide additional capacity; and

• New traffic signals at the Carling Avenue eastbound / Saigon Court intersection.

As part of the detailed design process, appropriate permanent roadway signage will be developed and

implemented, as required, in accordance with current MTO (on Highway 417 and ramps) and City of

Ottawa (on municipal roadways) signing policies, including signage to identify drive routing and lane

designations. Traffic signal modifications will also be implemented to assist in managing traffic flow.

Following the completion and approval of the Detail Design and EA Study, there will be continued

coordination between the MTO, the City of Ottawa, and local residents to develop and implement

appropriate traffic calming measures (e.g. speed humps) on Coldrey Avenue to mitigate for any potential

cut-through traffic resulting from the Carling Avenue E-E on-ramp closure.

Applicable temporary signage and advance notification will be implemented during construction for the

permanent ramp closure and the intersection improvements, in advance of the work zones and for any

required detours.

A presentation regarding the Carling Avenue E-E on-ramp closure and intersection improvements was

presented to the City of Ottawa Transportation Committee for informational purposes.

Construction operations for the intersection improvements will be carried out in off-peak periods to

minimize disruptions to local traffic and are anticipated to include night work and weekend work.

The Contractor will be required to adhere to general construction requirements which apply throughout

the duration of construction and, in general, include the following:



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• Three (3) lanes of traffic will be maintained on Highway 417 at all times during peak periods;

• No short-term lane closures will be permitted on City of Ottawa roadways within the hours

specified in the Contract documents; and

• Extended duration closures will be scheduled well in advance and require that an appropriate

Communication Plan be developed and followed which involves advance public notification (e.g.

media releases, signage) of any upcoming closures and identification of appropriate detour

routes.

Temporary traffic control will be provided in accordance with Ontario Traffic Manual Book 7.

The Contractor will notify Emergency Services, OC Transpo, school boards, and other relevant stakeholder agencies two weeks in advance of the start of construction and if any changes to traffic flow are anticipated (e.g. lane closures).

Access by buses and pedestrians to all existing bus stops in the work zone must be maintained at all times, except where stated otherwise in the Contract.

The Contract shall provide OC Transpo at least five (5) working days’ notice to coordinate adjustments required to their facilities as a result of construction.

The Contractor shall advise OC Transpo a minimum of 10 working days in advance of any Highway 417 ramp or City road closures to permit rerouting of bus services or adjustments to their schedule and/or facilities.

The Contractor will also notify Emergency Services at least two (2) days in advance of any temporary

ramp and/or lane closures.

7.2.3 PEDESTRIAN AND CYCLIST ACCESS AND SAFETY

Potential Impacts

Impacts to pedestrian and cyclist access on Carling Avenue westbound and on Saigon Court are

anticipated during construction activities of the intersection improvements and associated lane and

sidewalk closures.

Mitigation

The Contractor will be response for vehicular and pedestrian traffic control on or adjacent to City streets

and will be required to develop a Traffic Control Plan, as specified in the Contract documents. As part of

the plan, pedestrian and cyclist access on Carling Avenue westbound and on Saigon Court will be

maintained at all times. However, temporary sidewalk closures will be required to accommodate

construction activities. During temporary closures, advance signage will be put in place to direct

pedestrians and cyclists to alternate routes in order to limit access to the work zone for safety purposes.

Specific closures will be dependent on the Contractor’s timing and sequence of construction activities.

Free and unobstructed paved or concrete pedestrian surface acceptable for use by pedestrians with

disabilities or increased mobility needs, including pedestrian access to all buildings and street crossings,

must be provided and maintained in a good state of repair to satisfaction of the Contract Administrator,

through or around the construction site at all times.



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7.2.4 AESTHETICS AND LANDSCAPE

Potential Impacts

The proposed works will result in minor disturbance to the existing landscape and vegetation within the

project limits.

The closure of the Carling Avenue E-E on-ramp will provide an opportunity to enhance landscaping within

the MTO ROW at the existing location of the E-E on-ramp following its closure, which will result in a net

gain of vegetated area within the Highway 417 ROW.

Mitigation

The Landscape Plan developed during Detail Design will be implemented following construction of the

Carling Avenue E-E on-ramp closure and intersection improvements. Locations which will be revegetated

include:


• On the north side of Carling Avenue westbound between the E-W off-ramp and Kirkwood

Avenue; and

• On the west side of Saigon Court between Carling Avenues westbound and eastbound.

As per the Landscape Plan, vegetated areas disturbed during construction will be reinstated. The

landscape design includes native species which have high durability (i.e. salt/wind tolerant, regional

hardiness) and which provide seasonal interest through colour, form, and texture, in keeping with the

Context Sensitive Design (CSD) recommendations for the corridor.

Specifications for sod, seed and mulch, shrubs and trees will prepared during the detailed design process

and will be included in the Contract documents.

7.2.5 CONSTRUCTION NOISE

Potential Impacts

Construction activities may result in elevated noise levels throughout the duration of the project. The

study area is governed by the City of Ottawa Noise By-law (By-Law no. 2004-253), and therefore, an

exemption from the noise by-law is required for any night-time construction activity.

Mitigation

The Contractor will abide by all municipal noise control by-laws for the day-to-day operations.

Any exemptions to the municipal noise control by-law required for night work will be obtained prior to

construction.

Equipment shall be maintained in an operating condition that prevents unnecessary noise, including but

not limited to non-defective muffler systems, properly secured components, and the lubrication of moving

parts. Idling of equipment shall be restricted to the minimum necessary to perform the specified work.



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7.2.6 UTILITIES

Potential Impacts

No significant impacts to major utility infrastructure are anticipated as part of the proposed works. Local

relocation and/or adjustment to storm sewers, catchbasins, and manholes may be required and will be

considered during the detailed design.

Mitigation

Any required utility relocations or adjustments required as a result of the proposed works will be

coordinated with the utility providers prior to construction.

7.3 CULTURAL ENVIRONMENT

7.3.1 BUILT HERITAGE AND CULTURAL HERITAGE LANDSCAPES

As no buildings or structures are being impacted as part of the proposed works, a Cultural Heritage

Evaluation Report was not required to determine the cultural heritage value of any buildings or structures.

Therefore, mitigation is not required.

The proposed works are located within a highly urbanized area, designated as General Urban Area in the

City of Ottawa Official Plan. Outside the MTO ROW, commercial land uses are located immediately

adjacent to Carling Avenue interchange and the proposed works at the Carling E-E on-ramp, the Carling

Avenue westbound / Kirkwood Avenue intersection, and the Carling Avenue westbound and eastbound /

Saigon Court intersection, with major utilities (Hydro One and Hydro Ottawa corridors) located

immediately south of Highway 417. Residential land uses are located further north, south, east and west

of the Carling Avenue interchange. The Kitchissippi United Church is located immediately south of

Highway 417 between Merivale Road and Island Park Drive. The Royal Ottawa Mental Health Centre is

located along Carling Avenue, east of the study area; and the Ottawa Hospital Civic Campus is located

outside of the study area further to the east at Carling Avenue and Parkdale Avenue. Fire Station No. 23

is located on Carling Avenue westbound, immediately north of Highway 417 and west of Kirkwood

Avenue.

The proposed works are not located within an identified, designated or protected area under the Ontario

Heritage Act, or within a National Historic Site or UNESCO World Heritage Site.

The proposed works are not located within a City of Ottawa Heritage Conservation District, as determined

through a review of the City of Ottawa geoOttawa online mapping tool.

Throughout the study, no comments were received from Indigenous communities identifying any

significant cultural sites or cultural heritage landscapes.

As construction will be limited to within the existing Highway 417 and municipal road rights-of-way, the

closure of the Carling Avenue E-E on-ramp and the intersection improvements are not anticipated to

result in impacts to built heritage resources or cultural heritage landscapes. Therefore, mitigation is not

required.



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7.3.2 ARCHAEOLOGY

Potential Impacts

No evidence of archaeological resources was identified within the existing Highway 417 right-of-way

during the Stage I and stage II Archaeological Assessments undertaken during Preliminary Design for

Highway 417 from west of Highway 416 easterly to Anderson Road. As the existing right-of-way has been

significantly disturbed, there are no present archaeological concerns.

The proposed works are not located within an area of archaeological potential, as determined through a

review of the City of Ottawa geoOttawa online mapping tool.

Mitigation

In the event that deeply buried archaeological deposits are discovered in the course of construction, the

Ministry of Tourism, Culture and Sport (416-314-1177) should be notified immediately. Should previously

undocumented archaeological resources be discovered, they may be new archaeological sites and

therefore subject to Section 48 (1) of the Ontario Heritage Act. The proponent or person discovering the

archaeological resources must cease alteration of the site immediately and engage a licensed consultant

archaeologist to carry out a determination of their nature and significance.

In the event that human remains are encountered during construction, the Cemeteries Regulation Unit of

the Ministry of Consumer Service (1-800-889-9768) should be notified. In situations where human

remains are associated with archaeological resources, the Ministry of Tourism, Culture and Sport should

also be contacted to ensure that the site is not subject to unlicensed alterations which would be a

contravention of the Ontario Heritage Act.



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7.4 SUMMARY OF ENVIRONMENTAL EFFECTS AND PROPOSED MITIGATION

Table 7-1: Summary of Environmental Concerns and Commitments

I.D. # ISSUE / CONCERN /

POTENTIAL EFFECTS CONCERNED

AGENCIES I.D. # PROPOSED MITIGATION / PROTECTION / MONITORING

1.0 Vegetation

1.1 Construction of the proposed works will result in minor disturbances and limited removals of existing landscaped / cultural vegetation within the Highway 417 and City of Ottawa rights-of-way.

MTO MNRF City of Ottawa

1.1.1 • Vegetation removal and grading will be minimized to only what is required for the proposed works and existing vegetation will be retained where possible.

• The use of appropriate vegetation clearing techniques and protection measures will be employed and exposed surfaces will be re-vegetated using a seed mix composed of native species that are appropriate for the site conditions as soon as possible following construction.

Contract Drawings OPSS 201 – Clearing, Close Cut Clearing, Grubbing, & Removal of Surface & Piled Boulders

1.1.2 • Tree protection will be implemented during construction at the existing large tree located on the south side of Carling Avenue westbound just east of Kirkwood Avenue, and at the existing trees located at the base of the Carling Avenue E-E on-ramp.

Contract Drawings OPSS 801 – Protection of Trees

1.1.3 • The Landscape Plan developed during Detail Design will be implemented following construction of the Carling Avenue E-E on-ramp closure and the intersection improvements. Locations which will be revegetated include: o At the location of the closed Carling Avenue E-E on-ramp; o On the north side of Carling Avenue westbound between the

Carling Avenue E-W off-ramp and Kirkwood Avenue; and o On the west side of Saigon Court between Carling Avenue

westbound and eastbound. • Specifications for sod, seed and mulch, shrubs and trees will

prepared during the detailed design process and will be included in the Contract documents.



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Contract Drawings LAND0001 – Construction Specification for Planting

2.0 Wildlife and Species at Risk (SAR)

2.1

Potential for minor disturbance to wildlife during construction. No SAR or species of Special Concern were observed during site reconnaissance. Suitable habitat is not present for the SAR or species of Special Concern with potential to occur within the study area.

MTO MNRF

2.1.1 • Wildlife incidentally encountered during construction should not knowingly be harmed and should be allowed to move away from the construction area on its own.

• In the event that wildlife encountered during construction does not move from the construction zone, an Environmental Inspector should move the animal to a safe area.

Operational Constraint (Environmental) – Prevention of Wildlife Harassment

2.2 There is potential for disturbance to migratory birds during construction. No evidence of nesting was observed within the project limits.

MTO MNRF MOECC

2.2.1 • Tree removal operations will be prohibited during the breeding bird period (April 1st to August 15th) in any calendar year.

• If vegetation clearing and grubbing must occur during the breeding bird period (April 1st to August 15th), these activities shall be preceded by a nesting survey conducted by a Qualified Avian Biologist to ensure no active nests (with eggs or young) are disturbed.

• If an active nest is identified within or adjacent to the construction site, the Contractor Administrator will be contacted. The Contractor will not disturb or destroy protected migratory birds or their active nests. Work shall not proceed until a qualified biologist defines and marks an appropriate setback within which no construction activities shall occur until the nest becomes inactive.

• If construction activities are such that continuing construction in that area would result in a contravention of the Migratory Birds Convention Act, all activities shall stop and MNRF will be contacted to discuss mitigation options.

Operational Constraint (Environmental) – Migratory Bird Protection - General

3.0 Fish and Fish Habitat

3.1 There are no watercourses within the project limits or the immediate surrounding area.

MTO MNRF DFO

3.1.1 • None required.



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4.0 Erosion and Sediment Control

4.1 Uncontrolled erosion and sedimentation occurring during construction can result in a loss of topsoil, disruption of drainage systems and nearby natural systems.

MTO MNRF MOECC

4.1.1 • Standard erosion and sediment control measures should be implemented prior to construction to prevent the migration of soils from the site.

Operational Constraint (Environmental) – Erosion and Sediment Control

4.1.2 • Storage and stockpiling of soil and other fill materials should be located a minimum of 30 m away from drainage features and the top of steep slopes.

OPSS 180 – The Management of Excess Materials

5.0 Management of Waste/Debris and Excess Materials

5.1 Stockpiled and excess materials and construction waste have the potential to contaminate the surrounding environment, if not properly managed.

MTO MOECC MNRF

5.1.1 • Construction waste and excess materials generated during construction will be managed in accordance with OPSS 180.

OPSS 180 – The Management of Excess Materials

5.1.2 • Excess earth from highway construction projects may contain elevated concentrations of chloride and sodium. Where the Contractor manages excess earth as disposable fill, the Contractor will take into account the possibility of salt impacts and ensure that the material is managed responsibly and in an environmentally appropriate manner. Where the Contractor intends to manage excess earth that may be salt impacted on private property, the Contractor shall make the Property Owner aware that it may be salt impacted by using the Property Owner’s Release. The Contractor is responsible for conducting such sampling and testing as may be necessary to comply with any requirements imposed by the Property Owner as a condition of accepting the excess earth.

Operational Constraint (Environmental) – Management of Excess Earth with Salt Impacts



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5.2 Dust emissions may result from construction activities.

5.2.1 • Procedures to control emissions of dust, silica and other debris will be implemented to ensure they do not escape beyond the right-of-way.

Operational Constraint (Environment) – Control Measures during Removal of Concrete, Concrete Repair/Construction, and Concrete Sawcutting

5.3 Wildlife and vegetation may be impacted by spills and contaminated runoff that may flow from the work site.

5.3.1 • A Spill Control and Response Plan will be developed and implemented to prevent deleterious substances from entering the watercourse or other surrounding natural areas. The plan should ensure machinery arrives on site in clean condition and maintained free of fluid leaks.

• An emergency spill kit should be kept on site in case of spills during activities or fluid leaks or spills from equipment.

• When spills occur, the Ministry of the Environment Spills Action Centre should be contacted and all reasonable corrective action should be taken to contain and clean the spill immediately.

Operational Constraint (Environmental) – Spill Prevention and Response Contingency Plan

6.0 Land Use and Property

6.1 All proposed works can be completed within the existing Highway 417 and City of Ottawa rights-of-way. No impacts to existing land uses or private properties are anticipated as part of the proposed works, and no permanent property acquisition is required.

MTO City of Ottawa

6.1.1 • Any impacts to City of Ottawa property associated with the proposed works at the Carling Avenue westbound / Kirkwood Avenue intersection and at the Carling Avenue westbound and eastbound / Saigon Court intersections will be coordinated with the City of Ottawa prior to construction.



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7.0 Traffic Operations

7.1 The permanent closure of the Carling E-E on-ramp will require drivers to use alternate routes for accessing Highway 417 Eastbound, namely the Carling Avenue W-E on-ramp, which may result in impacts to the municipal road network. Mitigation is required to: • Reduce the potential for

cut-through traffic on local neighbourhood (i.e. residential) streets as a result of redirected E-E on-ramp traffic;

• Eliminate the weave movement performed by Carling Avenue E-W off-ramp traffic to improve safety and reduce congestion at the Carling Avenue westbound / Kirkwood Avenue interchange;

• Provide additional storage capacity at the Carling Avenue westbound / Kirkwood Avenue intersection for the redirected traffic from the closed E-E on-ramp to turn left on to Kirkwood Avenue southbound to access the W-E on-ramp; and

• Provide additional storage capacity on Carling Avenue

MTO

City of Ottawa (including Emergency Services and OC Transpo)

Area Residents / Businesses

7.1.1

• Following the closure of the Carling Avenue E-E on-ramp, access to Highway 417 eastbound is being maintained within the same interchange. Existing users of the E-E on-ramp will be able to gain access to Highway 417 eastbound within the Carling Avenue interchange by proceeding along Carling Avenue westbound to turn left on to Kirkwood Avenue southbound and left again on to Carling Avenue eastbound to access the W-E on-ramp, which represents an additional travel time of less than 2 minutes with the intersection improvements in place.

7.1.2 • At the Carling Avenue westbound / Kirkwood Avenue intersection, the following improvements are proposed to facilitate safe and efficient access to Highway 417 eastbound for traffic being redirected to use the W-E on-ramp, including the redirected E-E on-ramp traffic, and to address weaving issues at the Carling Avenue westbound / Kirkwood Avenue intersection associated with Highway 417 E-W off-ramp traffic: o Two dedicated left turn lanes on Carling Avenue westbound at

Kirkwood Avenue to accommodate left-turning traffic, including redirected traffic from the closed E-E on-ramp;

o A raised concrete median island constructed between the through lanes and the left turn lanes on Carling Avenue westbound at Kirkwood Avenue to physically prevent E-W off-ramp traffic from weaving across Carling Avenue westbound to turn left on to Kirkwood Avenue southbound;

o Narrowing of the E-W off-ramp to slow traffic exiting the highway and prevent vehicles from using the single lane off-ramp as if it were a two-lane off-ramp with separate right and through lanes; and

o New sidewalks and a segregated cycling lane on the north side of Carling Avenue westbound from just west of the E-E on-ramp to Saigon Court.

Contract Drawings

7.1.3 • At the Carling Avenue westbound and eastbound / Saigon Court intersections, the following improvements are proposed to accommodate the E-W off-ramp traffic (previously weaving across



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westbound and on Saigon Court to accommodate the redirected E-W off-ramp traffic; and

• Improve traffic flow through the Carling Avenue westbound and eastbound / Saigon Court intersections.

Carling Avenue westbound to turn left on to Kirkwood Avenue southbound) which will be redirected through the Carling Avenue westbound / Kirkwood Avenue intersection to the Saigon Court connection: o A dedicated left turn lane on Carling Avenue westbound at

Saigon Court to accommodate traffic turning left on to Saigon, including redirected traffic from the E-W off-ramp seeking access to Carling Avenue eastbound or Kirkwood Avenue southbound;

o Widening of Saigon Court by one lane to provide additional capacity; and

o New traffic signals at the Carling Avenue eastbound / Saigon Court intersection.

Contract Drawings

7.1.4 • As part of the detailed design process, appropriate permanent roadway signage will be developed and implemented, as required, in accordance with current MTO (on Highway 417 and ramps) and City of Ottawa (on municipal roadways) signing policies, including signage to identify drive routing and lane designations.

• Traffic signal modifications will also be implemented to assist in managing traffic flow.

Contract Drawings

7.1.5 • Following the completion and approval of the Detail Design and EA Study, there will be continued coordination between the MTO, the City of Ottawa, and local residents to develop and implement appropriate traffic calming measures (e.g. speed humps) on Coldrey Avenue to mitigate for any potential cut-through traffic resulting from the Carling Avenue E-E on-ramp closure.

7.2 The closure of the Carling Avenue E-E on-ramp and the improvements at the Carling Avenue westbound / Kirkwood Avenue intersection and at the Carling Avenue westbound

MTO

City of Ottawa (including Emergency

7.2.1 • Applicable temporary signage and advance notification will be implemented during construction for the permanent ramp closure and the intersection improvements, in advance of the work zones and for any required detours.

Contract Drawings Temporary Traffic Control Signs – Item Code 0706-0015



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and eastbound / Saigon Court intersections will be constructed in conjunction with the construction of the Highway 417 widening and rehabilitation from west of Maitland Avenue to east of Island Park Drive (GWP 4058-01-00). The highway widening is a multi-year construction project and scheduling of particular aspects of construction will be the responsibility of the Contractor. Construction may result in disruptions to existing traffic operations.

Services and OC Transpo)

Area Residents / Businesses

Road Closing / Restriction Notice Signs (TC-64) – Item Code 0706-0045

7.2.2 • A presentation regarding the Carling Avenue E-E on-ramp closure and the intersection improvements was presented to the City of Ottawa Transportation Committee for informational purposes.

7.2.3 • Construction operations for the intersection improvements will be carried out in off-peak periods to minimize disruptions to local traffic and are anticipated to include night work and weekend work.

Operational Constraint – City Intersection Improvements SP100F08M – Protection of Public Traffic

7.2.4 • The Contractor will be required to adhere to general construction requirements which apply throughout the duration of construction and, in general, include the following: o Three (3) lanes of traffic will be maintained on Highway 417 at

all times during peak periods; o No short-term lane closures will be permitted on City of Ottawa

roadways within the hours specified in the Contract documents; and

o Extended duration closures will be scheduled well in advance and require that an appropriate Communication Plan be developed and followed which involves advance public notification (e.g. media releases, signage) of any upcoming closures and identification of appropriate detour routes.

Contract Drawings Operational Constraint – Highway 417 Ramp and City Street Closures SP100F08M – Protection of Public Traffic

7.2.5 Temporary traffic control will be provided in accordance with Ontario Traffic Manual Book 7. Contract Drawings

7.2.6 • The Contractor will notify Emergency Services, OC Transpo, school boards, and other relevant stakeholder agencies two weeks in



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advance of the start of construction and if any changes to traffic flow are anticipated (e.g. lane closures).

Operational Constraint – Notification of Affected Agencies

7.2.7 • Access by buses and pedestrians to all existing bus stops in the work zone must be maintained at all times, except where stated otherwise in the Contract.

• The Contract shall provide OC Transpo at least five (5) working days’ notice to coordinate adjustments required to their facilities as a result of construction.

• The Contractor shall advise OC Transpo a minimum of 10 working days in advance of any Highway 417 ramp or City road closures to permit rerouting of bus services or adjustments to their schedule and/or facilities.

SP: Traffic Control Plan – City Streets SP: Control of Vehicular and Pedestrian Traffic – City Streets

7.3 Access during emergencies may be impacted during construction of the proposed works and any related closures.

MTO

City of Ottawa (including Emergency Services)

7.3.1 • In addition to the mitigation listed in sections 7.2.5 of this table, the Contractor will also notify Emergency Services at least two (2) days in advance of any temporary ramp and/or lane closures.

Operational Constraint – Notification of Affected Agencies

8.0 Pedestrian and Cyclist Access and Safety

8.1 Impacts to pedestrian and cyclist access on Carling Avenue westbound and on Saigon Court are anticipated during construction activities of the intersection improvements.

MTO City of Ottawa

8.1.1 • The Contractor will be response for vehicular and pedestrian traffic control on or adjacent to City streets and will be required to develop a Traffic Control Plan, as specified in the Contract documents. As part of the plan, pedestrian and cyclist access on Carling Avenue westbound and on Saigon Court will be maintained at all times. However, temporary sidewalk closures will be required to accommodate construction activities. During temporary closures, advance signage will be put in place to direct pedestrians and cyclists to alternate routes in order to limit access to the work zone for safety purposes. Specific closures will be dependent on the Contractor’s timing and sequence of construction activities.

• Free and unobstructed paved or concrete pedestrian surface acceptable for use by pedestrians with disabilities or increased



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mobility needs, including pedestrian access to all buildings and street crossings, must be provided, clearly identified, and maintained in a good state of repair to satisfaction of the Contract Administrator, through or around the construction site at all times.

Contract Drawings SP: Traffic Control Plan – City Streets SP: Construction Site Pedestrian and Cyclist Control SP: Control of Vehicular and Pedestrian Traffic – City Streets

9.0 Aesthetics and Landscape

9.1 The proposed works will result in minor disturbance to the existing landscape and vegetation within the project limits. Proposed landscaping at the location of the closed Carling Avenue E-E on-ramp will result in a net gain of vegetated area within the Highway 417 ROW.

MTO MNRF City of Ottawa

9.1.1 • The Landscape Plan developed during Detail Design will be implemented following construction of the Carling Avenue E-E on-ramp closure and the intersection improvements. Locations which will be revegetated include: o At the location of the closed Carling Avenue E-E on-ramp; o On the north side of Carling Avenue westbound between the E-

W off-ramp and Kirkwood Avenue; and o On the west side of Saigon Court between Carling Avenues

westbound and eastbound. • As per the Landscape Plan, vegetated areas disturbed during

construction will be reinstated. The landscape design includes native species which have high durability (i.e. salt/wind tolerant, regional hardiness) and which provide seasonal interest through colour, form, and texture, in keeping with the Context Sensitive Design (CSD) recommendations for the corridor.

• Specifications for sod, seed and mulch, shrubs and trees will prepared during the detailed design process and will be included in the Contract documents.

Contract Drawings LAND0001 – Construction Specification for Planting



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10.0 Construction Noise

10.1 Construction activities may result in elevated noise levels throughout the duration of project. Night work is anticipated to be required for the proposed works.

MTO City of Ottawa Area Residents

10.1.1 • The Contractor will abide by all municipal noise control by-laws for the day-to-day construction. Any exemptions to the municipal noise control by-law required for night work will be obtained prior to construction.

SP 199F33 – Construction Noise Constraints SP 199F31 – Environmental Exemptions and Permits

10.1.2 • Equipment shall be maintained in an operating condition that prevents unnecessary noise, including but not limited to non-defective muffler systems, properly secured components, and the lubrication of moving parts.

• Idling of equipment shall be restricted to the minimum necessary to perform the specified work.

SSP 199F33 – Construction Noise Constraints

11.0 Utilities

11.1 No significant impacts to major utility infrastructure are anticipated as part of the proposed works. Local relocation and/or adjustment to storm sewers, catchbasins, and manholes may be required and will be determined during the detailed design process.

MTO

City of Ottawa

Utility Providers

11.1.1 • Any required utility relocations or adjustments as a result of the proposed works will be coordinated with the utility providers prior to construction.

Contract Drawings Operational Constraint – Working Around Utilities

12.0 Built Heritage and Cultural Heritage Landscapes

12.1 No impacts to built heritage resources or cultural heritage landscapes are anticipated.

MTO

MTCS

Indigenous Communities

12.1.1 • None required.



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13.0 Archaeology

13.1 No archaeological resources were found during Archaeological Assessments, however there is potential to undercover deeply buried archaeological resources during construction.

MTO MTCS Indigenous Communities

13.1.1 • In the event that deeply buried archaeological deposits are discovered in the course of construction, the Ministry of Tourism, Culture and Sport (416-314-1177) should be notified immediately. Should previously undocumented archaeological resources be discovered, they may be new archaeological sites and therefore subject to Section 48 (1) of the Ontario Heritage Act. The proponent or person discovering the archaeological resources must cease alteration of the site immediately and engage a licensed consultant archaeologist to carry out a determination of their nature and significance.

General Conditions of Contract

13.1.2 • In the event that human remains are encountered during construction, the Cemeteries Regulation Unit of the Ministry of Consumer Service (1-800-889-9768) should be notified. In situations where human remains are associated with archaeological resources, the Ministry of Tourism, Culture and Sport should also be contacted to ensure that the site is not subject to unlicensed alterations which would be a contravention of the Ontario Heritage Act.

General Conditions of Contract



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8 MONITORING

The Ministry of Transportation has an internal process to identify and address updates to the Ontario

Provincial Standard Specifications (OPSS) and MTO Special Provisions. This includes on-going review of

unanticipated events that occur during other construction contracts and incorporation of required updates

into future contract provisions. This helps to assess the effectiveness of the contract provisions to ensure

that they are providing the expected control and/or protection.

An independent on-site Contract Administrator (CA Consultant) is retained by MTO to ensure that

construction proceeds as per the contract documentation, including environmental protection.

During construction, the on-site CA Consultant ensures that implementation of mitigating measures and

key design features are consistent with the contract requirements. In addition, the effectiveness of the

environmental impact mitigation measures is assessed to ensure that:

• Individual mitigation measures are providing the expected control and/or protection;

• Composite control and/or protection provided by the mitigation measures is adequate; and

• Additional mitigation measures are provided, as required, for any unanticipated environmental

problems that may develop during construction.

In the event that problems develop, the CA Consultant is there to ensure that MTO and appropriate

agencies are contacted.

PROPOSED HIGHWAY 417 CARLING AVENUE E-E ON-RAMP … · immediately west of the Westgate Shopping...

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