HIGHWAY 417 EXPANSION, OPERATIONAL IMPROVEMENTS AND INFRASTRUCTURE REHABILITATION FROM NICHOLAS STREET TO OTTAWA ROAD 174, DETAIL DESIGN

G.W.P. 4091-07-00 & G.W.P 4320-06-00

City of Ottawa

CLASS ENVIRONMENTAL ASSESSMENT FOR PROVINCIAL TRANSPORTATION FACILITIES (2000) GROUP ‘B’ PROJECT

MINISTRY OF TRANSPORTATION EASTERN REGION

DESIGN AND CONSTRUCTION REPORT

April 2012

HIGHWAY 417 EXPANSION, OPERATIONAL IMPROVEMENTS AND INFRASTRUCTURE REHABILITATION FROM NICHOLAS STREET TO OTTAWA ROAD 174, DETAIL DESIGN

G.W.P. 4091-07-00 & G.W.P 4320-06-00

City of Ottawa

CLASS ENVIRONMENTAL ASSESSMENT FOR PROVINCIAL TRANSPORTATION FACILITIES (2000) GROUP ‘B’ PROJECT

MINISTRY OF TRANSPORTATION EASTERN REGION

Prepared for the Ontario Ministry of Transportation by: McCormick Rankin (MRC), a member of MMM Group Ltd.

Prepared by: Reviewed by:

Amanda Reinwald, B.Sc. Tim Dickinson, M.Pl., MCIP, RPP Environmental Planning Technician Environmental Planner MMM Group Limited MMM Group Limited

Manny Goetz, P. Eng. Project Manager McCormick Rankin (MRC), a member of MMM Group Ltd.

Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

THE PUBLIC RECORD

Copies of this Design and Construction Report are available for review at the following locations:

City of Ottawa Ottawa Public Library Client Service Centre, City Hall Main Branch 110 Laurier Avenue West 120 Metcalfe Street Ottawa, ON K1P 1J1 Ottawa, ON K1P 5M2

Monday to Friday: 8:30 a.m. to 5 p.m. Monday to Thursday: 10:00 a.m. to 9:00 p.m. Friday: 10:00 a.m. to 6:00 p.m. Saturday: 10:00 a.m. to 5:00 p.m. Sunday: 1:00 p.m. to 5:00 p.m.

Ottawa Public Library Ottawa Public Library Sunnyside Branch St-Laurent Branch 1049 Bank Street 515 Côté Street Ottawa, ON K1S 3W9 Ottawa, ON K1K 0Z8

Monday to Thursday: 10:00 a.m. to 8:30 p.m. Monday to Thursday: 10:00 a.m. to 8:30 p.m. Friday: 1:00 p.m. to 6:00 p.m. Friday: 1:00 p.m. to 6:00 p.m. Saturday: 10:00 a.m. to 5:00 p.m. Saturday: 10:00 a.m. to 5:00 p.m.

Ce document hautement spécialisé n’est disponible qu’en anglais en vertu du règlement 411/97, qui en exempte l’application de la Loi sur les services en français. Pour de l’aide en français, veuillez communiquer avec le ministère des Transports, Bureau des services en français au: 905-704-2045 ou 905-704-2046.

McCormick Rankin (MRC) Page i April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

TABLE OF CONTENTS

1 PROJECT OVERVIEW ...... 1

1.1 SUMMARY DESCRIPTION OF THE UNDERTAKING ...... 1 1.1.1 Environmental Assessment Process ...... 5 1.2 PURPOSE OF THE DESIGN AND CONSTRUCTION REPORT ...... 7 2 CONSULTATION PROCESS ...... 8

2.1 CONSULTATION DURING PRELIMINARY DESIGN ...... 8 2.2 EXTERNAL AGENCY CONSULTATION DURING DETAIL DESIGN ...... 9 2.2.1 Consultation with Local Elected Representatives ...... 9 2.2.2 Consultation with External Agencies ...... 10 2.2.3 Consultation with Aboriginal Communities ...... 12 2.2.4 Technical Advisory Committee ...... 13 2.2.5 Comments Received from External Agencies ...... 13 2.3 PUBLIC INVOLVEMENT DURING DETAIL DESIGN ...... 17 2.3.1 Project Website ...... 17 2.3.2 Letter Notifications ...... 17 2.3.3 Newspaper Notifications ...... 17 2.3.4 Public Information Centre ...... 18 2.3.5 Comments Received from Members of the Public ...... 18 3 DETAILED DESCRIPTION OF THE RECOMMENDED DESIGN ...... 30

3.1 MAJOR FEATURES OF THE PROPOSED WORK ...... 30 3.1.1 Mainline Widening ...... 30 3.1.2 Interchanges ...... 31 3.1.2.1 Nicholas Street Interchange ...... 31 3.1.2.2 St. Laurent Boulevard Interchange ...... 31 3.1.3 Advance Traffic Management System Improvements ...... 31 3.1.4 Drainage ...... 32 3.1.5 Illumination ...... 33 3.1.6 Bridges ...... 34 3.1.6.1 Central Transitway Overpass Rehabilitation ...... 34 3.1.6.2 Hurdman’s Bridge Widening and Superstructure Replacement ...... 35 3.1.6.3 St. Laurent Boulevard Overpass Rehabilitation ...... 36 3.1.6.4 East Transitway Overpass Rehabilitation ...... 36 3.1.6.5 Lees Avenue Underpass Rapid Replacement ...... 37 3.1.6.6 Vanier Parkway Underpass Rapid Replacement...... 38 3.1.6.7 Belfast Road Underpass Rapid Replacement ...... 40 3.1.6.8 Transit Priority Measures ...... 42 3.1.7 Retaining Walls ...... 43 3.1.8 Noise Walls ...... 44 3.1.9 Signage ...... 46 3.1.10 Robinson Avenue ...... 46 3.1.11 Pathways ...... 46 3.1.12 Utility Relocations/Modifications ...... 47 3.1.13 Context Sensitive Design ...... 48 3.1.14 Landscape Plan ...... 49 3.2 TRAFFIC/CONSTRUCTION STAGING ...... 50 3.2.1 Mainline Construction Staging ...... 50 3.2.2 Nicholas Street N-E Ramp Staging ...... 51 3.2.3 Robinson Avenue Realignment Staging ...... 51 3.2.4 Structure Rehabilitation/Replacements Staging ...... 51 3.2.4.1 Central Transitway Overpass Rehabilitation ...... 51 3.2.4.2 Hurdman’s Bridge Rehabilitation ...... 55 3.2.4.3 St. Laurent Boulevard Overpass Rehabilitation ...... 58 3.2.4.4 East Transitway Overpass Rehabilitation ...... 61 3.2.4.5 Lees Avenue Underpass Rapid Replacement ...... 63 3.2.4.6 Vanier Parkway Underpass Rapid Replacement...... 66 3.2.4.7 Belfast Road Underpass Rapid Replacement ...... 69

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3.2.5 Noise Wall Replacement ...... 72 3.3 ENVIRONMENTAL ISSUES AND COMMITMENTS ...... 74 3.3.1 Natural Environment ...... 74 3.3.1.1 Fish and Fish Habitat ...... 75 3.3.1.2 Vegetation ...... 77 3.3.1.3 Wildlife and Species at Risk ...... 80 3.3.1.4 Designated Natural Areas ...... 81 3.3.1.5 Hydrology / Surface Water ...... 82 3.3.1.6 Erosion and Sediment Control...... 82 3.3.1.7 Waste Management ...... 82 3.3.2 Social/Economic Environment ...... 84 3.3.2.1 Greenways and Open Space Linkages ...... 84 3.3.2.2 Land Use ...... 84 3.3.2.3 Traffic Operations ...... 84 3.3.2.4 Aesthetics and Landscape ...... 88 3.3.2.5 Pedestrian and Cyclist Access ...... 88 3.3.2.6 Property Requirements ...... 94 3.3.2.7 Air Quality ...... 98 3.3.2.8 Noise ...... 98 3.3.2.9 Utilities ...... 98 3.3.2.10 Navigable Waters ...... 99 3.3.3 Cultural Environment ...... 99 3.3.3.1 Built Heritage and Cultural Landscapes ...... 100 3.3.3.2 Archaeology ...... 100 3.4 SUMMARY OF ENVIRONMENTAL EFFECTS, PROPOSED MITIGATION, COMMITMENTS TO FURTHER WORK ...... 102 4 MONITORING ...... 110

LIST OF APPENDICES

Appendix A: Notification Material Appendix B: Agency Correspondence Appendix C: Public Information Centre Summary Appendix D: Public Correspondence Appendix E: No HADD Notification

LIST OF EXHIBITS

Exhibit 1-1: Project Limits Exhibit 1-2: Overview of Class EA Process for Group ‘B’ Projects Exhibit 3-1: Lees Avenue Underpass Replacement Staging Area and Rapid Replacement Equipment Route Exhibit 3-2: Vanier Parkway Underpass Replacement Staging Area and Rapid Replacement Equipment Access Exhibit 3-3: Belfast Road Underpass Replacement Staging Area and Rapid Replacement Equipment Access Exhibit 3-4: Noise Barrier Wall Profile Exhibit 3-5: Pathway Modifications along West Side of the Rideau River (Final Configuration) Exhibit 3-6: Highway 417 Staging during Central Transitway Overpass Rehabilitation and Widening – Sheet 1 Exhibit 3-7: Highway 417 Staging during Central Transitway Overpass Rehabilitation and Widening – Sheet 2 Exhibit 3-8: Highway 417 Staging during Hurdman’s Bridge Rehabilitation and Widening – Sheet 1 Exhibit 3-9: Highway 417 Staging during Hurdman’s Bridge Rehabilitation and Widening – Sheet 2 Exhibit 3-10: Highway 417 Staging during St. Laurent Boulevard Overpass Rehabilitation and Widening – Sheet 1 Exhibit 3-11: Highway 417 Staging during St. Laurent Boulevard Overpass Rehabilitation and Widening – Sheet 2 Exhibit 3-12: Highway 417 Staging during East Transitway Overpass Rehabilitation Exhibit 3-13: Lees Avenue Full Closure Detour – Lees Avenue Underpass Replacement Exhibit 3-14: Highway 417 Full Closure Detours – Lees Avenue Underpass Replacement Exhibit 3-15: Vanier Parkway Full Closure Detour – Vanier Parkway Underpass Replacement Exhibit 3-16: Highway 417 Full Closure Detours – Vanier Parkway Underpass Replacement Exhibit 3-17: Belfast Road Full Closure Detour – Belfast Road Underpass Replacement Exhibit 3-18: Highway 417 Full Closure Detours – Belfast Road Underpass Replacement

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Exhibit 3-19: Stage 1 Construction of Noise Wall Exhibit 3-20: Stage 2 Construction of Noise Wall Exhibit 3-21: Final Alignment of Noise Wall Exhibit 3-22: Vegetation Communities Exhibit 3-23: Lees Avenue Pedestrian and Cyclist Detour (aerial photo from Google Earth) Exhibit 3-24: Lees Avenue Pedestrian Access via the Transitway (aerial photo from Google Earth) Exhibit 3-25: Pathway Modifications along the West Side of the Rideau River (Temporary Configuration) Exhibit 3-26: Pathway Modifications along the East Side of the Rideau River (Temporary Configuration) Exhibit 3-27: Property Requirements near Lees Avenue Exhibit 3-28: Property Requirements in the Vicinity of Hurdman’s Bridge Exhibit 3-29: Property Requirements near St. Laurent Boulevard

LIST OF TABLES

Table 2-1: Summary of External Agency Comments Table 2-2: Summary of Public Comments Table 3-1: Lane and Ramp Closures Table 3-2: Summary of Environmental Concerns and Commitments

GLOSSARY

ANSI AREA OF NATURAL AND SCIENTIFIC INTEREST ATMS ADVANCED TRAFFIC MANAGEMENT SYSTEMS CA CONTRACT ADMINISTRATOR MTO CLASS EA MINISTRY OF TRANSPORTATION’S CLASS ENVIRONMENTAL ASSESSMENT FOR PROVINCIAL TRANSPORTATION FACILITIES (1999, AS AMENDED 2000) DCR DESIGN AND CONSTRUCTION REPORT EA ENVIRONMENTAL ASSESSMENT ERD ENVIRONMENTAL REFERENCE FOR HIGHWAY DESIGN GWP GROUP WORK PROJECT MRC MCCORMICK RANKIN CORPORATION MTO MINISTRY OF TRANSPORTATION ONTARIO NSP NON-STANDARD SPECIAL PROVISION OPP ONTARIO PROVINCIAL POLICE OPSS ONTARIO PROVINCIAL STANDARD SPECIFICATIONS PIC PUBLIC INFORMATION CENTRE ROW RIGHT-OF-WAY SP STANDARD PROVISION TESR TRANSPORTATION ENVIRONMENTAL STUDY REPORT TLI TEMPORARY LIMITED INTEREST WP WORK PROJECT

Note: S-E Ramp: Highway 417 on-ramp from the south to the east N-E Ramp: Highway 417 on-ramp from the north to the east S-W Ramp: Highway 417 on-ramp from the south to the west N-W Ramp: Highway 417 on-ramp from the north to the west E-N/S Ramp: Highway 417 off-ramp from the east to the north and south lanes of the cross street. W-N/S Ramp: Highway 417 off-ramp from the west to the north and south lanes of the cross street. E-N Ramp: Highway 417 off-ramp from the east to the north

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1 PROJECT OVERVIEW

1.1 SUMMARY DESCRIPTION OF THE UNDERTAKING

Highway 417 is the major east-west provincial transportation corridor in the Ottawa area that provides inter-city travel as well as local travel. Construction of Highway 417 started in the 1950’s 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. In response to growing traffic volumes in the City of Ottawa, in Summer 2002 the Ministry of Transportation (MTO) initiated a comprehensive operational review of Highway 417 (the Queensway) from west of Highway 416 easterly to west of Anderson Road. This study evaluated opportunities to optimize the use of the existing facility, while providing for the efficient movement of people and goods and reducing gridlock. 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.

This Preliminary Design and Environmental Assessment Study was carried out in accordance with 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 preliminary design was documented in a Transportation Environmental Study Report (TESR) which received environmental clearance in August 2008.

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

 Insufficient capacity to accommodate existing and projected travel demands for the study corridor;  Areas on Highway 417 with higher than expected collision frequency (typically associated with locations of 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 by today’s standards (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;  Retain the basic horizontal and vertical geometry throughout;

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 Modify the interchanges at Richmond 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;  Revise/enhance the drainage system to accommodate the proposed widening;  Rehabilitate pavement, bridges and the illumination system as required;  Upgrade the existing Advance Traffic Management System including additional pavement loop detectors, cameras, changeable message signs and queue end warning devices;  Upgrade the noise walls to current standards; and  Replace/enhance the landscaping.

In 2011, the Ministry of Transportation retained McCormick Rankin (MRC), a member of MMM Group, to complete the detail design for the Highway 417 Expansion, Operational Improvements and Infrastructure Rehabilitation (Highway 417 Expansion Project from Nicholas Street to OR 174) (GWP 4091-07-00 & GWP 4320-06-00). The purpose of this assignment is to prepare this section of the Recommended Plan developed in Preliminary Design for implementation, including preparation of contract drawings and tender documents. This project involves a number of components, including:

 Widening Highway 417 by 1 lane in each direction, including utility relocation, construction of related drainage works, roadside protection and retaining walls;  Widening and rehabilitating the Central Transitway and St. Laurent Boulevard bridges;  Patch, waterproof, and paving of the East Transitway bridge;  Widening the substructure and replacing the substructure and superstructure of Hurdman’s Bridge over the Rideau River;  Replacing the Lees Avenue, Vanier Parkway and Belfast Road bridges using rapid replacement construction techniques, including preparation and reinstatement of construction staging areas;  Realigning the Ottawa Road 174 to St. Laurent Boulevard off-ramp, including a new concrete barrier to preclude the movement from Highway 417 westbound to St. Laurent Boulevard;  Converting the St. Laurent Boulevard northbound to Highway 417 eastbound on-ramp to ‘Transit and Emergency Services use only’;  Improving illumination and signage;  Replacing noise barriers and relocating utilities impacted by widening;  Advanced Traffic Management System (ATMS);  Long term closure of the south-east ramp at Lees Ave;  Short-term closure of Lees Avenue Bridge;  Short term closure of the north-west ramp at Vanier Parkway;  Temporary/night-time lane/ramp closures;  Temporary road closures to facilitate rapid replacements; and  Transit Priority Measures between Nicholas Street and Blair Road.

During the initial stages of the Highway 417 Expansion Project from Nicholas Street to OR 174, it was determined that the proposed pier widening at Hurdman’s Bridge (Advance Pier Widening Project) must be completed as a separate advance contract (GWP 4157-11-00) in order to minimize environmental impacts and meet the construction schedule. A Design and Construction Report (DCR) has been prepared for the Advance Pier Widening Project and was filed for a 30-day public review period from March 9, 2012 to April 8, 2012. No comments were received during this review period.

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The purpose of this Design and Construction Report (DCR) is to document the existing conditions, the study process, the detail design (Recommended Plan), potential environmental impacts and proposed mitigation for the Highway 417 Expansion Project. This project is being carried out in accordance with the approved environmental planning process for Group ‘B’ projects under the MTO Class EA, with opportunity for public input throughout the project.

The project limits are shown in Exhibit 1-1.

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Exhibit 1-1: Project Limits

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1.1.1 Environmental Assessment Process

The Ministry of Transportation’s Class Environmental Assessment (MTO Class EA) for Provincial Transportation Facilities was approved under the Ontario Environmental Assessment Act (OEAA) in the fall of 1999 and was amended in 2000. This planning document defines a group of projects and activities and the environmental assessment process that MTO has committed to follow for these projects. Provided that this process is followed, projects and activities included under the Class EA do not require formal review or approval under the Ontario Environmental Assessment Act. There is an opportunity at any time during the MTO Class EA process for interested persons to provide comments and review outstanding issues.

The MTO Class EA process is principle based. Where appropriate, this Design and Construction Report (DCR) references the principles applied and how they were achieved during the environmental assessment process.

The following principles underlie the MTO Class EA process:  Transportation engineering principles;  Environmental protection principles;  External consultation principles;  Evaluation principles that are intended to achieve the best overall balance of these principles;  Documentation principles;  Bump-up principles; and  Environmental clearance principles to proceed.

As part of the Preliminary Design and Environmental Assessment Study, a Transportation Environmental Study Report (TESR), titled Highway 417 (Ottawa Queensway) from Highway 416 Easterly to Anderson Road Preliminary Design Study and Environmental Assessment, G.W.P 663-93-00 was prepared and filed for public and agency review. The TESR described the recommended improvements on Highway 417, anticipated environmental effects and proposed mitigation measures. The TESR was filed for a 30- day public review period to provide interested stakeholders an opportunity to review and comment on the TESR. During the 30-day public review of the TESR, 9 “bump-up” requests (i.e. making a Part II Order) were made for this project. MTO undertook additional consultation with bump-up requestors in order to address outstanding concerns. However, agreements with requestors were not achieved. The Minister of the Environment denied the bump-up requests through correspondence issued to each requestor on August 1, 2008.

This project is being completed in accordance with the MTO Class EA process for Group ‘B’ projects (Exhibit 1-2). Following public review of this DCR, the project will have met the requirements of the MTO Class EA.

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Exhibit 1-2: Overview of Class EA Process for Group ‘B’ Projects (Excerpted from the Class Environmental Assessment for Provincial Transportation Facilities (Approved 1999- Amended 2000))

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1.2 PURPOSE OF THE DESIGN AND CONSTRUCTION REPORT This DCR has been prepared for the Highway 417 Expansion Project in accordance with the requirements of the approved environmental planning process for Group “B” projects under the MTO Class EA. The DCR is intended to document the following as per the Environmental Reference for Highway Design (ERD) (2006):

 Transportation engineering and environmental issues and their impact on the EA process;  Changes in existing environmental conditions from those documented in preliminary design;  Environmental concerns and commitments;  Anticipated environmental impacts and commitments to mitigation measures (to be included in the contract documents);  Description of the detail design consultation program;  Identification of all project approvals, licenses and permits that have been or must be obtained prior to construction;  Implementation of the commitments to further work contained in the Transportation Environmental Study Report (TESR), including any environmental effects monitoring that is required; and  Construction documentation, as required.

As outlined above, approval of the DCR marks the final task in the detail design portion of the EA process. The “Notice of Submission” has been published concurrent with the filing of this DCR and identified the start and end dates for the DCR review period as well as the addresses and hours of operation for the review locations.

Additional information is available in the contract drawings and specifications. The Project Team is available to discuss this information and can be contacted as follows:

Mr. Manny Goetz, P. Eng. Mr. Tim Dickinson, MCIP, RPP Consultant Project Manager Consultant Environmental Planner McCormick Rankin MMM Group Limited 1145 Hunt Club Road, Suite 300 1145 Hunt Club Road, Suite 300 Ottawa, Ontario K1V 0Y3 Ottawa, Ontario K1V 0Y3

Tel: 613-736-7200 x 3225 Tel: 613-736-7200 x 3546 1-877-998-9912 (toll free) 1-877-998-9912 (toll free) Fax: 613-736-8710 Fax: 613-736-8710 E-mail: [email protected] E-mail: [email protected]

Mr. David Lindensmith, P. Eng. Mr. Kevin Ogilvie MTO Senior Project Engineer MTO Senior Environmental Planner Ministry of Transportation, Eastern Region Ministry of Transportation, Eastern Region 1355 John Counter Street, Postal Bag 4000 1355 John Counter Street, Postal Bag 4000 Kingston, Ontario K7L 5A3 Kingston, Ontario K7L 5A3

Tel: 613-540-5130 Tel: 613-545-4749 1-800-267-0295 (toll free) 1-800-267-0295 (toll free) Fax: 613-540-5106 Fax: 613-540-5106 E-mail: [email protected] E-mail: [email protected]

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2 CONSULTATION PROCESS

Consistent with the requirements for Group ‘B’ projects under the MTO Class EA, consultation with federal, provincial and municipal agencies, First Nations, local elected representatives, special interest groups, members of the public, and other stakeholders was on-going throughout all stages of the project.

2.1 CONSULTATION DURING PRELIMINARY DESIGN Consultation during the Preliminary Design and Environmental Assessment Study Phase (2002-2008) consisted of the following:

 Ontario Government Notices advertising study commencement and three rounds of Public Information Centres (PICs);  Direct letter mailings;  Preparation of a Study Design Report outlining how the study would be carried out;  On-going maintenance of the agency and public mailing list developed during Preliminary Design;  Meetings with Municipal Technical Advisory and Public Advisory Committees (MTAC and PAC), to facilitate identification of concerns and evaluation of alternatives, with regular meetings held throughout the duration of the study;  Presentations to the City of Ottawa Transportation Committee;  Three PICs as follows: o Public Involvement Centre #1, held on January 21, 22, 23, and 30, 2003, to review preliminary drawings, present preliminary background inventory work, the proposed evaluation techniques, and to seek input on the Study Design Report and the overall perceived needs within the stud area; o Public Involvement Centre #2, held on Jun 21, 22 and 23, 2004, to present and seek public comment on the alternatives and the technically preferred alternatives as identified by the study team; o Public Involvement Centre #3, held on June 20, 21 and 22, 2005, to present and seek public comments on the Recommended Plan as presented at a preliminary design level of detail;  A notice announcing submission of the Transportation Environmental Study Report (TESR) for public review and comment.

Throughout the duration of the study, members of public, interest groups, and external agencies were encouraged to participate. This proactive approach provided an opportunity for all interested parties to comment both on the process and the findings.

During the Preliminary Design and Environmental Assessment Study, Environment Canada provided advice on the investigation of environmental issues and Indian and Northern Affairs Canada (presently Aboriginal and Northern Affairs Canada) provided contact information for Aboriginal Communities.

Comments received during the Preliminary Design and Environmental Assessment Study from members of the public generally indicated:

 Support for prioritizing public transit;  Support for the proposed widening;

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 Concerns about traffic operations and safety; and  Concerns about loss of green space, property impacts, neighbourhood impacts, noise, air quality and vibration impacts.

As part of the Preliminary Design and Environmental Assessment Study, a Transportation Environmental Study Report (TESR), titled Highway 417 (Ottawa Queensway) from Highway 416 Easterly to Anderson Road Preliminary Design Study and Environmental Assessment, G.W.P 663-93-00 was prepared and filed for public and agency review. The TESR described the recommended improvements on Highway 417, anticipated environmental effects and proposed mitigation measures. The TESR was filed for a 30- day public review period to provide interested stakeholders an opportunity to review and comment on the TESR. During the 30-day public review of the TESR, 9 “bump-up” requests (i.e. making a Part II Order) were made for this project. MTO undertook additional consultation with bump-up requestors in order to address outstanding concerns. However, agreements with requestors were not achieved. The Minister of the Environment denied the bump-up requests through correspondence issued to each requestor on August 1, 2008.

2.2 EXTERNAL AGENCY CONSULTATION DURING DETAIL DESIGN A comprehensive Consultation Plan was developed for the detail design phase (from Nicholas Street to OR 174) in March 2011 to address the requirements of the MTO Class EA process and to place emphasis on consultation with the stakeholders most directly affected by the project. As per the Consultation Plan, stakeholders were kept informed of the project and were asked for input through the use of conventional, effective consultation methods, including:

 Ontario Government Notices published in local newspapers;  Notification letters/emails to external agency/stakeholder representatives;  Correspondence and meetings with a Technical Advisory Committee and other stakeholders;  A Public Information Centre;  A project website; and  Filing of this Design and Construction Report (DCR) for a 30-day public review period.

An Aboriginal Consultation Plan was also developed for detail design. All consultation with Aboriginal Communities was carried out in conformance with the Provincial Environmental Planning Office Info- bulletin: Consultation with Aboriginal Peoples, Interim Direction (December 2009).

2.2.1 Consultation with Local Elected Representatives

On May 10, 2011 letters were sent to local elected representatives to announce the commencement of the detail design for the Highway 417 Expansion Project (GWP 4091-07-00 & GWP 4320-06-00). These letters included a summary of the project components as well as a summary of the study process. A copy of the study commencement letter sent to local elected representatives is provided in Appendix A. On January 30, 2012, letters were sent to local elected representatives inviting them to attend the Public Information Centre (PIC) held on February 13, 2012 (Appendix C) (see Section 2.3.4 for more details on the PIC).

The following local elected representatives were contacted through these letters:  City of Ottawa Chair of Transportation Committee of Council

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 City of Ottawa Mayor  City of Ottawa Councillor – Rideau-Rockcliffe (Ward 13)  City of Ottawa Councillor – Capital (Ward 17)  City of Ottawa Councillor – Rideau-Vanier (Ward 12)  City of Ottawa Councillor – Somerset (Ward 14)  City of Ottawa Councillor – Alta Vista (Ward 18)  City of Ottawa Councillor – Beacon Hill-Cyrville (Ward 11)  City of Ottawa Councillor – Cumberland (Ward 19)  City of Ottawa Councillor – Innes (Ward 2)  City of Ottawa Councillor – Orléans (Ward 1)  MP – Ottawa-Vanier  MP – Ottawa Centre  MP – Ottawa-Orléans  MP – Ottawa South  MPP – Ottawa-Vanier  MPP – Ottawa Centre  MPP – Ottawa-Orléans  MPP – Ottawa South

2.2.2 Consultation with External Agencies

On May 10, 2011 letters were also sent to provincial ministries, federal agencies, municipalities, utilities, and interest groups to announce the commencement of the detail design for the Highway 417 Expansion Project. An “Agency Comment Form” was enclosed to give external agencies the opportunity to express any concerns or interests regarding the project and submit any additional comments including permits or approvals requested by their office. The study commencement letters sent to federal ministries/agencies provided additional information on the potential requirement for a federal assessment under the Canadian Environmental Assessment Act due to the potential requirement for certain federal permits/approvals. Copies of these letters are provided in Appendix A. On February 1, 2012, letters were sent to external agencies inviting them to attend the Public Information Centre (PIC) held on February 13, 2012 (Appendix C).

The following external agencies were contacted:

Federal Ministries/Agencies  Public Works and Government Services  Environment Canada  Fisheries and Oceans Canada  Canadian Environmental Assessment Agency  Aboriginal Affairs and Northern Development Canada  Transport Canada  National Capital Commission

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Provincial Ministries/Agencies  Ministry of Community and Social Services  Ministry of the Environment  Ministry of Economic Development and Trade  Ministry of Tourism and Culture  Ministry of Health and Long-Term Care  Ministry of Natural Resources  Ministry of Aboriginal Affairs  Rideau Valley Conservation Authority

Municipalities and Local Agencies  City of Ottawa – Utility and Development Coordination  City of Ottawa – Engineering Infrastructure WW and Drainage  City of Ottawa – Infrastructure Water Resources  City of Ottawa – Engineering WM Rehabilitation  City of Ottawa – Traffic Operations  City of Ottawa – Engineering Technical Services  City of Ottawa – Traffic Management  City of Ottawa – Water Distribution  City of Ottawa - Environmental Services - Distribution  City of Ottawa – Transit Service Design  City of Ottawa – Transit System  City of Ottawa – Transit Flow and Reliability  City of Ottawa – Transportation Planning  City of Ottawa – Rail Engineering and Construction  City of Ottawa - Rail Implementation

Utilities  Allstream  Bell Canada  Sprint Canada  Rogers Ottawa  Enbridge Gas Distribution  Ontario Power Generation  Hydro Ottawa Limited  Cogeco Inc.

Interest Groups and Businesses  Ontario East Economic Development Commission  The Word Business  Workplace Technologies Corporation Canada  Federation of Community Associations of Ottawa-Carleton  Transport Action Canada

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 Ottawa Chamber of Commerce  Action Sandy-Hill/Action Cote-de-Sable  Lindenlea Community Association  Glebe Community Association  Riverview Park Community Association  Tibbs Transport Inc.  Centretown Citizen’s Community Association  Old Ottawa East Community Association  Manor Park Community Association  Vanier Community Association  Lowertown Community Association  Old Ottawa South Community Association  Canterbury Community Association  Ontario Trucking Association  King Edward Avenue Task Force  Community Council of Overbrook  Rideau Centre  Carleton University – Department of Civil and Environmental Engineering  Wesley United Church  City Centre Coalition  Conseil des écoles publiques de L’Est de L’Ontario  Conseil des écoles catholiques du Centre-Est de l'Ontario  Catholic District School Board of Eastern Ontario  Ottawa-Carlton Catholic District School Board

2.2.3 Consultation with Aboriginal Communities

On May 10, 2011 letters were sent to Aboriginal Communities to announcing the commencement of detail design. These letters included a summary of the project components as well as a summary of the study process. A copy of the study commencement letter sent to Aboriginal Communities is provided in Appendix A. On January 30, 2012, letters were sent to Aboriginal Communities inviting them to attend the Public Information Centre (PIC) held on February 13, 2012 (Appendix C).

The following Aboriginal Communities were contacted:

 Algonquins of Pikwakanagan  Algonquins of First Nation Consultation Office c/o Jp2g  Ottawa Algonquin First Nation  Chippewas of Georgina Island  Mississaugas of the New Credit First Nation  Mississaugas of Scugog Island First Nation  Beausoleil First Nation  Alderville First Nation  Hiawatha First Nation

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 Curve Lake First Nation  Moose Deer Point First Nation  Ottawa Metis Council

A response to the PIC letters was received from Alderville First Nation. This response indicated that, as per the Alderville First Nation Consultation Protocol, the Highway 417 Expansion project is deemed a level 3 project, having minimal potential to impact their First Nation’s rights.

2.2.4 Technical Advisory Committee

A Technical Advisory Committee (TAC) was formed to identify/resolve technical issues throughout the design process. To facilitate this coordination, a TAC contact list was developed and included representatives from City of Ottawa staff, emergency services, the National Capital Commission, utility companies and the Rideau Valley Conservation Authority. An initial project notification / TAC invitation letter (Appendix A) was sent to individuals on the TAC contact list to inform them of the project and invite them to participate as a member of the TAC. This letter included a description of the proposed works, an invitation to participate as a member of the TAC, the anticipated sequence of activities and project team contact information. A comment sheet was included with the letter asking contacts to confirm whether they were interested in participating in the project, and to allow them to provide any comments/questions that they may have. Prior to the PIC, emails were sent to TAC members inviting them to attend the PIC. On-going dialogue was maintained with members of the TAC through 12 formal meetings.

In general, technical aspects of the project were discussed during the TAC meetings, including: potential utility conflicts (including the need for protection and/or relocation of utilities within the corridor); construction, traffic and pedestrian staging during the project; temporary/permanent signage; illumination requirements; and the need for coordination with other projects on-going within the study area.

The TAC meeting notes are on file with the Ministry of Transportation.

2.2.5 Comments Received from External Agencies

Table 2-1 provides a summary of comments received from external agencies in response to study notification. Copies of comments received from external agencies are provided in Appendix B.

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Table 2-1: Summary of External Agency Comments Date Agency Comments Received How it was Addressed May 13, 2011 City of Ottawa  Robert Grimwood from the City of Ottawa wishes to  Contact was added to the TAC contact list. participate in the TAC. May 13, 2011 Hydro One  Hydro One does not wish to participate in this project.  The contact for Hydro One was removed from the project contact list. May 13, 2011 Allstream  Allstream has cables crossing Highway 417 and along  The project team contacted Allstream Highway 417 at a few locations. Maps with locations were regarding locates. provided. May 25, 2011 Rogers Ottawa  Would like to participate in this project.  The contact for Rogers was changed and was kept informed of project proceedings. June 2, 2011 Rideau Valley  Would like to participate in the TAC.  The RVCA was kept on the project contact list Conservation  Interested in Hurdman’s Bridge from a flood/erosion control and kept informed of project proceedings. Authority perspective as well as impacts to aquatic/terrestrial  Individual meetings were held with the RVCA (RVCA) habitats. to discuss RVCA interests.  Interested in exploring opportunities for stormwater retrofit along the watercourse. July 6, 2011 Curve Lake  The project is located within the Traditional Territory of  Standard construction mitigation measures to First Nation Curve Lake First Nation, which is incorporated within the protect archaeological resources will be Williams Treaty Territory and is the subject of a claim under included in the contract documents. Canada’s Specific Claims Policy.  Curve Lake First Nation will be informed of the  The Curve Lake First Nation Council is not currently aware filing of the DCR for the 30-day public review of any issues that would cause concern. period.  Expressed concern for the remains of ancestors. If excavation unearths bones, remains or other such evidence of a native burial site or any Archaeological findings, Curve Lake First Nation should be notified without delay. July 26, 2011 Transport  Transport Canada is responsible for administration of the  As the Rideau River is considered navigable Canada Navigable Waters Protection Act (NWPA), which prohibits at this location, approval under the Navigable the construction or placement of any “works” in navigable Waters Protection Act (NWPA) is required. waters without first obtaining approval. If any of the related Approval under the NWPA will be obtained project undertakings cross or affect a potentially navigable prior to construction. A minimum navigational waterway, the proponent should prepare and submit an clearance will be maintained at all times during application in accordance with the requirements as outlined construction, as indicated on Exhibit 3-3 in in the attached Application Guide. Section 3 of this report.  Certain approvals under the Navigable Waters Protection  CEAA was not triggered as a result of works Act trigger the requirement for a federal environmental on Hurdman’s Bridge. assessment under the Canadian Environmental

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Assessment Act (CEAA). The proponent may therefore wish to consider incorporating CEAA requirements into the project. August 2, Ministry of  The Ministry of Natural Resources (MNR) Kemptville  Mitigation measures outlined by MNR 2011 Natural District carried out a preliminary review of the area in order regarding in-water work and Species at Risk Resources to identify any potential natural resource and natural are included in the contract package. heritage values in the area.  Existing natural conditions within the study area were provided.  Mitigation measures were provided for Species at Risk that have a potential to be present within the study area, as well as for any in-water work.  Background information on the Endangered Species Act, 2007, and Species at Risk in Ontario was also provided. September 23, Canadian  Under the Canadian Environmental Assessment Act (the  A project description was submitted for the 2011 Environmental Act), an environmental assessment is required before a rehabilitation of Hurdman’s Bridge as this Assessment federal authority can either proceed with a project as the component of the project requires the Agency proponent or enable a proposed project to proceed by 1) temporary use of federal (NCC) lands during providing financial assistance; 2) transferring federal land construction. or any interest in federal land; or 3)issuing an authorization  A CEAA trigger was not identified. identified in the Act’s Law List Regulations.  To determine whether the CEA Act applies, a project description for the preferred alternative will be required. February 14, Aboriginal  Have Aboriginal Communities been contacted? If so, which  AANDC was provided with a list of Aboriginal 2012 Affairs and ones? Communities who have been contacted at Northern the various project milestones (study Development commencement, PIC, etc.). Canada February 15, Conseil des  Lise Boucher is no longer Director of Education. Bernard  The contact for the Conseil des écoles 2012 écoles Roy is replacing her. catholiques du Centre-Est was updated and catholiques du was kept informed of project proceedings. Centre-Est February 16, Alderville First  Expressed thanks regarding the consultation request to  The contract documents will include standard 2012 Nation Alderville First Nation regarding the project, which is being environmental mitigation measures for proposed within our Traditional and Treaty Territory. projects of this type, which will be  Expressed appreciation for the fact that the Ministry of documented in the Design and Construction Transportation recognizes the importance of First Nations Report. Consultation and that your office is conforming to the  Alderville First Nation will be informed of the requirements within the Duty to Consult Process. filing of the DCR for the 30-day public review

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 Asked that Alderville be kept apprised of any period. archaeological findings, burial sites or any environmental impacts, should any occur.  Explained that although Alderville First Nation may not always have representation at all stakeholders meetings, it is our wish to be kept apprised throughout all phases of this project via mail or email. February 17, Transport  Please in future forward correspondence on this project to  An application was made under Section 10 of 2012 Canada the Environmental Assessment Coordinator. the NWPA.  An updated Navigable Waters Protection Act Application Guide and Form is attached. The proponent should prepare and submit for the approval of work(s) over the Rideau Canal.

January 23, Fisheries and  Following submission of a MTO Notification Form 1, DFO  Mitigation measures outlined in the No HADD 2012 Oceans confirmed that the project will not result in HADD (Harmful submission have been incorporated into the Canada Alteration, Disruption or Destruction) of Fish and Fish contract package. Habitat. February 29, Curve Lake  The project is located within the Traditional Territory of  Standard construction mitigation measures to 2012 First Nation Curve Lake First Nation, which is incorporated within the protect archaeological resources will be Williams Treaty Territory and is the subject of a claim under included in the contract documents. Canada’s Specific Claims Policy.  Curve Lake First Nation will be informed of the  The Curve Lake First Nation Council is not currently aware filing of the DCR for the 30-day public review of any issues that would cause concern. period.  Expressed concern for the remains of ancestors. If excavation unearths bones, remains or other such evidence of a native burial site or any Archaeological findings, Curve Lake First Nation should be notified without delay.

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2.3 PUBLIC INVOLVEMENT DURING DETAIL DESIGN

2.3.1 Project Website

A project website was created to provide project information, updates and documents to interested stakeholders. The project website is www.queenswayexpansioneast.com.

The website includes information on the project background, study area, study process, public involvement, photos, and the project schedule.

The newspaper notices announcing Study Commencement and the Public Information Centre are provided on the website, as well as reports, and the PIC display boards. The newspaper notice announcing submission of the DCR for a 30-day review period will also be provided on the website.

To date, the project website has had approximately 1,600 unique visitors in 2012 and 550 unique visitors in 2011.

2.3.2 Letter Notifications

A project contact list was developed based on a review of stakeholders who previously expressed an interest in the project during Preliminary Design, and who live/work in the general vicinity of the project.

On May 10, 2011 letters/emails were sent to members of the public to announce the commencement of the detail design project. These letters included a summary of the project components as well as a summary of the study process. A copy of the letter sent to members of the public regarding project commencement is provided in Appendix A.

On February 1, 2012 letters/emails were sent to members of the public inviting them to attend the PIC. These letters included information on the date, location and timing of the PIC. A copy of the PIC invitation letter to members of the public is provided in Appendix C.

2.3.3 Newspaper Notifications

In order to ensure public awareness of project, a notice of study commencement was published in the following local newspapers:

 Ottawa Citizen (English version) May 13, 2011  Ottawa le Droit (French version) May 13, 2011

In order to ensure general public awareness of the PIC and invite anyone with an interest in the project to attend, a notice was published in the following local newspapers:

 Ottawa Citizen (English version) January 24, 2012  Ottawa le Droit (French version) January 24, 2012

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At that time, the PIC was scheduled for Tuesday, February 7, 2012. However, the PIC was later rescheduled to Monday, February 13, 2012. Notices were published in the following newspapers to inform the public of the revised dates:

 Ottawa Citizen (English version) January 31, 2012 & February 6, 2012  Ottawa le Droit (French version) January 31, 2012 & February 6, 2012

Copies of the French and English notices are provided in Appendix A.

2.3.4 Public Information Centre

A Public Information Centre (PIC) was held on February 13, 2012 to provide agencies, interest groups, business representatives and members of the general public with an opportunity to review and comment on the proposed design, potential impacts and proposed mitigation plan. Members of the project team were available at the PIC to discuss the project and answer any questions.

Ninety-one (91) attendees signed the PIC register at the PIC and 24 comment sheets were received. PIC attendees were encouraged to complete comment sheets. An additional 28 comments were received through email, the project website, by letter, or by phone. The majority of the comments pertained to traffic impacts as well as pedestrian and cyclist impacts.

A copy of the Public Information Centre Summary Report is provided in Appendix C.

2.3.5 Comments Received from Members of the Public

Table 2-2 provides a summary of public consultation. All comments requiring a response were responded to with a letter or email. Copies of comments received from members of the public are included in Appendix D.

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Table 2-2: Summary of Public Comments Comment ID Comments Received How it was Addressed / Response Sent Study Commencement 1  Represents the Community Council of Overbrook (CCO) Traffic & Safety Committee. Would  The individual will receive notification regarding the submission of the Design and Construction report for the 30-day public like to be contacted. review period. 2  Concerned that the project is unnecessary and instead the number of cars should be reduced  Highway 417 is an important link for the transport of people and goods through the City and across Ontario. There is currently and public transit should be promoted and built. One side of the highway should be closed insufficient capacity on Highway 417 to accommodate travel demands during the peak periods causing congestion issues down light rail be built there. Traffic should be reduced to two lanes on the other side which will become a greater issue as travel demands increase in the future. Congestion and its associated delays adversely (restricted to 50 km/hour through town). affect safety and therefore needs to be relieved.  In addition, portions of the existing highway are approaching the end of their expected service life which provides an opportunity to improve the existing infrastructure as well as existing and/or future transit operations. 4  Requested the study commencement letter be sent by mail as they were unable to open the  A Study Commencement letter was sent by mail Friday, May 20th, 2011. letter provided by email.  The individual will receive notification regarding the submission of the Design and Construction report for the 30-day public review period. 5  Requested information on specifically what work is planned on Highway 174 westbound  Specific works on westbound Highway 417/OR 174 between Blair Road and St. Laurent Boulevard include: between Ogilvie and Blair and St. Laurent. o Adding a new lane west of the Highway 417/OR 174 ‘Split’; o Constructing a concrete barrier to prevent westbound traffic from Highway 417 from exiting to St. Laurent Boulevard; and, o Extending the existing westbound OR 174 to southbound Highway 417 ramp through to the St. Laurent Boulevard exit. This will allow the existing two thru-traffic lanes to continue past St. Laurent Boulevard. 6  Concerned about consideration of potential impacts from the proposed interprovincial bridge  MTO is participating as a part of the team currently planning the proposed interprovincial bridge and therefore is able to on the Highway 417/Highway 174/Aviation Pkwy interchange. provide coordination between the two projects. Until a decision is made with regards to the interprovincial bridge, the Highway  Concerned about the potential for a bottleneck to be created between Nicholas and Metcalfe 417 Expansion project will not preclude any works associated with the bridge. by having the western boundary for the project at Nicholas as there is a large volume of traffic  A preliminary design and environmental assessment study for Highway 417 from Highway 416 easterly to Anderson was entering and exiting Highway 417 at Metcalfe. completed in 2007, which evaluated opportunities to optimize the use of the existing facility while providing efficient  Question about the meaning of Transit Priority Measures and whether or not they are movement of people and reducing gridlock. The preliminary recommended plan includes widening Highway 417 between permanent or temporary. Metcalfe Street and Nicolas Street by 1 lane in each direction. The detail design for this component of proposed works will be  Questions regarding mitigation for the permanent closing of some access ramps, specifically completed under a separate contract. access to St. Laurent from Highway 417 West and access to Highway 174 from St. Laurent  The westbound Highway 174 to northbound St. Laurent Boulevard is not being closed; however, the movement from North. westbound Highway 417 to St. Laurent will be precluded by installing a concrete barrier. This movement is being precluded to  Requested to be added to the contact list. eliminate the existing multi-lane weave and improve the safety of highway operations in the corridor. Access to St. Laurent Boulevard from westbound Highway 417 will be provided by Aviation Parkway and Ogilvie Road or by Innes Road. Access to St. Laurent Boulevard from Ottawa Road 174 will be via the ramp currently used for Ottawa Road 174 westbound to Highway 417 eastbound traffic. Access to OR 174 from St. Laurent Boulevard north of Highway 417 will remain unchanged.  The individual will receive notification regarding the submission of the Design and Construction report for the 30-day public review period. 7  Requested more detailed information regarding the northern boundaries of this project.  The northern boundaries of the project are identified in the Transportation Environmental Study Report (TESR), titled Highway 417 (Ottawa Queensway) from Highway 416 Easterly to Anderson Road Preliminary Design Study and Environmental Assessment. This report documents the preliminary design and includes drawings of the preliminary recommended plan which identify specific project boundaries which vary throughout the study limits. A copy of the TESR can be found on the Ministry of Transportation’s website at the following link: http://www.mto.gov.on.ca/english/engineering/417ea/final.shtml  For more information on the project, please visit the project website at http://queenswayexpansioneast.com/. 8  Question about how the closure of 417 westbound exit to St-Laurent northbound is expected to  It is expected that this closure will have little to no impact on traffic on the Vanier Parkway as traffic will be directed to the affect traffic volumes on the Vanier Parkway northbound. Aviation Parkway and Ogilvie Road or Innes Road, not Vanier Parkway. Using Vanier Parkway to access northbound St. Laurent Boulevard from Highway 417 westbound would require backtracking and would result in a longer route and is therefore less likely to be used. 9  Requested detailed information about changes to the off-ramp at the Parkdale interchange  An excerpt from the Preliminary Design / Environmental Assessment Study for Highway 417 was provided showing the after the houses on the south side are demolished. recommended alternative for the westbound Parkdale off-ramp in the vicinity of Westmount Ave.  The detailed design for this section of Highway 417 has not yet commenced.  Although a final profile for the ramp has not been completed as yet, it is our intention to provide a more gradual vertical transition than currently exists, meaning the ramp profile is expected to be higher than existing at the east end of the ramp. A noise barrier will be provided between the reconstructed ramp and Westmount Ave.  Due to the proximity of the new off-ramp to Westmount Ave, the movement from Westmount Ave to Parkdale Ave would have to be right-turn only. Similarly, access to Westmount Ave would continue to be via Beverly Street, without direct access from

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Parkdale to Westmount.  During detail design phase, a Public Involvement Centre will be held.  Operation of Westmount Ave (2 way vs. 1 way) would be confirmed during detail design, in consultation with the City of Ottawa and the public. Public Information Centre 10  Inquired whether the presentation will be made in English and French or if there will be  A brief presentation would be given in English and French, and that the display material would be bilingual. Bilingual staff simultaneous translation available. would be available to answer questions at the PIC. 11  Concerned over the elimination of the movement from Highway 417 westbound to the St.  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the Laurent off-ramp. result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, which received environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues identified. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation.  During the EA study, traffic operations were assessed throughout the study area, including at the Hwy 417/ Ottawa Road 174 “Split”. It was determined that one contributing factor to problems in the area was the movement of westbound Highway 417 vehicles across all lanes of 417 to access the off-ramp to St. Laurent over a relatively short distance. This movement causes disruptions to the smooth flow of traffic and is also a safety concern.  A number of alternatives were examined to improve operations at this location. The study recommendations included the elimination of the movement from Highway 417 westbound to St. Laurent Boulevard. This off-ramp will continue to be accessible from Ottawa Road 174 westbound. The future configuration will resemble Hwy 417 westbound in the vicinity of Highway 416 and Moodie Drive, where access to Moodie Drive is precluded from Hwy 416 but access continues to be provided from Highway 417.  The traffic analysis undertaken during the EA study showed that approximately 2/3 of the traffic using this off-ramp today originated from Ottawa Road 174 westbound.  For traffic originating from Hwy 417 to the east of the split, alternate routes to St. Laurent Blvd north of Hwy 417 include Innes Road or the Aviation Parkway and Ogilvie Road. It is not expected that a significant number of westbound vehicles will exit at the Vanier Parkway and backtrack to St. Laurent Boulevard. 12  Concerned regarding how this project is being integrated with the Interprovincial Crossing  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the project and the possibility of a new 8-lane bridge eventually being built as a northward result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, extension/widening of the Aviation Parkway. which received environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues identified.  Alternatives were considered taking into account not only their effectiveness in satisfying identified needs, but also on the impacts of implementation and opportunities to mitigate impacts.  The Ministry’s study received environmental clearance to proceed to construction in 2008. Since that time, the NCC has initiated an Environmental Assessment study for potential Interprovincial Bridge Crossing(s). The ministry is a member of the study team, a funding partner of the Interprovincial Bridge Crossing Study (along with MTQ) and participates on the study steering committee. The NCC has been aware of the Ministry’s Highway 417 EA from the outset of the Interprovincial Bridge study and is taking into account the Ministry’s approved future configuration of Highway 417.  It is the responsibility of the NCC, as part of the Interprovincial Bridge EA, to assess and mitigate impacts of that undertaking, including the adjacent transportation network.  Comments about how the implementation of a new Interprovincial Bridge crossing may affect Highway 417 should be expressed at the upcoming public meetings for the Interprovincial Crossing EA. 13  Requested information regarding where and when the Open House is scheduled.  The PIC was scheduled for Monday, February 13, 2012 at Hampton Inn Conference Centre. A copy of the published newspaper notice was provided. 15  Concerned over closure of southeast ramp at Lees Avenue and inquired whether closure is  It is anticipated that the south to east ramp (from Lees Avenue to Highway 417 eastbound) will need to be closed to all traffic permanent. for the duration of construction (Stage 1 & Stage 2 construction). The anticipated closure would occur between Fall 2012 and Fall 2015.  The closure is necessary because there is insufficient space to terminate lanes from the north to east ramp (from Nicholas to Highway 417 eastbound) AND the south to east ramp in a safe manner. In other terms, if the south to east ramp were to remain open during construction, it would result in unsafe conditions. 16  Requested information regarding the location of staging areas for the rapid replacement of  A response was sent highlighting the planned staging areas for the planned Lees Avenue, Belfast Road, and Vanier Parkway bridge structures. rapid bridge replacements. A map will be provided to clarify the staging locations, and the project website address was also given.

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17  Expressed concern regarding the design of the intersection of the Aviation Parkway and  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the highway 417 to accommodate future public transportation needs. Suggested intersection result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, should be designed as ‘clover leaf’. which received environmental clearance in August 2008. The study examined needs and opportunities with respect to  Expressed concern that access to Rockcliffe Airport must be maintained as Ottawa will require mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues two airports in the future. identified. At the time of the Preliminary Design and Environmental Assessment, a new ramp at the location of the Aviation Parkway was not considered necessary to address traffic diversion, and as such, the current Detail Design project does not involve any major modifications to accesses to or from Aviation Parkway. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation. 19  Expressed support for closing the exit onto St. Laurent for traffic from Orleans. Suggested that  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the a new off-ramp should be accommodated at Aviation Parkway, as opposed to the detour to result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, Innes Road. which received environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues identified. Traffic modelling completed at the time of the Preliminary Design and Environmental Assessment indicated that a new ramp at the location of the Aviation Parkway was not considered necessary to address traffic diversion. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation.  The movement from Highway 417 westbound to the St. Laurent off-ramp will be eliminated, while the off-ramp will continue to be accessible from Ottawa Road 174 westbound.  During the EA study, traffic operations were assessed throughout the study area, including at the Hwy 417/ Ottawa Road 174 “Split”. It was determined that one contributing factor to problems in the area was the movement of westbound Highway 417 vehicles across all lanes of 417 to access the off-ramp to St. Laurent over a relatively short distance. This movement causes disruptions to the smooth flow of traffic and is also a safety concern.  A number of alternatives were examined to improve operations at this location. The study recommendations included the elimination of the movement from Highway 417 westbound to St. Laurent Boulevard. The future configuration will resemble Hwy 417 westbound in the vicinity of Highway 416 and Moodie Drive, where access to Moodie Drive is precluded from Hwy 416 but access continues to be provided from Highway 417.  The traffic analysis undertaken during the EA study showed that approximately 2/3 of the traffic using this off-ramp today originated from Ottawa Road 174 westbound.  For traffic originating from Hwy 417 to the east of the split, alternate routes to St. Laurent Blvd north of Hwy 417 include Innes Road or the Aviation Parkway and Ogilvie Road. 20  Concerned over the elimination of the movement from Highway 417 westbound to the St.  < Please refer to response provided for comment # 11> Laurent off-ramp. 21  Concerned regarding the long term closure of the S-E Lees Avenue on-ramp including:  < Please refer to response provided for comment # 15> 1) Length of closure  No alternatives were identified that would provide safe access from Lees Avenue to Highway 417 eastbound during 2) Results of traffic studies completed to understand the local traffic generated by closing the construction. eastbound on-ramp at Lees avenue including: how many cars currently access this on-ramp  Existing traffic conditions are as follows: AM Peak Hour – 300 cars; PM Peak Hour – 550 cars; Saturday Peak Hour – 500 on weekdays and weekends and where is this traffic going to go when the on-ramp is cars; and Average Daily Traffic (ADT) - 5800 cars per day. closed.  The assumed redistribution of the Lees on-ramp traffic was based on City’s TRANS model (2005) for trip patterns, which is 3) The plan for people to access the eastbound Queensway when the on-ramp is closed for based on survey information about resident’s origins and destinations. The following redistribution was assumed: the long-term. What mitigation plans are going to be put in place to minimize impact to the – 10% Metcalfe EB on-ramp community? – 10% Nicholas EB on-ramp 4) Were alternatives to long term closure investigated, and if so, why were they dismissed? – 35% Vanier EB on-ramp via Montreal Road and Main Street/Riverside Drive Was an alternative to create a temporary on ramp that joins in with the southward on-ramp – 15% Main/Smyth to neighbourhood and further east to Innes Road from Nicholas Street? – 30% Montreal Road to communities N-E and further east 5) Is there a plan to properly direct traffic from the closed on-ramp to the next closest on-ramp,  The City is aware of project timing and can schedule any local road closures to minimize impacts. The City of Ottawa has live- and if so, will traffic light timing be adjusted to ensure smooth traffic flow? How will monitoring of the key intersections within the study area, and adjusts signal timings to accommodate new traffic and to increased traffic over Pretoria Bridge be handled? improve efficiencies.  Requested for more detailed information about the project in addition to what is presented on  However, as there are limited opportunities to cross the Rideau River, where the corridors identified already experience the project website. congestion, the ramp closure will put more pressure on these roadways. Delays can be expected.  The individual will receive notification regarding the submission of the Design and Construction report for the 30-day public review period. 22  Concerned over the elimination of the movement from Highway 417 westbound to the St.  < Please refer to response provided for comment # 11> Laurent off-ramp. Inquired what the recommended route to St. Laurent Centre would be for vehicles commuting from the east end via the 417. 23  Asked if entrance to the Queensway west will be prevented by the expansion, is there any plan  Clarification of the question will be requested after which a response will be sent accordingly.

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to give access to the Queensway west via the Aviation parkway? 25  Concerned regarding closure of the multi-use pathways along the Rideau River during  The pathway on the east side of the river will remain open for the duration of the advance pier widening project. construction as the alternative crossings of the Queensway are at Lees Ave. and Riverside Dr.  Between July and September 2012, traffic management measures including advance signing and flagging will be provided to are not designed or maintained to support increased foot and cycle traffic and do not provide a ensure the safe passage of construction equipment across the NCC multi-use pathway on the east side of the Rideau River direct connection. (both north and south of Highway 417). After September 2012, access from the east side of the Rideau River will no longer be required.  On September 4, 2012, the City of Ottawa multi-use pathway on the west side of the river will be closed and will remain closed until May 2013, as construction access will be provided from the west side of the Rideau River (both north and south of Highway 417) commencing September 4, 2012. Opportunities to keep this pathway open were explored during the Detail Design. However, due to the existing horizontal and vertical alignment of the pathway, adequate visibility cannot be provided and the pathway must be closed to ensure safety of multi-use pathway users.  To mitigate impacts to pathway users, the required closure of the City of Ottawa pathway on the west side of the Rideau River will be timed to avoid the busy summer months including the Victoria Day (May 24 – 27) and Labor Day (September 1-3) long weekends. Advance signage will also be provided two weeks prior to notify pathway users of the upcoming closure. During this closure, alternate access across Highway 417 is available via Robinson Avenue and Lees Avenue, and will be signed as a detour route.  By May 2013, both pathways will be re-opened and will remain open. 26  Concerned that the Queensway Expansion project will cause there to be more speeding  The Project Team is working with City of Ottawa representatives throughout the project and concerns about traffic on local vehicles on Blair Road when traffic is diverted. roads will be forwarded to the appropriate City of Ottawa staff, for consideration.  Suggested that the City install permanent stop-signs along Blair Road (between Ogilvie and Montreal Road) to help slow traffic to the correct speed.  Suggested that increased policing of the street would reduce incidents of speeding. Offered driveway for police cars to set up a speed trap. 27  Inquired about comments received that might influence the design of the Aviation Parkway /  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the Ottawa Road 174 interchange. result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, which received environmental clearance in August 2008.  The purpose of the Detail Design is to prepare this plan for implementation. 28  Inquired about design of replacement bridges and improvements for cyclists and pedestrians  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the (including, widening sidewalks, and additional separations between sidewalks and travel result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, lanes). which received environmental clearance in August 2008. The study examined needs and opportunities with respect to  Inquired about Riverside Drive/Vanier Parkway overpass and why it is not planned to be mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues widened. Particularly in the northbound direction, the increasing volumes of vehicles wishing to identified. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for cross the overpass in order to reach the westbound on-ramp to Highway 417 are forced to implementation. merge from 3 lanes down to 2 lanes causing queues to form back towards the intersection with  The proposed road, bridge, and sidewalk modifications included in this project have been designed to meet the City of Tremblay Road. This opportunity should be used to also add, at minimum, a 3rd NB lane to Ottawa’s design standards. access the WB on-ramp. It is also noted that the original EA on page 60 makes no reference at  The St. Laurent bridge is being rehabilitated. Although the bridges will be widened to accommodate the Highway 417 all to widening St. Laurent bridge and it does make reference to carry-forward the option to expansion, there are no additional lanes planned for St. Laurent Boulevard itself. widen to 6 lanes the Riverside Drive / Vanier Pkwy overpass.  Decisions regarding lane provisions for the Lees Avenue, Vanier Parkway, and Belfast bridges reflect the City of Ottawa’s  Concerned over impacts to queues on Nicholas Street. The increased carrying capacity/volume plans for the overall road network. of the 417 on downtown off-ramps, particularly on Nicholas Ave NB. Currently the AM peak  The Nicholas off-ramp is not being expanded, so the traffic volumes from the ramp destined to the Laurier/Nicholas hour volumes of NB traffic on Nicholas Street making a WB left turn onto Laurier Avenue have intersection would not increase significantly. The ramp’s capacity is not changing, so operations can be expected to remain reached the carrying capacity. As a result, traffic queues begin to form southwards on similar to existing conditions. Nicholas. 29  Expressed support for the project.  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the  Concerned regarding Belfast being reinstated to only 2-lanes given current and planned result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, development. The bridge should be constructed to accommodate 4 lanes of traffic on Belfast which received environmental clearance in August 2008. The study examined needs and opportunities with respect to Road. mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues  Concerned that the closure of the St-Laurent S-E ramp to general traffic will add additional identified. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for traffic on Tremblay Road westbound to access the Vanier Parkway S-E ramp. implementation.  Concerned regarding the lack of coordination of this project with other planned projects  The St. Laurent northbound to 417 eastbound on-ramp would be closed to general traffic starting Spring 2013, to help including OLRT and the development at the Train Yards/PWGSC lands on Tremblay. address safety concerns with the weave from the on-ramp to OR 174 over a short distance.  Disappointed on the lack of representation from the City of Ottawa and City Councillors.  Five (5) City Councillors attended the PIC, and other City staff and representatives from the Councillors’ offices also attended. 30 Concerns included the following:  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the  If Nicholas is extended across the Rideau River in the future, the two-lane ramp onto the east- result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road,

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bound 417 might interfere. which received environmental clearance in August 2008.  The lane division at the E-N off-ramp to Nicholas might be simpler as a straight 2 and 3 split.  The purpose of the Detail Design is to prepare this plan for implementation. At this time, an extension of Nicholas is not  The pedestrian walkway along the Central Transitway, between Lees and Campus Stations, considered within the scope of this project. must be maintained during construction.  The ultimate arrangement in the vicinity of the E-N ramp at Nicholas is being designed with four Highway 417 westbound  People living around the Mann/Robinson/Lees area will have long detours for three years lanes, and a two-lane off-ramp. The left lane of the Nicholas off-ramp will be an ‘either/or’ lane. This arrangement allows for a during the construction. consistent four lane cross section along the corridor, as approved in 2008.  Lees Avenue should have complete sidewalks on both sides of the road.  During the planned construction activities on the Central Transitway bridge, pedestrian traffic may need to be detoured off the  It should be verified that articulated buses will be able to negotiate the steeper, curved existing sidewalk. However, it is proposed that a minimum of one sidewalk be maintained under the structure at all times approaches to the Lees Bridge. (except for intermittent temporary conditions, such as during the installation of roadway protection). The proposed  The N-E on-ramp from the Vanier Parkway should continue as the auxiliary lane, with the S-E construction staging plan for the Central Transitway bridge is subject to further discussion with the City of Ottawa. on-ramp from Riverside merging; similar to the plan for the south side of the Pinecrest/417  The Lees Avenue bridge design includes a sidewalk on the east side of the bridge that will extend northerly to tie into the interchange. existing sidewalk. The Lees Avenue bridge design also includes a sidewalk on the west side (over the bridge), which will tie  The Belfast Bridge should be widened and lengthened as it will be a bottle-neck in both into the reinstated asphalt boulevard on the west side of Lees Ave. directions.  The proposed road, bridge, and sidewalk modifications included in this project have been designed to meet the City of  Buses merging from the St. Laurent Station onto the N-W on-ramp from St. Laurent Boulevard Ottawa’s design standard, including transit service operations. should do so at the beginning of the acceleration lane, not half-way along it.  The approved Preliminary Design and Environmental Assessment involved widening Highway 417 to four lanes in each  Slow accelerating buses should not be allowed to use the S-E on-ramp from St. Laurent direction. In the section identified from Vanier Parkway to St. Laurent, there is insufficient property to include the N-E on-ramp Boulevard, crossing three 417 lanes to get to the OR174. from the Vanier Parkway as an auxiliary lane.  St. Laurent Boulevard becomes even less pedestrian friendly and there is no improvement in  Decisions regarding lane provisions on local streets, such as Belfast Road, reflect the City of Ottawa’s plans for the overall pedestrian access to St. Laurent Station from the road. road network.  If the future Inter-Provincial Bridge is attached to the Aviation Parkway, access to St. Laurent  Buses merging from the St. Laurent Station onto the N-W on-ramp from St. Laurent Boulevard cannot enter the ramp at the Boulevard from the east will become more difficult. start of the acceleration lane because of the grade differential at that location.  The west-bound OR 174 will be reduced to a single lane for 8-10 months; through-which buses  The S-E on-ramp at St. Laurent Boulevard will be permanently closed to general traffic as of Spring 2013. In the future, the will need to travel. S-E ramp will be open for emergency services and deadheading buses only, as per the approved Preliminary Design. The  Until the Cyrville Bridge is replaced again, the west-bound traffic will be limited to two lanes use of the S-E ramp by off-service buses will be limited to off-peak periods and was deemed necessary to support the City’s from the OR174 and two lanes from the 417. transit objectives.  The Detail Design is not changing pedestrian access to and from St. Laurent Transit Station.  It is within the scope of the Interprovincial Bridge EA to assess and mitigate impacts of that undertaking, including the adjacent transportation network. Comments about how the implementation of a new Interprovincial Bridge crossing may affect Highway 417 should be expressed at the upcoming public meetings for the Interprovincial Crossing EA.  The approved Preliminary Design incorporates 2 lanes from Highway 417 and 2 lanes from OR 174 westbound through ‘the Split’. Construction staging necessitates lane closures on OR 174, as shown on the Display Materials at the PIC. 31  Concerned regarding whether the project still involved the closure of the St. Laurent  The St. Laurent northbound to 417 eastbound on-ramp will be closed to general traffic beginning Spring 2013. In the future, northbound to 417 eastbound on-ramp to general traffic and whether the ramp would be for after construction, the ramp will be open to EMS and off-service buses only, as per the approved Preliminary Design and emergency and transit access only. If yes, requested the rationale for this change. Environmental Assessment. The ramp is closed to general traffic to help address safety concerns with the weave from the on-  Asked to be added to the official contact list to be notified when the DCR is available for public ramp to OR 174 over a short distance. review.  The individual will be informed of the filing of the DCR for the 30-day public review period. 32  Asked when to expect to receive a response regarding questions on the Queensway widening  The two week comment period ended on February 27, 2012. Individual responses are being compiled. project.  The suggested improvements to the consultation process were noted and included in the Design and Construction Report  Concerned over closure of the eastbound on-ramp at Lees Avenue for a period of 3 years. (DCR). Concerned with the impact of this closure on the community of Old Ottawa East, especially  < Please refer to response provided for comment # 15> given that the alternate on-ramps are either not in close proximity to that on-ramp (i.e. Nicholas  The assumed redistribution of the Lees on-ramp traffic was based on City’s TRANS model (2005) for trip patterns, which is / Riverside drive on-ramps) or involve routes that are already significant traffic bottlenecks based on survey information about resident’s origins and destinations. The following redistribution was assumed: subject to periodic closure (e.g., Pretoria Bridge).  10% Metcalfe EB on-ramp  Suggested that future public consultations of this nature should include some kind of  10% Nicholas EB on-ramp acknowledgement email: i) confirming receipt of the input, ii) indicating that there is a two week  35% Vanier EB on-ramp via Montreal Road and Main Street/Riverside Drive period for comments and iii) the time frame to expect a response (if applicable).  15% Main/Smyth to neighbourhood and further east to Innes Road  30% Montreal Road to communities N-E and further east  The City is aware of project timing and can schedule any local road closures to minimize impacts.  As there are limited opportunities to cross the Rideau River, where the corridors identified already experience congestion, the ramp closure will put more pressure on these roadways and delays can be expected. 33  Concerned regarding the provision of lighting at Hurdman’s Bridge for the pathway on either  The comments were noted and included in the Design and Construction Report (DCR). side of the Rideau River. Suggested that vandal-proof lighting be installed.  Specific comments/suggestions have been forwarded to the City of Ottawa for review/discussion.  Concerned regarding protecting pedestrians from being splashed or sprayed by vehicle traffic

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on Lees, Vanier and Belfast overpasses. Suggested the sidewalks should be wider and/or buffered by a cycle lane.  Suggested the design of the overpass abutments, sound attenuation fencing, lighting, etc. should be designed to a high standard to make the Nation’s Capital look nice to visitors and residents.  Explained that there is a need to create a safe pedestrian crossing to the St. Laurent Transit station and correct the unsafe pedestrian crossing that occurs on the north side of Highway 417 on the west side of St. Laurent Boulevard where pedestrians cross the westbound on-ramp and the westbound bus entry ramp to the upper level of the St. Laurent Transitway station. Suggested MTO work with the City of Ottawa to implement a new pathway/bridge connection parallel to the on-ramp that allows east side access to the station. 34  Explained that the construction impacts on existing cycling / pedestrian routes should be  The pathway on the east side of the river will remain open for the duration of the advance pier widening project. minimized. Specifically, it appears as though the pathways under the Queensway bridge (both  Between July and September 2012, traffic management measures including advance signing and flagging will be provided to on the east and the west side of the Rideau River) will be kept open only in the summer. These ensure the safe passage of construction equipment across the NCC multi-use pathway on the east side of the Rideau River pathways are essential through the entire year so that thousands of people can get past the (both north and south of Highway 417). After September 2012, access from the east side of the Rideau River will no longer be Queensway without having to make lengthy and unsafe detours to the Vanier Parkway or to the required. Lees bridge.  On September 4, 2012, the City of Ottawa multi-use pathway on the west side of the river will be closed and will remain  Expressed support for the temporary routing of the "through 200 Lees / uOttawa property" closed until May 2013, as construction access will be provided from the west side of the Rideau River (both north and south pathway along the river (i.e. from the Queensway bridge then southwest past the area of the of Highway 417) commencing September 4, 2012. Opportunities to keep this pathway open were explored during the Detail proposed stadium/field). Also offered strong support of the conversion of this temporary routing Design. However, due to the existing horizontal and vertical alignment of the pathway, adequate visibility cannot be provided into a permanent pathway, as per "Final Stage" drawings. and the pathway must be closed to ensure safety of multi-use pathway users.  Explained that the lengthy closure of the on-ramp of Lees Avenue has the potential to cause  To mitigate impacts to pathway users, the required closure of the City of Ottawa pathway on the west side of the Rideau River both considerable inconvenience and additional congestion for residents of Old Ottawa East. In will be timed to avoid the busy summer months including the Victoria Day (May 24 – 27) and Labor Day (September 1-3) long terms of inconvenience, residents will not be able to access the eastbound Queensway except weekends. Advance signage will also be provided two weeks prior to notify pathway users of the upcoming closure. During by going to the Metcalfe or Vanier Parkway on-ramps. What is more serious is that other this closure, alternate access across Highway 417 is available via Robinson Avenue and Lees Avenue, and will be signed as motorists may be detouring through Ottawa East, causing congestion on Lees, Main, and a detour route. Hawthorne. These residential routes are already very busy and the potential of additional traffic  By May 2013, it is expected that the pathway will re-open and will remain open for the duration of construction. may result in gridlock, particularly around Pretoria Bridge. We ask you to assess the impacts  < Please refer to response provided for comment # 15> on Old Ottawa East as a result of the closure of the on-ramp at Lees and for you to discuss  The assumed redistribution of the Lees on-ramp traffic was based on City’s TRANS model (2005) for trip patterns, which is with the Ottawa East community proposed mitigation measures to minimize the impact of the based on survey information about resident’s origins and destinations. The following redistribution was assumed: resulting additional traffic in the community.  10% Metcalfe EB on-ramp  One possible impact of Queensway widening should be the additional capacity across the  10% Nicholas EB on-ramp Rideau River screenline. We are interested in knowing what additional volumes will be  35% Vanier EB on-ramp via Montreal Road and Main Street/Riverside Drive accommodated by virtue of the expansion. Also, if there are available multi-year volume counts  15% Main/Smyth to neighbourhood and further east to Innes Road of traffic going on and coming off the Queensway at Lees, Nicholas and Riverside Drive / Alta  30% Montreal Road to communities N-E and further east Vista Drive we would appreciate knowing where we could access such data.  The City is aware of project timing and can schedule any local road closures to minimize impacts.  As there are limited opportunities to cross the Rideau River, where the corridors identified already experience congestion, the ramp closure will put more pressure on these roadways and delays can be expected. 35  Expressed support for the project.  The St. Laurent northbound to 417 eastbound on-ramp will be closed to general traffic starting Spring 2013, to help address  Expressed concern over the following: safety concerns with the weave from the on-ramp to OR 174 over a short distance.  Conversion of the St Laurent Blvd on-ramp to transit and emergency vehicle only  < Please refer to response provided for comment # 11> use  < Please refer to response provided for comment # 15>  Realignment of the St. Laurent Blvd. off-ramp to prevent movement from the 417 westbound to St. Laurent Blvd.  Long term closure of the south-east ramp at Lees Ave. 36  Expressed strong concern over the closure of access to the St. Laurent off-ramp from Highway  < Please refer to response provided for comment # 11> 417 westbound. 37  Offered support of changes to the northbound exit from Hwy 174 onto St. Laurent north  The comments were noted and included in the Design and Construction Report (DCR).  Offered support of improvements to the Bronson eastbound exit  Asked that all existing noise barriers should be maintained or improved 38  Concerned that the Riverside Drive/Vanier Parkway overpass should be widened with the outer  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the lanes dedicated for Highway 417 access. result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, which received environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues

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identified. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation.  The proposed road, bridge, and sidewalk modifications included in this project have been designed to meet the City of Ottawa’s design standards.  Decisions regarding lane provisions for the Lees Avenue, Vanier Parkway, and Belfast bridges reflect the City of Ottawa’s plans for the overall road network.  This comment will be forwarded to the appropriate City of Ottawa staff, for consideration. 39  Concerned regarding closure of Lees Avenue bridge. Must maintain access for pedestrians on  The required closure of Lees Avenue has been reduced to the minimum possible time through the use of rapid replacement the OC Transpo walkway beside the Transitway under Highway 417. technology.  Pedestrian detours have been identified for this period, and signage will be provided. The existing walkway beside the Transitway will not be affected during the Lees Avenue bridge closure. 40  Concerned regarding increased traffic on Vanier Parkway and Coventry Road with the closure  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the of the St. Laurent exit to westbound 417 vehicles. result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road,  Concern about the coordination of the planning of the Interprovincial Bridge and the widening which received environmental clearance in August 2008. The study examined needs and opportunities with respect to of Highway 417. mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues identified. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation.  For traffic originating from Hwy 417 to the east of the split, alternate routes to St. Laurent Blvd north of Hwy 417 include Innes Road or the Aviation Parkway and Ogilvie Road. It is not expected that a significant number of westbound vehicles will exit at the Vanier Parkway and backtrack to St. Laurent Boulevard.  The comments were noted and included in the Design and Construction Report (DCR). 41  Suggested that collector lanes be used from before Vanier Parkway to past Nicholas in both  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the directions to ease lane changes and merging delays. result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, which received environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues identified. At the time of the Preliminary Design and Environmental Assessment, collector lanes were not recommended as a measure to improve the flow of traffic and as such, the current Detail Design project does not involve any collector lanes. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation.  The comment was noted and included in the Design and Construction Report (DCR). 42  Suggested that the Queensway access ramp from St. Laurent southbound should only be  The St. Laurent northbound to 417 eastbound on-ramp will be closed to general traffic starting Spring 2013, to help address closed during peak hours. safety concerns with the weave from the on-ramp to OR 174 over a short distance.  Suggested that a study should be done to examine accident statistics at the Queensway  Ramp closures were assessed in the approved Preliminary Design and Environmental Assessment. That study concluded access ramp from St. Laurent southbound. If justified, only this ramp should be reserved for that it was important to maintain access from St. Laurent southbound (from the commercial district) to Highway 417 emergency vehicles. eastbound. 43  Concerned that as there are few N-S routes across the City, it becomes highly inconvenient to  The comments were noted and included in the Design and Construction Report (DCR). close the St. Laurent south access ramp. This ramp should not be reserved for emergency vehicles only, and should remain open outside of peak hours (ie: only close the ramp during peak hours). 44  Concerned regarding the impact of construction on the volume and speed of traffic on  The proposed road, bridge, and sidewalk modifications included in this project have been designed to meet the City of Tremblay Road. Suggested that the City should install a stop sign or pedestrian crossing on Ottawa’s design standards. Tremblay Road at Avenue S.  There are no planned changes in speed limits on arterial roadways as a result of this project.  Decisions regarding traffic control on local streets reflect the City of Ottawa’s plans for the overall road network.  This comment will be forwarded to the appropriate City of Ottawa staff, for consideration. 45  Inquired about traffic plan for vehicles traveling to St. Laurent Centre westbound on Highway  < Please refer to response provided for comment # 11> 417. Expressed concern that traffic will use Vanier Parkway exit and suggested that signage be  Overhead directional signage will be posted on Highway 417 westbound at the Innes Road interchange to identify general posted to encourage exiting at Airport Parkway. traffic and truck access to St Laurent Boulevard.  The Aviation Parkway exit will continue to offer access to St. Laurent. 46  Inquired about what the plan is to connect with the planned Interprovincial Bridge and if a route  < Please refer to response provided for comment # 12> was planned for Highway 417 eastbound traffic to be directed northbound to the Bridge. 47  Asked when will an east-west link be developed in the south of the City?  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, which received environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues identified. Traffic analysis modelling undertaken as part of the Environmental Assessment indicated that a ring road would not

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detract sufficient volume of traffic from Highway 417 to avoid improvements to Highway 417. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation.  The comment was noted and included in the Design and Construction Report (DCR).  MTO has no plans to create a second E-W link in the south of the City of Ottawa. 48  Asked that the Project Team contact City of Ottawa Project Manager for the Orleans Water  The City of Ottawa is part of the Technical Advisory Committee for the Detail Design project, and is providing ongoing input Line, Chris Rogers, as the timeframe of the Highway Expansion project has resulted in the throughout the project. Specifically, the Project Team was working with Drinking Water Services at the City of Ottawa for need to re-route the Orleans Water Line through Overbook, along North River Road. The utilities coordination, and that this comment will be forwarded accordingly. desired route for this project was identified as being across the MTO staging area. . 49  Concern regarding how this project is being integrated with the Interprovincial Crossing project.  < Please refer to response provided for comment # 12>  Suggested that the City needs a bypass to carry Highway 417 traffic from Montreal, Northern  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the Ontario, and Western Canada off the Queensway and away from downtown. This bypass result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, should be accommodated in the Manotick / North Gower area. which received environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues identified. Traffic analysis modelling undertaken as part of the Environmental Assessment indicated that a ring road (bypass road) would not detract sufficient volume of traffic from Highway 417 to avoid improvements to Highway 417. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation. 50  Concern regarding Belfast being reinstated to only 2-lanes given current and planned  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the development. result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road,  Concern that the closure of the eastbound on-ramp at St. Laurent will create more traffic which received environmental clearance in August 2008. The study examined needs and opportunities with respect to westbound on Tremblay and on Vanier Parkway. mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues  A traffic study should be performed to review conditions on Belfast and Tremblay. identified. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation.  The proposed road, bridge, and sidewalk modifications included in this project have been designed to meet the City of Ottawa’s design standards.  Decisions regarding lane provisions on local streets reflect the City of Ottawa’s plans for the overall road network.  This comment will be forwarded to the appropriate City of Ottawa staff, for consideration.  The St. Laurent northbound to 417 eastbound on-ramp would be closed to general traffic starting Spring 2013, to help address safety concerns with the weave from the on-ramp to OR 174 over a short distance. This ramp has a relatively low traffic volume, but has a very high collision history owing to the short distance between the ramp and ‘the Split’. Existing traffic using this ramp will be re-distributed to Ogilvie and Innes Road. 51  Thought that the presentation was good and felt that all questions were answered.  The comments were noted and included in the Design and Construction Report (DCR). 52  Concerned about night noise, and requested that any noise by-law exemption be used  Future construction activities will follow the Municipal Noise Control Bylaw, but will require an exemption for night-time sparingly. construction in order to fast-track the construction schedule and minimize traffic disruption impacts on the community. Night-  Expressed concern about the proposed pedestrian routes for residents of Robinson Avenue time construction will include, but is not limited to, excavation and placement of granulars. during the Lees Avenue bridge closure.  Standard measures will be included in the contract package to mitigate construction noise. These provisions will include (but  Asked that the S-E Lees Avenue on-ramp be reinstated after construction. will not be limited to) restrictions on vehicle/equipment idling and requirements that construction equipment be maintained in  Requested that the contractor be sensitive to local traffic considerations during the Lees good working order to avoid unnecessary noise. Avenue bridge rapid replacement.  Pedestrian detour routes will be provided during the Lees Avenue closure, and that advance notification and signage will be provided.  Following the proposed construction stages, the S-E Lees Avenue on-ramp will be re-opened.  Access to and from Robinson Avenue for local traffic, emergency services, etc., will be maintained, by using Highway 417 to Vanier Parkway/Riverside drive (which will be closed to all other traffic). 53  Requested that the Project Team coordinate with Chris Rogers at the City of Ottawa regarding  < Please refer to response provided for comment # 49> implications of the project on the Orleans Watermain.  This contract is the first section of the approved Preliminary Design and Environmental Study to be implemented, and that this  Asked that the rapid replacement method be considered for Ogilvie Road, Nicholas, and project’s study limits extend from Nicholas St. to the ‘Split’. No work is anticipated for Nicholas Street or Aviation Parkway Aviation Parkway. bridges as part of this contract.  Expressed concern about existing traffic on Vanier Parkway.  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, which received environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues identified. The purpose of this Detail Design undertaking is to design the approved Environmental Assessment for implementation. Decisions regarding lane provisions on local streets reflect the City of Ottawa’s plans for the overall road network. As part of this project, the Vanier Parkway bridge is being rehabilitated, meaning no additional off-ramp lanes and no additional lanes over the Vanier Parkway bridge are being provided. The traffic concern would be forwarded to the

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appropriate City of Ottawa staff, for consideration. 54  Asked that the widened highway be used for HOV and transit lanes.  HOV lanes were considered in the Preliminary Design and Environmental Assessment Study for Highway 417 from Highway  Stated that a full interchange at Aviation Parkway (as proposed in the Interprovincial Crossing 416 easterly through Ottawa. However, it was identified that the Queensway is not suited to HOV operations in this location, EA) will not work. due to the confined nature of the corridor and close spacing of interchanges (which would cause safety and operational concerns for access/egress from the HOV lanes). Also, experience in other jurisdictions, notably the U.S., has shown that conversion of existing general purpose lanes to HOV use meets with very low public acceptance.  Widening the highway to provide for an HOV lane would also create greater property impacts than a widening to provide for a general purpose lane, due to HOV buffer requirements.  Traffic forecasting undertaken during the EA study indicated that even with much greater future usage of transit, as envisaged in the City of Ottawa Official Plan, a strategic widening of Highway 417 by 1 lane in each direction (from Hwy 416 to Carling Avenue and from Nicholas St easterly to west of Anderson Road) was needed as part of a balanced transportation solution for Ottawa.  MTO has implemented an HOV lane on Highway 417 eastbound from Eagleson Road to Moodie Drive and that construction is currently underway from Eagleson Road to Highway 7. As part of this work, the eastbound HOV lane will be extended westerly to Palladium Drive. Also as part of this contract, a westbound HOV lane will be provided from west of Moodie Drive to Palladium Drive.  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road, which received environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues identified.  Alternatives were considered taking into account not only their effectiveness in satisfying identified needs, but also on the impacts of implementation and opportunities to mitigate impacts.  The Ministry’s study received environmental clearance to proceed to construction in 2008. Since that time, the NCC has initiated an Environmental Assessment study for potential Interprovincial Bridge Crossing(s). The ministry is a member of the study team, a funding partner of the Interprovincial Bridge Crossing Study (along with MTQ) and participates on the study steering committee. The NCC has been aware of the Ministry’s Highway 417 EA from the outset of the Interprovincial Bridge study and is taking into account the Ministry’s approved future configuration of Highway 417.  It is the responsibility of the NCC, as part of the Interprovincial Bridge EA, to assess and mitigate impacts of that undertaking, including the adjacent transportation network.  Comments about how the implementation of a new Interprovincial Bridge crossing may affect Highway 417 should be expressed at the upcoming public meetings for the Interprovincial Crossing EA. 55  Expressed concern about the closure of the S-E Lees Avenue Highway 417 eastbound on-  < Please refer to response provided for comment # 15> ramp and asked how many people use this ramp.  Existing traffic conditions for the ramp are as follows: AM Peak Hour – 300 cars; PM Peak Hour – 550 cars; Saturday Peak  Expressed concern about the closure of the S-E St. Laurent Highway 417 eastbound on-ramp Hour – 500 cars; and Average Daily Traffic (ADT) - 5800 cars per day. and asked how many people use this ramp.  The St. Laurent northbound to 417 eastbound on-ramp will be closed to general traffic starting Spring 2013, to help address  Asked about project implications on the multi-use pathway on the east side of the Rideau safety concerns with the weave from the on-ramp to OR 174 over a short distance. Ramp closures were assessed in the River. approved Preliminary Design and Environmental Assessment. It is estimated that the existing traffic volumes on the ramp are as follows: AM Peak Hour – 150 cars; PM Peak Hour – 250 cars.  The pathway on the east side of the river will remain open for the duration of the advance pier widening project.  Between July and September 2012, traffic management measures including advance signing and flagging will be provided to ensure the safe passage of construction equipment across the NCC multi-use pathway on the east side of the Rideau River (both north and south of Highway 417). After September 2012, access from the east side of the Rideau River will no longer be required.  Access to this pathway will be maintained for the duration of construction. 56  Asked whether the multi-use pathways along the Rideau River could be maintained year-round  < Please refer to response provided for comment # 25> during construction.  < Please refer to response provided for comment # 15>  Asked that all traffic not be directed down Main Street during the S-E Lees Avenue on-ramp  The assumed redistribution of the Lees on-ramp traffic was based on City’s TRANS model (2005) for trip patterns, which is closure, and noted that Main Street would be under construction at that time. based on survey information about resident’s origins and destinations. The following redistribution was assumed:  Suggested using Metcalfe on-ramp as an alternative. o 10% Metcalfe EB on-ramp  Noted that there are many snapping turtles in the Rideau River. o 10% Nicholas EB on-ramp o 35% Vanier EB on-ramp via Montreal Road and Main Street/Riverside Drive o 15% Main/Smyth to neighbourhood and further east to Innes Road o 30% Montreal Road to communities N-E and further east

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 Should any of the redistribution routes be under construction during the timeframe of the closure, traffic redistributions would occur across the City’s network. The City is aware of project timing and can schedule any local road closures to minimize impacts.  An environmental mitigation plan has been prepared for work at the Rideau River, and detailed existing conditions studies of the natural environment have been completed. 57  Expressed satisfaction with the consultation process that explained the project impacts.  The comments were noted and included in the Design and Construction Report (DCR).  Noted that this project should ideally be planned with the OLRT project, the OR 174 expansion project, etc. 58  Stated that that presentation boards were very nice.  The comments were noted and included in the Design and Construction Report (DCR).  Stated that the use of rapid replacement technology was ambitious.  Explained that the project should be tied to future larger transportation network improvements. 59  Suggested improvements to the pedestrian realm over Lees Avenue.  The proposed road, bridge, and sidewalk modifications included in this project have been designed to meet the City of  Asked that access be maintained to the embankment, so that residents of Robinson Avenue Ottawa’s design standards. can access Lees Avenue bridge.  No major modifications are being proposed for the embankment to the north of the Lees Avenue bridge.  Asked if the noise wall could be extended over the Rideau River.  Detailed noise studies were undertaken for the corridor, and recommended that the existing noise wall be replaced. As such, construction will be staged so that the new noise wall would be constructed before removing the existing noise barrier. Extension over the Rideau River was not deemed necessary in the noise impact assessment completed as part of the EA study. 60  Asked that the detour route presentation that was played at the PIC be sent to the individual.  The presentation has been posted to the project website. 61  Expressed opposition to the planned expansion of the Queensway.  The highway expansion project currently being designed from Nicholas Street to Ottawa Road 174 was recommended as the  Expressed concern that the highway expansion is not a long-term solution to traffic congestion. result of a Preliminary Design and Environmental Assessment study for Highway 417 from Highway 416 to Anderson Road,  Expressed concern about the cost of the project. which received environmental clearance in August 2008. The study examined needs and opportunities with respect to  Proposed introducing High Occupancy Vehicle (HOV) laves in both directions on the highway mobility, operations and safety and arrived at a recommended alternative for highway modifications to address the issues rather than widening the highway. identified.  Alternatives were considered taking into account not only their effectiveness in satisfying identified needs, but also on the impacts of implementation and opportunities to mitigate impacts.  HOV lanes were considered in the Preliminary Design and Environmental Assessment Study for Highway 417 from Highway 416 easterly through Ottawa. However, it was identified that the Queensway is not suited to HOV operations in this location, due to the confined nature of the corridor and close spacing of interchanges (which would cause safety and operational concerns for access/egress from the HOV lanes). Also, experience in other jurisdictions, notably the U.S., has shown that conversion of existing general purpose lanes to HOV use meets with very low public acceptance.  Widening the highway to provide for an HOV lane would also create greater property impacts than a widening to provide for a general purpose lane, due to HOV buffer requirements.  Traffic forecasting undertaken during the EA study indicated that even with much greater future usage of transit, as envisaged in the City of Ottawa Official Plan, a strategic widening of Highway 417 by 1 lane in each direction (from Hwy 416 to Carling Avenue and from Nicholas St easterly to west of Anderson Road) was needed as part of a balanced transportation solution for Ottawa.  MTO has implemented an HOV lane on Highway 417 eastbound from Eagleson Road to Moodie Drive and that construction is currently underway from Eagleson Road to Highway 7. As part of this work, the eastbound HOV lane will be extended westerly to Palladium Drive. Also as part of this contract, a westbound HOV lane will be provided from west of Moodie Drive to Palladium Drive. Post-Public Information Centre 62  Would like to know what the plans are for the highway widening around Robinson Avenue.  Unnecessary construction related noise will be mitigated through the use of contract specs that require the Contractor to: Expressed concern about noise during construction near Robinson Avenue as well as existing – Maintain equipment in an operating condition that prevents unnecessary noise, including but not limited to non-defective noise from the RCMP building across the river and from Hurdman’s bridge. muffler systems, properly secured components, and the lubrication of moving parts.  Asked for information on construction timelines as she would like to put her house up for sale, – Restrict idling of equipment to the minimum necessary to perform the specified work.  Will the cycle paths be closed?  Some night-time work may be required in order to minimize traffic closure impacts and to minimize the duration of  Please keep in mind that there is one way in and out of the community. construction  Noise studies were undertaken for the corridor, and recommended that the existing noise wall near Lees Avenue be replaced.  Construction at Hurdman’s bridge is anticipated to start in summer 2012 and construction of the Highway 417 Expansion is anticipated to be completed in 2015.  The NCC multi-use pathway on the east side of the river will remain open during construction. The City of Ottawa multi-use pathway on the west side of the river will be closed from September 4, 2012 to May 2013, as construction access to Hurdman’s Bridge will be provided from the west side of the Rideau River. Options to keep this pathway open were explored

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during the Detail Design, however due to the alignment of the pathway the pathway must be closed to ensure safety of multi- use pathway users during conflicts with construction access. 63  Stated that they have heard that the pathway along the east side of the Rideau River would  The east pathway will remain open during construction of the advance pier widening contract as sight lines allow construction remain open at all times during the Advance Pier Widening Project. equipment (accessing the piers) to cross the pathway using traditional traffic management measures (advance signage and  Questioned whether there will be any further closures of the under-the-bridge pathways for flagging). the Highway 417 Expansion.  During the Advance Pier Widening contract, the rock embankment will be temporarily widened to allow pathway traffic to be realigned away from the abutment (thus allowing the pathway to remain open during work on the abutment).  During the Highway 417 Expansion contract, there may be short duration closures when they transfer from the existing pathway to the temporary pathway as there is a significant amount of excavation required to change the grades due to the bridge widening. There may also have to be short closures to construct the protection system (i.e. hoarding to protect pathway users from work above). These short duration closures are the only times we anticipate that the east pathway would be closed. 64  Expressed concern that not enough due diligence has been done to investigate  The Highway 417 Expansion project currently being designed was recommended as the result of a Preliminary Design and environmental-friendly alternatives to a 3 year closure to an on-ramp (the S-E Lees Avenue Environmental Assessment (EA) study for Highway 417 (from Highway 416 to Anderson Road), which received on-ramp) that is heavily used. environmental clearance in August 2008. The study examined needs and opportunities with respect to mobility, operations  Questioned whether the environmental cost of this closure has been calculated and included and safety and arrived at a recommended alternative for highway modifications to address the issues identified. The purpose in the assessment. of this Detail Design undertaking is to design the approved Environmental Assessment plan for implementation.  Questioned whether an investigation has been completed to investigate whether controlled  Traffic forecasting undertaken during the EA study indicated that even with much greater future usage of transit, as envisaged traffic signals could be used to allow both the Nicholas southbound and the Lees Avenue on- in the City of Ottawa Official Plan, a strategic widening of Highway 417 by 1 lane in each direction (from Hwy 416 to Carling ramps to be used simultaneously during construction. Stated that there is more than sufficient Avenue and from Nicholas St easterly to west of Anderson Road) is needed as part of a balanced transportation solution for space on the Nicholas Street southbound off-ramp to permit a controlled traffic signal. Ottawa. Air quality studies were completed as part of the Environmental Assessment to determine the impact of the Highway  Questioned why trip data from 2005 is being used for the traffic analysis. modifications. The EA study concluded that the highway modifications will have unnoticeable and insignificant impacts on  Stated that it is hard to believe that only 10% of the traffic currently using this on-ramp would smog pollutants, and the contribution of highway widening to any pollutant is projected to be very small. use the on-ramp across the Pretoria bridge at Metcalfe.  Construction staging has been developed with the objective of minimizing traffic disruptions. Unfortunately, in order to complete the work, the closure of the S-E Lees Avenue ramp (from Lees Avenue to Highway 417 eastbound) is necessary, as the highway widening limits the ability to provide an adequate merge onto the Highway from the existing Lees Avenue S-E on-ramp during construction.  In the National Capital Region, the most recent trip data that is available is from the 2005 Origin-Destination Survey. The TRANS Committee - which is funded by the cities of Ottawa and Gatineau, the Ontario Ministry of Transportation, the ministère des Transports du Québec, and the public transit operators of both Ottawa and the Outaouais (OC Transpo and STO) - conducts Origin-Destination (O-D) surveys of the National Capital Region about every 10 years. The surveys sample 25,000 randomly selected households throughout the region to determine trip patterns and travel choices of residents. These types of surveys are used throughout North America to understand the transportation needs of residents in large cities, so that infrastructure investments can be planned accordingly. Each survey of the National Capital Region becomes a fundamental source of information for transportation planners. An update to the O-D survey is currently underway: telephone surveys were completed in Fall 2011, and data compilation and analysis is ongoing. As such, the results from the 2011 survey are not expected within the timeline of this detail design study. 65  How will people that live across the Queensway from the Lees Transit Station who walk over  Construction staging has been developed with the objective of minimizing pedestrian and vehicular traffic disruptions; to take a Transitway bus get there during the few weeks that the Lees Avenue Bridge is however, a 10-12 week closure of Lees Avenue is required to allow for construction of a new bridge. The required closure of gone? Will there be a footbridge for pedestrians? Lees Avenue has been reduced to the minimum possible time through the use of rapid replacement technology.  Pedestrian detours have been identified for this period, and signage will be provided.  Pedestrians and cyclists will be diverted to a route that follows Robinson Avenue, the Rideau River West Pathway (City of Ottawa), and a temporary link through the east parking lot at 200 Lees Avenue.  Alternatively, pedestrians may cross the Transitway near Lees Avenue at an unsignalized crossing and use the sidewalk along the west side of the Transitway to reach the Lees Transitway station.  Due to safety considerations, pedestrian and cyclist access near the Lees site and on Robinson Avenue will be prohibited during rapid replacement operations (two distinct periods of a maximum of 17 hours). Advance notification of the sidewalk and/or pathway closures will be posted one week prior to the rapid replacement operations.  Full pedestrian and cyclist access on Lees Avenue will be restored following the bridge rapid replacement. 66  Questioned the precise timing of the closure of the St. Laurent westbound off-ramp.  Currently the completion date for the ramp is late summer. It will be closed for a period of 1 to 2 weeks prior to completing the connection from the new ramp to the existing bridge over the Transitway.

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3 DETAILED DESCRIPTION OF THE RECOMMENDED DESIGN

3.1 MAJOR FEATURES OF THE PROPOSED WORK As mentioned previously, the Recommended Plan for this Highway 417 Expansion Project involves various components, including:

 Widening Highway 417 by 1 lane in each direction, including utility relocation, construction of related drainage works, roadside protection and retaining walls;  Widening and rehabilitating the Central Transitway and St. Laurent Boulevard bridges;  Patch, waterproof, and paving of the East Transitway bridge;  Widening the substructure and replacing the substructure and superstructure of Hurdman’s Bridge over the Rideau River;  Replacing the Lees Avenue, Vanier Parkway and Belfast Road bridges using rapid replacement construction techniques, including preparation and reinstatement of construction staging areas;  Realigning the Ottawa Road 174 to St. Laurent Boulevard off-ramp, including a new concrete barrier to preclude the movement from Highway 417 westbound to St. Laurent Boulevard;  Converting the St. Laurent Boulevard northbound to Highway 417 eastbound on-ramp to ‘Transit and Emergency Services use only’;  Improving illumination and signage;  Replacing noise barriers and relocating utilities impacted by widening;  Advanced Traffic Management System (ATMS);  Long term closure of the south-east ramp at Lees Ave;  Short-term closure of Lees Avenue Bridge;  Short term closure of the north-west ramp at Vanier Parkway;  Temporary/night-time lane and ramp closures;  Temporary road closures to facilitate rapid replacements; and  Transit Priority Measures between Nicholas Street and Blair Road.

3.1.1 Mainline Widening

As identified during Preliminary Design, Highway 417 will be widened by 1 lane in each direction between Nicholas Street and Ottawa Road (OR) 174, which will provide an additional continuous lane in both the eastbound and westbound directions.

In the eastbound direction, the ultimate lane arrangement includes 4 lanes increasing to 5 lanes east of St. Laurent Boulevard. Approaching the split with Ottawa Road 174, two lanes will continue east on Ottawa Road 174 with three lanes continuing east on Highway 417. The St. Laurent Boulevard N-E Ramp will form the fifth lane which will be dropped east of the OR 174/Hwy 417 split. The St. Laurent Boulevard S-E Ramp will consist of a standard entrance ramp where it will terminate just west of the Cyrville Road underpass. Auxiliary lanes will be provided between the Nicholas Street and the Vanier Parkway interchange as well as between the Vanier Parkway and St. Laurent Boulevard interchanges.

In the westbound direction, the highway will be widened to include 4 mainline lanes between Ottawa Road 174 and Nicholas Street. In addition, auxiliary lanes will be provided between the St. Laurent

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Boulevard and Vanier Parkway interchanges as well as between the Vanier Parkway and Nicholas Street interchanges.

The widening will be accomplished by:

 Constructing a new lane to the outside of the existing right hand lane in both directions; and  Widening the existing bridge structures within the study corridor.

3.1.2 Interchanges

During Preliminary Design, modifications to the Nicholas Street and St. Laurent Boulevard Interchanges were identified as being required. These modifications are outlined in the following sections.

3.1.2.1 Nicholas Street Interchange

It was determined during Detail Design that the grade of the Nicholas N-E ramp requires lowering due to a grade difference between the ramp and the new highway mainline lanes.

3.1.2.2 St. Laurent Boulevard Interchange

As identified during Preliminary Design, the multi-lane change movement (weaving) from the Highway 417 westbound to St. Laurent off-ramp causes disruptions to the smooth flow of traffic and is considered a safety concern. In order to address this issue, the movement from Highway 417 westbound to St. Laurent Boulevard will be eliminated through the installation of a concrete barrier. The existing westbound off-ramp at St. Laurent Boulevard will be closed to vehicles originating from Highway 417 westbound and will only be accessible to vehicles from Ottawa Road 174. Vehicles destined to St. Laurent Boulevard from Highway 417 will use the Aviation Parkway and Ogilvie Road, or alternatively, Innes Road.

In addition, consistent with Preliminary Design, the St. Laurent Boulevard S-E Ramp (i.e. the St. Laurent Boulevard northbound to Highway 417 eastbound on-ramp) will be converted to ‘Transit and Emergency Services use only’ and will therefore be closed to general traffic. Again, this operational improvement is required to address issues associated with the multi-lane change weave from this ramp to Ottawa Road 174.

3.1.3 Advance Traffic Management System Improvements

As identified during Preliminary Design, the Advanced Traffic Management System (ATMS) on Highway 417 will be enhanced within the study corridor by:

 Expanding coverage;  Adding new cameras located on MTO property to improve visual coverage of the highway;  Enhancing to the communication systems;  Installing permanent overhead changeable message signs at the following locations: o East of Parkdale Avenue (westbound lanes) o East of Blair on Ottawa Road 174 (westbound lanes) o West of Walkey Road (westbound lanes) o East of Belfast Road (westbound lanes) o West of Vanier Parkway (eastbound lanes)

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 Installing additional portable message signs during construction; and  Adding new pavement detectors to enhance the system operation.

3.1.4 Drainage

The existing drainage infrastructure within the study limits requires relocation to accommodate the highway widening. Following construction, highway runoff will be conveyed from the crown of the eastbound and westbound lanes to the median catchbasins and to outside highway catch basinins, ditch inlets, ditches, and flat bottomed grassed swales, and storm sewers.

In addition to the required drainage modifications, the proposed highway widening provides an opportunity to implement stormwater management (SWM) measures, where presently no strategy is in place. The proposed stormwater management strategy for treatment of highway runoff within the study area includes the use of flat bottom grassed swales adjacent to the existing highway lanes where possible and the addition of dry ponds.

The following outlets will be installed for stormwater originating from MTO right-of-way within the study limits:

 Station 30+420 (east of Nicholas)  Station 31+150 (southwest corner of Hurdman’s Bridge over the Rideau River)  Station 10+075 (northeast corner of Hurdman’s Bridge over the Rideau River)  Station 10+075 (southeast corner of Hurdman’s Bridge over the Rideau River)  Station 11+120 (west of Belfast to City trunk sewer)  Station 12+125 (to southwest corner of St. Laurent Interchange)  Station 12+390 (to southeast corner of St. Laurent Interchange)  Station 12+975 (to existing MTO culvert west of Cyrville Road)  Station 13+350 (to culvert at Aviation Parkway overpass)

None of the proposed outlets are new and any additional impervious area draining to them is small compared to the total upstream catchment area. As such, the overall change is very minor and no quantity control is recommended.

Underground storage and stormwater interceptors were proposed as part of the Preliminary Design, however these measures are expensive to maintain and therefore other options were reviewed. Quality control will be achieved using grassed swales and dry ponds. SWM facilities will be installed at three available locations within the ROW:

Station 10+300 (SW Vanier Interchange) - The existing ditches in this portion of the interchange are proposed to be widened and deepened in order to provide a storage area to help settle out particulates.

Station 10+600 (NE Vanier Interchange) - The existing ditches in this portion of the interchange are proposed to be widened and deepened in order to provide a storage area to help settle out particulates.

Station 12+100 (SW St. Laurent Interchange) - The open area in this portion of the interchange is proposed to be converted to a storage area to help settle out particulates. While the other facilities are

McCormick Rankin (MRC) Page 32 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report only proposed to provide basic treatment, this facility is proposed to provide enhanced treatment owing to the longer available detention time provided by the controlled outlet.

The MOE Storm Water Management Planning and Design Manual (March 2003) identifies grassed swales as an appropriate measure for water quality enhancement provided that the peak flow velocity for the 25 mm (4 hour) storm event is not greater than 0.5 m/s. In addition, the velocity generated by the 100- year design storm should not exceed 1.5 m/s, at which point, rock protection should be provided to prevent erosion. As such, water quality enhancement with minimum 1.0 m wide flat-bottom grassed swales is recommended for all new swales proposed along Highway 417.

3.1.5 Illumination

Highway 417 Mainline

As proposed during Preliminary Design, the median illumination concept that currently exists on Highway 417 will be maintained. However, the dual cobra head fixtures in the median will be upgraded to single High Bay conventional lighting as an economic alternative. At the interchanges (Vanier Parkway and St. Laurent Boulevard), the roadways will be illuminated using High mast lighting.

Central Transitway Underpass

No light standards are located on the bridge structure. Surface mounted lighting for the illumination of the Transitway is present on the existing abutment frame legs. No modifications to the surface mounted lighting are required for the rehabilitation activities.

Hurdman’s Bridge

Three existing light standards will be removed and three new light standards will be reinstated within the limits of Hurdman’s Bridge. Permanent light pole bases (conforming to OPSD 3360.100 – Deck Light Pole Bases, Structures with Barrier Walls) will be added on the exterior sides of the structure for temporary light standards required for illumination of the bridge.

St. Laurent Avenue Underpass

No light standards are located on the bridge structure. Surface mounted lighting for the illumination of the St. Laurent Boulevard is present on the existing abutment frame legs and pier cap, and light standards are present just north of the structure. Relocation of the light standards on St. Laurent Boulevard is required in the northwest quadrant under the bridge.

East Transitway Underpass

No light standards are located on the bridge structure. Surface mounted lighting for the illumination of the Transitway is present on the existing deck underside and abutment frame legs. Modifications to the surface mounted lighting are not required for the rehabilitation activities.

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Lees Avenue Overpass

Two new light poles will be mounted on bases conforming to OPSD 3360.200 (Deck Light Pole Bases, Structures with Parapet Walls). Both light poles are on the east side of the structure. Luminaries and light poles off of the structure require temporary removal to permit transport of the structure.

Vanier Parkway Overpass

Four new light poles will be mounted on bases conforming to OPSD 3360.200 (Deck Light Pole Bases, Structures with Parapet Walls); two light poles on the east side and two light poles on the west side. Four soffit mounted light fixtures will be provided for illumination under the bridge.

Belfast Road Overpass

No lighting is mounted on the existing bridge and no lighting is required for the Belfast Road superstructure.

3.1.6 Bridges

During Preliminary Design it was determined that all overpasses and underpasses along Highway 417 within the study limits will require some form of rehabilitation in order to maintain their functionality. In addition, the Lees Avenue and Cyrville Road bridges over Highway were proposed to be replaced to accommodate the highway widening.

During Detail Design, the existing conditions of the structures were reviewed which identified 4 bridges requiring rehabilitation (Central Transitway, St. Laurent, East Transitway and Hurdman’s Bridge) and 3 bridges which require replacement (Lees Avenue, Vanier Parkway and Belfast Road). The Cyrville Road bridge over Highway 417 was recently replaced as a separate contract and therefore does not require rehabilitation or replacement.

The proposed works at each structure are outlined in the following sections. The General Arrangement drawings for each bridge are on file with the Ministry of Transportation.

3.1.6.1 Central Transitway Overpass Rehabilitation

The Highway 417 bridge over the Central Transitway will be rehabilitated and the deck will be widened using standard construction methods. Rehabilitation of the bridge will include a 3.95 m widening of the rigid frame deck and abutments to the north. In general, the Central Transitway Overpass rehabilitation includes:  Removal of the existing asphalt wearing surface and waterproofing from the deck and approach slabs;  Widening the existing structure, including construction of foundations and a new north barrier wall;  Reconstruction of the existing retaining walls to tie in the widened portion of the bridge;  Rehabilitation of the bridge deck including concrete repairs;  Construction of approach slabs on the widened portion of the structure, and approach slab extensions on the south end;

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 Construction of the new Type I median barrier wall;  Rehabilitation of the deck soffit, including removal of all deteriorated concrete and replacement with new concrete patches.  Waterproofing and paving of deck and approach slabs.

3.1.6.2 Hurdman’s Bridge Widening and Superstructure Replacement

Hurdman’s Bridge over the Rideau River will be widened and the superstructure will be replaced using standard construction methods. The replacement of Hurdman’s Bridge consists of the complete staged removal of the existing abutments and the concrete T-beam superstructure, leaving in place only the four existing in-water piers.

The existing piers will be symmetrically widened, at the north and south ends, to accommodate the new wider superstructure. During the initial stages of the detail design for the Highway 417 Expansion Project, it was determined that the proposed pier widening at Hurdman’s Bridge (Advance Pier Widening Project) must be completed as a separate advance contract (GWP 4157-11-00) in order to minimize environmental impacts and meet the construction schedule. It is anticipated that the advance pier widening will be constructed in summer 2012. The Advance Pier Widening Project is being completed in accordance with the MTO Class EA process for Group ‘B’ projects and is documented in the Highway 417 Expansion, Operational Improvements and Infrastructure Rehabilitation, Advance Pier Widening Project: Hurdman’s Bridge, Detail Design, Design and Construction Report (March 2012).

The replacement and reconstruction of the Hurdman’s Bridge structure will be completed as part of the Highway 417 Expansion Project and will include the removal of the existing concrete T-beam superstructure and abutments and the reconstruction of a wider bridge with new abutments, widened piers (completed as part of a separate advance contract, GWP 4157-11-00) and a concrete slab on a variable depth steel I-beam superstructure.

For the superstructure replacement, a slab on steel I-beam superstructure is proposed, with parabolic haunches at the pier locations in order to minimize the structural depth at mid-spans and therefore, maintain the existing navigational clearance.

The widening and superstructure replacement of Hurdman’s Bridge includes:

 Partial removal of the existing in-water piers (including cutwaters) and construction of the pier foundations and shaft extensions, at both sides (to be completed as part of the Advance Pier Widening Project – GWP 4157-11-00);  Construction of cofferdams at both abutments and dewatering operations;  Concrete repairs to the existing pier shafts, as required, including reconstruction of bearing seats;  Relocation and/or protection of utilities (temporary and/or permanent relocation)  Installation, modification and removal of protection systems;  Relocation and reinstatement of existing multi-use pathways;  Staged removal of the existing T-beam superstructure;  Staged removal of the east and west abutment including stems, wingwalls and cleats.

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 Staged removal of existing approach slabs;  Staged construction of the east and west abutments, including new foundations, abutment stems, wingwalls and cleats;  Installation of new bearings at piers and abutments;  Staged erection of new steel haunched I-beams, diaphragms and cross bracings;  Staged construction of new deck with closure strips and semi-integral deck overhang;  Staged construction of new exterior and median barrier walls;  Staged construction of new approach slabs; and  Waterproofing and paving the deck and approach slabs.

3.1.6.3 St. Laurent Boulevard Overpass Rehabilitation

The Highway 417 bridge over St. Laurent Boulevard will be rehabilitated as part of the proposed works using standard construction methods. Rehabilitation of the St. Laurent Overpass will include the following:

 ‘In-kind’ structure widening;  Concrete deck repairs;  Construction of new barrier walls on the widened bridge;  Removal of existing expansion joints and construction of a new semi-integral abutment deck arrangement;  Installation of a longitudinal expansion joint between the median barriers;  Construction of new approach slabs;  Waterproofing and paving; and  Rehabilitation of the concrete substructure.

3.1.6.4 East Transitway Overpass Rehabilitation

The Highway 417 bridge over the East Transitway will be rehabilitated as part of the proposed works using standard construction methods. The rehabilitation of the East Transitway Overpass will consist of the following:

 Removal of the existing asphalt wearing surface and waterproofing from the deck and approach slabs;  Removal of the existing barrier walls;  Milling the approaches to provide transition onto and off of the structure for traffic staging;  Removal of the existing earth fill, rigid foam insulation, drainage mat and waterproofing from the north and south deck ends;  Construction of new concrete barrier walls;  Installation of a longitudinal joint seal between the new median barriers;  Patch repair of top of existing deck and approach slabs;  Installation of waterproofing, rigid foam insulation, drainage mat and earth fill at the North and South deck ends;  Paving deck and approach slabs;  Inject cracks and repair deteriorated concrete in deck soffit and abutment frame legs; and  Application of concrete sealer to the abutment frame legs and barrier walls.

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3.1.6.5 Lees Avenue Underpass Rapid Replacement

The Lees Avenue bridge over Highway 417 will be replaced using rapid replacement construction techniques in order to reduce traffic impacts during construction.

Rapid replacement technology is a construction staging technique where a new structure is being constructed in an enclosed area adjacent to the highway / structure. The existing structure will be removed, and the new structure will be placed using heavy lift technology. Application of this technology will significantly reduce the long-term traffic impacts by reducing the amount of time required for full closures.

The proposed work for the rapid replacement of Lees Avenue Underpass generally includes the following:

Temporary Staging Area Setup  Preparation of the temporary construction/staging areas to be located northwest of the bridge site in the area bound by Lees Avenue and Robinson Avenue (Exhibit 3-1); and  Construction of temporary support structure (temporary abutments and piers).

Preparation Work, Removals, and Superstructure Construction Activities  Construction of the new superstructure in the staging area;  Rehabilitation work on the existing abutments;  Partial removal of the slope paving;  Removal of expansion joint seal and cover plates;  Removal of barrier walls on approaches and partial removal/reconstruction of wingwalls;  Partial construction of wing wall modifications;  Removal of lighting;  Excavation behind ballast wall and removal of top portion of ballast wall;  Removal of the existing superstructure using rapid replacement technology to lift and transport the existing superstructure from the highway to the staging area.

Substructure Removal and Modification Activities  Demolition of the existing piers and pier footings;  Completion of Highway 417 lane widening;  Extension of existing abutment stems;  Modification of Lees Avenue approaches;  Construction of piers; and  Installation of bearings.

Rapid Superstructure Installation and Post Installation Activities  Rapid installation of new superstructure;  Construction of the new approach slabs and barriers;  Paving of approach and deck; and  Reinstatement of utilities.

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Staging Area

Exhibit 3-1: Lees Avenue Underpass Replacement Staging Area and Rapid Replacement Equipment Route

3.1.6.6 Vanier Parkway Underpass Rapid Replacement

The Vanier Parkway bridge over Highway 417 will be replaced using rapid replacement technology. The proposed work for the rapid replacement of the Vanier Parkway Underpass generally includes the following:

Temporary Staging Area Setup and Superstructure Prefabrication  Preparation of the temporary construction/staging area to be located in the northwest quadrant of the interchange in the area between the Vanier Parkway N-W ramp and the RCMP grounds (including minor grading to accommodate the transporter equipment route) (Exhibit 3-2).; and  Construction of the new superstructure.

Preparation Work and Substructure Rehabilitation/Replacement Activities  Removal of existing lighting;  Rehabilitation work on the existing abutments; and  Construction of temporary pier bent and pier replacement.

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Pre - Rapid Replacement Activities  Removal of railing, sidewalk and wingwall;  Reconstruction of top of wingwalls, sidewalks and parapet walls;  Sawcutting and removal of existing approach slabs;  Excavation of granular backfill behind the ballast walls; and  Sawcutting of the existing ballast walls.

Rapid Replacement Activities  Rapid removal and replacement operation using rapid replacement technology (to conduct the rapid replacement, the transporter equipment will travel between the bridge site on Highway 417 and the staging area across the N-W ramp);  Adjustment of new bearing base plates;  Construction of the new approach slabs; and  Pavement of approach and deck.

Post - Rapid Replacement Activities  Completion of construction of new wingwalls and parapet walls;  Removal of temporary pier bent;  Reconstruction of median on Vanier Parkway; and  Reinstatement utilities.

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Staging Area

Exhibit 3-2: Vanier Parkway Underpass Replacement Staging Area and Rapid Replacement Equipment Access

3.1.6.7 Belfast Road Underpass Rapid Replacement

The Belfast Road bridge over Highway 417 will also be replaced using rapid replacement technology. The proposed work for the rapid replacement of the Belfast Road Underpass generally includes the following:

Temporary Staging Area Setup and Superstructure Prefabrication  Preparation of the temporary construction/staging areas (including minor grading to accommodate the transporter equipment route) to be located in the southeast quadrant of the St. Laurent Boulevard interchange in the area bounded by the MTO right-of-way to the south and east and the St. Laurent S-E ramp to the north and west (Exhibit 3-3); and  Construction of the new superstructure.

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Preparation Work and Substructure Rehabilitation/Replacement Activities  Rehabilitation work on the existing abutments; and  Construction of temporary pier bent and pier replacement.

Pre-Rapid Replacement Activities  Removal of railing, sidewalk and wingwall; and  Reconstruction of top of wingwalls, sidewalks and parapet walls.  Sawcutting and removal of existing approach slabs;  Excavation of granular backfill behind the ballast walls; and  Sawcutting of the existing ballast walls.

Rapid Replacement Activities  Rapid removal and replacement operation using rapid replacement technology (to conduct the rapid replacement the transporter equipment will travel between the bridge site on Highway 417 at Belfast Road and the staging area via a temporary route constructed across the St. Laurent Boulevard S-E ramp, then will travel across St. Laurent Boulevard, the westerly up the St. Laurent W-N/S ramp, and along the eastbound lanes along Highway 417);  Adjustment of new bearing base plates;  Construction of the new approach slabs; and  Pavement of approach and deck.

Post - Rapid Replacement Activities  Completion of construction of new wingwalls and parapet walls;  Removal of temporary pier bent;  Reconstruction of Highway 417 median; and  Reinstatement utilities.

Staging Area

Exhibit 3-3: Belfast Road Underpass Replacement Staging Area and Rapid Replacement Equipment Access

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3.1.6.8 Transit Priority Measures

During Detail Design, it was determined that various transit priority measures are required throughout the study corridor in order to enhance transit reliability. These measures are described in the following sections.

Nicholas Street Interchange

The Nicholas N-E ramp will be widened under the Nicholas Street Bridge to provide two lanes entering the highway. The right-hand lane will be designated as “transit-only” downstream from the N-E ramp to Station 130+969, beyond which it operates as a mixed traffic deceleration lane to the Vanier Parkway E- N/S off-ramp.

Vanier Parkway Interchange

The Vanier Parkway W-NS and E-NS ramps will be modified to accommodate bus “queue jumps” to allow buses to bypass traffic and re-enter the highway via the Vanier Parkway S-E and N-W ramps respectively.

St. Laurent Boulevard Interchange

The St. Laurent Boulevard W-NS ramp will be modified to accommodate an additional transit-only approach and a new bus stop at the ramp terminal intersection. Transit signal priority at the intersection will allow buses to turn left and head north to access the St. Laurent Transitway Station. A “smart channel” will be provided for right-turning vehicles.

As mentioned in Section 3.1.2.2, the alignment of the S-E ramp will be modified and will be closed to all traffic except for emergency services and OC Transpo buses.

Finally, a direct access ramp from the St. Laurent Transit Station local bus platform to the Highway 417 westbound lanes will be provided.

Lemieux / Labelle Intersection

The Lemieux / Labelle intersection will be modified to improve safety and to minimize impacts to detoured transit services during the Transitway closure. The eastbound and westbound through movements along Labelle Street and the southbound left-turn from Lemieux Street to Labelle Street will be prohibited. Eastbound left turns and westbound right turns will be stop controlled. Ramp traffic originating from Ottawa Road 174 will proceed through the intersection uncontrolled.

St. Laurent / Lemieux Intersection

The St. Laurent / Lemieux intersection will be modified to provide two left-turn lanes from Lemieux Street. Diverted westbound Transitway buses will turn-left from the outside lane to access the St. Laurent Station local platform via the existing access ramp from St. Laurent Boulevard.

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3.1.7 Retaining Walls

As identified during Preliminary Design there are various locations within the study area where the standard 2:1 side slope cannot be maintained as a result of the proposed highway widening and therefore retaining walls will be required for soil stabilization and to retain Highway 417 within the existing right-of- way.

During Preliminary Design, 13 retaining walls were identified, however, as a result of modifications to the final highway alignment during Detail Design, it has been determined that 6 of the retaining walls are no longer required and the 3 retaining walls along the westbound lanes at Lees Avenue can be combined into a single retaining wall (which will be constructed as part of the noise wall at Lees Avenue). In addition, 3 new retaining walls were identified during Detail Design; one at Nicholas Street, one near Vanier Parkway and one at Lees Avenue.

The retaining walls to be constructed as part of the proposed highway widening are described below.

Nicholas Street Overpass South Retaining Wall

 Along the south side of the Nicholas Street N-E ramp under the Nicholas Street Bridge (Station 50+334.02 to 50+371.56) with a maximum grade difference of 1.8m and extending for a length of 37.5 m.

Lees Avenue Overpass/Robinson Avenue North Retaining Wall

 Along the westbound lanes in the vicinity of Lees Avenue/Robinson Road (Station 230+679.2 to 231+079.8) with a maximum grade difference of 1.3 m and extending for a length of 400 m (this retaining wall will be constructed as part of the noise wall at this location).  Along the north abutment of the Lees Avenue Bridge (Station 230+717.7 to 230+751.2) with a maximum grade difference of 2.5 m and extending for a length of 33.5 m.

Vanier Parkway Retaining Wall

 In the median at Vanier Parkway (Station 10+455 to 10+630) with a maximum grade difference of 1.2 m and extending for a length of 175 m.

St. Laurent Boulevard Retaining Walls

 Along the St. Laurent Boulevard N-W on-ramp (Station 42+039 to 42+150) with a maximum grade difference of 5.5 m and extending for a length of 111 m.

Belfast Retaining Walls

 Along the eastbound lanes in the vicinity of Belfast Road (Station 111+025 to 111+700) with a varying height and maximum grade difference of 3.4 m at the Belfast Road median. This retaining wall extends for a length of 675 m.  Along the westbound lanes in the vicinity of Belfast Road (Station 211+220 to 211+700) with a varying height and maximum grade difference of 3.4 m at the Belfast Road median. This retaining wall extends for a length of 480 m.

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Canadian Tire North Retaining Wall

 Along the westbound lanes east of Vanier Parkway (Station 210+902.1to Station 211+000.5) with a maximum grade difference of 3.2 m and extending for a length of 98.4 m.

3.1.8 Noise Walls

Detail Design includes replacing the existing noise wall along Robinson Avenue and Hurdman Road, north of Highway 417 near Lees Avenue. The replacement noise wall will be constructed to the south of the existing noise wall. This noise wall will be incorporated into the proposed retaining wall at Lees Avenue and will be 5 m high at its highest point (Exhibit 3-4).

Context Sensitive Design

Context sensitive designs are being incorporated into the noise wall as well as the retaining walls at Belfast. The noise wall as well as the proposed retaining walls at Belfast Road will be constructed of a pre-cast composite concrete panel system. The concept includes the use of panels of different color and texture. These will be installed in a random pattern for walls greater than two panels in height (1.0 m), so that both the colour and texture of the wall provides visual interest along the corridor.

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Exhibit 3-4: Noise Barrier Wall Profile

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3.1.9 Signage

Improvements to signage are required throughout the Highway 417 corridor within the project limits, including improvements to mainline signage as well as signage on ramps and speed change lanes. These improvements will include the erection of new signage as well as the relocation of existing signs. New signage will consist of roadside signs as well as overhead signs.

3.1.10 Robinson Avenue

It was determined during Detail Design that in order to accommodate the highway widening, Robinson Avenue (from approximately 36 m east of Lees Avenue to 129 m west of Lees Avenue) will require realignment to the north. The realignment will be the greatest under the Lees Avenue Bridge, at which point the road will be shifted approximately 4.5 m to the north.

3.1.11 Pathways

During Detail Design it was determined that the multi-use pathway along the west side of the Rideau River requires realignment due to the widening of Hurdman`s Bridge and in order to improve sightlines along the pathway. The proposed realignment of the pathway is shown in Exhibit 3-5.

Exhibit 3-5: Pathway Modifications along West Side of the Rideau River (Final Configuration)

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3.1.12 Utility Relocations/Modifications

Various utility relocations/modifications are required due to the bridge rehabilitation, replacement and widening activities. The utility relocations/modifications are described below.

Central Transitway Overpass

A 75 mm diameter conduit will be relocated in the median barrier wall. Reconstruction of the retaining walls at the north-east and north-west quadrants will require relocation and re-instatement of the electrical conduits embedded within as well as the associated junction boxes.

Hurdman’s Bridge

Embedded electrical ducts will be provided in both exterior barriers and in one of the median barrier walls for Highway 417 Illumination / ATMS ducts. The existing Bell Canada ducts will be permanently relocated within the structure during the replacement of the structure. There is a provision for a new Hydro duct to replace the existing ducts located within the bridge.

A 300 mm diameter gas pipeline that currently crosses the Rideau River at the north side of Hurdman’s Bridge will be impacted by the proposed work in its current location and therefore will be relocated by Enbridge Inc. prior to the Advance Pier Widening Project (GWP 4157-11-00).

St. Laurent Avenue Overpass

A 75 mm diameter conduit, and 50 mm conduit through the south barrier wall of the eastbound lane structure will require temporary relocation and will be reinstated into the new exterior barrier wall.

East Transitway Overpass

A 75 mm lighting duct will be provided in the median barrier.

Lees Avenue Underpass

Embedded Hydro Ottawa ducts will be temporarily abandoned during bridge removal. Embedded electrical ducts will be provided in both barriers. Six 100 mm ducts will be embedded in the west sidewalk for Ottawa Hydro.

An existing overhead line which runs along the north shoulder of Robinson Avenue and the north approach to the structure will be removed during construction to permit bridge transportation and construction.

Vanier Parkway Underpass

Embedded electrical ducts will be provided in each parapet wall to accommodate street lighting along Vanier Parkway / Riverside Drive. Two 100 mm ducts will be installed in the Vanier Parkway median for traffic signal interconnects.

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Belfast Road Underpass

Embedded electrical ducts will be provided in each parapet wall to accommodate street lighting along Belfast Road. The hydro and bell cables embedded in the existing structure deck are to be temporarily relocated to complete the work. The Hydro cables are to be reinstated in six 100 mm ducts in the east sidewalk. The Bell cables are to be reinstated in eight 100 mm ducts in the west sidewalk. Temporary relocation of an All Stream aerial Highway 417 crossing is required on the east side of St. Laurent to accommodate the rapid replacement.

3.1.13 Context Sensitive Design

The Highway 417 Expansion Project provides an opportunity to include Context Sensitive Design (CSD) elements into the proposed design. As a Capital Arrival Route, guiding design principles of the Context Sensitive Design (CSD) concepts include: clean, concise, discernible features that articulate the highway as an arrival route into/through Ottawa’s core as the nation’s capital; simple design features easily perceived without distraction to motor vehicle operators; the use of durable, low maintenance materials; aesthetic design coordinated between the varying CSD elements and; constructible design solutions. Four main components are included as part of the CSD strategy, including: Precast Concrete Sound Attenuation and Retaining Walls; Road Names mounted on bridge replacements; Maple Leaf Emblems mounted on centre bridge pilasters; and Maple Leaf Emblems mounted on highway light standards in the highway median.

Precast sound attenuation and retaining walls: The noise wall will be constructed of a pre-cast concrete panel system. The concept includes the use of panels of different color and texture. These will be installed in a random pattern for walls greater than two panels in height (1.0 m), so that both the colour and texture of the wall provides visual interest along the corridor.

Road names: There will be decorative metal road names mounted on the Lees, Belfast and Vanier Parkway Bridges. These road names will be mounted on the right hand side of the travel lanes, in both eastbound and westbound directions. They will be constructed of painted metal to match the girder colour of each bridge, and will be secured to sit approximately 50mm proud of the bridge face.

Maple Leaf Emblems (Bridge): Decorative metal maple leaf emblems will be attached to the eastbound and westbound central pilaster of the Lees, Belfast and Vanier Parkway Bridges. The bridge-mounted elements will appear as a leaf outline, and will be painted red in colour, and secured to sit proud of the face the pilaster.

Maple Leaf Emblem (Light Pole Attachment): Decorative metal maple leafs will be attached to every other median light pole, alternating left and right, throughout the project limits (where applicable). The leaf emblems will be mounted at a height of approximately 5-6 m and will help to signify the arrival route through the core of the City.

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In addition to the four main CSD components, context sensitive design treatments will be incorporated into the pier substructures of the St. Laurent Boulevard Overpass, Belfast Road, Lees Avenue and Vanier Parkway underpasses. Generally, the treatments will include the following:

 Continuous, non-interrupted concrete parapets with rustication strip and street names cast into the exterior side;  Upward arching precast concrete pilasters at the ends of the centre median piers; and  Coated steel girders (with the exception of Lees Avenue which has weathered steel box girders).

3.1.14 Landscape Plan

A Landscape Plan will be implemented following construction to reinstate vegetated areas disturbed by the construction works throughout the project limits. The landscape design includes native species which have high durability (i.e. salt/wind tolerant, regional hardiness), and provide seasonal interest through colour, form and texture. Proposed plant selections are generally consistent along this segment of highway corridor to improve visual continuity and to tie into the existing communities.

The following highlights key elements of the landscape strategy for the Highway 417 Expansion Project:

 Plant selection is consistent with plantings appropriate for the National Capital’s Greenbelt where feasible. Limited use of non-native plant material is proposed within roadside areas of severe urban and soil conditions. The use of salt tolerant, hardy trees and shrubs are used throughout.  Seasonal interest will be provided by drought and wet tolerant trees and vegetation where and as appropriate. Restrained use of Fall and Spring plants with red attributes (flowers, budding, stalk 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 and within integrated vegetated stormwater management swales. Specialized MTO standard seed mixes will be used to stabilize slopes greater than 2H:1V. Bio-engineering techniques, such as live-staking, will be used within special treatment areas along the Rideau River.  Tall-grass plantings with seasonal interest will be planted in select areas above the existing municipal water main east of Belfast Road.  Plant and tree placement will be respectful of highway light and pole location to maximize evening lighting effectiveness.  Sensitive plant selection unique to the ash lowland at Vanier will define the existing forested edge in recognition of unique stormwater drainage patterns in the area.  City streetscapes and entrance arrival points into residential communities will be improved - Robinson Avenue will be enhanced to compensate for disturbed vegetation during construction. New street trees will be provided from the Lees Avenue Bridge to the intersection of Lees Avenue and Robinson Avenue.

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3.2 TRAFFIC/CONSTRUCTION STAGING

3.2.1 Mainline Construction Staging

The widening of Highway 417 will be completed in two stages using an “outside-inside” construction staging methodology.

Stage I (2012 to 2014)

During Stage I, the highway will be widened on the outside while maintaining three mainline lanes of traffic in both directions. The rapid removal of the Lees Avenue underpass structure will take place at the conclusion of Stage I.

Construction works to be completed in Stage I include:

 One-lane widening of the highway in both directions (on the outside of the highway);  Realignment of Robinson Avenue to accommodate the highway widening;  Realignments of ramps at the Nicholas Street, Vanier Parkway and St-Laurent Boulevard interchanges;  Installation of new retaining walls, storm sewers, noise walls, upgrades to the electrical and Advance Traffic Management System (ATMS);  Installation of temporary ground mounted signs to replace overhead signs impacted by construction;  Construction of new roadway protection systems;  Paving of surface course asphalt.

During construction, three mainline traffic lanes will be provided in both directions except during certain times when lane reductions will be necessary for ramp or bridge-related construction. See Section 3.3.2.3 for a summary of required lane/ramp closures. Wherever possible, speed change lanes will be provided at exit and entrance ramps (a 90 km/h design speed will be used).

Stage II (2014 to 2015)

During Stage II, traffic will be shifted to the outside to allow completion of the rehabilitation in the median. Construction works to be completed during Stage II include:

 Reconstruction of the median shoulders, storm sewer and concrete barrier;  Installation of new conventional and high mast illumination;  Installation of new overhead and variable message signs; and  Paving of surface course asphalt.

Three basic lanes of traffic will be provided at all times except in certain cases when lane reductions will be necessary for bridge-related construction. See Section 3.3.2.3 for a summary of required lane/ramp closures.

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During Stage II, the existing eastbound and westbound traffic lanes will be shifted towards the outside. A transition will be provided at the west and east ends of the project limits to tie-in the existing lanes with the shifted lane alignment in the work zone.

The rapid replacement of the Lees Avenue, Vanier Parkway and Belfast Road underpass structures will take place during Stage II.

3.2.2 Nicholas Street N-E Ramp Staging

The lowering of the Nicholas Street N-E ramp grade will be required in parallel with the implementation of highway widening Stage I construction due to a grade difference between the ramp and the highway mainline lanes. There will be minimal impact to traffic on Highway 417 as three lanes of traffic will be maintained at all times.

Three basic stages have been developed to keep the on-ramp open during construction:

Stage 1: The existing N-E ramp alignment will be maintained with a reduced 0.5 m shoulder and traffic control barriers (TCBs). A speed change lane with taper (90 km/h design speed) will replace the existing auxiliary lane arrangement.

Construction will take place on the outside (behind the TCB) with access to / egress from the Lees S-E ramp.

Stage 2: The N-E ramp alignment will be shifted toward the outside on the newly constructed ramp surface with reduced 0.5 m shoulders and TCB on the north side of the ramp and new concrete barrier on the south side. A speed change lane with taper (90 km/h design speed) will be provided.

Construction will take place between Highway 417 and the realigned N-E ramp.

Stage 3: Traffic on the N-E ramp will return to the original ramp alignment with a speed change lane and taper (90 km/h design speed).

3.2.3 Robinson Avenue Realignment Staging

Staging for the Robinson Avenue realignment will be conducted so that one lane of traffic on Robinson Avenue will be maintained at all times.

3.2.4 Structure Rehabilitation/Replacements Staging

3.2.4.1 Central Transitway Overpass Rehabilitation

Highway 417 Staging

The Central Transitway will be widened and the deck will be rehabilitated in four stages as follows.

Stage 1: Stage 1 will include widening the existing structure to the north. The right exterior shoulder of the westbound lanes will be closed during the entire construction of the

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widening to provide a construction staging area and access. Stage 1 will also include the removal of the raised median to facilitate subsequent traffic staging for the remainder of the rehabilitation tasks. This will require right shoulder reductions on the eastbound lanes.

Stage 2: The above deck rehabilitation activities on the existing portion of the structure will be completed using a staged approach taking advantage of the newly widened portion of the bridge. In Stage 2, work will be completed on the exterior portions of the bridge while two lanes of traffic in each direction are maintained towards the median. The S-E Nicholas Street/Lees Avenue will be closed for the duration of the work in Stage 2. The closures required for Stage 2 will be limited to three (3) weekend closures with removal of asphalt and waterproofing, concrete patch repairs, waterproofing and paving taking place during the first, second and third weekend closure, respectively.

Stage 3: During stage 3, traffic will be shifted towards the newly rehabilitated exterior portions of the bridge to allow replacement of the median barrier wall. Three lanes of traffic in each direction as well as the N-E Nicholas Street on-ramp will be maintained for the duration of this stage.

Stage 4: In Stage 4, traffic will be shifted to the outermost exterior portions of the structure allowing for the rehabilitation of the interior portions of the deck. Similarly to Stage 2, this work will require three (3) weekend closures as only two lanes of traffic in each direction of Highway 417 will be maintained.

Weekend lane closures will be scheduled in accordance with standard lane closure restrictions for Highway 417. It is anticipated that the rapid replacement of the adjacent Lees Avenue Bridge will require similar weekend lane closures for the preparatory work as well as one weekend full closure of Highway 417 for the bridge replacement. Work on the Central Transitway Overpass can be co-ordinated to take advantage of these closures and more specifically to complete selected waterproofing and paving operations in order to limit the number of longitudinal joints.

The Highway 417 staging drawings for the rehabilitation and widening of the Central Transitway Overpass are shown in Exhibits 3-6 and 3-7.

McCormick Rankin (MRC) Page 52 April 2012

Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-6: Highway 417 Staging during Central Transitway Overpass Rehabilitation and Widening – Sheet 1

McCormick Rankin (MRC) Page 53 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-7: Highway 417 Staging during Central Transitway Overpass Rehabilitation and Widening – Sheet 2

McCormick Rankin (MRC) Page 54 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Central Transitway Staging

The work on the underside of the structure will be completed in two stages. The first stage includes widening the structure to the north. This work will require lane reductions to provide space for falsework, construction access and staging. Two 3.5 m lanes in each direction with 0.5 m shoulders and a 1.5 m wide sidewalk will be maintained during this stage. Erection of the overhead falsework may require short term measures where traffic will be temporarily reduced to a single lane (two-way traffic with flagging) and the sidewalk closed. The falsework will reduce the existing vertical clearance of 5.0 to 4.5 m and will require reduced clearance signage. The clearance envelope during construction is shown on the General Arrangement drawings (Exhibits 3-1 and 3-2)

The second stage of construction on the underside of the Central Transitway Bridge will involve soffit rehabilitation. Work will proceed in sections allowing for one lane of traffic in each direction and the sidewalk will remain open.

3.2.4.2 Hurdman’s Bridge Rehabilitation

The superstructure removal operations at Hurdman’s Bridge and the erection of the new steel superstructure will be performed “from above” (i.e. from existing/new decks). The replacement of Hurdman’s Bridge will be completed using a two stage “outside/inside” construction staging in sequence with the overall highway widening staging. Within each construction stage, work activities can be carried out simultaneously and/or sequentially depending on their interrelation and on timeframe requirements.

Stage 1: Stage 1 of construction includes the removal and reconstruction/widening of the north and south exterior sides of the bridge, while 3 lanes of traffic is maintained in each direction towards the median.

Stage 2: During in Stage 2 of construction, traffic will be shifted to the newly constructed north and south widenings, maintaining three lanes of traffic in each direction (eastbound and westbound), while the median portion of the bridge is being removed and reconstructed.

The Highway 417 staging drawings for the rehabilitation and widening of Hurdman’s Bridge are shown in Exhibits 3-8 and 3-9.

McCormick Rankin (MRC) Page 55 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-8: Highway 417 Staging during Hurdman’s Bridge Rehabilitation and Widening – Sheet 1

McCormick Rankin (MRC) Page 56 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-9: Highway 417 Staging during Hurdman’s Bridge Rehabilitation and Widening – Sheet 2

McCormick Rankin (MRC) Page 57 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

3.2.4.3 St. Laurent Boulevard Overpass Rehabilitation

Highway 417 Staging

There will be minimal impact to traffic on Highway 417 as the widening and rehabilitation of the St. Laurent Boulevard Overpass will be completed using multi-stage “outside/inside” construction in sequence with the mainline highway staging. The widening and rehabilitation of the outside portions of the bridges will be carried out while traffic is maintained closer to the median. Once work on the outside is complete traffic will be shifted onto the newly widened/rehabilitated section to allow the interior portion of the bridges to be rehabilitated.

Three traffic lanes will be maintained on Highway 417 in each direction during peak periods, however; it may be necessary to reduce the number of lanes during off-peak periods (the use of quick movable barriers would facilitate this process).

The following five stages were developed to keep the highway on-ramps open during construction to the extent possible:

Stage 1A: Structure widening on the outside with three traffic lanes and speed change lanes (ramps) shifted towards the median.

Stage 1B: Night-time and weekend work on the bridge deck with two traffic lanes shifted towards the median and closed on-ramps.

Stage 1C: Weekday work on the bridge deck with three traffic lanes shifted towards the median, closed on-ramps, and roadway plates used at the bridge approaches.

Stage 2A: Weekday/weekend night time work on the bridge deck with two traffic lanes and speed change lanes (ramps) shifted towards the outside.

Stage 2B: Weekday day time work on the bridge deck with three traffic lanes and speed change lanes (ramps) shifted towards the outside.

The staging drawings for Highway 417 during the St. Laurent Overpass rehabilitation are shown in Exhibits 3-10 and 3-11.

McCormick Rankin (MRC) Page 58 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-10: Highway 417 Staging during St. Laurent Boulevard Overpass Rehabilitation and Widening – Sheet 1

McCormick Rankin (MRC) Page 59 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-11: Highway 417 Staging during St. Laurent Boulevard Overpass Rehabilitation and Widening – Sheet 2

McCormick Rankin (MRC) Page 60 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

St. Laurent Boulevard Staging

St Laurent Boulevard will be reduced to two traffic lanes northbound and southbound during the bridge widening phase (Stage 1A). One sidewalk will remain open at all times. Access to the Highway 417 on- ramps will be maintained during day-time hours.

The pier widening will be carried out subsequent to the bridge widening work given the need to maintain at least two lanes in each direction on St. Laurent Boulevard. During this stage, the median traffic lane in both directions will be closed; the remaining two outside lanes, on-ramps and sidewalks will not be affected during this work.

3.2.4.4 East Transitway Overpass Rehabilitation

Highway 417 Staging

The rehabilitation of the East Transitway structure will require two traffic stages in sequence with the staging of the mainline highway widening. In addition, two to four weekend operations will be required. During these weekend operations, at least two traffic lanes in each direction will be maintained at all times except during night-time work where traffic will be reduced to one lane to provide separation between the work area and traffic lanes. All lanes will be restored following weekend operations.

During portions of the weekend operations, temporary closures of the Highway 417 eastbound off-ramp to St. Laurent Boulevard and the St. Laurent Boulevard south to Highway 417 westbound on-ramp may be required.

The Highway 417 staging required for the East Transitway Overpass rehabilitation is shown in Exhibit 3- 12.

McCormick Rankin (MRC) Page 61 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-12: Highway 417 Staging during East Transitway Overpass Rehabilitation

McCormick Rankin (MRC) Page 62 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

East Transitway Staging

The extent of work to be completed to the deck underside and abutment frame legs is limited; therefore, disruptions to traffic on the East Transitway will be minimized. It is estimated that 2 weeks will be required for construction works on the East Transitway, which can be completed concurrently with the work on Highway 417. To complete this work, short term single-lane closures of the Transitway will be required. Single lane closures will be implemented during off-peak hours and the east sidewalk will remain open at all times during construction.

3.2.4.5 Lees Avenue Underpass Rapid Replacement

Lees Avenue Full Closures

Lees Avenue will be closed to all traffic approximately 24 hours prior to the removal of the superstructure to facilitate the removal of the approach slabs and sawcutting of the ballast walls.

It is important to note that access to Robinson Avenue will be restricted to all traffic during the rapid replacement operations (two distinct periods of a maximum of 17 hours). Residents from the neighbourhood adjacent to the bridge site, however, will be provided access via Highway 417 during the full closure. Highway access will be controlled using police at the Vanier Parkway westbound on-ramps.

Lees Avenue will remain closed for a period of 10 to 12 weeks following the removal of the existing bridges to permit the construction of the new substructure, construction of the roadway approaches (750mm grade raise), installation of the new superstructure using rapid replacement equipment, and construction of new approach slabs and barriers.

During the closure of Lees Avenue, traffic will be diverted to Main Street and Greenfield Avenue as shown in Exhibit 3-13.

McCormick Rankin (MRC) Page 63 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-13: Lees Avenue Full Closure Detour – Lees Avenue Underpass Replacement

Highway 417 Full Closures

On the night of the rapid bridge removal, the Contractor will close Highway 417 in both directions for 17 hours (from Saturday at 6:00 p.m. to Sunday at 11:00 a.m.) between Nicholas Street and the Vanier Parkway in order to remove and transport the existing bridges to the staging area (to be demolished).

Approximately 10-12 weeks later, a second 17-hour full closure of Highway 417 will be required to transport and install the new superstructure on the newly constructed abutments and centre piers.

Traffic east and west of the closure will be directed to the exit ramps by way of successive lane reductions. Police assistance will be provided at the closure points to ensure that no errant vehicles are allowed to continue toward the bridge site.

Highway 417 eastbound traffic will exit the highway at the Metcalfe Street exit and follow the detour route via Isabella-Elgin-Hawthorne-Main-Riverside and re-join Highway 417 via the Vanier Parkway S-E ramp (Exhibit 3-14 – orange line).

McCormick Rankin (MRC) Page 64 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-14: Highway 417 Full Closure Detours – Lees Avenue Underpass Replacement

McCormick Rankin (MRC) Page 65 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Westbound traffic will exit Highway 417 at the Vanier Parkway exit and follow the detour route via Riverside Drive and Bronson Avenue and re-join Highway 417 via the Bronson NS-W ramp (Exhibit 3-14 – blue line).

To reduce out-of-way travel between Gatineau and the east-end of the City of Ottawa during the full closure of Highway 417, a separate detour will be provided between the Vanier Parkway interchange and the Macdonald-Cartier Bridge as shown in Exhibit 3-14 (purple line).

Ramp Closures

The Lees Avenue to Highway 417 eastbound (S-E) on-ramp will be closed to all traffic for the duration of the Highway 417 Expansion Project to accommodate ramp construction and highway widening at the Nicholas interchange.

The following ramps will be closed during the Highway 417 full closures associated with the Lees Avenue Bridge rapid replacement:

 Isabella/Metcalfe WS-E  Nicholas N-E  Lees S-E (on-going – as discussed above)  Vanier Parkway N-W  Vanier Parkway S-W

3.2.4.6 Vanier Parkway Underpass Rapid Replacement

Vanier Parkway Full Closures

On the evening of the scheduled rapid replacement, Vanier Parkway will be closed to all traffic between the north and south Highway 417 ramp terminal intersections for approximately 36 hours (from Saturday at 6:00 p.m. to Monday at 6:00 a.m.).

During the closure of Vanier Parkway traffic will be diverted to Tremblay Road, Belfast Road, and Coventry Road as shown in Exhibit 3-15.

Construction of the existing wing walls and fill-in of the gaps in the parapet walls will be completed in the weeks following the bridge replacement. This work will be carried out behind temporary concrete barriers.

McCormick Rankin (MRC) Page 66 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-15: Vanier Parkway Full Closure Detour – Vanier Parkway Underpass Replacement

Highway 417 Full Closures

A single 17-hour (from Saturday at 6:00 p.m. to Sunday at 11:00 a.m.) overnight weekend full closure of Highway 417 will be required to remove the existing superstructure and install the new superstructure using rapid replacement technology.

Traffic east and west of the closure will be directed to the exit ramps by way of successive lane reductions. Police assistance will be required at the closure points to ensure that no errant vehicles are allowed to continue toward the bridge site.

Eastbound traffic will exit Highway 417 at the Vanier Parkway exit and re-enter Highway 417 via the Vanier Parkway S-E ramp. The eastbound detour is shown in Exhibit 3-16 (orange line). Westbound traffic will exit Highway 417 at the Vanier Parkway exit and re-enter Highway 417 via the Vanier Parkway N-W ramp (Exhibit 3-16 – blue line).

The Vanier Parkway N-W ramp will be open to all traffic during the rapid bridge replacement operation; however, four separate (police-assisted) 15-minute full closures of the N-W ramp will be required to allow the rapid replacement equipment to cross the ramp.

McCormick Rankin (MRC) Page 67 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-16: Highway 417 Full Closure Detours – Vanier Parkway Underpass Replacement

McCormick Rankin (MRC) Page 68 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Ramp Closures

The following ramps will be closed during the full closures of Highway 417:

 Lees S-E (closed for duration of construction)  Vanier Parkway N-E  Vanier Parkway S-W

3.2.4.7 Belfast Road Underpass Rapid Replacement

Belfast Road Full Closures

The replacement of the Belfast Road Bridge will require a road closure of approximately 36 hours (from Saturday at 6:00 p.m. to Monday at 6:00 a.m.), during which time traffic will be diverted to Tremblay Road, Vanier Parkway and Coventry Road as shown in Exhibit 3-17.

Exhibit 3-17: Belfast Road Full Closure Detour – Belfast Road Underpass Replacement

St. Laurent Boulevard Full Closures

Four separate (police-assisted) 15-minute full closures of the St. Laurent Boulevard in both directions and the St. Laurent S-E ramp will be required as part of the rapid replacement operations in order to allow the transporter equipment to access the closed W-N/S ramp to/from the staging area on the east side of the road.

McCormick Rankin (MRC) Page 69 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Highway 417 Full Closures

Highway 417 will be closed to all traffic in both directions between the Vanier Parkway and St. Laurent interchanges for a period of 17 hours (from Saturday at 6:00 p.m. to Sunday at 11:00 a.m.) on the weekend of the scheduled rapid replacement.

Traffic east and west of the closure will be directed to the exit ramps by way of successive lane reductions. Police assistance will be required at the closure points to ensure that there are no errant vehicles are allowed to continue toward the bridge site.

Eastbound traffic will exit Highway 417 at the Vanier Parkway exit and follow the detour route via Tremblay Road and re-join Highway 417 via the St. Laurent S-E ramp (Exhibit 3-18 – orange line).

Westbound traffic from Ottawa Road 174 will exit Highway 417 at the St. Laurent exit and follow the detour route via St. Laurent-Coventry-Vanier Parkway and re-join Highway 417 via the Vanier Parkway N- W ramp. Westbound traffic on Highway 417 will exit at the Aviation Parkway and follow the detour route via Aviation Parkway - Ogilvie Road and join the westbound detour to the Vanier Parkway N-W ramp (Exhibit 3-18 – blue line).

McCormick Rankin (MRC) Page 70 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-18: Highway 417 Full Closure Detours – Belfast Road Underpass Replacement

McCormick Rankin (MRC) Page 71 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Ramp Closures

The following ramps will be closed during the full closures of Highway 417:

 Lees S-E (closed for duration of construction)  Vanier Parkway N-E  Vanier Parkway S-E  St-Laurent N-W  St-Laurent S-W

3.2.5 Noise Wall Replacement

The new noise wall at Lees Avenue will be constructed from the east to the west. The existing noise wall will remain in service until two weeks prior to the removal of the Lees Avenue Bridge. At that time, the existing noise wall will be removed from the westerly limit to where the new noise wall crosses the existing noise wall east of Lees to allow access for the bridge removal operation at Lees Avenue.

The remaining existing noise wall will remain in place until the new noise wall is completed. Once the new noise wall is complete, the existing wall will be removed.

Staging of the noise wall replacement is depicted in Exhibits 3-19 and 3-20.

Exhibit 3-19: Stage 1 Construction of Noise Wall

McCormick Rankin (MRC) Page 72 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-20: Stage 2 Construction of Noise Wall

The final alignment of the newly constructed noise wall is shown in Exhibit 3-21.

Exhibit 3-21: Final Alignment of Noise Wall

McCormick Rankin (MRC) Page 73 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

3.3 ENVIRONMENTAL ISSUES AND COMMITMENTS

This section focuses on the direct and indirect environmental impacts associated with the proposed works. Specifically, this section describes the mitigation measures developed to minimize the impacts for each identified environmental issue. Mitigation measures include planning decisions, design features, construction requirements and construction constraints.

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.

Applicable commitments from the Preliminary Design and Environmental Assessment Study and additional commitments developed during the Detail Design are summarized in the following sections.

3.3.1 Natural Environment

During Preliminary Design, existing fish and fish habitat, and terrestrial ecosystem sensitivities within the study area were identified and evaluated. A site reconnaissance to investigate fish habitat within the Rideau River was undertaken on April 25 and 26, 2002, followed by detailed fish inventory and habitat assessment surveys on June 18, 19 and 20, 2002. A reconnaissance terrestrial field survey was conducted on April 25 and 26, 2002 to determine the nature and extent of botanical and wildlife habitats within the study area, with follow-up detailed assessment surveys conducted from June 17 to 20, 2002.

The results of these surveys and a preliminary assessment of potential impacts was documented in the Fisheries and Aquatic Ecosystem Technical Report (May 2006) and the Botanical and Wildlife Survey Report (January 2003). During Detail Design these reports were reviewed to obtain background information on fish and fish habitat and the terrestrial environment within the study corridor.

To update this information, a review of the Ministry of Natural Resources (MNR) Natural Heritage Information Center (NHIC) database and correspondence with the Kemptville District MNR provided background data on existing fish and fish habitat, SAR, and sensitive features (i.e. Provincially Significant Wetlands, ANSIs, etc.) in the study area.

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To update general aquatic habitat conditions identified during Preliminary Design, detailed field investigations were conducted in June 2011. These investigations were undertaken in the spring to document the availability of potential specialized habitats (i.e. spawning) that may not be available during low flows (i.e. summer).

Fish community investigations were not conducted during Detail Design, as background fish community information for the Rideau River documented in the Fisheries and Aquatic Ecosystem Technical Report and updated by MNR was deemed to be sufficient to describe the fish community and determine the relative risk to these watercourse posed by the proposed expansion works.

To update the terrestrial ecosystem conditions and sensitivities identified during Preliminary Design (including vegetation, wildlife, and Species at Risk) field investigations were completed in the spring from May 16 to 17, 2011. Consultation with the MNR identified a number of potential Species at Risk that could occur in the study area. The habitat requirements of these species were reviewed and field investigators noted areas of potential habitat. None of the species were observed in the study area.

A detailed description of existing environmental conditions is documented in the TESR, while updated information on existing conditions, sensitivities, potential impacts and proposed mitigation are documented in the Highway 417 Expansion, Operational Improvements and Infrastructure Rehabilitation from Nicholas Street to Ottawa Road 174, Terrestrial Ecosystem Impact Assessment Report, (April 2012) and the Highway 417 Expansion, Operational Improvements and Infrastructure Rehabilitation from Nicholas Street to Ottawa Road 174, Fish and Fish Habitat Impact Assessment Report (December 2011).

In addition, a Tree Compensation Plan was prepared during Detail Design to identify impacts and recommend compensation for the required removal of trees within the construction staging area south of Highway 417. This Compensation Plan is documented in the Arborist Report, National Capital Commission Property at Highway 417 Hurdman Bridge (February 2012).

The following sections describe potential impacts to the natural environment associated with the proposed works, summarize mitigation measures that have been included in the Contract documents.

3.3.1.1 Fish and Fish Habitat

Potential Impacts

The information provided by MNR indicates that the Rideau River is managed as warmwater habitat with a permissible period for in-water work from July 1 – March 14. The MNR also indicated the presence of nursery habitat for Bass and Muskellunge in the vicinity of the crossing. There was no aquatic SAR identified in the study corridor

Interactions with fish and fish habitat related to this project are associated with bridge works at the Highway 417 bridge over the Rideau River (known as Hurdman’s Bridge). Temporary scaffolding/shoring or similar may be required to access the underside of the structure and support bridge elements as they are removed and replaced. The footings for these temporary measures may result in minor disturbance to the bed of the watercourse. Debris containment and sediment erosion controls shall be in-place during bridge superstructure replacement/expansion to prevent sediment/debris from inadvertently entering the watercourse.

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During the temporary reconfiguration of the multi-use pathways along the Rideau River, the pathways will be located within close proximity to the top of the bank to allow for works to be carried out on the bridge abutments. This temporary trail configuration will result in an in-water encroachment of approximately 175 m2 along the west bank that will extend under the highway bridge to a point approximately 10 m to the south of the existing pedestrian bridge. The temporary trail alignment along the east bank will result in a temporary in-water encroachment of approximately 54 m2 under the highway bridge.

The trail along the east bank will not result in an increase in the permanent in-water footprint. However, to properly route the trail along the west bank under the pedestrian bridge, the embankment will extend into the watercourse resulting in riparian disturbance and a permanent in-water foot print of 70 m2 between the highway bridge and pedestrian bridge. With the exception of the currently failing trail embankment located under the bridge, the impacted habitat consists of a riparian zone composed of meadow vegetation and a few trees, and in-water habitat consisting of relatively shallow depths (<0.5m) with sparse vegetation (limited to areas beyond bridge shadow) and substrate primarily consisting of cobble, gravel and sand. In-water cover is generally limited to aquatic vegetation and cobble. This type of habitat is common along the banks of the assessed reach. None of the habitat that will be impacted is considered to be critical or limited in the vicinity of the highway crossing.

Due to a moderate scale of fish and fish habitat sensitivity of the Rideau River and proposed works resulting in a permanent in-water footprint, a Comprehensive Fisheries Assessment (Step 5) was undertaken in accordance with the MTO/DFO/OMNR Protocol for Protecting Fish and Fish Habitat on Provincial Transportation Undertakings, 2006 and by following the MTO Environmental Guide for Fish and Fish Habitat (MTO Guide, June 2009). Impacts to fish and fish habitat associated with these works have been assessed based on the potential adverse effects, proposed mitigation and relative scale of fish and fish habitat sensitivity.

The proposed works at the Highway 417 crossing of the Rideau River meet the criteria for watercourse crossings that typically do not require an authorization of a HADD according to DFO’s Position Statement on the Review and Approval of Watercrossing Projects (Appendix 7.A of the MTO Guide). This combined with the results of the Step 5 assessment indicated that there was a low risk that a HADD would result from these works. An MTO Notification Form 1 was sent to DFO, who confirmed that the project will not result in HADD (Appendix E).

Mitigation

The following mitigation measures will minimize direct and indirect impacts to fish and fish habitat within the Rideau River:

 To avoid disruption to sensitive fish life stages, in-water work will be done during the permissible period for in-water works specified by MNR (July 1 to March 14);

 The extent of in-fill into the watercourse has been minimized to the extent possible;

 Any material required to be placed within fish habitat (i.e. below the bankfull elevation) will incorporate ‘natural fish habitat’ where possible and be installed as to not interfere with fish passage;

 A dewatering management plan will be implemented as required;

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 A qualified Fisheries Contract Specialist will be on-site during all in-water works to confirm the works are implemented as proposed, and provide field fit advice as necessary to ensure impacts to fish and fish habitat are minimized;

 Disturbed areas will be restored to pre-construction conditions immediately following construction;

 An Erosion and Sediment Control Plan will be implemented to minimize the potential for transport of deleterious substances from the work areas;

 All machinery entering the construction site will be clean, in good working order and free of leaks;

 All machinery will be refuelled a minimum of 30 m from the river and the contractor will have an emergency spill plan and kit on site to prevent any contaminants from entering the Rideau River;

 Temporary rock embankments will be constructed using clean rock;

 Banks will be graded using appropriately sized material to maximize slope stability and minimize encroachment into the watercourse. Vegetated riverstone (i.e. with live stakes) will be used where appropriate to provide additional slope stability and improve the diversity of bank cover in the vicinity of the highway crossing location, as this form of bank cover (i.e. overhanging shrubs) is currently lacking from the assessed reach.

3.3.1.2 Vegetation

Potential Impacts

The riparian habitat and adjacent tableland vegetation along the Rideau River are the only natural areas within the project limits that will be impacted by the proposed works. The other areas where vegetation is anticipated to be impacted by the proposed works are primarily composed of cultural vegetation communities or landscaped areas.

Potential impacts within the natural areas adjacent to the Rideau River are associated with the staging areas, proposed access routes for construction at Hurdman’s Bridge, and the multi-use pathway modifications. Potential impacts within the remainder of the study area (comprised of cultural vegetation communities or landscaped areas) are associated with the proposed highway widening.

Construction access to Hurdman’s Bridge will result in a minor disturbance to vegetation within the riparian area and adjacent cultural vegetation at the east and west shoreline of the Rideau River. Vegetation within these communities are comprised of species common in disturbed areas. Vegetation within the natural area along the east and west shoreline of the Rideau River is characterized by a narrow band of deciduous forest, and is relatively narrow at the access points. During construction of the access routes, a small number of trees and shrubs will be removed from the shoreline vegetation community on both sides of Hurdman’s Bridge. These vegetation communities are considered common in Ontario and include predominately invasive species. There are no significant plant species identified within the above noted vegetation communities.

The construction staging area between the east bank of the Rideau River and the W-N/S ramp at Vanier/Riverside will result the removal of cultural vegetation and deciduous forest communities. This area is dominated by invasive and non-native species (primarily Siberian elm) which are typically in fair/poor condition. An additional staging area has also been proposed along the W-N/S ramp at Vanier/Riverside, and minor disturbance is expected to occur in the adjacent cultural meadow vegetation.

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This area appears to be frequently disturbed by highway maintenance and road-side disturbance, and hence vegetation removal is anticipated to have negligible impacts.

McCormick Rankin (MRC) Page 78 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

Exhibit 3-22: Vegetation Communities

McCormick Rankin (MRC) Page 79 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report

The proposed pathway realignments (temporary and permanent) will result in minor vegetation removal from the deciduous forest community along the Rideau River shoreline. The treed edge bordering the Rideau River provides shoreline protection, and hence disturbed areas should be restored following construction. There are no significant plant species identified within this forest vegetation. Thus, impacts from the proposed trail modifications are anticipated to be negligible.

Construction associated with the highway widening and other utility work will not extend beyond cultural communities, which are mostly either landscaped areas or a complex of cultural vegetation. These communities primarily exist within the ROW, and are comprised of disturbed and non-native species. There are no significant plant species identified within the cultural vegetation, and therefore impacts to these communities are expected to be negligible.

Mitigation

The following mitigation measures will be included in the Contract documents to protect vegetation within the study area:

 Vegetation removal and grading will be minimized to only what is required for the proposed works;

 Access routes and staging areas will be delineated using temporary fencing;

 A Landscape Plan has been developed and will be followed to revegetate disturbed areas. Natural areas along the west shoreline of Rideau River will be revegetated using native trees and shrubs in order to restore the areas disturbed during construction. Elsewhere exposed soils will be revegetated as soon as possible using a seed mix composed of native species which are appropriate for the site conditions;

 A Tree Compensation Plan will be implemented to replace trees removed between the east bank of the Rideau River and the Highway 417 eastbound to Riverside Drive off-ramp in the construction staging area; and

 A Tree Management Plan will be implemented to protect vegetation not impacted by the proposed works from incidental disturbance.

3.3.1.3 Wildlife and Species at Risk

Potential Impacts

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.

During field investigations there was no evidence of nesting birds on the structures. The removal of the riparian vegetation is identified as a negligible loss of habitat that could be used by migratory and breeding birds.

The Rideau River provides habitat for amphibians and reptiles and therefore they also have potential to occur in the adjacent riparian area. Amphibians and reptiles may be attracted to the access routes or construction staging area for nesting.

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While not being observed during field investigations, Snapping turtle, Blanding’s turtle, Northern Map Turtle, Milksnake, Chimney Swift, and Barn Swallow have the to occur in the study area, particularly within the riparian area along the Rideau River valleyland.

Mitigation

The following mitigation measures will be included in the Contract to protect wildlife (including Species at Risk) during construction:

 Any wildlife incidentally encountered during construction will not be knowingly harmed;

 The Contractor shall not destroy the active nests (nests with eggs or young birds), or wound or kill birds, of species protected under the Migratory Birds Convention Act, 1994 and/or regulations under that Act. When active nests are encountered, the ministry’s Contract Administrator must be contacted;

 The Contractor shall refrain from clearing trees between May 1st and August 8th to protect nesting migratory birds. In the event that tree removal must occur within the noted above window, the Contractor must retain a Qualified Avian Biologist to conduct a nesting survey prior to clearing;

 The Contractor shall take all necessary measures to seal all structural work plant, forms, and enclosures against entry of birds protected under the provision of the Migratory Birds Convention Act in order to prevent their nesting within the work area;

 Silt fencing will be installed to prevent SAR from accessing the construction site;

 The Contractor will train all staff to identify SAR that could potentially occur in the area;

 The Contractor will be responsible for contacting the Contract Administrator in the event that a SAR is located in the construction area;

 If any turtles are observed nesting on the site, the nest will be protected from harm;

 The Fisheries Contract Specialist will complete a sweep of the aquatic area before any in-water work occurs in order to encourage any turtles possibly utilizing the site to move away; and

 Extra care and precaution will be taken during the nesting season in June and early July, and the hibernation season from mid-October to mid-March.

3.3.1.4 Designated Natural Areas

The Preliminary Design and Environmental Assessment Study identified that the study area was composed of degraded and significantly altered vegetation and wildlife habitats. During Detail Design, no designated natural areas including Provincially Significant Wetland (PSW), Areas of Natural and Scientific Interest (ANSI), or Environmentally Sensitive Areas (ESA) were identified in the study area. Therefore mitigation is not required.

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3.3.1.5 Hydrology / Surface Water

Potential Impacts

There is minimal overall increase in impervious area within the context of the total watershed areas of the receiving watercourses (the Rideau River and Green’s Creek) due to construction of this project. The proposed widening provides an opportunity to implement stormwater management (SWM) measures where presently, no strategy is in effect.

Mitigation

An enhanced level of treatment (80% total suspended solids removal) will be implemented for all new paved areas. As mentioned Section 3.1.7, this will be achieved through the installation of grassed swales and dry ponds within the highway right-of-way.

3.3.1.6 Erosion and Sediment Control

Potential Impacts

Uncontrolled erosion and sedimentation occurring during construction can result in a loss of topsoil, disruption of nearby watercourses, and degradation of downstream water quality.

Mitigation

Erosion and Sediment Controls (ESC) have been incorporated into the design where possible, and erosion and sediment control measures will be implemented during construction to prevent the migration of soils from the site. The Contractor will be required to prepare an ESC Plan including (but not limited to) the following measures:

 The size of disturbed areas will be limited by minimizing nonessential clearing and grading;

 All areas not subject to active construction 45 days after area grading will be top soiled and seeded immediately after completion of such grading;

 The Contractor will be required to submit an Environmental Plan detailing all aspects of the Erosion and Sedimentation Control Plan prior to commencement of work;

 Run-off from construction materials and any stockpiles will be contained and discharged so as to prevent entry of sediment to watercourses; and

 Where dewatering is required, and where culverts are cleaned by hydraulic means, effluent shall be discharged so as to prevent entry of sediment to watercourses.

3.3.1.7 Waste Management

Potential Impacts

If not managed properly, excess waste and emissions have the potential to contaminate the surrounding environment.

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A Contaminant Investigation (CI) was undertaken within the vicinity of the Lees Avenue Bridge over Highway 417. The CI identified concentrations of polycyclic aromatic hydrocarbon (PAH) and petroleum hydrocarbon (PHC) parameters exceeding the Ontario Ministry of the Environment (MOE) Table 3 Site Condition Standards (SCS) in boreholes both east and west of Lees Avenue, south of Highway 417. The soil sample exceedances are likely associated with a former coal gasification plant, which was located south of Highway 417 and west of Lees Avenue. The identified PHC and PAH impacts are located within the upper 3 m layer of soil which primarily consists of sand fill material. The impacts were characterized by strong heavy oil odours and black staining.

Based on the result of toxicity characteristic leaching procedure (TCLP) analysis of the most impacted soil sample, the impacted soil at the site is considered non-hazardous industrial waste as defined in Ontario Regulation 347, as amended. However, if not managed properly, excess waste from the contaminated site has the potential to contaminate the surrounding environment.

Mitigation

The following mitigation measures will be included in the contract to manage excess waste and emissions:

 Excess materials generated during construction will be managed in accordance with OPSS 180 (General Specification for the Management of Excess Material);

 For mobile equipment and vehicles, maintenance, refuelling and truck washing shall be conducted no closer than 30 m from the Rideau River;

 All wood waste will be managed as per OPSS 180.

 Any surficial excess soil (i.e. within the upper 3 m layer) that is generated during construction excavation work (bridge and retaining wall footings, utility work, and pavement work) located in the area approximately 200 m south of the Highway 417 eastbound lanes from west of Lees Avenue to just east of Lees Avenue will be considered environmentally impacted and as such the impacted soil will be removed and hauled off-site by a MOE licensed hauler and disposed of at a MOE licensed receiving site (landfill).

 The subgrade stormsewer and pier footing will be lined with polyethylene sheeting within the impacted area to prevent migration of contaminants.

 To minimize the quantity of off-site disposal of impacted soil as noted above, and if the conditions exist, segregation of the impacted soil from the non-impacted soil within the upper 3 m will be completed.

 In addition to these locations where environmental impacts in excess of the MOE Table 3 SCS, were confirmed through chemical analysis, any suspected coal tar impacts that are identified (based on odour and staining as noted above) elsewhere within the site during construction activities, will also be considered as environmentally impacted and appropriately managed as such.

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3.3.2 Social/Economic Environment

During Preliminary Design, a review of existing planning documents, current land use, and the social environment (i.e. neighbourhood structures within the study area) was completed and was documented in the Highway 417 (Ottawa Queensway) from Highway 416 Easterly to Anderson Road, Preliminary Design Study and Environmental Assessment, Social, Land Use and Planning Review (December 2002). During Detail Design, this document, as well as current land use and planning documents, were reviewed to identify any potential impacts associated with the Highway 417 Expansion Project.

In addition, an air quality and noise assessment was also completed during Preliminary Design. The noise assessment was reviewed during detail design and was updated to assess potential impacts associated with the replacement noise barrier at Lees Avenue. It was determined that the relocation of the noise wall will not impact noise levels in the Noise Sensitive Area.

Property requirements were identified during Preliminary Design and confirmed in Detail Design.

The following sections describe potential impacts to the social-economic environment associated with the proposed works, and provide a summary of mitigation included in the contract documents.

3.3.2.1 Greenways and Open Space Linkages

No impacts to greenways or open space linkages are anticipated and therefore mitigation is not required.

3.3.2.2 Land Use

No impacts to current land uses are anticipated and therefore mitigation is not required.

3.3.2.3 Traffic Operations

Potential Impacts

While the construction staging presented in Section 3.2 was developed with the goal of minimizing lane/ramp closures to the extent possible, some closures are required to accommodate the proposed construction activities.

Table 3-1 provides a summary of the required closures, including a description of when it will occur (stage 1 or 2 of construction), the approximate duration, alternatives considered (if any), and mitigation proposed to reduce impacts.

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TABLE 3-1: LANE AND RAMP CLOSURES ID # Closure Stage 1 Stage 2 Duration Rationale Alternatives Considered Mitigation (2012-2014) (2014-2015)

1 S-E Lees on-ramp X X FULL LONG TERM CLOSURE (APPROX. 3 YEARS): Unsafe conditions if the ramp were open to None available. There is insufficient Advance notice will be provided. closed to traffic - Fall 2012-2015 for construction traffic during construction. space to terminate all lanes in a safe manner. 2 N-E Nicholas on- X X • Multiple Nightly Closures (various as required, Stage 1) Various nightly closures are required for Full closure was considered, but is not Restrict closures to off-peak periods (night) ramp closed to • Two Overnight Closures for Rapid Replacement of Lees Avenue construction of roadway, tie-in to existing recommended as it would result in where feasible. Provide applicable signage and traffic Underpass (Stage 2) pavement, etc. unacceptable traffic disruptions. advance notification. Provide police presence along proposed detour routes during rapid replacement. 3 E-N Nicholas off- X X • Multiple Nightly Closures (various as required, Stage 1) Nightly closures (as required) for Daytime closures result in unacceptable Restrict closures to off-peak periods (night). ramp closed to • Two Overnight Closures for Rapid Replacement of Lees Avenue construction of roadway, tie-in to existing traffic disruptions. Provide applicable signage and advance traffic Underpass (Stage 2) pavement, etc. notification. Provide police presence along proposed detour routes during rapid replacement. 4 Lees Avenue and X X • 4A - One Intermediate Term Closure of Lees Avenue from the To facilitate the removal and installation of Conventional staged construction using Applicable signage and advance notification. Robinson Avenue closed S-E Lees on-ramp to Chapel Crescent (10 – 12 weeks, the new Lees Avenue Underpass, including recurring lane closures not feasible due to Provide vehicular access to/from Robinson closed to traffic End of Stage 1 & Beginning of Stage 2) the removal of the existing superstructure project schedule and constructability Avenue via Highway 417 during the rapid • 4B – Two Overnight Closures of Robinson Avenue (End of Stage (three spans), construction of the new issues. replacement. Provide police presence along 1 and Beginning of Stage 2) substructure, and installation of the new proposed detour routes during rapid superstructure, including roadway approach replacement. works. 5 Eastbound (W- X X • Reduce W-N/S Ramp to Single Lane Off-Ramp (Stage 1) Insufficient space for two lane W-N/S Off- Daytime closures result in unacceptable Restrict closures to off-peak periods (night). N/S) and • Multiple Nightly Lane Reductions (various as required, Stage 1) Ramp because of work zone requirements traffic disruptions. Provide applicable signage and advance Westbound (E- • Multiple Nightly Closures (various as required, Stage 1) for Highway widening in Stage 1. Nightly notification. Provide police presence along N/S) off-ramps at • Two Overnight Closure of W-N/S Ramp for Rapid Replacement of lane reductions and closures (as required) proposed detour routes during rapid Vanier/ Riverside Lees Avenue Bridge (Stage 2) for construction of roadway, tie-in to existing replacement. closed to traffic • One Overnight Closure of E-N/S Ramp for Rapid Replacement of pavement, intersection adjustments, etc. Belfast Road Underpass (Stage 2) 6 S-E Riverside on- X X • Multiple Nightly Closures (various as required, Stage 1) Nightly closures (as required) for Daytime closures result in unacceptable Restrict closures to off-peak periods (night). ramp closed to • One Overnight Closure of S-E On-Ramp for Rapid Replacement construction of roadway, tie-in to existing traffic disruptions. Provide applicable signage and advance traffic of Belfast Road Underpass (Stage 2) pavement, etc. notification. Provide police presence along proposed detour routes during rapid replacement. 7 N-E, S-W, and N- X X • One Short Term Closure per Ramp (1-4 weeks each, Stage 1) Short term and nightly closures (as required) Conventional staged construction using Restrict closures to off-peak periods (night) W on-ramps at • Multiple Nightly Closures (various as required, Stage 1) for construction of roadway, tie-in to existing / recurring lane closures not feasible due to where feasible. Provide applicable signage and Vanier/ Riverside • Two Short Term Closures of the N-W (7B) On-Ramp (1 to 4 widened Highway 417, intersection project schedule and unacceptable, long- advance notification. Provide police presence closed to traffic weeks, Stage 1 and 2) improvements, etc. term traffic disruptions. along proposed detour routes during rapid • Two Short Term Closures of the N-E (7A) On-Ramp (1 to 4 replacement. weeks, Stage 1 and 2) • One Overnight Closure of N-W (7B) and S-W (7C) Ramps for Rapid Replacement of Lees Avenue Underpass (Stage 2) • One Overnight Closure of N-E (7A) Ramp for Rapid Replacement of Belfast Road Underpass (Stage 2) • One Overnight Closure of N-E (7A) and S-W (7C) Ramps for Rapid Replacement of Vanier Underpass (Stage 2) 8 Vanier Parkway X • Short Term Single Lane Closures (1-4 weeks, Stage 2) To facilitate the removal and installation of Conventional staged construction using Maintain 1 lane in each direction (during short closed to traffic • One 36-hour Closure of Vanier Parkway for Rapid Replacement of the new Vanier Parkway Underpass, and to recurring lane closures not feasible due to term closures) and provide applicable signage Vanier Parkway Underpass (Stage 2) tie-in to existing transportation network. project schedule and unacceptable, long- and advance notification. Provide police term traffic disruptions. presence along proposed detour routes during rapid replacement. 9 Belfast closed to X • One 36-hour Closure of Belfast Road from Tremblay to Coventry To facilitate the removal and installation of Conventional staged construction using Provide advance notification and signage and traffic from (Stage 2) the new Belfast Underpass. recurring lane closures not feasible due to use police presence along proposed detour Tremblay to project schedule and unacceptable, long- routes. Coventry term traffic disruptions.

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10 Eastbound (W- X X • Multiple Nightly Lane Reductions (various as required, Stage 1) Nightly closures (as required) for Daytime closures result in unacceptable Restrict closures to off-peak periods (night). N/S) off-ramp at • Multiple Nightly Closures (various as required, Stage 1) construction of roadway, tie-in to existing traffic disruptions. Provide applicable signage and advance St. Laurent closed • One Overnight Closure of W-N/S Ramp for Rapid Replacement of pavement, intersection adjustments, etc. notification. Provide police presence along to traffic Belfast Road Underpass (Stage 2) proposed detour routes during rapid replacement. 11 Westbound (E- X • One Short Term Closure per Ramp (1-4 weeks each, Stage 1) Short term closures required for construction Conventional staged construction using Applicable signage and advance notification. N/S) off-ramp and of roadway protection, tie-in to existing recurring lane closures not feasible due to N-E on-ramp at pavement, intersection adjustments, etc. project schedule and unacceptable, long- St. Laurent closed term traffic disruptions. to traffic 12 S-E on-ramp at X X PERMANENT CLOSURE* Permanent closure removes the weave None available. Applicable signage and advance notification. St. Laurent closed • Spring 2013 to Fall 2018 - closed to all traffic movement from the S-E ramp to OC Rd 174 to all traffic • 2018 onwards - open to EMS and off-service buses only EB. * Ramp will Temporarily Re-Open for Belfast Underpass Rapid Replacement Detour 13 N-W and S-W on- X X • Multiple Nightly Closures (various as required, Stage 1) Nightly closures (as required) for Daytime closures result in unacceptable Restrict closures to off-peak periods (night). ramps at St. • One Overnight Closure of N-W and S-W Ramps for Rapid construction of roadway protection, tie-in to traffic disruptions. Provide applicable signage, advance Laurent closed to Replacement of Belfast Road Underpass (Stage 2) existing pavement, etc. notification, and police presence during rapid traffic replacement detours. 14 Single lane X LONG TERM LANE REDUCTION Required to allow widening of the St. Laurent None available. Maintain 2 lanes in each direction and provide reductions on St. (approx. Fall 2012 to Fall 2013, Stage 1) Blvd bridge and pier abutments. applicable signage and advance notification. Laurent Blvd in both directions 15 Access from 417 X X PERMANENT CLOSURE A concrete barrier will be installed to None available. Advance notification and permanent signage WB to St. Laurent (approx. Fall 2013 onwards) eliminate the weave movement from 417 WB directing truck traffic to St. Laurent via Innes Rd. Boulevard to St. Laurent NB. eliminated 16 Single lane X LONG TERM LANE REDUCTION Hwy 417 WB can only accommodate 3 None available. There is no additional Applicable signage and advance notification. reduction on (approx. Spring 2013 to Fall 2013, Stage 1) through lanes (two from Highway 417 WB capacity available to maintain an Ottawa Rd 174 and one from OC Road 174). additional lane and provide adequate WB working space. 17 Lane reductions X Multiple Nightly Single Lane Reductions (Stage 1) Lane reductions are required to complete None available. Maintain 2 through lanes and provide applicable on Highway 417 pavement widening in areas where the signage and advance notification. Restrict WB and EB existing concrete base is next to a paved closures to off-peak periods (night). (throughout study shoulder. limits)

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Mitigation

In addition to the mitigation provided in Table 3-1 for lane and ramp closures, the following measures will be included in the contract to mitigate impacts to traffic during rapid bridge replacement operations:

 The rapid replacements will only occur on a weekend and start no earlier than 6:00 p.m. on Saturday, with 1 lane open by 11:00 a.m. Sunday, and all lanes and ramps re-opened to traffic by 6:00 a.m. on Monday (unless a longer duration ramp closure is in effect);

 The rapid replacements will not be scheduled for the same weekend as another rapid replacement; and

 No rapid replacement will be scheduled for the Labour Day weekend or Thanksgiving weekends. The following mitigation will be included in the contract to mitigate impacts to traffic during full closure of municipal roads during rapid replacement operations:

 Pre-closure signing will be erected a minimum of 2 weeks in advance at all closure points;

 Lees Avenue will be re-opened no later than 12 weeks commencing from the date of the initial closure for the removal of the bridge;

 Robinson Avenue will be closed from 4:00 p.m. Saturday to 12:00 p.m. Sunday for each closure event to assist the Lees Avenue rapid replacement operations;

 Vanier Parkway and Belfast Road will be opened by 6:00 a.m. on the Monday following the rapid replacement operations. A Traffic and Incident Management Plan (TIMP) was prepared as part of the project in co-ordination with the City of Ottawa, OC Transpo and emergency services. The TIMP includes the following actions to mitigate impacts to traffic during construction and will be updated by the Contractor prior to construction:

 Maintain on-going communication with Emergency Services, the City of Ottawa, and OC Transpo;

 Public information campaign to start in advance of the work which includes bilingual media releases and public notices through local media (including newspaper notices, mail-outs, and a telephone hotline);

 Motorist information will be delivered through bilingual portable variable message signs and advance signage along Highway 417 and City of Ottawa local streets;

 OPP Police Officers on the closed freeway sections and stand-by tow trucks near the work zones will provide immediate incident detection;

 MTO will monitor queuing on Highway 417 during pre/post rapid replacement operations and the full closures using MTO CCTV cameras; and

 The City of Ottawa Incident Management Group (IMG) will monitor City of Ottawa intersection cameras (many of which are located on or in closer proximity to the full closure detour routes). The Contractor will update this plan prior to construction.

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To mitigate potential impacts to emergency services the Contractor shall notify all emergency service provides at least two (2) weeks in advance of construction start regarding the construction schedule, and if any changes to traffic flow are anticipated.

3.3.2.4 Aesthetics and Landscape

Potential Impacts

Clearing of the construction staging areas and access routes to Hurdman’s Bridge (which will be completed as part of the Advance Pier Widening Project) will result in a minor disturbance to the vegetation within the riparian area and adjacent vegetation east and west of Rideau River shoreline. In addition, the pathway realignments (temporary and permanent) along the Rideau River will result in minor vegetation removal along the Rideau River shoreline.

In addition, the highway widening, including the use of staging areas will impact the existing landscape.

Mitigation

Natural areas along the east shoreline of the Rideau River will be revegetated using native trees and shrubs in order to restore the areas disturbed during construction of staging areas and access routes, as per the Landscape Plan. Elsewhere exposed soils will be revegated as soon as possible using a seed mix composed of native species which are appropriate for the site conditions.

A per the Landscape Plan (discussed in Section 3.1.14), vegetated areas disturbed by the highway widening, and staging areas throughout the study limits will be reinstated following construction. The landscape design includes native species which have high durability (i.e. salt/wind tolerant, regional hardiness), and provide seasonal interest through colour, form and texture. Desirable views, such as views towards downtown will be promoted. Undesirable views will be mitigated where possible with vegetation. Enhancement of specific views is central to the planting concepts.

3.3.2.5 Pedestrian and Cyclist Access

Lees Avenue

Potential Impacts

Impacts to pedestrian access are expected during construction at the bridge abutments and approaches, as well as during the 10 to 12 week full closure period between the removal and reinstatement of the bridge.

Mitigation

Pedestrian access will be maintained at all times during construction at the bridge abutments and approaches prior to the removal of the superstructure. One sidewalk will remain open during this work. Two 4.5 m wide travel lanes will be provided to allow cyclists’ safe passage through the work zone.

Pedestrians and cyclists will be detoured around the work site during the 10 to 12 week full closure period between the removal and reinstatement of the Lees Avenue Bridge. As shown in Exhibit 3-23,

McCormick Rankin (MRC) Page 88 April 2012 Highway 417 Expansion (GWP 4091-07-00 & GWP 4320-06-00) Design and Construction Report pedestrians and cyclists will be diverted to a route that follows Robinson Avenue, and the Rideau River West Pathway (City of Ottawa).

Exhibit 3-23: Lees Avenue Pedestrian and Cyclist Detour (aerial photo from Google Earth)

Alternatively, pedestrians will be able to use the existing link between the Lees Avenue/Transitway entrance intersection and Lees Avenue (south of Highway 417) via the Transitway as shown in Exhibit 3- 24. Pedestrians may cross the Transitway near Lees Avenue at an unsignalized crossing and use the sidewalk along the west side of the Transitway to reach the Lees Transitway station or proceed to Lees Avenue via the sidewalk along the bus access ramp.

Exhibit 3-24: Lees Avenue Pedestrian Access via the Transitway (aerial photo from Google Earth)

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Advance notification of the sidewalk and/or pathway closures during the rapid replacement operations will be posted prior to the rapid replacement operations. Full pedestrian and cyclist access on Lees Avenue will be restored following the bridge replacement.

Central Transitway

There will be no impacts to pedestrian/cyclist access during rehabilitation of the Central Transitway and therefore mitigation is not required.

Hurdman’s Bridge

Potential Impacts

Multi-use pathways run parallel to both banks of the Rideau River under Hurdman’s Bridge. The pathway on the east side of the river is owned by the NCC and the pathway on the west side is owned by the City of Ottawa.

In order to provide construction access to the bridge abutments and maintain pathway connectivity during construction, temporary realignments of the pathways are proposed (Exhibit 3-25 & Exhibit 3-26). These temporary connections will remain in place for the duration of construction and will be restored once the permanent configurations are put in place (see Section 3.1.11 for the final configuration).

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Highway 417

Rideau River

Exhibit 3-25: Pathway Modifications along the West Side of the Rideau River (Temporary Configuration)

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)

Highway 417

Rideau River

Exhibit 3-26: Pathway Modifications along the East Side of the Rideau River (Temporary Configuration)

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The pathways along the Rideau River will remain open during construction, however, there may be short duration closures required during bridge widening works at Hurdman’s Bridge.

Mitigation

The Contractor will be required to provide advance signage and pedestrian traffic control to avoid conflicts with the pathways on the east and west sides of the Rideau River.

Landscape planting selection design and layout will adhere to the principles of CPTED (Crime Prevention through Environmental Design).

Vanier Parkway

Potential Impacts

Work at the Vanier Parkway bridge approaches just prior to the rapid replacement will require lane closures and shifting of traffic lanes in each direction on Vanier Parkway which will potentially impact pedestrian and cyclist access. Cyclists will need to cross the bridge by using traffic lanes. Pedestrian and cyclist access across the Vanier Parkway Underpass will not be available during rapid replacement operations.

Mitigation

Pedestrian and cyclist access will be maintained at all times during construction at the bridge abutments and approaches prior to the rapid replacement of the superstructure. One sidewalk will remain open during this work.

Advance notification of the sidewalk and/or pathway closures during the rapid replacement operations will be posted one week prior to the rapid replacement operations. Pedestrians and cyclists will use existing routes (Tremblay Road, Belfast Road, and Coventry Road) to bypass the construction site. Full pedestrian and cyclist access will be restored following the bridge rapid replacement.

Belfast Road

Potential Impacts

Work at the bridge approaches just prior to the rapid replacement and during the weekend of the bridge replacement will require the full closure of Belfast Road at Highway 417. Pedestrian and cyclist access will be prohibited during these times.

Mitigation

Pedestrian and cyclist access will be maintained at all times during construction at the bridge abutments and approaches prior to the rapid replacement of the superstructure. One sidewalk will remain open during this work.

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Pedestrians and cyclists will use existing routes (Tremblay Road, Vanier Parkway, and Coventry Road) to bypass the construction site. Full pedestrian and cyclist access will be restored following the bridge rapid replacement.

East Transitway

Potential Impacts

There will be no impacts to pedestrian/cycling access during rehabilitation of the East Transitway Overpass and therefore no mitigation is required.

St. Laurent Boulevard

Potential Impacts

The rehabilitation and widening of the St. Laurent Overpass structures will require lane reductions on St. Laurent Boulevard which will impact pedestrian access on sidewalks along St. Laurent Boulevard.

Mitigation

One sidewalk on St. Laurent will be maintained at all times. Pedestrians will be able to access the open sidewalk via the signalized intersections north and south of the bridge site.

Cyclist access on St. Laurent Boulevard will be maintained at all times during construction.

3.3.2.6 Property Requirements

Potential Impacts

Two permanent property acquisitions of lands owned by the City of Ottawa are required. These properties include an area west of the Lees Avenue underpass, north of the highway (Exhibit 3-27), and an area immediately west of the Rideau River, north of the highway (Exhibit 3-28).

In addition, temporary property requirements have been identified at 8 locations along Highway 417. Two properties are required on the west side of the Rideau River; one immediately south of the highway which is owned by the University of Ottawa, and one north of the highway that is owned by the City of Ottawa (Exhibit 3-28). Three properties are required east of the Rideau River; one north of the highway and two south of the highway, all of which are owned by the National Capital Commission (NCC) (Exhibit 3-28). One property, owned by the City of Ottawa is required in the area bounded by Lees Avenue and Robison Road, northwest of the Lees Avenue underpass (Exhibit 3-27). Finally, one property, also owned by the City of the Ottawa is required in the southwest quadrant of the St. Laurent Boulevard interchange (Exhibit 3-29).

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City of Ottawa Property TLI

City of Ottawa Permanent Property Acquisition

Exhibit 3-27: Property Requirements near Lees Avenue

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City of Ottawa Permanent City of Ottawa Property TLI NCC Property TLI Property Acquisition

University of Ottawa Property TLI

NCC Property TLI

Exhibit 3-28: Property Requirements in the Vicinity of Hurdman’s Bridge

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City of Ottawa Property TLI

Exhibit 3-29: Property Requirements near St. Laurent Boulevard

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Mitigation

Agreement with the City of Ottawa will be negotiated for the 2 permanent acquisitions in accordance with standard Ministry of Transportation policies.

Temporary Limited Interest agreements will be negotiated for all 8 areas where temporary property acquisition is required.

3.3.2.7 Air Quality

During Preliminary Design, it was identified that the contribution of the Highway 417 Expansion Project is projected to be below applicable government guidelines for air quality and would have an unnoticeable and insignificant impact on smog pollutants. Therefore mitigation is not proposed.

3.3.2.8 Noise

Potential Impacts

It is anticipated that there will be an increase in noise levels during construction. Night-time work will be required in order to minimize traffic closure impacts and to minimize the duration of construction. Night construction activities may include sawcutting, paving, roadway excavation, placement of granular materials, storm sewer construction, structural excavation and backfill, conventional bridge work, rapid replacement bridge work, and staging operations.

Mitigation

The Contractor will abide by all municipal noise control by-laws for the day-to-day construction. However, night-time work will be required in order to minimize traffic closure impacts and to minimize the duration of construction. A noise by-law exemption will be obtained prior to construction by the Contractor.

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.

During the rapid bridge replacement operations at the Lees Avenue, Belfast Road and Vanier Parkway underpasses, the Contractor shall minimize the noise resulting from the removal operations to the adjacent residential and commercial areas.

3.3.2.9 Utilities

Potential Impacts

In general, various drainage related utilities (including catchbasins and maintenance holes) will require relocation due to the widening as they will no longer be located in the shoulder next to the curb. As well some ditch inlets will require relocation due to the highway widening and/or changes to the local grading. Between Nicholas Street and the Rideau River, construction requirements force the removal of approximately 60% of the existing storm sewer network.

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In addition, various utility relocations associated with bridge rehabilitation, replacement and widening activities throughout the project limits are required. Details regarding these utility relocations are described in more detail in Section 3.1.13.

A 300 mm diameter gas pipeline that currently crosses the Rideau River at the north side of Hurdman’s Bridge will be impacted by the proposed work in its current location.

Three watermains located within the project limits (1220 mm, 1067 mm, and 610 mm diameter watermains) require protection during construction

Mitigation

All utilities in direct conflict with the proposed highway widening will be relocated/reinstated prior to (or during) construction.

Watermains will be protected at all times during construction. Vibration monitoring will be carried out for the 1220 mm and 1067 mm watermains located in the vicinity of Hurdman’s Bridge and the Belfast Road underpass, respectively. No new trees or shrubs will be planted within 10-meters of the watermain, both sides from the centreline of the watermain.

3.3.2.10 Navigable Waters

As the Rideau River is considered navigable at this location, approval under the Navigable Waters Protection Act (NWPA) is required and will be obtained prior to construction. A minimum navigational clearance will be maintained at all times during construction.

3.3.3 Cultural Environment

Cultural Heritage Evaluations of the Hurdman’s, Lees Avenue, Vanier Parkway and Belfast Road bridges were completed during Detail Design to determine the cultural heritage value of each bridge and to provide any necessary mitigation recommendations. The evaluations included archival research, analysis of bridge design and construction in Ontario, field investigations and application of the Ontario Heritage Bridge Guidelines criteria for evaluating bridges, These evaluations are documented in the following:

 Cultural Heritage Evaluation Report (CHER), Rideau River (Hurdman’s) Bridges, MTO Site No. 3- 073/1-2, Highway 417 (Ottawa Queensway) (Unterman McPhail Associates, 2011).  Cultural Heritage Evaluation Report (CHER), Lees Avenue Underpass, MTO Site No. 3-225, Highway 417 (Ottawa Queensway) (Unterman McPhail Associates, 2011).  Cultural Heritage Evaluation Report (CHER), Vanier Parkway Underpass, MTO Site No. 3-069, Highway 417 (Ottawa Queensway) (Unterman McPhail Associates 2011).  Cultural Heritage Evaluation Report (CHER), Belfast Road Underpass, MTO Site No. 3-071, Highway 417 (Ottawa Queensway) (Unterman McPhail Associates, 2011).

During Preliminary Design, Stage 1 and Stage 2 Archaeological Assessments were completed for the Highway 417 Expansion Project. In addition, a Stage 2 Archaeological Assessment was completed during Detail Design to ensure potential archaeological resources within the proposed staging areas and site access routes are identified and protected.

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3.3.3.1 Built Heritage and Cultural Landscapes

Potential Impacts

Based on the Cultural Heritage Evaluations of these bridges completed during Detail Design, it was determined that the Lees Avenue, Vanier Parkway and Belfast Road bridges do not meet the criteria to be considered worthy of inclusion on the Ontario Heritage Bridge List. However, Hurdman’s Bridge was determined to have cultural heritage value for design/physical, contextual and historical reasons.

Hurdman’s Bridge formed the eastern entrance to the cross-town Queensway and a new link in the Trans-Canada Highway. The Rideau River Bridge was the first structure completed on the new highway in 1955 and formed an important crossing over the Rideau River. With the bridge over the Rideau Canal, the Rideau River Bridge was considered to be a major structure within the corridor. Commemorative plaques placed on the Rideau River (Hurdman’s) Bridge at the time of its official opening attest to the symbolic value of the structure. Furthermore, the bridge was dedicated in October 2009 to the memory of Provincial Constable J. Robert Maki. The shallow arch form of the concrete T-beam structure is considered an attractive design that echoed the form of the 1907 concrete arch Hurdman’s Bridge (demolished in 1987).

Mitigation

In accordance with the Ontario Heritage Bridge Guidelines, conservation options for Hurdman’s Bridge were considered and ‘Bridge Removal and Replacement with a Sympathetic Structure’ was recommended. The following mitigation measures have been incorporated into the replacement design of Hurdman’s Bridge to ensure a sympathetic design and maintain contextual value:

 The proposed haunched I-beam girder design maintains the existing span arrangement and replicates the arched geometry of the existing concrete T-beam superstructure;  Significant heritage attributes including the 1955 and 1957 commemorative plaques (found during the course of this study) will be reinstated at the bridge site;  Commemoration to provincial Constable J. Robert Maki will be incorporated into the replacement bridge design; and  A Built Heritage Documentation Report will be prepared and will include historic research, original drawings and photo-documentation.

3.3.3.2 Archaeology

Potential Impacts

No evidence of archaeological resources was identified within the existing Highway 417 right-of-way during the Stage 1 and Stage 2 Archaeological Assessments undertaken during Preliminary Design. The Stage 2 Archaeological Assessment completed within the proposed construction staging area found no archaeological resources and concluded that any potential impacts can be mitigated through standard construction mitigation measures.

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Mitigation

In the event that deeply buried archaeological deposits are discovered in the course of construction, the Ministry of Culture – Heritage Operations Unit shall be contacted immediately.

In the event that human remains are found during construction, the Ministry of Culture – Heritage Operations Unit and the Registrar or Deputy Registrar of the Cemeteries Regulation Unit of the Ministry of Consumer and Commercial Relations shall be contacted.

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3.4 SUMMARY OF ENVIRONMENTAL EFFECTS, PROPOSED MITIGATION, COMMITMENTS TO FURTHER WORK Table 3-2 summarizes the identified key environmental concerns and proposed mitigating measures.

Table 3-2: Summary of Environmental Concerns and Commitments I.D # Issues/Concerns Concerned I.D. # Mitigation/Protection/Monitoring Potential Effects Agencies Natural Environment 1.0 Fisheries and Aquatic Ecosystems (Section 3.3.1.1) TESR Reference: Section 6.2.1.1 and Table 6.5 1.1 Potential impacts to fish and fish habitat within the MTO 1.1.1 To avoid disruption to sensitive fish life stages, in-water work will be done during the permissible period for in-water works specified by MNR (July 1 to March 14). Rideau River. MNR MOE Operational Constraint (Environmental) – Fish and Fish Habitat Mitigation Measures and Monitoring for MTO Projects with Low Risk of HADD 1.1.2 The extent of in-fill into the watercourse has been minimized to the extent possible.

Contract Drawings 1.1.3 Any material required to be placed within fish habitat (i.e. below the bankfull elevation) will incorporate ‘natural fish habitat’ where possible and be installed as to not interfere with fish passage.

Contract Drawings 1.1.4 A dewatering management plan will be implemented as required.

OPSS 518 – Control of Water from Dewatering Operations Dewatering Structure Excavations – Item No. 22 Contract Drawings 1.1.5 A qualified Fisheries Contract Specialist will be on-site during all in-water works to confirm the works are implemented as proposed, and provide field fit advice as necessary to ensure impacts to fish and fish habitat are minimized.

Operational Constraint (Environmental) – Fish and Fish Habitat Mitigation Measures and Monitoring for MTO Projects with Low Risk of HADD 1.1.6 Disturbed areas will be restored to pre-construction conditions immediately following construction.

Operational Constraint (Environmental) – Erosion and Sedimentation Control 1.2 The excavation and/or grading of soils/sediment to MTO 1.2.1 An Erosion and Sediment Control Plan will be implemented to minimize the potential for transport of deleterious substances from the work areas; accommodate the storing of spoil piles, and the use MNR Operational Constraint (Environmental) – Environmental Plan of machines during construction activities have the MOE Operational Constraint (Environmental) – Fish and Fish Habitat Mitigation Measures and Monitoring for MTO Projects with Low Risk of HADD potential to result in the addition of deleterious Operational Constraint (Environmental) – Erosion and Sedimentation Control materials (sediment, fuel, oil, lubricant, etc.) into the OPSS 805 – Temporary Erosion and Sediment Control Measures Rideau River. 1.2.2 All machinery entering the construction site will be clean, in good working order and free of leaks.

Operational Constraint (Environmental) – Fish and Fish Habitat Mitigation Measures and Monitoring for MTO Projects with Low Risk of HADD Operational Constraint (Environmental) – Environmental Plan 1.2.3 All machinery will be refuelled a minimum of 30 m from the river and the contractor will have an emergency spill plan and kit on site to prevent any contaminants from entering the Rideau River.

Operational Constraint (Environmental) – Environmental Plan 1.2.4 Temporary rock embankments will be constructed using clean rock.

Contract Drawings 1.2.5 Banks will be graded using appropriately sized material to maximize slope stability and minimize encroachment into the watercourse. Vegetated riverstone (i.e. with live stakes) will be used where appropriate to provide additional slope stability and improve the diversity of bank cover in the vicinity of the highway crossing location, as this form of bank cover (i.e. overhanging shrubs) is currently lacking from the assessed reach.

Operational Constraint (Environmental) – Fish and Fish Habitat Mitigation Measures and Monitoring for MTO Projects with Low Risk of HADD Contract Drawings

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I.D # Issues/Concerns Concerned I.D. # Mitigation/Protection/Monitoring Potential Effects Agencies 2.0 Vegetation (Section 3.3.1.2) TESR Reference: Section 6.2.1.2 and Table 6.5 2.1 Staging areas and access routes will result in MTO 2.1.1 Vegetation removal and grading will be minimized to only what is required for the proposed works. disturbance to vegetation. MNR MOE Contract Drawings 2.1.2 Access routes and staging areas will be delineated using temporary fencing;

Contract Drawings OPSS 801- The Protection of Trees 2.1.3 A Landscape Plan has been developed and will be followed to revegetate disturbed areas. Natural areas along the west shoreline of Rideau River will be revegetated using native trees and shrubs in order to restore the areas disturbed during construction. Elsewhere exposed soils will be revegetated as soon as possible using a seed mix composed of native species which are appropriate for the site conditions.

Contract Drawings Shrubs, 600 mm height – Item No. 127 Shrubs, 1.0 m height – Item No. 128 Coniferous Trees, 2.0 m height – Item No. 129 Coniferous Trees, 2.5 m height – Item No. 130 Deciduous Trees, 2.5 m height – Item No. 131 Deciduous Trees, 60 mm Caliper – Item No. 132 Maintenance and Warranty for Landscape Planting – Item No. 133 2.1.4 A Tree Compensation Plan will be implemented to replace trees removed between the east bank of the Rideau River and the Highway 417 eastbound to Riverside Drive off-ramp in the construction staging area.

Contract Drawings 2.1.5 A Tree Management Plan will be implemented to protect vegetation not impacted by the proposed works from incidental disturbance.

Contract Drawings OPSS 801- The Protection of Trees 3.0 Wildlife (Section 3.3.1.4) TESR Reference: Section 6.2.1.2 and Table 6.5 3.1 Potential impacts to wildlife during construction. MTO 3.1.1 Any wildlife incidentally encountered during construction will not be knowingly harmed. MNR MOE Operational Constraint (Environmental) – Wildlife Protection - General 3.2 Potential impacts to migratory birds during MTO 3.2.1 The Contractor shall not destroy the active nests (nests with eggs or young birds), or wound or kill birds, of species protected under the Migratory Birds Convention construction. MNR Act, 1994 and/or regulations under that Act. When active nests are encountered, the ministry’s Contract Administrator must be contacted. MOE Operational Constraint (Environmental) – Migratory Bird Protection – General 3.2.2 The Contractor shall refrain from clearing trees between May 1st and August 8th to protect nesting migratory birds. In the event that tree removal must occur within the noted above window, the Contractor must retain a Qualified Avian Biologist to conduct a nesting survey prior to clearing.

Operational Constraint (Environmental) – Migratory Bird Protection – General 3.2.3 The Contractor shall take all necessary measures to seal all structural work plant, forms, and enclosures against entry of birds protected under the provision of the Migratory Birds Convention Act in order to prevent their nesting within the work area.

Operational Constraint (Environmental) – Migratory Bird Protection – Structures 3.3 Potential impacts to Species at Risk as these species MTO 3.3.1 Silt fencing will be installed to prevent SAR from accessing the construction site. may be attracted to, or occur in, the construction MNR areas. MOE Operational Constraint (Environmental) – Protection of Species at Risk 3.3.2 The Contractor will train all staff to identify SAR that could potentially occur in the area.

Operational Constraint (Environmental) – Protection of Species at Risk 3.3.3 The Contractor will be responsible for contacting the Contract Administrator in the event that a SAR is located in the construction area.

Operational Constraint (Environmental) – Protection of Species at Risk

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I.D # Issues/Concerns Concerned I.D. # Mitigation/Protection/Monitoring Potential Effects Agencies 3.3.4 If any turtles are observed nesting on the site, the nest will be protected from harm.

Operational Constraint (Environmental) – Protection of Species at Risk 3.3.5 The Fisheries Contract Specialist will complete a sweep of the aquatic area before any in-water work occurs in order to encourage any turtles possibly utilizing the site to move away.

Operational Constraint (Environmental) – Protection of Species at Risk 3.3.6 Extra care and precaution will be taken during the nesting season in June and early July, and the hibernation season from mid-October to mid-March.

Operational Constraint (Environmental) – Protection of Species at Risk 4.0 Designated Natural Areas (Section 3.3.1.6) TESR Reference: Section 6.2.1.2 and Table 6.5 4.1 No designated natural areas were identified. MTO 4.1.1 None required. MNR MOE N/A 5.0 Hydrology / Surface Water (Section 3.3.1.7) TESR Reference: Section 6.2.1.3 and Table 6.5 5.1 The proposed widening provides an opportunity to MTO 5.1.1 An enhanced level of treatment (80% total suspended solids removal) will be implemented for all new paved areas. This will be achieved through the installation of implement stormwater management (SWM) MNR grassed swales and dry ponds within the highway right-of-way. measures since there is presently no strategy in MOE effect. Contract Drawings 6.0 Erosion and Sediment Control (Section 3.3.1.8) TESR Reference: None 6.1 Uncontrolled erosion and sedimentation occurring 6.1.1 The size of disturbed areas will be limited by minimizing nonessential clearing and grading. during construction can result in a loss of topsoil, disruption of nearby watercourses, and degradation Operational Constraint (Environmental) – Environmental Plan of downstream water quality. Contract Drawings 6.1.2 All areas not subject to active construction 45 days after area grading will be top soiled and seeded immediately after completion of such grading.

Operational Constraint (Environmental) – Erosion and Sedimentation Control 6.1.3 The Contractor will be required to submit an Environmental Plan detailing all aspects of the Erosion and Sedimentation Control Plan prior to commencement of work.

Operational Constraint (Environmental) – Environmental Plan 6.1.4 Run-off from construction materials and any stockpiles will be contained and discharged so as to prevent entry of sediment to watercourses. Operational Constraint (Environmental) – Erosion and Sedimentation Control 6.1.5 Where dewatering is required, and where culverts are cleaned by hydraulic means, effluent shall be discharged so as to prevent entry of sediment to watercourses. Operational Constraint (Environmental) – Erosion and Sedimentation Control 7.0 Waste Management (Section 3.3.1.9) TESR Reference: Section 6.2.2.3 and Table 6.5 7.1 If not managed properly, excess waste and MTO 7.1.1 Excess materials generated during construction will be managed in accordance with OPSS 180 (General Specification for the Management of Excess Material). emissions have the potential to contaminate the MNR surrounding environment. MOE OPSS 180 - General Specification for the Management of Excess Material 7.1.2 For mobile equipment and vehicles, maintenance, refuelling and truck washing shall be conducted no closer than 30 m from the Rideau River.

Operational Constraint (Environmental) – Environmental Plan 7.1.3 All wood waste will be managed as per OPSS 180.

OPSS 180 - General Specification for the Management of Excess Material 7.2 If not managed properly, excess waste from the MTO 7.2.1 Any surficial excess soil (i.e. within the upper 3 m layer) that is generated during construction excavation work (bridge and retaining wall footings, utility work, and contaminated site in the vicinity Lees Avenue has the MNR pavement work) located in the area approximately 200 m south of the Highway 417 eastbound lanes from west of Lees Avenue to just east of Lees Avenue will be potential to contaminate the surrounding MOE considered environmentally impacted and as such the impacted soil will be removed and hauled off-site by a MOE licensed hauler and disposed of at a MOE environment. licensed receiving site (landfill). The subgrade stormsewer and pier footing will be lined with polyethylene sheeting within the impacted area to prevent migration of contaminants. To minimize the quantity of off-site disposal of impacted soil as noted above, and if the conditions exist, segregation of the impacted soil from the non-impacted soil within the upper 3 m will be completed. In addition to these locations where environmental impacts in excess of the MOE Table 3 SCS, were confirmed through chemical analysis, any suspected coal tar impacts that are identified (based on odour and staining as noted above) elsewhere within the site

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I.D # Issues/Concerns Concerned I.D. # Mitigation/Protection/Monitoring Potential Effects Agencies during construction activities, will also be considered as environmentally impacted and appropriately managed as such.

Contaminated Earth Excavation – Item No. Contaminated Excavation (Grading) – Item No. 3 Social-Economic Environment 8.0 Greenways and Open Space Linkages (Section 3.3.2.1) TESR Reference: Section 6.2.1.4 8.1 No permanent impacts to greenways of open space MTO 8.1.1 None required. linkages. MNR MOE N/A NCC 9.0 Land Use (Section 3.3.2.2) TESR Reference: Section 6.2.2.1 and Table 6.5 9.1 No impacts to current land uses are anticipated. MTO 9.1.1 None required. City of Ottawa N/A 10.0 Traffic Operations (Section 3.3.2.3) TESR Reference: Section 6.2.2.2 10.1 Lane and ramp closures required on Highway 417 MTO 10.1.1 A Traffic and Incident Management Plan (TIMP) was prepared as part of the project in co-ordination with the City of Ottawa, OC Transpo and emergency services. and local roads will potentially result in traffic delays City of Ottawa The TIMP includes the following actions to mitigate impacts to traffic during construction: and queues.  Maintain on-going communication with Emergency Services, the City of Ottawa, and OC Transpo;  Public information campaign to start in advance of the work which includes bilingual media releases and public notices through local media (including newspaper notices, mail-outs, and a telephone hotline);  Motorist information will be delivered through bilingual portable variable message signs and advance signage along Highway 417 and City of Ottawa local streets;  OPP Police Officers on the closed freeway sections and stand-by tow trucks near the work zones will provide immediate incident detection;  MTO will monitor queuing on Highway 417 during pre/post rapid replacement operations and the full closures using MTO CCTV cameras; and  The City of Ottawa Incident Management Group (IMG) will monitor City of Ottawa intersection cameras (many of which are located on or in closer proximity to the full closure detour routes). The Contractor will update this plan prior to construction.

Traffic Management Plan – Item No. Incident Management Plan – Item No. Operation Constraint – Emergency Service Providers 10.1.2 Applicable signage and advance notification will be provided for closures and lane reductions.

Traffic Control Signing – Item No. 71 Traffic Management Plan – Item No. Incident Management Plan – Item No. 10.1.3 Police presence along proposed detour routes will be provided during rapid replacement operations.

SP – 100F08M: Protection of Public Traffic Traffic Management Plan – Item No. Incident Management Plan – Item No. 10.1.4 Closures will be restricted to off-peak periods (night) where feasible.

SP – 100F08M: Protection of Public Traffic 10.1.5 Maintain 1 lane in each direction during the short-term single lane closures on Vanier Parkway.

Operational Constraint – Vanier Parkway / Riverside Drive Staging Contract Drawings 10.1.6 Maintain 2 lanes in each direction during the long-term single lane reductions on St. Laurent Boulevard.

Contract Drawings 10.1.7 Maintain 2 through lanes during the single-lane reductions on Highway 417 westbound and eastbound.

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I.D # Issues/Concerns Concerned I.D. # Mitigation/Protection/Monitoring Potential Effects Agencies Operational Constraint – Highway 417 Lane Reduction Coordination Contract Drawings 10.2 Temporary lane closures associated with the rapid MTO 10.2.1 The rapid replacements will only occur on a weekend and start no earlier than 6:00 p.m. on Saturday, with 1 lane open by 11:00 a.m. Sunday, and all lanes and bridge replacement will potentially result in traffic City of Ottawa ramps re-opened to traffic by 6:00 am on Monday (unless a longer duration ramp closure is in effect). The rapid replacements will not be scheduled for the same delays and queues. weekend as another rapid replacement. No rapid replacement will be scheduled for the Labour Day weekend or Thanksgiving weekends.

Operational Constraint – Superstructure Replacement Schedule 10.3 Full closures of municipal roads during rapid MTO 10.3.1 Pre-closure signing will be erected a minimum of 2 weeks in advance at all closure points. replacement operations will potentially result in traffic City of Ottawa delays and queues. MTO Operational Constraint – City Street Closures – Rapid Superstructure Replacements City of Ottawa Contract Drawings 10.3.2 Lees Avenue will be re-opened no later than 12 weeks commencing from the date of the initial closure for the removal of the bridge.

Operational Constraint – City Street Closures – Rapid Superstructure Replacements 10.3.3 Robinson Avenue will be closed from 4:00 p.m. Saturday to 12:00 p.m. Sunday for each closure event to assist the Lees Avenue rapid replacement operations;

Operational Constraint – City Street Closures – Rapid Superstructure Replacements 10.3.4 Vanier Parkway and Belfast Road will be opened by 6:00 a.m. on the Monday following the rapid replacement operations.

Operational Constraint – City Street Closures – Rapid Superstructure Replacements 10.3.5 A Traffic and Incident Management Plan (TIMP) was prepared as part of the project in co-ordination with the City of Ottawa, OC Transpo and emergency services. The TIMP includes actions to mitigate impacts to traffic during construction and will be updated by the Contractor prior to construction.

Traffic Management Plan – Item No. Incident Management Plan – Item No. 10.4 Potential impacts to the operation of Emergency MTO 10.4.1 The Contractor shall notify all emergency service provides at least two (2) weeks in advance of construction start regarding the construction schedule, and if any Services City (including changes to traffic flow are anticipated. emergency services) Operational Constraint – Emergency Service Providers 11.0 Aesthetics and Landscape (Section 3.3.2.4) TESR Reference: Section 6.2.2.4 and Table 6.5 11.1 Clearing of the construction staging areas and MTO 11.1.1 Natural areas along the east shoreline of the Rideau River will be revegetated using native trees and shrubs in order to restore the areas disturbed during access routes to Hurdman’s Bridge (which will be MNR construction of staging areas and access routes, as per the Landscape Plan. Elsewhere exposed soils will be revegated as soon as possible using a seed mix completed as part of the Advance Pier Widening MOE composed of native species which are appropriate for the site conditions. Project) will result in a minor disturbance to the NCC vegetation within the riparian area and adjacent City of Ottawa Contract Drawings vegetation east and west of Rideau River shoreline. Operational Constraint (Environmental) – Erosion and Sedimentation Control In addition, the pathway realignments (temporary and OPSS 804 – Construction Specification for Seed and Cover permanent) along the Rideau River will result in minor vegetation removal along the Rideau River shoreline. 11.2 The highway widening project, including the use of MTO 11.2.1 A per the Landscape Plan (discussed in Section 3.1.14), vegetated areas disturbed by the highway widening, and staging areas throughout the study limits will be construction staging areas will impact the existing MNR reinstated following construction. The landscape design includes native species which have high durability (i.e. salt/wind tolerant, regional hardiness), and provide landscape. MOE seasonal interest through colour, form and texture. Desirable views, such as views towards downtown will be promoted. Undesirable views will be mitigated where NCC possible with vegetation. Enhancement of specific views is central to the planting concepts. City of Ottawa Contract Drawings 12.0 Pedestrian and Cyclist Access (Section 3.3.2.5) TESR Reference: Section 6.2.2.1 and Table 6.5 12.1 Impacts to pedestrian access on Lees Avenue are MTO 12.1.1 Pedestrian access will be maintained at all times during construction at the bridge abutments and approaches prior to the removal of the superstructure. One expected during construction at the bridge abutments City of Ottawa sidewalk will remain open during this work. and approaches, as well as during the 10 to 12 week full closure period between the removal and SP: Control of Vehicular and Pedestrian Traffic – City Streets reinstatement of the Lees Avenue Underpass SP: Construction Site Pedestrian Control superstructure. Contract Drawings

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I.D # Issues/Concerns Concerned I.D. # Mitigation/Protection/Monitoring Potential Effects Agencies 12.1.2 Two 4.5 m wide travel lanes will be provided to allow cyclists’ safe passage through the work zone.

Contract Drawings 12.2 Due to safety considerations, pedestrian and cyclist MTO 12.2.1 Pedestrians and cyclists will be detoured around the work site during the 10 to 12 week full closure period between the removal and reinstatement of the Lees access near the Lees site and on Robinson Avenue City of Ottawa Avenue Bridge. Pedestrians and cyclists will be diverted to a route that follows Robinson Avenue, and the Rideau River West Pathway (City of Ottawa). will be prohibited during rapid replacement Alternatively, pedestrians will be able to use the existing link between the Lees Avenue/Transitway entrance intersection and Lees Avenue (south of Highway 417) operations. via the Transitway. Pedestrians may cross the Transitway near Lees Avenue at an unsignalized crossing and use the sidewalk along the west side of the Transitway to reach the Lees Transitway station or proceed to Lees Avenue via the sidewalk along the bus access ramp.

Contract Drawings 12.2.2 Advance notification of the sidewalk and/or pathway closures during the rapid replacement operations will be posted prior to the rapid replacement operations. Full pedestrian and cyclist access on Lees Avenue will be restored following the bridge replacement.

Operational Constraint – Pathway Closures 12.3 There will be no impacts to pedestrian/cyclist access MTO 12.3.1 None required. during rehabilitation of the Central Transitway. City of Ottawa N/A 12.4 Pathways along the Rideau River will remain open MTO 12.4.1 The Contractor will be required to provide advance signage pedestrian traffic control to avoid conflicts with the pathways on the east and west side of the Rideau during construction however there may be short NCC river. duration closures during bridge widening works at Hurdman’s Bridge. Operational Constraint – Pathway Closures 12.4.2 Landscape planting selection design and layout will adhere to the principles of CPTED (Crime Prevention through Environmental Design).

Contract Drawings 12.5 Work at the Vanier Parkway just prior to the rapid MTO 12.5.1 Pedestrian and cyclist access will be maintained at all times during construction at the bridge abutments and approaches prior to the rapid replacement of the replacement will require lane closures and shifting of City of Ottawa superstructure. One sidewalk will remain open during this work. traffic lanes in each direction on Vanier Parkway which will potentially impact pedestrian and cyclist Contract Drawings access. Cyclists will need to cross the bridge by using traffic lanes. 12.6 Pedestrian and cyclist access across the Vanier MTO 13.6.1 Advance notification of the sidewalk and/or pathway closures during the rapid replacement operations will be posted one week prior to the rapid replacement Parkway Underpass will not be available during rapid City of Ottawa operations. replacement operations. Traffic Management Plan – Item No. 13.6.2 Pedestrians and cyclists will use existing routes (Tremblay Road, Belfast Road, and Coventry Road) to bypass the construction site. Full pedestrian and cyclist access will be restored following the bridge rapid replacement.

N/A 12.7 Work at the bridge approaches just prior to the MTO 12.7.1 Pedestrian and cyclist access will be maintained at all times during construction at the bridge abutments and approaches prior to the rapid replacement of the Belfast Road underpass rapid replacement and City of Ottawa superstructure. One sidewalk will remain open during this work. during the weekend of the bridge replacement will require the full closure of Belfast Road at Highway Contract Drawings 417. Pedestrian and cyclist access will be prohibited 12.7.2 Pedestrians and cyclists will use existing routes (Tremblay Road, Vanier Parkway, and Coventry Road) to bypass the construction site. Full pedestrian and cyclist during these times. access will be restored following the bridge rapid replacement.

N/A 12.8 There will be no impacts to pedestrian access during MTO 12.8.1 None required. rehabilitation of the East Transitway Overpass. City of Ottawa N/A 12.9 The rehabilitation and widening of the St. Laurent MTO 12.9.1 One sidewalk on St. Laurent will be maintained at all times. Pedestrians will be able to access the open sidewalk via the signalized intersections north and south of Overpass structures will require lane reductions on City of Ottawa the bridge site. St. Laurent Boulevard which will impact pedestrian access on sidewalks along St. Laurent Boulevard. Contract Drawings

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I.D # Issues/Concerns Concerned I.D. # Mitigation/Protection/Monitoring Potential Effects Agencies 12.9.2 Cyclist access on St. Laurent Boulevard will be maintained at all times during construction.

Contract Drawings 13.0 Property Requirements (Section 3.3.2.6) TESR Reference: Table 6.3 13.1 Two permanent property acquisitions of lands owned MTO 13.1.1 Agreement with the City of Ottawa will be negotiated for the 2 permanent acquisitions in accordance with standard Ministry of Transportation policies. by the City of Ottawa are required. City of Ottawa N/A 13.2 Temporary property requirements have been MTO 13.2.1 Temporary Limited Interest agreements will be negotiated for all 8 areas where temporary property acquisition is required. identified at 8 locations along Highway 417. These City of Ottawa properties are owned by the City of Ottawa, the University of N/A University of Ottawa or the NCC. Ottawa NCC 14.0 Air Quality (Section 3.3.2.7) TESR Reference: Section 6.2.2.6 and Table 6.5 14.1 The contribution of the Highway 417 Expansion MTO 14.1.1 None required. Project is projected to be below applicable MOE government guidelines for air quality and would have N/A an unnoticeable and insignificant impact on smog pollutants. Therefore mitigation is not proposed. 15.0 Noise (Section 3.3.2.8) TESR Reference: Section 6.2.2.5 and Table 6.5 15.1 It is anticipated that there will be an increase in noise MTO 15.1.1 The Contractor will abide by all municipal noise control by-laws for the day-to-day construction. However, night-time work will be required in order to minimize traffic levels during construction. Night-time work will be MOE closure impacts and to minimize the duration of construction. A noise by-law exemption will be obtained prior to construction by the Contractor. required in order to minimize traffic closure impacts City of Ottawa and to minimize the duration of construction. SP – 199F31: Environmental Exemptions and Permits 15.1.2 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.

SP – 199F33: Construction Noise Constraints 15.1.3 Idling of equipment shall be restricted to the minimum necessary to perform the specified work.

SP – 199F33: Construction Noise Constraints 15.1.4 During the rapid bridge replacement operations at the Lees Avenue, Belfast Road and Vanier Parkway underpasses, the Contractor shall minimize the noise resulting from the removal operations to the adjacent residential and commercial areas.

SP – 199F33: Construction Noise Constraints 16.0 Utilities (Section 3.3.2.9) TESR Reference: None 16.1 Conflicts with utilities as a result of construction. MTO 16.1.1 All utilities in direct conflict with the proposed highway widening will be relocated/reinstated prior to (or during) construction. Enbridge Inc. Contract Drawings 16.2 Three watermains located within the project limits MTO 16.2.1 Watermains will be protected at all times during construction. (1220 mm, 1067 mm, and 610 mm diameter City of Ottawa watermains) require protection during construction. Notice to Contractor – City of Ottawa Watermains Operational Constraint (Structural) – Loading Restriction and Proximity Limit for Working Near to the Existing 1220 mm O.D. Watermain Earth Excavation for Structure – Item No. 239, 268, 302, 334, 366, 402, 421 Snow Fence – Item No. 70 Rock Excavation for Structure – Item No. 303, 422 Contract Drawings 16.2.2 Vibration monitoring will be carried out for the 1220 mm and 1067 mm watermains located in the vicinity of Hurdman’s Bridge and the Belfast Road underpass, respectively.

Notice to Contractor – City of Ottawa Watermains Operational Constraint (Structural) – Loading Restriction and Proximity Limit for Working Near to the Existing 1220 mm O.D. Watermain Vibration Monitoring – Item No. Earth Excavation for Structure – Item No. 239, 268, 302, 334, 366, 402, 421

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I.D # Issues/Concerns Concerned I.D. # Mitigation/Protection/Monitoring Potential Effects Agencies 16.2.3 No new trees or shrubs will be planted within 10-meters of the water main, both sides from the centreline of the water main.

Contract Drawings 17.0 Navigable Waters (Section 3.3.2.10) TESR Reference: None 17.1 Potential impacts to the navigability of the Rideau MTO 17.1.1 Approval under the NWPA will be obtained prior to construction. River. Transport Canada SP – 199F31: Environmental Exemptions and Permits 17.1.2 A minimum navigational clearance will be maintained at all times during construction, as indicated in Exhibit 3-3 in Section 3 of this report.

Contract Drawings Cultural Environment 18.0 Built Heritage and Cultural Landscapes (Section 3.3.3.1) TESR Reference: Section 6.2.3.1 18.1 Potential impacts to the cultural heritage of MTO 18.1.1 The following mitigation measures will be incorporated into the replacement design of Hurdman’s Bridge to ensure a sympathetic design and maintain contextual Hurdman’s Bridge. Evaluation under the Ontario MTC value: Heritage Bridge Guidelines (OHBG) (January 2008)  The proposed haunched I-beam girder design maintains the existing span arrangement and replicates the arched geometry of the existing concrete T- indicated that the structure meets the required criteria beam superstructure; to be considered provincially important and worthy of  Significant heritage attributes including the 1955 and 1957 commemorative plaques (found during the course of this study) will be reinstated at the bridge inclusion on the Ontario Heritage Bridge List. site;  Commemoration to provincial Constable J. Robert Maki will be incorporated into the replacement bridge design; and  A Built Heritage Documentation Report will be prepared and will include historic research, original drawings and photo-documentation.

Contract Drawings 19.0 Archaeology (Section 3.3.3.2) TESR Reference: Section 6.2.3.1 and Table 6.5 19.1 No archaeological resources were found during MTO 19.1.1 In the event that deeply buried archaeological deposits are discovered in the course of construction, the Ministry of Culture – Heritage Operations Unit shall be Archaeological Assessments, however there is MTC contacted immediately. potential for impact to archaeological resources. General Conditions of the Contract 19.1.2 In the event that human remains are found during construction, the Ministry of Culture – Heritage Operations Unit and the Registrar or Deputy Registrar of the Cemeteries Regulation Unit of the Ministry of Consumer and Commercial Relations shall be contacted.

General Conditions of the Contract NOTE: The TESR Reference is to the environmental issues, potential effects and mitigation measures and proposed mitigation and commitments to future work tables contained within the MTO Highway 417 (Ottawa Queensway) from Highway 416 Easterly to Anderson Road Preliminary Design Study And Environmental Assessment Transportation Environmental Study Report GWP 663-93-00 (January 2007).

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4 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 ongoing 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.

A qualified Fisheries Contract Specialist will be on-site during all in-water works to confirm that the works are implemented as proposed, and provide field fit advice as necessary to ensure impacts to fish and fish habitat are minimized. The Fisheries Contract Specialist will be on-site to monitor and ensure the proper installation, functioning and decommissioning (as appropriate) of all temporary and permanent mitigation measures.

In the event that problems develop, the CA Consultant is there to ensure that MTO and appropriate agencies are contacted.

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