Final Draft

Road Network Development Report

Submitted to the City of Ottawa by IBI Group

September 2013

Table of Contents

1. Introduction ...... 1 1.1 Objectives ...... 1 1.2 Approach ...... 1 1.3 Report Structure ...... 3

2. Background Information ...... 4 2.1 The TRANS Screenline System ...... 4 2.2 The TRANS Forecasting Model ...... 4 2.3 The 2008 Transportation Master Plan ...... 7 2.4 Progress Since 2008 ...... 9 Community Design Plans and Other Studies ...... 9 Environmental Assessments ...... 10 Approvals and Construction ...... 10

3. Needs and Opportunities ...... 13 3.1 Population and Employment—Changes from 2008 TMP ...... 13 3.2 Design Hour Considerations ...... 14 3.3 Road Network Demand and Capacity ...... 15 The 2031 Base Scenario ...... 15 Analysis ...... 16 Commentary by Area ...... 19 East ...... 19 West ...... 19 Southeast ...... 20 Southwest ...... 21

4. Development of the 2031 Network Concept ...... 22 4.1 Projects from the 2008 TMP ...... 22 4.2 Focused Reviews ...... 26 South Urban Community ...... 26

SEPTEMBER 2013 I IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA Alta Vista Transportation Corridor ...... 31 4.3 New Projects ...... 33 4.4 Analysis ...... 35 Results ...... 35 4.5 Summary ...... 36

5. Costing ...... 40 5.1 Approach and Assumptions ...... 40 Benchmark Costs ...... 40 5.2 Capital Costs ...... 43 5.3 Operating Costs ...... 46 5.4 Rehabilitation Costs ...... 46

6. Prioritization, Affordability Analysis and Phasing ...... 47 6.1 Prioritization Criteria ...... 47 6.2 Affordability Envelope ...... 48 6.3 Phasing ...... 48

7. Conclusions and Recommendations...... 53

APPENDIX A: Roadway Cost Summary Table ...... 54

APPENDIX B: Typical Roadway Cross-Sections ...... 55

APPENDIX C: Road Network Priority Ranking ...... 56

SEPTEMBER 2013 II IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

1. Introduction

In this update of its Transportation Master Plan (TMP), the City of Ottawa is taking a new approach to the planning of its transportation infrastructure. In recognition of limitations to funding, environmental pressures, and changing traveller preferences, the city is making transit the focus of its planning efforts. However, improvements to the road network will remain an important element of the TMP in support of its primary objectives. This is largely because, in addition to auto traffic, local transit vehicles, bicyclists and pedestrians all use road rights of way. As such, the road network is still an integral component of an efficient, equitable and sustainable transportation system.

To this end, this report recommends improvements to Ottawa’s road network over the 18-year horizon of the TMP. This will be accomplished by building on the 2008 TMP and on the updated needs and opportunities assessment conducted earlier in this study (published under separate cover). Specifically, this report outlines the details on when and why certain roads projects are to be built, and how they fit within the City’s affordability framework.

Analysis in this report was carried out in accordance with Phases 1 and 2 of the Municipal Class EA process, which deal with project need and justification and evaluation of alternative solutions. While a detailed environmental review was not undertaken for each individual project, an understanding of local environmental assets was developed to assess the relative merit of the various transportation corridors and alternatives and corresponding road improvements, where required. Justification and costing for all new road links and an assessment of the ease of implementation is provided. 1.1 Objectives The primary objective of this report is to provide the reader with a review of the analysis completed towards developing a recommended road network for 2031. To accomplish this, the report will:

 Identify road improvements required by 2031;

 Provide an estimate of the costs for these projects;

 Determine the priority of each project; and

 Develop a package of affordable projects for implementation, in light of financial constraints. 1.2 Approach Given that the 2013 and 2008 TMP updates share a common horizon year (2031), the approach to the analysis in this report is to use the 2008 TMP network as a base from which projects are added or subtracted. However, this is not to say that the findings will be identical to the last TMP. There have been several changes in the five years since the last TMP that will impact the recommendations of this report. Notably:

SEPTEMBER 2013 1 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA  Several projects prescribed in the 2008 TMP have been built;

 Environmental Assessments have been completed that may have proposed different solutions to what was proposed in the last TMP;

 There have been roadways proposed as part of new community design plans and other studies;

 The TRANS travel demand model has been re-calibrated to the 2011 OD survey;

 This TMP will design roads to the demand observed during the 2031 2.5 hour peak period, whereas the 2008 TMP designed roads to the 2031 peak hour; and

 The recommendations of this TMP will have to fit within the City’s affordability envelope, whereas past iterations were not (formally) financially constrained.

In light of these considerations, the 2008 TMP network will serve as the starting point for quantitative analysis. The network will then be modified in light of changes and progress since 2008. Needs will be assessed primarily at the screenline level during the AM peak period, but consideration will also be given to high growth areas or locations in the network that are known to be congested outside of the peak. The projects identified from this assessment will then be costed and prioritized in consideration of various criteria. Finally, a set of “affordable” projects will be identified for implementation between the present day and 2031. This process is illustrated in Exhibit 1-1.

Exhibit 1-1: Road Network Development Process

SEPTEMBER 2013 2 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA 1.3 Report Structure This report is structured to provide a summary of the process used to arrive at a series of recommendations for road improvements as part of the TMP. The sections are as follows:

 Section 2: Background Information provides an overview of the TRANS travel demand model and screenline system, the 2008 TMP and transportation-related progress since it was published;

 Section 3: Needs and Opportunities contains both a summary of the standalone Needs and Opportunities report and a screenline- by-screenline analysis of road network demand under a base scenario;

 Section 4: Development of the 2031 Network Concept summarizes the projects that are to be part of the TMP to meet the needs identified in Section 3, including those from the 2008 TMP, new projects, and those requested for study by City Council;

 Section 5: Costing presents the capital, operating, and rehabilitation costs for all projects in the Network Concept as well as a description of the costing methodology;

 Section 6: Prioritization, Affordability Analysis and Phasing provides an overview of the City’s affordability framework and explains how projects identified as part of the Network Concept were prioritized and phased throughout the 18-year timeframe of the TMP;

 Section 7: Conclusions and Recommendations summarizes the main findings of the report and presents the recommended 2031 Affordable Road Network for council approval.

SEPTEMBER 2013 3 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

2. Background Information

This section provides the background information required to support the development of the 2031 road network. The narrative covers the tools used to undertake the quantitative analysis of the network (the TRANS screenline system and demand model), the 2008 TMP recommended road network, and network-related developments (e.g. environmental assessments, construction, community design plans) since 2008 that will influence the construction of an updated 2031 road network. 2.1 The TRANS Screenline System TRANS, a multi-jurisdictional transportation planning committee in the National Capital Region, maintains a set of screenlines that are used by member agencies to conduct regular traffic counts. The City of Ottawa uses these screenlines for both planning and operational purposes. Per the 2008 TMP, the screenlines are grouped into five general areas: west, southwest, southeast, east and east-west outside greenbelt (Rideau River). The screenlines are listed in Exhibit 2-1 and illustrated in Exhibit 2-2. 2.2 The TRANS Forecasting Model The TRANS travel demand model was used to conduct the forecasts for this analysis. The model, developed in EMME, estimates AM peak hour auto and transit demand on city streets as a function of land use, the transportation network, and other inputs. The model has existed in various forms since the mid-1980’s and was recently re-estimated to the results of the 2011 Origin- Destination Survey.

Following the re-estimation, the model was received from city staff along with new land use forecasts for 2031. In addition to the creation of new network scenarios, other alterations to the model were necessary before the model could be run:

 The new land use forecasts were synthesized to simulate the inputs necessary to run the model.

 Base year commercial and external trips were inflated by 30% to reflect anticipated increases in “background traffic” that are not explicitly modelled.

 In response to changes in policy for this TMP update, a procedure was developed to model the 2.5 hour morning peak period rather than the peak hour of auto demand. Since the model operates on a peak period basis up until auto volumes are assigned, accomplishing this was simply a matter of dividing peak period demand by 2.5 prior to assignment. This simulated an “average peak hour” that is equivalent to designing to the demand during the peak period.

With these inputs in place, the networks could be tested using the updated model.

SEPTEMBER 2013 4 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Exhibit 2-1: TRANS Screenline System

Number Name West 44 Terry Fox 10 Eagleson 10a Eagleson North (of Highway 417) 10b Eagleson South (of Highway 417) 11 Acres 24 and 25 Western Parkway/Woodroffe 27, 28 and 29 CPR Line 53 Campeau 56 Fallowfield West Southwest 12 CNR West 9 Fallowfield 49 Jock River Southeast 14 Highway 417/Walkley 13 CNR East 8 Leitrim 19 and 32 Rideau River Central/Queensway 50 Mitch Owens 52 and 55 Bank/Hawthorne 54 Smyth/Hydro 7 Ramsayville East 33 Rideau River North 16 Greens Creek 45 Bilberry Creek 46 Frank Kenny 47 Innes East-West Outside Greenbelt 20, 42 Rideau River South/Manotick

SEPTEMBER 2013 5

Exhibit 2-2: The TRANS Screenline System

IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA 2.3 The 2008 Transportation Master Plan Approved by City Council in November 2008, the previous update of the TMP included over $2.1B in new road infrastructure to be constructed by 2031. The approach of the 2008 plan was to first identify the transit infrastructure necessary to meet the City’s mode split target, and then determine which road projects would still be required even if that goal was met. The target for the 2008 TMP was that 30% of all motorized trips during the AM peak hour would be made by transit; as such, the road network was designed under the assumption 70% of all trips would be made by auto drivers and passengers. The affordability of the projects was not explicitly considered.

Some of the larger projects in the plan included:

 A new four-lane roadway between Walkley Road and Nicholas Street (the Alta Vista Transportation Corridor);

 Two new bridges spanning the Rideau River at Strandherd Drive and Fallowfield Road;

 A new two-lane road between Innes Road and Hunt Club Road

 The widening and extension of the Blackburn Hamlet bypass;

 The construction of two new interchanges with 400-series highways;

 The widening of Ottawa Road 174 by one lane per direction ;

 The widening of over 10km of Prince of Wales Drive; and

 The widening of 7km of the Airport Parkway.

Exhibit 2-3 presents all of the projects prescribed by the 2008 TMP. The reader should refer to the documentation from that project for specific details of phasing and costs.

SEPTEMBER 2013 7

Exhibit 2-3: Road Infrastructure Projects from the 2008 TMP

IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

2.4 Progress Since 2008 Over the past five years, progress has been made to advance the goals of the 2008 TMP that needs to be taken into consideration for this update of the plan. Some of the projects in the 2008 TMP have been constructed, while others have undergone environmental assessments that may have altered their alignment or scope. Furthermore, new projects not in the 2008 TMP have been identified through community design plans, council initiatives, and other means. This subsection documents these changes with the aim of informing the development of a new 2031 road network

Community Design Plans and Other Studies There are various community plans that have been completed or are underway in Ottawa. These plans are important because some road improvements included in this TMP update are a direct result of their findings, rather than from quantitative analysis. In many cases, new roads are proposed for community connectivity and local network function and as such the justification for the new roads may not be immediately clear from the quantitative analysis.

The following is a selection of community design and area plans initiated in recent years:

West East

 Village of Carp  Beechwood CDP

 Carp Road Corridor  St. Joseph Boulevard Corridor Study  Stittsville Main Street  St. Joseph Boulevard Community  Fernbank Improvement Plan

 Orleans Industrial Park

 Mer Bleue

 Train/St. Laurent/Cyrville TOD studies

Southeast Southwest

 Riverside South  Village of Richmond CDP

 Leitrim  South Nepean Town Centre

 Greely  Barrhaven South CDP

Of these, only the Village of Richmond CDP and the Train/St. Laurent/Cyrville TOD studies have recommended significant modifications to the road network.

SEPTEMBER 2013 9 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA In the Village of Richmond CDP, it is recommended that:

 Perth Street be widened from two to four lanes between the village boundary and Queen Charlotte Street and between Shea Street and Eagleson Road; and

 A new northern bypass of the village be constructed between Eagleson Road and Perth Street.

The three TOD studies currently complete for the Confederation Line jointly recommend that:

 Belfast Road be widened from two to four lanes between Coventry Road and Tremblay Road;

 Cyrville Road be widened between Innes Road and St. Laurent Boulevard; and

 Tremblay Road be widened from two to four lanes between Pickering Place and St. Laurent Boulevard.

Environmental Assessments Although the TMP process fulfills the role of the first two phases of an environmental assessment, it is not always the starting point for identifying a project based on need. Furthermore, the findings of an environmental assessment can change the specifications for a road project and therefore change its scope within the TMP. For these reasons, a list of environmental assessments initiated or completed since 2008 were consulted as part of this TMP update. They are listed in Exhibit 2-4

Exhibit 2-4: Environmental Assessments Initiated and/or Completed Since 2008

Environmental Assessment Status Project (as of May 2013) West Kanata South Link Initiated in 2013 Carp Road Initiated in 2012 Southwest Prince of Wales Drive Completed in 2011 Jockvale Road Completed in 2008 Cambrian Road Initiated in 2012 Greenbank Road Realignment Initiated in 2012 Southeast Bank Street Initiated in 2012 East Ottawa Road 174 Initiated in 2012 Approvals and Construction Many projects that were prescribed in the 2008 TMP have either been constructed or have had all of their funding allocated as part of the City’s 2013 (or prior) capital budget. These projects are enumerated here so that they can be removed from the 2013 TMP project list.

SEPTEMBER 2013 10 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Exhibit 2-5: Approved and Constructed Roadways

Project Construction Status (as of September 2013) West Hazeldean Road widening from Carp Road to Terry Fox Complete Drive March Road widening from Morgan’s Grant Way to 1.1km complete north of Morgan’s Grant Dunrobin Road Terry Fox Drive extension from Innovation Drive to Complete Richardon Side Road Southwest Chapman Mills Drive extension between Strandherd Drive 1.5km complete west of Woodroffe and Woodroffe Avenue Greenbank Road widening from Malvern Drive to Construction scheduled Strandherd Drive Longfields Drive extension from Woodroffe Avenue to Complete South Pointe Business Park Longfields Drive extension from Strandherd Drive to Complete Jockvale Road Strandherd Drive extension from Woodroffe Avenue to Complete Prince of Wales Drive Southeast Hunt Club Road extension and new Highway 417 Under construction interchange Earl Armstrong Road widening between River Road and 3.4km complete east of River Road High Road Findlay Creek Drive extension from Bank Street to Albion Complete Road Limebank Road widening between Riverside Drive and Complete Earl Armstrong Road Riverside Drive widening between Hunt Club Road and Complete River Road East Brian Coburn Boulevard extension between Navan Road 1.4km complete east of Mer Bleue and Tenth Line Brian Coburn Boulevard extension between Portobello Complete Boulevard and Trim Road Mer Bleue widening between Innes Road and Renaud 1.2km complete south of Innes Road Road Portobello Boulevard widening between Charest Way to Complete Brian Coburn Boulevard St. Joseph Boulevard widening from Tenth Line to Dairy Construction scheduled Road Tenth Line widening from Innes Road to urban boundary 1.9km complete south of Innes Road Trim Road widening from North Service Road to Brian Construction scheduled Coburn Boulevard East-West Outside Greenbelt Strandherd-Earl Armstrong Bridge Under construction

SEPTEMBER 2013 11 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA There has also been progress in the planning and construction of provincial and federal roadways that will impact transportation in Ottawa. These are listed below:

 Highway 417 widening: Locally known as the “Queensway”, the Ministry of Transportation, Ontario is currently studying and constructing improvements to this controlled-access freeway:

 Highway 7 to Palladium Drive: Widen from four to six lanes (funded);

 Palladium Drive to Eagleson Road: Widen from four to eight lanes, including HOV lane (constructed);

 Eagleson Road to Highway 416: Widen from four to eight lanes, including HOV lane (constructed);

 Highway 416 to Maitland Road: Widen from six to eight lanes (EA complete);

 Nicholas Street to Ottawa Road 174: Widen from six to eight lanes (under construction); and

 Ottawa Road 174 to Anderson Road: Widen from four to six lanes (EA complete).

 Highway 7 widening: Highway 7 has been widened from a two- lane undivided highway to a four-lane controlled-access freeway between Highway 417 and Carleton Place.

 New Ottawa River crossing: The federal government was the proponent for a major environmental assessment for a new crossing of the Ottawa River. However, the Ontario government— one of the key partners in the study—announced in June 2013 that it was withdrawing its support, putting the project’s future in doubt.

SEPTEMBER 2013 12 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

3. Needs and Opportunities

A standalone report was prepared to study Ottawa’s transportation needs and opportunities in 2031. The report reviewed forecast population, employment and transportation system performance under a “base” scenario in which only existing and committed projects were constructed. This section provides an overview of the findings of this work as it relates to the road network. A more detailed assessment of the performance of individual screenlines under the Base Scenario is also provided. 3.1 Population and Employment—Changes from 2008 TMP The City of Ottawa has prepared population and employment growth projections for the period from 2011 to 2031. Over this period, the city is forecast to see a 23% increase in population from 922,000 to 1.14 million people, and a 24% increase in employment from 565,000 to 703,000 jobs.

While the total city-wide population and employment forecasts have not changed since the 2008 TMP, their assumed distribution throughout the city has. Exhibit 3-1 illustrates the changes in population and employment allocation in city markets from the 2008 TMP to the 2013 TMP in comparison to 2011 levels.

Exhibit 3-1: Population and Employment Estimates by Market—2008 TMP vs. 2031 TMP

2011 2031 (2008 TMP) 2031 (2013 TMP)

600,000

400,000

Residents 200,000

0 Inner Area Inner Suburbs Kanata/ Orleans South South Rural Ottawa Stittsville Gloucester/ Nepean Leitrim

600,000

400,000

200,000 Employment 0 Inner Area Inner Suburbs Kanata/ Orleans South South Rural Ottawa Stittsville Gloucester/ Nepean Leitrim

SEPTEMBER 2013 13 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA Although there are minimal changes to the allocation of population throughout the city—slight increases to the projected population in Orleans and South Nepean and slight decreases inside the greenbelt and in South Gloucester/Leitrim—there are fairly substantial changes to the allocation of employment. Land use forecasts prepared for the 2008 TMP assumed a greater percentage of Ottawa’s employment would be located in the suburbs, whereas forecast land use for this plan concentrates employment predominantly in the inner suburbs and the inner area. Analysis of the 2011 Origin-Destination Survey has shown that, controlling for other factors, suburban employment is more likely to be accessed by private auto than by transit or non-motorized modes. 3.2 Design Hour Considerations By convention, road supply is designed to accommodate a certain traffic throughput over the course of a single hour. When assessing roadway demand, traffic engineers select what is known as a “design hour” to determine how much supply will need to be prescribed. In an urban context, the design hour is typically the AM peak hour volume since it is often the busiest hour over the course of the day (as shown in Exhibit 3-2). Although this is effective at mitigating roadway congestion, sizing facilities for the peak hour means that:

 Roads are likely under-utilized for much of the day; and

 It may be more difficult (or more expensive) to accommodate other modes within the road right-of-way

Exhibit 3-2: Implications of Moving to Average Peak Period Design Hour

SEPTEMBER 2013 14 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA To address these issues, the 2013 TMP will treat its design hour as the average hour during the 2.5 hour peak period. That is, rather than assigning the single highest daily hour in the TRANS model, the total AM peak period auto demand will be divided by a factor of 2.5 in order to arrive at an average hour.

The implication of this change is that the design hour volume for the majority of city roads will be lower than the previous TMP and, as such, there will be less pressure to increase roadway capacity. This will be captured primarily in the prioritization and phasing of projects for the 2031 Network Concept, where projects’ ability to reduce congestion will be assessed. 3.3 Road Network Demand and Capacity In order to assess the impacts of projected population and employment increases on congestion, 2031 travel demands were assigned to the Base Scenario to estimate current and future traffic volumes. This sub-section describes this scenario and presents an overview of the results of the assignment.

The 2031 Base Scenario The 2031 Base Scenario transportation network includes existing roads and public transportation, plus any projects under construction or committed for implementation (funded as of 2013 capital budget). These projects include:

 Public Transit:

 Confederation Line LRT (under construction);

 O-train capacity upgrades (under construction);

 Roads:

 Highway 417 widening between Nicholas Street and Ottawa Road 174 (under construction);

 Greenbank Road widening (under construction);

 Hunt Club Road extension and interchange (under construction);

 Strandherd-Armstrong Bridge (under construction);

 Trim Road widening (committed);

 St. Joseph Boulevard widening (committed);

 Alta Vista Transportation Corridor Phase 1 (committed).

SEPTEMBER 2013 15 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA Analysis Exhibit 3-3 presents some high-level system trends for the assignment of the Base Scenario in comparison to the 2011 scenario.

Exhibit 3-3: Road Network Performance—2011 Network vs. 2031 Base Scenario

Vehicle- Vehicle- Average Scenario hours kilometres Speed 2011 Network 41,000 1,900,000 47 2031 Base Scenario 46,300 2,000,000 43 Percent Difference +13% +5% -9%

These metrics show that there is a decrease in road network performance between 2011 and 2031 if no additional improvements are implemented.

Exhibit 3-4 and Exhibit 3-5 present results of the assignment at a finer level of detail. In both exhibits, a volume to capacity threshold of 0.90 is used to indicate whether a screenline or road network link is experiencing performance issues. This value is typically used instead of 1.00 because it provides for surplus capacity in the case of incidents and daily variations in demand. Screenlines and links exceeding this threshold are shown in red. Locations that are approaching capacity (volume to capacity ratio between 0.75 and 0.90) are highlighted in yellow.

In Exhibit 3-4, results are presented at the screenline level for both 2011 and the 2031 Base Scenario to analyze the degree to which road network performance degrades over the timeframe of the TMP if no further improvements are pursued. In 2011, six screenlines are operating above the recommended threshold; this increases to nine under the 2031 Base Scenario. All four of the new screenlines that degrade beyond the 0.90 threshold are located in the outer suburbs, the location of the highest rates of population growth in the City. The one screenline that improves in performance between 2011 and 2031 (Rideau River – Manotick) does so because of the completion of the Strandherd-Earl Armstrong Bridge.

Exhibit 3-5 shows results of the model assignment graphically, highlighting congested areas in red. Prominent congested facilities include:  Gateways to the Inner Area including the Queensway, interprovincial bridges and parts of both King Edward and Bronson Avenues

 East – westbound Ottawa Road 174, Innes Road and St. Joseph Boulevard

 Southeast – northbound Airport Parkway, Riverside Drive, Bank Street, Albion Road

 Southwest – segments of Prince of Wales Drive, Merivale, Woodroffe and Greenbank, and eastbound West Hunt Club and Baseline Roads

 West – southbound on March Road, and eastbound on Hazeldean, Carling, and Richmond

SEPTEMBER 2013 16

Exhibit 3-4: Screenline and Cordon Travel Volumes (Motorized Travel Modes) – Inbound 2011 and 2031 Base (Do Nothing) Scenarios 2011 Inbound 2031 Inbound Number Cordon Description Screenline Description Vehicles Capacity V/C Vehicles Capacity V/C Downtown 35 Downtown Downtown West 4,189 7,000 0.60 3,913 7,000 0.56 36 Downtown Downtown South 6,351 19,000 0.33 6,016 19,000 0.32 37 Downtown Downtown East 1,822 3,000 0.61 1,702 3,000 0.57 38 Downtown Downtown Northeast 3,045 4,000 0.76 3,069 4,000 0.77 West 10 Greenbelt Eagleson 9,490 12,600 0.75 12,380 12,600 0.98 11 Acres 8,896 9,800 0.91 10,746 9,800 1.10 24 Western Parkway 9,884 9,000 1.10 10,794 9,000 1.20 25 Woodroffe 4,710 6,400 0.74 5,061 6,400 0.79 27 Inner Area O-Train - South 3,275 4,400 0.74 3,309 4,400 0.75 28 Inner Area O-Train - Central 6,082 5,400 1.13 6,176 5,400 1.14 29 Inner Area O-Train - North 3,195 6,800 0.47 3,298 6,800 0.49 44 Terry Fox 5,319 10,400 0.51 7,001 10,400 0.67 53 Campeau 3,189 7,000 0.46 4,261 7,000 0.61 56 Fallowfield West 923 2,800 0.33 1,092 2,800 0.39 South 9 Greenbelt Fallowfield 8,111 12,800 0.63 9,088 12,800 0.71 12 CNR West 9,276 12,000 0.77 9,993 12,000 0.83 49 Jock River 3,306 9,400 0.35 6,405 10,200 0.63 7 Ramsayville 3,791 6,600 0.57 4,896 6,600 0.74 8 Greenbelt Leitrim 4,112 5,200 0.79 5,977 5,200 1.15 13 CNR East 7,423 9,200 0.81 8,228 9,200 0.89 14 Greenbelt Highway 417/Walkley 6,048 8,000 0.76 4,037 4,400 0.92 19 Inner Area Rideau River - Ottawa South 4,198 5,200 0.81 4,008 5,200 0.77 20 Rideau River - South 4,504 6,200 0.73 4,647 6,200 0.75 32 Inner Area Rideau River - 417 6,226 6,200 1.00 7,154 7,800 0.92 42 Rideau River - Manotick 733 800 0.92 2,928 3,800 0.77 50 Mitch Owens 2,361 4,000 0.59 2,579 4,000 0.64 52 Hawthorne - South 784 3,400 0.23 844 3,400 0.25 54 Smyth/Hydro 2,981 6,200 0.48 3,810 7,000 0.54 55 Greenbelt Hawthorne - North 357 1,200 0.30 697 1,200 0.58 East 16 Greenbelt Green's Creek 9,512 8,800 1.08 10,739 8,800 1.22 33 Inner Area Rideau River - North 3,563 5,200 0.69 3,593 5,200 0.69 45 Billberry Creek 6,179 8,000 0.77 7,871 8,400 0.94 46 Frank Kenny 2,224 7,800 0.29 3,678 10,200 0.36 47 Innes 2,277 7,600 0.30 4,172 7,200 0.58

Exhibit 3-5: Auto Volumes – 2031 Base Scenario (Morning Peak Hour, Average Peak Period Demand)

IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA Commentary by Area Each major corridor contains a number of screenlines. Here, a brief summary is provided giving an overview of the area and highlighting assignment results at key screenlines. Each corridor description is accompanied by a map showing forecast congestion and the location of major community design plan limits (outlined in pink).

East The east corridor includes the area east of the Rideau River and north of the Prescott-Russell Recreational Trail, encompassing the eastern Greenbelt and Orleans. Total population and employment is expected grow by approximately 30 percent from 2011 to 2031.

Exhibit 3-6: East Corridor V/C and Screenlines

The Green’s Creek and Billberry Creek screenlines are both expected to experience capacity constraints under the 2031 Base Scenario. The widening of Ottawa Road 174 from four to six lanes will add capacity and reduce the V/C ratios; however, even with this new capacity and other improvements, Innes Road will continue to experience capacity constraints during the AM peak period. West The west corridor includes Ottawa West, parts of Nepean, and Kanata. It is generally bounded by the Ottawa River to the north, Carp Road to the west, Fallowfield Road to the south and the O-train corridor to the east.

The Eagleson, Acres, and Western Parkway screenlines are all forecast to exceed the recommended volume to capacity threshold by 2031 under the Base Scenario. The MTO’s work on Highway 417 is expected to address some of the capacity deficiencies, but it will still remain over capacity in 2031 despite these improvements.

SEPTEMBER 2013 19 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Exhibit 3-7: West Corridor V/C and Screenlines

Southeast The southeast corridor includes the area south of Ottawa/Orleans and east of the Rideau River. It includes eight screenlines and covers large portions of the south and east portion of the greenbelt.

Exhibit 3-8: Southeast V/C and Screenlines

The Leitrim screenline is expected to have a capacity deficiency under the Base Scenario. The demand is focused on Bank Street and Albion Road and is being fuelled by growth in the communities of Riverside South and Leitrim. Further north, the Rideau River/417 screenline will also approach capacity by 2031 despite the widening of Highway 417 and the construction of the Confederation Line

SEPTEMBER 2013 20 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA Southwest The southwest corridor includes the area west of the Rideau River and south of the CNR rail line encompassing Barrhaven, Nepean and parts of southwest Ottawa. There are a total of three screenlines in the area.

Exhibit 3-9: Southwest V/C and Screenlines

Although there will be road links above capacity in 2031, there are no noteworthy screenline deficiencies in the southwest corridor. Highway 416 provides ample north-south capacity for the Fallowfield and Jock River screenlines and the new Strandherd-Earl Armstrong Bridge provides capacity for east-west travel across the Rideau River – South screenline.

SEPTEMBER 2013 21 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

4. Development of the 2031 Network Concept

As illustrated in the introductory chapter to this report, the starting point for the development of the 2031 Network Concept is the 2008 TMP. Completed and funded projects were removed from the project list, while project recommendations arising from new community design plans, environmental assessments and other studies were added. This chapter presents the complete listing of projects that were carried forward from the 2008 TMP, and new projects that were studied as part of the TMP or originate from other studies.

It is recognized that the projects in this chapter are more than is affordable or strictly required from an operations perspective by 2031. However, this list will allow for the protection of road rights of way for project implementation if and when it becomes affordable to do so and/or is necessary operationally. 4.1 Projects from the 2008 TMP Exhibit 4-1 presents a description and rationale for all the projects carried forward from the 2008 TMP. This list is net of all completed and committed projects.

It should be noted that three additional projects were removed from the list:

 Katimavik Road widening between Terry Fox Drive and Eagleson Road: the widening of Highway 417 has obviated the need to widen both Campeau Drive and Katimavik Road;

 Terry Fox Drive widening between March Road and Richardson Side Road: this section of roadway attracts few vehicles during peak hours and will not require widening until well beyond the study horizon; and

 Richmond Road Widening between Carling Avenue and Golden Avenue: a study was initiated to investigate the feasibility of widening this section of roadway, but it was terminated by City Council in response to public comments.

 Belcourt Boulevard between Innes Road and Navan Road and the Belcourt Boulevard/Mer Bleue Connection: These roads are to be constructed by the developers of the surrounding land and therefore are not required in this plan

SEPTEMBER 2013 22 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Exhibit 4-1: 2008 TMP Projects Carried Forward to the 2013 Network Concept

Project Description Rationale West Campeau New four-lane road between Didsbury Road and Accommodates Kanata West development Drive (1) new North-South arterial in Kanata West Provides continuity in the north Kanata area, Campeau Widen from two to four lanes between Didsbury and addresses capacity and parking needs in Drive (2) Road and March Road the Kanata Town Centre Widen from two to four lanes between Highway Carp Road Provides capacity for growth in Stittsville 417 and Hazeldean Road Provides capacity for additional travel demands Eagleson Widen from two to four lanes from Cadence Gate from new development areas and continuity Road to Hope Side Road from the four-lane Eagleson Road to Hope Side Road Earl Grey Relieves operational, safety and local Drive New underpass of Terry Fox Drive development access to/from Kanata Centrum Underpass and Kanata West Goulbourn Re-aligned and new two-lane road between Terry Forced Road Provides capacity for growth in Kanata North Fox Drive and Kanata Avenue Realignment Hope Side Widen from two to four lanes between Eagleson Provides capacity and network continuity for Road Road and Richmond Road growth areas in Kanata Widen from two to four lanes between Campeau Drive extension to Cyclone Taylor Boulevard. Huntmar Drive Accommodates Kanata West Development Widen from two to four lanes between Palladium Drive to Maple Grove Road. Widen Old Richmond Road/ West Hunt Club Road Kanata South Provides capacity and network continuity for from two-lanes to four lanes between Hope Side Link growth areas in Kanata and Highway 416 Kanata West New two-lane road between Abbott Street and Provides access to new development in Kanata North-South Fernbank Road West Arterial (1) Kanata West Provides capacity for development in Kanata New four-lane road from re-aligned Palladium North-South West and provides a bypass for Stittsville Main Drive (at Huntmar) to Abbott Street Arterial (2) Street congestion Kanata West New two-lane road between Palladium Drive and Provides capacity for development in Kanata Main Street Maple Grove Road West Maple Grove Widen from two to four lanes between Terry Fox Accommodates Kanata West Development Road Drive and Huntmar Drive Widen from two to four lanes between Old Carp Provides additional vehicular capacity to growth March Road Road and Dunrobin Road areas in north Kanata Palladium Realign in vicinity of Huntmar Road to new North- Drive Accommodates Kanata West Development South arterial Realignment Terry Fox Widen from two to four lanes between Winchester Provides access to adjacent developments Drive (1) Drive and Eagleson Road at Hope Side Road Terry Fox Widen from four to six lanes between Campeau Accommodates Kanata West Development Drive (2) Drive and Palladium Drive

SEPTEMBER 2013 23 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Project Description Rationale Southwest

Required in conjunction with new Barnsdale Widen from two to four lanes between Highway Barnsdale Road–Highway 416 interchange (a second 416 and Prince of Wales Drive, requiring a new Road Highway 416 interchange to serve growing interchange Barrhaven / Nepean South)

Cambrian Widen from two to four lanes between Greenbank Provides access to development in Barrhaven Road Road extension and Jockvale Road South

Chapman Mills New four lane road between Longfields Drive and Serves the development of the Barrhaven Town Drive Strandherd Drive Centre

Fallowfield Widen from two to four lanes between Woodroffe Provides better access to Prince of Wales from Road (1) and Prince of Wales north Barrhaven

Fallowfield Widen from two to four lanes between Strandherd Provides capacity to service growth in South Road (2) Drive and Greenbank Road Nepean

Greenbank New four lane road between Jockvale Road and Road Accommodates growth within South Nepean Cambrian Road Extension (1)

Greenbank New four-lane arterial road connecting Cambrian to Provides access to new development lands in Road Greenbank at Prince of Wales South Nepean Extension (2)

Accommodates development access and Widen from two to four lanes between Jock River Jockvale Road growth for development within the South Urban and Prince of Wales. Community

Prince of Widen from two to four lanes between Strandherd Addresses capacity deficiencies at CNR West Wales Drive Drive and Fisher Avenue screenline

Rideau River New four lane bridge and approaches between Provides increased capacity across the Rideau Crossing Prince of Wales Drive and Limebank Road River

Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in Strandherd Widen from two to four lanes between Fallowfield conjunction with a Strandherd-Earl Armstrong Drive (1) Road and Maravista Drive Rideau River Bridge and Earl Armstrong Road widening

Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in Strandherd Widen from two to four lanes between Maravista conjunction with a Strandherd-Earl Armstrong Drive (2) Drive and Jockvale Road Rideau River Bridge and Earl Armstrong Road widening

Addresses capacity deficiencies at the Rideau Strandherd Widen from four to six lanes between Jockvale River South and Manotick screenlines, in Drive (3) Road and Woodroffe Avenue conjunction with Strandherd-Earl Armstrong Bridge and Earl Armstrong Road widening

West Hunt Widen from four to six lanes between Highway 416 Services on-going development along corridor Club Road and Prince of Wales Drive and makes full use of Rideau River Bridge

SEPTEMBER 2013 24 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Project Description Rationale Southeast Widen from two to four lanes between Hunt Club Accommodates growth in Riverside South and Airport Road and MacDonald-Cartier International Airport, Leitrim and improves access to and from Parkway (1) including northern realignment south of Hunt Club MacDonald-Cartier International Airport Road Widen from two to four lanes between Brookfield Accommodates increasing traffic volumes and Airport Road and Hunt Club Road improves access to and from MacDonald- Parkway (2) Cartier International Airport Alta Vista New four-lane road between Nicholas Street / Addresses the capacity deficiency across the Transportation Highway 417 interchange and Riverside Drive Smyth/Hydro screenline and diverts increasing Corridor (1) traffic away from Main Street New four lane road (including two peak-period bus Addresses the capacity deficiency across the Alta Vista lanes) between the Ottawa Health Sciences Centre Smyth/Hydro screenline and reduces short- Transportation and Walkley Road cutting on local streets in Alta Vista and Corridor (2) Elmvale Bank Street Widen from two to four lanes between Leitrim Road Provides capacity for growth in Leitrim (1) and Earl Armstrong Road extension Bank Street Widen from two to four lanes between Earl Provides capacity for growth in Leitrim and (2) Armstrong Road extension and Rideau Road Greely Earl Armstrong Widen from two to four lanes between Limebank Provides capacity for growth in Riverside South Road (1) Road and Bowesville Road Earl Armstrong New two-lane road between Bowesville Road and Provides capacity for growth in Riverside South Road (2) Bank Street and completes linkage to Bank Street Widen from four to six lanes between Riverside Addresses capacity deficiencies at Rideau Hunt Club Drive and Bank Street River South Manotick Screenlines, in Road conjunction with the Strandherd/Armstrong river crossing Leitrim Road Widen from two to four lanes between River Road Provides capacity for development in Riverside (1) and Limebank Road South Leitrim Road New four-lane re-aligned road between Limebank Provides capacity for development in Riverside (2) Road and Albion Road South Widen from two to four lanes between Earl Addresses capacity deficiencies across the Limebank Armstrong Road and Mitch Owens Road Leitrim screenline, in conjunction with the Road widening of Riverside Drive and Bank Street East Blackburn Widen from four to six lanes between Innes Road Addresses capacity deficiencies across the Hamlet (west entrance to Blackburn Hamlet) and Navan Greens Creek screenline and provides arterial Bypass Road road service for the growth areas in Orléans Blackburn Hamlet New four-lane road between Navan Road and Provides access to development in Orléans Bypass Orléans Boulevard south of Innes Road Extension (1) Blackburn Hamlet New four-lane road between Innes Road Orléans Provides access to development in Orléans Bypass Boulevard south of Innes Road Extension (2) Brian Coburn New two-lane road (ultimately four-lane) between Provides access to development in Orléans Boulevard (1) Navan Road and Mer Bleue Road south of Innes Road

SEPTEMBER 2013 25 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Project Description Rationale Brian Coburn New two-lane road (ultimately four-lane) between Provides new linkage between Trim Road and Boulevard (2) Trim Road to Frank Kenny Road Frank Kenny Road Widen from two to four lanes between Belfast Continuity through commerciall area between Coventry Road Road and St. Laurent Centre four-lane sections of Coventry Road Frank Kenny Provides network continuity and capacity for New four-lane road between re-aligned Trim Road Road additional traffic generated by development and south of Innes Road Extension growth in Orléans Innes-Walkley- New four-lane road (initial phase two-lanes) Bypasses congested section of Innes Road and Hunt Club between Hunt Club and Innes Road west of provides direct connection between Orléans Connection Blackburn Hamlet and Hunt Club Mer Bleue Widen from two to four lanes between Brian Provides capacity for the development areas Road (1) Coburn Boulevard and Renaud Road south of Innes Road Mer Bleue New four-lane re-alignment, west of existing Mer Provides capacity for the development areas Road (2) Bleue Road, between Renaud and Navan south of Innes Road Widen from two to four lanes between Brian Provides capacity for the development areas Navan Road Coburn Boulevard and Mer Bleue Road. south of Innes Road Ottawa Road Widen from four to six lanes between Highway 417 Addresses local capacity, operational and 174 (1) and Jeanne d’Arc safety issues Tenth Line Widen from two to four lanes between Brian Services growth south of Innes Road Road Coburn Boulevard and Wall Road

4.2 Focused Reviews South Urban Community The 2013 TMP Statement of Work included two provisions to address transportation issues in the South Urban Community: Consider transportation solutions such as an Albion Road By-Pass to accommodate projected future traffic associated with the Central Canada Exhibition; and Assess road infrastructure needs in the south urban area given the Ottawa Trade Show Centre, the Rideau Carleton Raceway and Slots operations and urban and rural growth. These resolutions highlight two transportation issues in the South Urban Community. First, there are a number of new and existing special generators of transportation demand that may impact the performance of transportation facilities in the area and in adjoining neighbourhoods. Second, as with the rest of the city, there is a need to provide infrastructure at a rate that keeps pace with population and employment growth.

The following special generators were studied as part of the 2013 TMP:

 Rideau-Carleton Raceway: Located on Albion Road between High Road and Rideau Road, Rideau Carleton Raceway (RCR) is a large harness racing and entertainment facility that has been operating at its current location since 1962. The raceway grounds also host the Rideau Carleton Entertainment Centre, which features a 600-seat dining room, over 1,250 slots, electronic gaming tables, and nightly bingo.

SEPTEMBER 2013 26 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA As an entertainment venue, peak traffic generated by the racetrack does not occur during traditional peak commuting hours. Traffic count data was not available for RCR or the area immediately surrounding it, but the approximate impact can be estimated using trip generation rates observed elsewhere. It is estimated that RCR currently generates between 200 and 300 inbound auto trips during the PM peak commuting hour and between 500 and 600 inbound auto trips during the facility’s peak hour. The bi-directional hourly capacity of Albion Road is approximately 2,000 vehicles per hour.

On August 26th, 2013, the City’s finance committee voted to recommend that the Ontario Lottery and Gaming Corporation should expand gaming facilities at the RCR in lieu of constructing a new casino elsewhere. However, the expansion of the site is recommended to be limited to 21 new gaming tables. The size of this expansion will have a negligible impact on traffic volumes in comparison to current demands.

 Central Canada Exhibition: Like many large fairs in this country, the Central Canada Exhibition is an industrial and agricultural exhibition that also features rides, midway games, and live entertainment. The fair was held annually at Lansdowne Park in the Glebe between 1888 and 2010, at which point it was put on hiatus after the City elected to develop the park into a mixed-use retail and recreation facility. The survival of the fair is dependent on its ability to secure funding to develop its new site at the northwest corner of Albion Road and Rideau Road.

If funding is obtained, the new location will drastically change transportation access to the fair. The Lansdowne site was in an urban area of the city with limited parking and in close proximity to transit service. The new site is in a rural area well outside the urban core that does not have scheduled transit service. This will undoubtedly lead to a higher level of auto use among attendees. That said, since the fair is mostly geared towards children and young adults, the majority of fairgoers will likely continue to arrive as auto passengers or by transit (if service is provided). In light of this, the City should undertake a transit servicing strategy for the fair if and when it proceeds.

In 2002, the exhibition commissioned a transportation impact study of its proposed site plan. Updates to the report were published in 2004 in recognition of a revised plan and in 2009 after the completion of the 2008 TMP and the Findlay Creek Transportation Impact Study. The findings of this study continue to be valid in the absence of any modifications to the exhibition’s site plan.

 Ernst and Young Centre: With the loss of trade show and exposition space associated with the redevelopment of Lansdowne Park, Ottawa City Council approved a plan to construct a new centre in the vicinity of MacDonald-Cartier International Airport in 2010. The Ernst and Young Centre, formerly known as the CE Centre, was developed by Shenkman Corporation on land abutting Uplands Drive just north of the Airport Parkway in 2011.

SEPTEMBER 2013 27 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA As part of its proposal, Shenkman commissioned a study of the transportation impact of the facility. The analysis concluded that the new centre would generate approximately 900 vehicles per hour during large events, but that this would not coincide with peak commuting hours. In addition to recommending near-term improvements to the intersection of Airport Parkway and Lester Road, the study specifically recommended that the 2013 TMP update study the widening of Lester to four lanes.

The impact of population and employment growth on the road network in the south urban area was also examined using the TRANS travel forecasting model, as illustrated in Exhibit 4-2.

The base road network assumed for this exercise was based on the 2008 TMP road network. This network represents the status quo with regards to planned improvements and, as such, is an appropriate basis to test the need for additional infrastructure beyond what has already been recommended. Exhibit 4-2 shows the results of the assignment. To the right of the assignment plot, the bar chart presents the volume of trips by mode in relation to vehicular capacity for the screenline.

As shown in the exhibit, total screenline volume remains well below vehicular capacity during the 2031 AM peak period. From this perspective, there is no need for new road infrastructure by 2031 beyond what was recommended in 2008. However, a closer examination of the model results shows that both Albion Road and Lester Road are both predicted to operate well above capacity by 2031. In large part, this is because these roads form the shortest path for trips to the Airport Parkway, which is arguably the most direct route to the downtown from the South Urban Community. The congestion on these roads will not only impact residents living in their vicinity, but it will also limit the usefulness of downstream capacity increases to the Airport Parkway.

As shown in Exhibit 4-3, five alternative solutions were assessed to determine the optimal solution to addressing the issues identified above:

 Widen Lester Road and/or Albion Road;

 Construct an Albion Bypass to the Airport Parkway;

 Widen Conroy Road;

 Improve connections to Limebank Road; and

 Intersection improvements and traffic calming.

SEPTEMBER 2013 28

Exhibit 4-2: AM Peak Period Traffic Assignment: South Urban Area

14,000

12,000

10,000

8,000

6,000

4,000

2,000

0 2008 2031 Vehicles Passengers Transit Vehicular Capacity

Exhibit 4-3: Alternative South Urban Area Road Improvements

IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

An analysis of the options concluded that improvements to the road network should aim to utilize downstream capacity such as the Airport Parkway widening or the construction of the Alta Vista Transportation Corridor. The alternative that best meets that goal is the widening of Lester Road between the Airport Parkway and Bank Street, which connects the rapidly growing community of Findlay Creek to the Airport Parkway. Furthermore, this option can be implemented at relatively low cost and without having to purchase additional property. As such, it is recommended for inclusion as part of the 2013 TMP update. Additional traffic calming measures should also be implemented on Albion Road north of Lester Road in recognition of increasing traffic volumes generated by residential development from the south.

The construction of an Albion Bypass was not recommended as part of this TMP update. Although this alternative would have the beneficial effect of diverting a large amount of traffic away from residential areas, these benefits would come at a very high cost. Not only would a large amount of property have to be acquired from the National Capital Commission, construction of new structures would be necessary over or under Lester Road, the O-Train extension, and the Airport Parkway. Furthermore, the proposed alignment of the bypass travels through sensitive wetlands that would be damaged by the presence of a new road.

Alta Vista Transportation Corridor

City Council instructed staff to re-assess the need and scope of the Alta Vista Transportation Corridor (AVTC) as part of the 2013 TMP update. The corridor, planned since the 1960s, is proposed to connect Nicholas Street to Conroy Road via a new bridge over the Rideau River, the Ottawa Health Sciences Centre, and Walkley Road. An environmental assessment was completed in 2005 that prescribed the construction of a new four-lane parkway with provisions to limit the outer lanes to high-occupancy vehicles and buses. Council has since committed funding for the first phase of the facility to be built as a two-lane road between Riverside Drive and the Ottawa Health Sciences Centre.

An understanding of the potential users of the AVTC is an important first step in the assessment of the need and scope of its construction. If these users represent a rapidly growing market, then it is likely that the need for improvements will increase in the future. Furthermore, assessing the viability of alternative solutions is better achieved when trip markets are well understood. Three primary trip markets were identified for the AVTC:

 Trips to and from the Ottawa Health Sciences Centre;

 Trips originating in areas adjacent to the AVTC accessing other areas of the City; and

 Trips between the southern suburbs and downtown Ottawa.

SEPTEMBER 2013 31

Exhibit 4-4: Population and Employment Trends and Projections in AVTC Trip Markets

2031 2031 Alternative 2005 2011 (2008 forecast) (2012 forecast) Population

Alta Vista 79,100 77,500 83,900 80,300

Hunt Club 54,800 54,100 57,900 56,300

Riverside South/Leitrim 9,400 15,900 45,800 35,800

Employment

Ottawa Inner Area 157,900 170,600 186,600 201,800

Alta Vista 72,000 77,500 88,500 96,600

Changes in population or employment in these relevant trip markets could also impact the need and timing for the AVTC. The Alta Vista neighbourhood has seen a slight decline in population since 2005 and is forecast to grow at a modest rate. Population in the Hunt Club area is also forecast to increase slightly. In contrast, population is projected to grow significantly in South Gloucester and Leitrim, reflecting the amount of developable lands in these areas. This, combined with projected increases to downtown Ottawa’s employment base, is indicative of the fact that the AVTC’s trip markets will grow in the future.

Although forecasts used for the 2013 TMP Update for South Ottawa are slightly lower than those used for the previous TMP (as they reflect a more compact growth scenario than what was previously assumed), it can be concluded that the latest trends and projections in land use are similar to those used for the 2008 TMP and the 2005 AVTC EA.

The 2005 EA examined a range of alternative solutions to address transportation needs in the southeast sector of Ottawa. These included a rapid transit only solution, road only solution, hybrid solutions and a Do Nothing alternative. The preferred alternative, consisting of two general purpose lanes and two lanes for high occupancy vehicles, was recommended for implementation as part of the 2008 TMP. As part of this TMP update, three additional alternatives were explored with the aim of determining the impact of a reduced-capacity facility. In addition to the EA-preferred and Do Nothing options, the following were considered:

 A two-lane AVTC;

 A four-lane AVTC built as a complete street (i.e. reduced capacity and with cycling and pedestrian facilities);

 A two-lane AVTC built as a complete street.

A summary of the findings of this investigation is presented in Exhibit 4-5.

Exhibit 4-5: Evaluation of Revised AVTC Alternatives

Volume/Capacity

Capacity Alternative Network Implications

(veh/hour)

Highwayto 417 RiversideDrive Riversideto Drive Hospital Road Ring Hospital Road Ring to WalkleyRoad

Do Nothing Up to 600 additional vehicles on Main Street; additional 0 N/A N/A N/A (No AVTC) diversion to Bronson, Bank and local streets

Four lane AVTC AVTC volumes in line with capacity, facility is an 1,800 0.66 0.79 0.55 (EA Alternative) attractive option to other routes

AVTC operating over capacity during peak period; Two-lane AVTC 900 0.99 1.10 0.95 potential for traffic diversion to other routes AVTC volumes significantly lower than EA option Four lane AVTC as a 1,200 0.56 0.58 0.50 because facility is less beneficial for many trips. Complete Street Vehicles divert to other routes. Two lane AVTC as a AVTC volumes are lower and facility is at or over 600 1.03 0.86 0.76 Complete Street capacity; potential for traffic diversion to other routes

As shown in the table, all segments of the AVTC would be at or over capacity in 2031 if it were to be constructed as a two-lane road. When modelled as a complete street with a reduced speed, the attractiveness of the AVTC for many trip markets is significantly reduced, meaning. When modelled as a four lane facility with reduced speeds, volumes drop by between 40% and 50% compared to the EA option. This indicates that the AVTC is only beneficial if it provides a reasonable capacity and level of service; else many vehicles will continue to use other local streets. For these alternatives (as with the Do Nothing alternative), traffic that would have been using the AVTC largely diverts to alternative routes, particularly Main Street.

Based on the analysis undertaken, it can be concluded that conditions and assumptions remain similar to previous studies. While there have been some updates to population and employment forecasts in the study area, the need and benefits of the AVTC remain the same as previous studies. Of particular note is that without the AVTC, traffic volumes on adjacent streets will most certainly increase. In turn, this will place additional pressures on those streets which are already experiencing traffic infiltration. Accordingly, the AVTC is carried forward in the 2031 Network Concept. 4.3 New Projects Exhibit 4-6 presents the new projects that are under consideration for this TMP. The majority of the list stems from community design plans, or other area plans that have recommended road improvements. However, some have been proposed to complete the urbanization of roads that continue to have rural cross sections.

Exhibit 4-6: New Projects for the 2013 TMP

Project Description Rationale West Country Club New two-lane road between eastern terminus Completes access road on the south side of Road of Golf Club Way and Jenkinson Road Highway 7 Widen from two to four lanes between Terry Accommodates growth in Kanata West and Fernbank Road Fox Drive and Stittsville Main Stittsville Widen from two to four lanes between Dynes Provides network continuity through corridor with Fisher Avenue Road and Baseline Road associated improvements to streetscaping Widen from two to four lanes between Accommodates increasing development in Kanata Kanata Avenue Highway 417 and Campeau Drive Town Centre, fulfills urban design vision Urbanize existing two-lane rural cross section Provides continuity between March Road and new Klondike Road between March Road and Sandhill Road residential development in Kanata North Widen from two to four lanes between Provides network continuity and improves bus Richmond Road Bayshore Drive and Pinecrest Road service reliability Southwest Widen from two to four lanes between Shea Provides continuity through Richmond and Perth Street (1) Road and Eagleson addresses the needs identified in the village’s CDP Widen from two to four lanes between village Provides continuity through Richmond and Perth Street (2) boundary and Queen Charlotte Street addresses the needs identified in the village’s CDP Richmond New two-lane road between McBean Road Provides access to new development lands north Village By-pass and Eagleson Road of existing Richmond Village Southeast Widen from two to four lanes between Accommodates growth in Riverside South and Albion Road Leitrim Road and Lester Road Leitrim and diverts traffic from Blossom Park Earl Armstrong New two-lane road between Bank Street and Continuation of cross-town route between Highway Road (3) Hawthorne 416 and Highway 417 New four-lane re-aligned road between Provides capacity for development in Riverside Leitrim Road (3) Limebank and Albion Road South Widen from two to four lanes between Airport Accommodates growth in Riverside South and Lester Road Parkway and Bank Street Leitrim and diverts traffic from Albion Road East Addresses local capacity issues associated with n Widen from two to four lanes between Belfast Road of Transit-Oriented Development plans at Train Coventry Road and Tremblay Road and St. Laurent stations Widen from two to four lanes between Accommodates new bus lane and Transit-Oriented Blair Road Meadowbrook Road and Innes Road Development in the vicinity of Blair Station Cyrville Road (1) Urbanize existing rural cross section Improves environment for pedestrians and cyclists Widen from two to four lanes between Innes Diverts traffic from congested segments of Innes Cyrville Road (2) Road and St. Laurent Boulevard Road Old Montreal Widen from two to four lanes between Trim Provide capacity for the development areas east of Road Road and the urban boundary Trim Road Ottawa Road Widen from four to six lanes between Jeanne Addresses local capacity, operational and safety 174 (2) d’Arc and Trim Road issues Ottawa Road Widen from two to four lanes between Trim Addresses local capacity, operational and safety 174 (3) Road and east city limits issues Widen from two to four lanes between Addresses the needs identified by the St. Laurent Tremblay Road Pickering Place and St. Laurent Boulevard Station Transit-Oriented Development study North Extend existing 2 lane urban roadway Albert Provides access to ongoing development in Preston Road Street to Vimy Place (at John A. Macdonald Lebreton Flats Parkway)

4.4 Analysis Results As with the Base Scenario, the 2031 Network Concept was simulated in the TRANS modelling framework along with all transit network improvements. Exhibit 4-7 presents some aggregate statistics resulting from this model run in comparison to the same statistics from the Base Scenario. It can be seen that the 2031 Network Concept offers improvements over the Base Scenario; in fact, the statistics approach baseline 2011 levels despite significant increases in travel demand.

Exhibit 4-7: Road Network Performance—2031 Base Scenario vs. Network Concept

Vehicle- Average Scenario Vehicle-hours kilometres Speed 2031 Base Scenario 46,300 2,000,000 43 2031 Network Concept 42,000 1,950,000 49 Percent Difference -9% -3% +14%

Exhibit 4-8 and Exhibit 4-9 present more detailed results from the Network Concept assignment.

Exhibit 4-8 shows the improvements in volume to capacity ratio at key screenlines between the Base Scenario and the Network Concept. Whereas nine screenlines were above the capacity threshold under the Base Scenario, six exceeded the threshold under the Network Concept. Furthermore, two of these six screenlines are projected to operate only slightly above the 0.90 threshold. It should be noted that, with the exception of Greens Creek, all the screenlines that are over the capacity threshold are crossed by Highway 417. This roadway is outside of the City’s jurisdiction and is outside of the scope of this TMP to introduce improvements to mitigate congestion.

The impact of Highway 417 on congestion levels is evident in Exhibit 4-9. In the peak direction, nearly the entire roadway is forecast to be congested throughout the 2031 peak period, despite the assumed widening of the highway and significant improvements to both the road and transit networks. This highlights a problem that is often observed with freeway widening: as soon as new capacity is made available through widening (or some other modification), new roadway demand is induced from trip makers that would have otherwise taken a different mode, travelled at a different time, or not travelled at all.

Other roadways that remain congested even under the 2031 Network Concept include:

 Ottawa Road 174;

 Blackburn Hamlet Bypass and Innes Road east of Navan Road;

 Riverside Drive north of Hunt Club Road; and

 Prince of Wales Drive south of Hunt Club Road.

4.5 Summary This chapter has presented the development of the 2031 Network Concept. The core of the network is from the 2008 TMP, but new environmental assessments, community design plans, and expansions to the urban area have increased the number of projects beyond what was proposed in 2008. A map of all network improvements is shown in Exhibit 4-10. In tandem with the transit projects of the network, the road projects described in this chapter will have a beneficial impact on operations. Both vehicle-hours and vehicle-kilometres travelled will be reduced in comparison to the 2031 Base Scenario, and average auto speed will increased by almost 15%.

However, there have not yet been any considerations of the affordability of the Network Concept; that is, whether or not it is actually feasible to construct all of its projects over the 18 year horizon of the TMP. This will be examined in Chapter 6.

Exhibit 4-8: Screenline and Cordon Travel Volumes (Motorized Travel Modes) – Inbound 2031 Base Scenario and 2031 Network Concept 2031 Base Inbound 2031 Preferred Inbound Number Cordon Description Screenline Description Vehicles Capacity V/C Vehicles Capacity V/C Downtown 35 Downtown Downtown West 3,913 7,000 0.56 3,567 7,000 0.51 36 Downtown Downtown South 6,016 19,000 0.32 6,069 17,600 0.34 37 Downtown Downtown East 1,702 3,000 0.57 1,895 3,000 0.63 38 Downtown Downtown Northeast 3,069 4,000 0.77 3,187 4,000 0.80 West 10 Greenbelt Eagleson 12,380 12,600 0.98 12,339 13,400 0.92 11 Acres 10,746 9,800 1.10 10,756 11,600 0.93 24 Western Parkway 10,794 9,000 1.20 10,989 10,800 1.02 25 Woodroffe 5,061 6,400 0.79 4,506 7,600 0.59 27 Inner Area O-Train - South 3,309 4,400 0.75 3,135 4,400 0.71 28 Inner Area O-Train - Central 6,176 5,400 1.14 6,192 5,400 1.15 29 Inner Area O-Train - North 3,298 6,800 0.49 3,117 5,400 0.58 44 Terry Fox 7,001 10,400 0.67 7,902 18,200 0.43 53 Campeau 4,261 7,000 0.61 4,028 8,000 0.50 56 Fallowfield West 1,092 2,800 0.39 981 2,800 0.35 South 9 Greenbelt Fallowfield 9,088 12,800 0.71 8,854 12,400 0.71 12 CNR West 9,993 12,000 0.83 9,754 13,000 0.75 49 Jock River 6,405 10,200 0.63 6,642 13,200 0.50 7 Ramsayville 4,896 6,600 0.74 4,423 6,600 0.67 8 Greenbelt Leitrim 5,977 5,200 1.15 5,884 7,000 0.84 13 CNR East 8,228 9,200 0.89 7,934 9,000 0.88 14 Greenbelt Highway 417/Walkley 4,037 4,400 0.92 4,180 5,400 0.77 19 Inner Area Rideau River - Ottawa South 4,008 5,200 0.77 2,964 5,200 0.57 20 Rideau River - South 4,647 6,200 0.75 4,536 7,400 0.61 32 Inner Area Rideau River - 417 7,154 7,800 0.92 8,857 8,400 1.05 42 Rideau River - Manotick 2,928 3,800 0.77 2,596 3,800 0.68 50 Mitch Owens 2,579 4,000 0.64 2,528 4,200 0.60 52 Hawthorne - South 844 3,400 0.25 892 3,400 0.26 54 Smyth/Hydro 3,810 7,000 0.54 4,301 7,200 0.60 55 Greenbelt Hawthorne - North 697 1,200 0.58 578 1,200 0.48 East 16 Greenbelt Green's Creek 10,739 8,800 1.22 10,897 10,600 1.03 33 Inner Area Rideau River - North 3,593 5,200 0.69 3,112 5,200 0.60 45 Billberry Creek 7,871 8,400 0.94 7,681 11,600 0.66 46 Frank Kenny 3,678 10,200 0.36 3,880 9,800 0.40 47 Innes 4,172 7,200 0.58 4,278 12,200 0.35

Exhibit 4-9: Auto Volumes – 2031 Network Concept (Morning Peak Hour, Average Peak Period Demand)

Exhibit 4-10: 2031 Network Concept

IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

5. Costing 5.1 Approach and Assumptions The overall approach to undertaking the costing exercise was based on an update of the listing and description of projects found in the 2008 TMP.

All projects were then classified as either: New Construction; Road Widening; or Urbanization (no widening). Information was then collected from available aerial mapping to assist in determining the cost of each road segment.

For some projects, the cost estimates were derived from information gathered through the City of Ottawa website and through consultation with City staff. In instances where project costs were available from Class EA or detailed design estimates, these costs were adopted or inflated, as required, on a per annum basis to reflect to 2012 dollars.

For the remaining projects, benchmark (BM) costs were established based on the characteristics of each roadway improvement (i.e. length and scope of improvement, structural requirements, etc.). These costs were then applied on a per kilometre basis and totalled to establish the base construction cost for each project. An allowance was then added on a percentage basis to account for property/ right-of-way, engineering, project management, miscellaneous soft costs (i.e. permits, public art), as well as an overall contingency, to establish the overall capital cost for each project.

Benchmark Costs Benchmark costs were established for each roadway configuration by applying the unit prices reflected in Exhibit 5-1 for items such as: roadway; storm drainage and culverts; illumination and street lighting; traffic signals; fencing and barriers; landscaping; signage; utilities; and structures.

SEPTEMBER 2013 40 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Exhibit 5-1: Summary of Unit Prices for Roadway Improvements

Item Description Unit Unit Prices ($) Clearing and Grubbing ha $ 10,000 Pavement Removals/ Milling m2 $ 5 Earth Borrow m3 $ 15 Earth Excavation m3 $ 20 Surface Course Asphalt, HL3 (40 mm depth) tonnes $ 115 Binder Course Asphalt, HL8 (50 mm depth) tonnes $ 115 Base Course Asphalt, HL8 (50 mm depth) tonnes $ 115 Granular A (150 mm depth) tonnes $ 25 Roadway Granular B Type II (600 mm depth) tonnes $ 20 Tack Coat (Surface Paving) m2 $ 2 Concrete Curb and Gutter (All types) m $ 65 150 mm Subdrain m $ 30 Asphalt Splash Pad/ Pathway m2 $ 35 Concrete Sidewalk (2.0 m width)/ Traffic Islands m2 $ 65 Entrance Modifications / Regrading LS $ 25,000 Minor Roadworks Items (incl. pavement removals, topsoil stripping, % of Items minor earth borrow, pavement markings, tack coat, silt fence, tree 20% above protection barrier, traffic control) 300 mm Storm Sewer Laterals m $ 250 375-600 mm Storm Sewer m $ 400 Single Catchbasins ea. $ 2,500 Double Cathbasins ea. $ 3,500 Storm Drainage and Culverts Storm Maintenance Holes / MHCBs ea. $ 6,000 Oil Grit Separator (OGS) ea. $ 70,000 CSP Culverts (600 - 800 mm) m $ 350 Minor Drainage Items (incl. MH/CB/WV/VCH adjustments, culvert % of Items 20% removal, ditching, breaking into ex. pipe/structure, etc.) above Illumination/ ea. $ 6,000 Street Lighting Street Lighting (per pole) Modifications to Existing Signals (per intersection) ea. $ 150,000 Traffic Signals New Traffic Signals (per intersection) ea. $ 250,000 Steel Beam Guiderail m $ 100 Fencing and SGBR End Treatment ea. $ 3,500 Barriers Concrete Barrier m $ 390 Noise Barrier m $ 1,000 Sod c/w 100 mm Topsoil m2 $ 10 Seed and Mulch c/w 100 mm Topsoil m2 $ 4 Landscaping Decidious Trees (20 m spacing) ea. $ 500 Mitigation and Compensation at Watercourses m $ 1,200 Signage Standard Road Signs ea. $ 400 Utility Pole ea. $ 60,000 Utilities Utility Relocation - Urban km $ 300,000 Utility Relocation - Rural km $ 100,000 Bridge over Roadway m2 $ 4,500 Structures Bridge over Watercourse m2 $ 4,500 Retaining Walls m2 $ 1,500 SWM Pond (per km of service area) km $ 50,000 Other Roadway Safety km $ 80,000

SEPTEMBER 2013 41 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA Typical cross-sections from the 2008 TMP were used as a base for various roadway configurations. Benchmark costs were then derived for each configuration by applying the unit prices reflected in Exhibit 5-1, and incorporating the following assumptions:  All urban roadways include 2.0m on-road cycling lanes, and all rural roads include a 2.5m paved shoulder to accommodate cycling lanes;

 Traffic lane widths vary between 3.5 to 3.75m;

 Divided roadways include a 5.0 m raised median;

 Pavement structure consists of 40mm HL3, 2 x 50mm HL8, 150mm Granular A, and 600mm Granular B;

 All urban roadways include 2.0m sidewalks on both sides;

 All urban roadways include full illumination. Rural roadways include partial illumination (i.e. intersections only);

 Drainage costs for urban roadways include storm sewers, catchbasins, maintenance holes, and stormwater management;

 Landscaping for urban roadways include sodding, boulevard street trees;

 Rural roadways include an per kilometre allowance for roadside safety (i.e. guiderail, etc) ;

 A minor allowance has been included for utility relocations. Major utility costs are incorporated on a project specific basis; and

 Bridge costs are calculated by sq. m. (deck area) are incorporated on a project specific basis.

The resulting per kilometre cost for each improvement type is outlined in Exhibit 5-2. These costs include the following allowances (as a percentage of the Base Construction Cost):  Property/ Right-of-Way (10%)

 City staff will be reviewing and refining property costs for all projects

 Engineering costs (15%)

 Project Management (10%)

 Miscellaneous Soft Costs i.e. Permits, Public Art (5%)

 Contingency (40%)

SEPTEMBER 2013 42 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Exhibit 5-2: Summary of Benchmark Costs for Roadway Projects

Type Existing Cross-Section Proposed Cross-Section Unit Cost ($) 2 Lane Rural, Undivided $4.09M / km

2 Lane Urban, Undivided $7.44M / km New Construction - 4 Lane Urban, Divided $9.50M / km

6 Lane Urban, Divided $10.88M / km 4 Lane Rural, Undivided (ref. B1) $5.41M / km 4 Lane Rural, Divided $6.03M / km 2 Lane Rural, Undivided 4 Lane Urban, Undivided (ref. B2) $8.02M / km 4 Lane Urban, Divided (ref. B3) $9.60M / km Widening 6 Lane Urban, Divided (ref. B4) $11.37M / km 4 Lane Urban, Undivided $7.06M / km 2 Lane Urban, Undivided 4 Lane Urban, Divided $8.62M / km 4 Lane Rural, Divided 6 Lane Rural, Divided (ref. B5) $5.51M / km 4 Lane Urban, Divided 6 Lane Urban, Divided $6.15M / km (1) Preliminary cost estimates include: Property – 10%; Engineering-15%; Project Management – 10%; Miscellaneous Soft Costs (Permits, Public Art, etc) –5%; and Project Contingency – 40%. (2) Typical roadway cross-sections (identified as ref. B1-B5 above) are provided in Appendix B. 5.2 Capital Costs The total estimated capital cost of all road infrastructure projects is $1.85 Billion in $2013. A summary of these costs is presented in Exhibit 5-3.

.

SEPTEMBER 2013 43 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Exhibit 5-3: Capital Cost Estimates Project Base Construction Cost ($2013) Total Capital Cost Estimate ($2013) West Campeau Drive (1) $17,900,000 $35,000,000 Campeau Drive (2) $12,300,000 $24,200,000 Carp Road $8,800,000 $17,300,000 Country Club Road $1,300,000 $2,600,000 Eagleson Road $6,200,000 $12,100,000 Earl Grey Drive Underpass $4,200,000 $8,200,000 Fernbank Road $22,000,000 $43,100,000 Fisher Avenue $2,000,000 $4,000,000 Goulbourn Forced Road Realignment $3,500,000 $7,000,000 Hope Side Road $11,800,000 $23,100,000 Huntmar Drive $28,600,000 $56,000,000 Kanata Avenue $4,000,000 $7,800,000 Kanata South Link $15,200,000 $29,700,000 Kanata West Main Street $7,600,000 $14,800,000 Kanata West North-South Arterial (1) $4,100,000 $8,000,000 Kanata West North-South Arterial (2) $21,300,000 $41,800,000 Klondike Road $1,300,000 $2,600,000 Maple Grove Road $8,300,000 $16,300,000 March Road $11,200,000 $22,000,000 Palladium Drive Realignment $2,400,000 $4,800,000 Richmond Road $5,300,000 $10,400,000 Terry Fox Drive (1) $17,600,000 $34,500,000 Terry Fox Drive (2) $9,300,000 $18,300,000 West Subtotal $226,200,000 $443,600,000 Southwest Barnsdale Road $9,100,000 $17,800,000 Cambrian Road $5,100,000 $10,100,000 Chapman Mills Drive $1,400,000 $2,800,000 Fallowfield Road (1) $6,600,000 $13,000,000 Fallowfield Road (2) $12,900,000 $25,300,000 Greenbank Road Extension (1) $39,300,000 $77,000,000 Greenbank Road Extension (2) $17,100,000 $33,500,000 Jockvale Road $17,700,000 $34,700,000 Perth Street (1) $2,200,000 $4,300,000 Perth Street (2) $1,700,000 $3,200,000 Prince of Wales Drive (1) $12,100,000 $23,600,000 Prince of Wales Drive (2) $64,600,000 $126,700,000 Prince of Wales Drive (3) $6,300,000 $12,300,000 Richmond Village Bypass $900,000 $1,800,000 Rideau River Crossing $34,100,000 $66,900,000 Strandherd Drive (1) $4,100,000 $8,000,000 Strandherd Drive (2) $36,200,000 $71,000,000 Strandherd Drive (3) $11,600,000 $22,700,000 West Hunt Club Road $28,200,000 $55,300,000 Southwest Subtotal $311,200,000 $610,000,000

SEPTEMBER 2013 44 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Project Base Construction Cost ($2013) Total Capital Cost Estimate ($2013) Southeast Airport Parkway (1) $16,000,000 $31,400,000 Airport Parkway (2) $18,500,000 $36,200,000 Albion Road $5,800,000 $11,400,000 Alta Vista Transportation Corridor (1) $34,200,000 $67,100,000 Alta Vista Transportation Corridor (2) $17,800,000 $34,800,000 Bank Street (1) $10,200,000 $20,000,000 Bank Street (2) $3,600,000 $7,000,000 Earl Armstrong Road (1) $20,500,000 $40,300,000 Earl Armstrong Road (2) $4,200,000 $8,200,000 Hunt Club Road $13,800,000 $27,000,000 Leitrim Road (1) $4,800,000 $9,500,000 Leitrim Road (2) $7,200,000 $14,000,000 Leitrim Road (3) $5,800,000 $11,400,000 Lester Road $8,600,000 $16,800,000 Limebank Road $18,300,000 $35,900,000 Riverside Drive $5,000,000 $9,800,000 Southeast Subtotal $194,300,000 $380,800,000 East Belfast Road $2,400,000 $4,600,000 Blackburn Hamlet Bypass $6,500,000 $12,700,000 Blackburn Hamlet Bypass Extension (1) $4,100,000 $8,100,000 Blackburn Hamlet Bypass Extension (2) $4,800,000 $9,500,000 Blair Road $2,800,000 $5,400,000 Brian Coburn Boulevard (1) $11,500,000 $22,500,000 Brian Coburn Boulevard (2) $3,800,000 $7,500,000 Coventry Road $3,200,000 $6,200,000 Cyrville Road (1) $5,300,000 $10,400,000 Cyrville Road (2) $10,800,000 $21,200,000 Frank Kenny Road Extension $3,100,000 $6,100,000 Innes-Walkley-Hunt Club Connection $34,400,000 $67,500,000 Mer Bleue Road (1) $1,100,000 $2,200,000 Mer Bleue Road (2) $6,500,000 $12,800,000 Navan Road $13,300,000 $26,100,000 Old Montreal Road $9,400,000 $18,400,000 Ottawa Road 174 (1) $21,700,000 $40,300,000 Ottawa Road 174 (2) $16,300,000 $30,300,000 Ottawa Road 174 (3) $39,400,000 $77,100,000 Tenth Line Road $3,200,000 $6,300,000 Tremblay Road $4,100,000 $8,000,000 East Subtotal $207,700,000 $403,200,000 North Preston Street $6,800,000 $13,400,000 North Subtotal $6,800,000 $13,400,000 TOTAL $946,200,000 $1,851,000,000

SEPTEMBER 2013 45 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA 5.3 Operating Costs Exhibit 5-4 reflects benchmark annual road operating costs derived through consultation with City staff. These costs were applied to each road project to determine the incremental increase in operating cost within the 2031 horizon.

Exhibit 5-4: Benchmark Annual Road Operating Costs

Operating Cost Estimate Type of Operations (2013$) Roadway (summer & winter mtc) - Rural $ 9,077 / km / lane Roadway (summer & winter mtc) - Urban $ 15,051 / km / lane Roadway (signs & pavement markings) $ 1,439 / km / lane Street Lights (18 per side/km) - Urban $ 6,264 / km Sidewalks and pathways (S/W both sides) - Urban $ 10,738 / km Winter bike lanes - Urban $ 22,720 / km Roadway (summer & winter mtc) - Rural $ 9,077 / km / lane

Lifecycle operating and maintenance costs were then calculated for each project based on its implementation phase (as described in Chapter 6): Phase 1: 2014- 2019, Phase 2: 2020-2025, Phase 3: 2026-2031, and beyond 2031. The resulting total operating costs for the projects in the three implementation phases is estimated at $11.69M, $10.37M, and $2.18M, respectively, between the year they are built and 2031. 5.4 Rehabilitation Costs Exhibit 5-5 reflects benchmark road rehabilitation costs derived through consultation with City staff. These costs were applied to each project to determine the incremental increase in rehabilitation cost of each road project, by multiplying the benchmark cost by the number of lanes and dividing by the rehabilitation cycle.

Exhibit 5-5: Benchmark Road Rehabilitation Costs

Basic Rehabilitation Item Cost Estimate (2013$) Minor Rehabilitation – Micro Surfacing $ 30,000 /km/lane Major Rehabilitation – Mill and Overlay $ 92,500 /km/lane

The rehabilitation cost for each project up to 2031 was then allocated by phase. Road rehabilitation projects are typically only undertaken every 5-10 years for minor work and 15-20 years for major work; these costs were annualized and multiplied by the number of years between the road’s construction and 2031. The resulting total rehabilitation cost for projects in each phase (and those beyond 2031) is estimated at $6.94M, $4.81M, and $1.32, respectively.

SEPTEMBER 2013 46 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

6. Prioritization, Affordability Analysis and Phasing

The prioritization of the road projects enumerated in Section 4 will serve as the means by which projects will be included in the Affordable Network and which will be deferred beyond 2031. Overall, the approach to this process was to balance the needs of addressing congestion throughout the City with those of improving the environment for other modes, providing access to new development lands, and providing value for money.

A significant focus of this TMP is the consideration of the affordability of the recommended infrastructure projects over the study horizon. In most master planning studies, needs are assessed and infrastructure is prescribed to meet those needs with minimal (if any) consideration of how they will be paid for. For this study, the City has developed an envelope for what is considered to be affordable over the life of the TMP, as well as how funding will be allocated over this time period. This envelope will be used to develop an affordable network 6.1 Prioritization Criteria

Each project was assigned a score of 20 points based on their ability to address five criteria, as explained in Exhibit 6-1. The criteria were constructed in such a way as to not over-emphasize the role of meeting performance targets on roadways. For example, a project’s ability to manage area congestion was given equal weighting to its ability to support public transit vehicles or active transportation modes. Furthermore, giving equal weighting to providing access to new development ensured that projects in high growth areas will be built to provide essential infrastructure in high growth areas.

In recognition of the above, projects that score highest are those in high-growth areas, have the potential to move a high number of people on all travel modes, and improve network connectivity.

Exhibit 6-1: Prioritization Criteria

Points Criteria Description Allocated Provides Access to The degree to which the project makes lands 4 New Development accessible for new development The degree to which the project alleviates Manages congestion on the roadway or on adjacent 4 Congestion roadways The ratio of capital cost to vehicle-kilometres Cost Effectiveness 4 travelled. The lower the ratio, the higher the score Addresses Network Improves connectivity that, in turn, reduces 4 Gaps pressures on existing neighbourhoods Supports Non- Whether the project will improve the operating Motorized and 4 environment for transit, cyclists, and pedestrians Transit Infrastructure TOTAL 20

SEPTEMBER 2013 47 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA 6.2 Affordability Envelope City of Ottawa Financial Services staff developed an affordability model for infrastructure spending over the next 18 years in consideration of projected cash flow and a continuation of status quo fiscal policy. This model provides for approximately $3.0B for new transit infrastructure and a further $730M for new roadway infrastructure. The timing and funding allocated for each phase is illustrated in Exhibit 6-2.

Exhibit 6-2: Affordability Envelope

Years Funding Envelope Phase 1 2014 - 2019 $243M Phase 2 2020 - 2025 $243M Phase 3 2026 - 2031 $243M TOTAL $730M 6.3 Phasing Projects were assigned to the three phases described above based on their priority. To accomplish this, projects were sorted in order of decreasing priority, and the cumulative cost of each was established. Knowing the maximum total cost of each phase from Exhibit 6-2, projects were assigned such that the cumulative cost did not exceed the maximum of each phase. There were, however, other considerations. For example, it was desirable to give priority to projects that are scheduled for construction but have not yet been allocated funding. It can take several years of detailed planning before shovels hit the ground on a particular project, and it is not desirable to interrupt this process by significantly deferring work that is progressing towards construction. The projects to be constructed in each phase of construction are listed in Exhibit 6-3, while Exhibit 6-4 plots the results of the prioritization and phasing process. The score of each project is provided in bars, while the cumulative cost of each in priority sequence is represented by the green line. The final 2031 Affordable Road Network is also mapped in Exhibit 6-5

A full listing of projects arranged in priority sequence is provided in Appendix C.

SEPTEMBER 2013 48 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Exhibit 6-3: Project Phasing Cost Project Description (2013 M$) Phase 1 (2014-2019) Airport Parkway (1) Widen from two to four lanes between Brookfield Road and Hunt Club Road 31.4 Blackburn Hamlet Bypass New four-lane road between the Orléans Boulevard extension and Navan 8.1 Extension (1) Road Brian Coburn Boulevard New two-lane road (ultimately four-lane) between Navan Road and Mer 22.5 Extension (1) Bleue Road New four-lane road between Didsbury Road and new North-South arterial in Campeau Drive (1) 35.0 Kanata West New two-lane road between eastern terminus of Golf Club Way and Country Club Road 2.6 Jenkinson Road Earl Grey Drive Underpass Underpass of Terry Fox Drive 8.2 Greenbank Road Extension (1) New four lane road between Jockvale Road and Cambrian Road 77.0 Widen Old Richmond Road/ West Hunt Club Road from two-lanes to four Kanata South Link 29.7 lanes between Hope Side and Highway 416 Kanata West North-South Arterial New two-lane road between Abbott Street and Fernbank Road 8.0 (1) Urbanize existing two-lane rural cross section between March Road and Klondike Road 2.6 Sandhill Road Widen from two to four lanes between Brian Coburn Boulevard and Renaud Mer Bleue Road (1) 2.2 Road Palladium Drive Realignment Realign in vicinity of Huntmar Road to new north-south arterial 4.8 Strandherd Drive (1) Widen from two to four lanes between Fallowfield Road and Maravista Drive 8.0 Subtotal 240.1 Phase 2 (2020-2025)

Widen from two to four lanes between Leitrim Road and Earl Armstrong Road Bank Street (1) 20.0 extension Blackburn Hamlet Bypass New four-lane road between the Blackburn Hamlet Bypass extension and 9.5 Extension (2) Navan Road Carp Road Widen from two to four lanes between Highway 417 and Hazeldean Road 17.3 Chapman Mills Drive New four lane road between Longfields Drive and Greenbank Road 2.8 Eagleson Road Widen from two to four lanes between Cadence Gate and Hope Side Road 12.1 Jockvale Road Widen from two to four lanes between Cambrian Road and Prince of Wales . 34.7 Kanata Avenue Widen from two to four lanes between Highway 417 and Campeau Drive 7.8 Kanata West North-South Arterial New two-lane road between Palladium Drive and Abbott Street 41.8 (2) Lester Road Widen from two to four lanes between Airport Parkway and Bank Street 16.8 Strandherd Drive (2) Widen from two to four lanes between Maravista Drive and Jockvale Road 71.0 Widen from two to four lanes between Brian Coburn Boulevard and Wall Tenth Line Road 6.3 Road Subtotal 240.1

SEPTEMBER 2013 49 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

Cost Project Description (2013 M$) Phase 3 (2026-2031) Widen from two to four lanes between Hunt Club Road and Macdonald- Airport Parkway (2) 36.2 Cartier International Airport Widen from two to four lanes between Earl Armstrong Road extension and Bank Street (2) 7.0 Rideau Road Blair Road Widen from two to four lanes between Meadowbrook Road and Innes Road 5.4 Coventry Road Widen from two to four lanes between Belfast Road and St. Laurent Centre 6.2 Cyrville Road Urbanize existing two-lane rural cross section 10.4 Widen from two to four lanes between Limebank Road and Bowesville Road Earl Armstrong Road 40.3 and new two-lane road between Bowesville Road and Bank Street Hope Side Road Widen from two to four lanes between Eagleson Road and Richmond Road 23.1 Widen from two to four lanes between Campeau Drive extension to Cyclone Huntmar Drive Taylor Boulevard. Widen from two to four lanes between Palladium Drive to 56.0 Maple Grove Road Kanata West Main Street New two-lane road between Palladium Drive and Maple Grove Road 14.9 Extend existing 2 lane urban roadway Albert Street to Vimy Place (at John A. Preston Street 13.4 Macdonald Parkway) Prince of Wales Drive (1) Widen from two to four lanes between Hunt Club Road and Colonnade Road 23.6 Widen from two to four lanes between Pickering Place and St. Laurent Tremblay Road 8.0 Boulevard Subtotal 244.5 TOTAL 724.7

SEPTEMBER 2013 50

Exhibit 6-4: Prioritization Score vs. Capital Cost

Exhibit 6-5: 2031 Affordable Road Network

IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

7. Conclusions and Recommendations

This report has developed and provided costs for two sets of road network projects for implementation by 2031. The first, the 2031 Network Concept, contains unbuilt projects from the 2008 TMP as well as new projects from environmental assessments, community design plans, and other sources. The second, the Affordable Network, is a subset of the Network Concept that contains only the highest priority projects that fall within the City’s affordability framework.

This report has also established the following findings and recommendations:

 The basis for assessing capacity deficiencies for this report has been the average hourly volume during the AM peak period—a less stringent level than the AM peak hour. Going forward, all road projects (not just future transportation master plans) should use average peak period demand as the basis for design.

 In most cases, peak period congestion is tolerable. Less emphasis should be placed on designing a transportation system that operates smoothly during peak commuting hours—rather, the focus should be on designing holistically. It is inherently inefficient to design all roads for the peak because they will remain under utilized for most of the day.

 The 2031 Network Concept developed in this report contains approximately $1.85B worth of road infrastructure projects. The affordability framework provides for $730M worth funding, resulting in an infrastructure gap of $1.12B.

 Project prioritization in this report was based not only on demand and capacity, but also on the utility of serving new development, supporting alternative transportation modes, and preventing traffic encroachment.

SEPTEMBER 2013 53 IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

APPENDIX A Roadway Cost Summary Table

SEPTEMBER 2013 54 Transportation Master Plan New projects since 2008 TMP Roadway Infrastructure - Cost Estimate

Input Parameters Capital Costs (including Phase Breakdown) Operating Costs to 2031 - Incremental Increase Rehabilitation Costs to 2031 - Incremental Increase

Phase 1 Phase 3 Annual Phase 1 Phase 2 Phase 3 Annual Phase 1 Phase 2 Phase 3 Ref. Widen / Existing Proposed BM Costing Phase # Construction OVERALL Phase 2 Beyond 2031 Project Project Description Rationale Road Classification Length (km) (2014 to (2026 to Beyond 2031 Operating (+ 2016) (+ 2023) (+ 2028) Rehabilitation (+ 2016) (+ 2023) (+ 2028) No. New X-Section X-Section Ref # (1,2,3,4) Cost ($) COST ($) (2020 to 2025) x 20 yrs 2019) 2031) Cost ($) x 15 yrs x 8 yrs x 3 yrs Cost ($) x 15 yrs x 8 yrs x 3 yrs

Accommodates increasing traffic volumes and Widen from two to four lanes between Widen undivided two-lane rural arterial to B1-a Airport Parkway (1) improves access to and from MacDonald- 3.40 Widening 2RAU 4RAD 12 1 $16,031,701 $31,420,000 $31,420,000 ------$71,500 $1,072,500 -- -- $64,100 $961,500 ------Brookfield Road and Hunt Club Road a divided four-lane rural arterial Cartier International Airport

Widen from two to four lanes between Accommodates growth in Riverside South and Widen undivided two-lane rural arterial to B1-b Airport Parkway (2-a) Hunt Club Road and realigned Airport Leitrim and improves access to and from 1.50 Widening 2RAU 4RAD 12 3 $4,342,368 $8,510,000 -- -- $8,510,000 -- $31,500 -- -- $94,500 $28,300 -- -- $84,900 -- a divided four-lane rural arterial Parkway MacDonald-Cartier International Airport

New four-lane divided rural road from Accommodates growth in Riverside South and B1-c Airport Parkway (2-b) former Airport Parkway to Uplands Leitrim and improves access to and from New four-lane divided rural arterial 0.50 New - 4RAD 4 3 $14,146,324 $27,730,000 -- -- $27,730,000 -- $41,500 -- -- $124,500 $18,800 -- -- $56,400 -- Drive MacDonald-Cartier International Airport

Widen from two to four lanes Accommodates growth in Riverside South and Widen undivided two-lane rural arterial to New Albion Road between Leitrim Road and Lester Leitrim and diverts traffic from Albion Road 2.10 Widening 2RAU 4RAU 11 4 $5,792,455 $11,350,000 ------$11,350,000 $44,200 ------$39,600 ------$792,000 an undivided four-lane rural arterial Road through Blossom Park

New four-lane road between Nicholas Addresses the capacity deficiency across the Alta Vista Transportation B3a Street / Highway 417 interchange and Smyth/Hydro screenline and diverts increasing New four-lane divided urban arterial 1.30 New - 4UAD 9 4 $34,234,700 $67,100,000 ------$67,100,000 $107,900 ------$49,000 ------$980,000 Corridor (1) Riverside Drive traffic away from Main Street

New four lane road (including two Addresses the capacity deficiency across the Alta Vista Transportation peak-period bus lanes) between the Smyth/Hydro screenline and reduces short- B3b New four-lane divided urban arterial 2.30 New - 4UAD 9 4 $17,755,100 $34,800,000 ------$34,800,000 $190,800 ------$86,700 ------$1,734,000 Corridor (2) Ottawa Health Sciences Centre and cutting on local streets in Alta Vista and Walkley Road Elmvale Widen from four to six lanes between Conroy Road and Leitrim Road and Widen undivided two- and four-lane rural B4-a Bank Street (1) two to four lanes between Leitrim Provides capacity for growth in Leitrim arterial to a divided four- and six-lane 2.00 Widening 2RAU 4UAD 17 2 $10,204,082 $20,000,000 -- $20,000,000 -- -- $130,000 -- $1,040,000 -- $49,000 -- $392,000 -- -- Road and Earl Armstrong Road urban arterial extension

Widen from two to four lanes between Provides capacity for growth in Leitrim and Widen undivided two-lane rural arterial to B4-b Bank Street (2) Earl Armstrong Road extension and 2.00 Widening 2RAU 4RAU 11 3 $3,571,429 $7,000,000 -- -- $7,000,000 -- $42,100 -- -- $126,300 $37,700 -- -- $113,100 -- Greely an undivided four-lane rural arterial Rideau Road

Required in conjunction with new Barnsdale Widen from two to four lanes between Road–Highway 416 interchange (a second Widen undivided two-lane rural arterial to B5 Barnsdale Road Highway 416 and Prince of Wales 3.30 Widening 2RAU 4RAU 11 4 $9,102,430 $17,840,000 ------$17,840,000 $69,400 ------$62,200 ------$1,244,000 Highway 416 interchange to serve growing an undivided four-lane rural arterial Drive, requiring a new interchange Barrhaven / Nepean South) Required to address local capacity issues Widen from two to four lanes between associated with the implementation of Transit- Widen undivided two-lane rural arterial to New Belfast Road 0.30 Widening 2RAU 4UAU 16 4 $2,357,100 $4,620,000 ------$4,620,000 $15,000 ------$5,700 ------$114,000 Coventry Road and Tremblay Road Oriented Development plans at Train and St. an undivided four-lane urban arterial Laurent stations Widen from four to six lanes between Addresses capacity deficiencies across the Blackburn Hamlet Bypass Innes Road (west entrance to Greens Creek screenline and provides arterial Widen divided four-lane rural arterial to a B6 2.30 Widening 4RAD 6RAD 15 4 $6,468,482 $12,680,000 ------$12,680,000 $48,400 ------$43,400 ------$868,000 (Innes Road) Blackburn Hamlet) and Blackburn road service for the growth areas in south divided six-lane rural arterial Hamlet Bypass Extension Orléans

Blackburn Hamlet Bypass New four-lane road between Orléans Provides access to development in Orléans B7-a New four-lane divided urban arterial 0.85 New - 4UAD 9 1 $4,120,500 $8,080,000 $8,080,000 ------$70,500 $1,057,500 -- -- $32,000 $480,000 ------Extension (1) Boulevard and Navan Road south of Innes Road

Blackburn Hamlet Bypass New four-lane road between Innes Provides access to development in Orléans B7-b New four-lane divided urban arterial 1.00 New - 4UAD 9 2 $4,847,647 $9,500,000 -- $9,500,000 -- -- $83,000 -- $664,000 -- $37,700 -- $301,600 -- -- Extension (2) Road and Orléans Boulevard south of Innes Road

Accommodates new bus lane and anticipated Widen from two to four lanes between Widen undivided two-lane rural arterial to New Blair Road Transit-Oriented Development in the vicinity of 1.00 Widening 2RAU 4RAU 11 3 $2,758,312 $5,410,000 -- -- $5,410,000 -- $21,000 -- -- $63,000 $18,800 -- -- $56,400 -- Meadowbrook Road and Innes Road an undivided four-lane rural arterial Blair Station

Brian Coburn Blvd Extension New two-lane road between Navan Provides access to development in Orléans New undivided two-lane rural road (1/2 2RAU B7-b 2.60 New - 1 1 $11,479,600 $22,500,000 $22,500,000 ------$54,700 $820,500 -- -- $49,000 $735,000 ------(1) Road and Mer Bleue Road south of Innes Road future four-lane UAD) (1/2 4UAD)

Brian Coburn Blvd Extension New two-lane road between Trim Provides new linkage between Trim Road and New undivided two-lane rural road (1/2 2RAU B7-c 1.45 New - 1 4 $3,826,500 $7,500,000 ------$7,500,000 $30,500 ------$27,300 ------$546,000 (2) Road and Frank Kenny Road Frank Kenny Road future four-lane UAD) (1/2 4UAD)

Widen from two to four lanes between Provides access to development in Barrhaven Widen undivided two-lane rural arterial to B8 Cambrian Road Greenbank Road extension and 1.05 Widening 2RAU 4UAD 17 4 $5,132,029 $10,060,000 ------$10,060,000 $52,500 ------$19,800 ------$396,000 South a divided four-lane urban arterial Jockvale Road

New four-lane road between Didsbury B9-a Campeau Drive (1) Road and new North-South arterial in Accommodates Kanata West Development New four-lane divided urban arterial 1.70 New - 4UAD 9 1 $17,857,100 $35,000,000 $35,000,000 ------$141,000 $2,115,000 -- -- $64,100 $961,500 ------Kanata West

Provides continuity in the north Kanata area, Widen from two to four lanes between Widen undivided two-lane rural arterial to B9-b Campeau Drive (2) and addresses capacity and parking needs in 3.70 Widening 2RAU 4UAD 17 4 $12,336,800 $24,180,000 ------$24,180,000 $184,900 ------$69,700 ------$1,394,000 Didsbury Road and March Road a divided four-lane urban arterial the Kanata Town Centre

Widen from two to four lanes between Widen undivided two-lane rural arterial to B10 Carp Road Provides capacity for growth in Stittsville 2.00 Widening 2RAU 4UAU 16 2 $8,832,744 $17,310,000 -- $17,310,000 -- -- $100,000 -- $800,000 -- $37,700 -- $301,600 -- -- Highway 417 and Hazeldean Road an undivided four-lane urban arterial

New four lane road between Serves the development of the Barrhaven A3 Chapman Mills Drive New four-lane divided urban arterial 2.30 New - 4UAD 9 2 $1,428,570 $2,800,000 -- $2,800,000 -- -- $190,800 -- $1,526,400 -- $86,700 -- $693,600 -- -- Longfields Drive and Strandherd Drive Town Centre

Continuity through commercial and industrial Widen from two to four lanes between Widen undivided two-lane urban arterial B11 Coventry Road area between four-lane sections of Coventry 0.40 Widening 2UAU 4UAD 22 3 $3,178,600 $6,230,000 -- -- $6,230,000 -- $13,200 -- -- $39,600 $7,500 -- -- $22,500 -- Belfast Road and St. Laurent Centre to a divided four-lane urban arterial Road

New two-lane road between eastern Completes access road on the south side of New Country Club Road terminus of Golf Club Way and New undivided two-lane rural road 2.00 New - 2RAU 1 1 $1,326,530 $2,600,000 $2,600,000 ------$42,100 $631,500 -- -- $37,700 $565,500 ------Highway 7 Jenkinson Road Transportation Master Plan New projects since 2008 TMP Roadway Infrastructure - Cost Estimate

Input Parameters Capital Costs (including Phase Breakdown) Operating Costs to 2031 - Incremental Increase Rehabilitation Costs to 2031 - Incremental Increase

Phase 1 Phase 3 Annual Phase 1 Phase 2 Phase 3 Annual Phase 1 Phase 2 Phase 3 Ref. Widen / Existing Proposed BM Costing Phase # Construction OVERALL Phase 2 Beyond 2031 Project Project Description Rationale Road Classification Length (km) (2014 to (2026 to Beyond 2031 Operating (+ 2016) (+ 2023) (+ 2028) Rehabilitation (+ 2016) (+ 2023) (+ 2028) No. New X-Section X-Section Ref # (1,2,3,4) Cost ($) COST ($) (2020 to 2025) x 20 yrs 2019) 2031) Cost ($) x 15 yrs x 8 yrs x 3 yrs Cost ($) x 15 yrs x 8 yrs x 3 yrs

Urbanize existing two-lane rural cross Improves environment for pedestrians and Urbanize existing undivided two-lane New Cyrville Road (1) section between Star Top Road and 1.60 Urbanization 2RAU 2UAU 26 3 $5,318,248 $10,420,000 -- -- $10,420,000 -- $27,200 -- -- $81,600 $30,200 -- -- $90,600 -- cyclists rural arterial St. Laurent Boulevard

Widen from two to four lanes between Accommodates demand anticipated from Widen undivided two-lane urban arterial New Cyrville Road (2) St. Laurent Boulevard and Innes Transit-Oriented Development in the vicinity of 3.00 Widening 2UAU 4UAU 21 4 $10,811,616 $21,190,000 ------$21,190,000 $98,900 ------$56,500 ------$1,130,000 to an undivided four-lane urban arterial Road. Cyrville Station

Provides capacity for additional travel Widen from two to four lanes between demands from new development areas and Widen undivided two-lane rural arterial to B12 Eagleson Road 1.40 Widening 2RAU 4UAD 17 2 $6,168,400 $12,090,000 -- $12,090,000 -- -- $70,000 -- $560,000 -- $26,400 -- $211,200 -- -- Cadence Gate and Hope Side Road continuity from the four-lane Eagleson Road to a divided four-lane urban arterial Hope Side Road

Widen from two to four lanes between Provides capacity for growth in Riverside Widen undivided two-lane urban arterial B13-a Earl Armstrong Road (1-a) 2.30 Widening 2UAU 4UAD 22 3 $10,120,338 $19,840,000 -- -- $19,840,000 -- $75,900 -- -- $227,700 $43,400 -- -- $130,200 -- Limebank Road and Bowesville Road South to a divided four-lane urban arterial

New two-lane road between Provides capacity for growth in Riverside B13-b Earl Armstrong Road (1-b) New undivided two-lane rural road 5.00 New - 2RAU 1 3 $10,423,510 $20,430,000 -- -- $20,430,000 -- $105,200 -- -- $315,600 $94,200 -- -- $282,600 -- Bowesville Road and Bank Street South and completes linkage to Bank Street

New two-lane road between Bank Continuation of cross-town route between New Earl Armstrong Road (2) New undivided two-lane rural road 2.00 New - 2RAU 1 4 $4,169,404 $8,170,000 ------$8,170,000 $42,100 ------$37,700 ------$754,000 Street and Hawthorne Highway 416 and Highway 417

Relieves operational, safety and local B14 Earl Grey Drive Underpass Underpass of Terry Fox Drive development access to/from Kanata Centrum New undivided two-lane urban road N/A New - 2UAU - 1 $4,180,000 $8,200,000 $8,200,000 ------$0 $0 -- -- $0 $0 ------and Kanata West

Widen from two to four lanes between Provides better access to Prince of Wales Widen undivided two-lane rural arterial to New Fallowfield Road (1) 2.50 Widening 2RAU 4RAU 11 4 $6,645,780 $13,030,000 ------$13,030,000 $52,600 ------$47,100 ------$942,000 Woodroffe and Prince of Wales from north Barrhaven an undivided four-lane rural arterial

Widen from two to four lanes between Provides capacity to service growth in South Widen undivided two-lane rural arterial to B15 Fallowfield Road (2) Strandherd Drive and Greenbank 2.80 Widening 2RAU 4RAU 11 4 $12,893,274 $25,270,000 ------$25,270,000 $58,900 ------$52,800 ------$1,056,000 Nepean an undivided four-lane rural arterial Road

Widen from two to four lanes between Accommodates increasing population and Widen undivided two-lane rural arterial to New Fernbank Road Terry Fox Drive and Stittsville Main 4.50 Widening 2RAU 4UAD 17 4 $21,994,412 $43,110,000 ------$43,110,000 $224,900 ------$84,800 ------$1,696,000 employment in Stittsville and Kanata West an undivided four-lane urban arterial Street

Provides network continuity through residential Widen from two to four lanes between Widen undivided two-lane rural arterial to New Fisher Avenue area with associated improvements to 0.50 Widening 2RAU 4UAU 16 4 $2,045,686 $4,010,000 ------$4,010,000 $25,000 ------$9,400 ------$188,000 Dynes Road and Baseline Road an undivided four-lane urban arterial streetscaping

Provides network continuity and capacity for Frank Kenny Road New four-lane road between realigned B44-b additional traffic generated by development New undivided two-lane rural road 1.50 New - 2RAU 1 4 $3,127,053 $6,130,000 ------$6,130,000 $31,500 ------$28,300 ------$566,000 Extension Trim Road and south of Innes Road growth in Orléans

Realigned and new two-lane road Goulbourn Forced Road A4 between Terry Fox Drive and Kanata Provides capacity for growth in Kanata North New undivided two-lane rural road 1.70 New - 2RAU 1 4 $3,543,993 $6,950,000 ------$6,950,000 $35,800 ------$32,000 ------$640,000 Realignment Avenue

Greenbank Road Extension New four-lane road between Jockvale B17-b Accommodates growth within South Nepean New four-lane divided urban arterial 1.90 New - 4UAD 9 1 $39,286,529 $77,000,000 $77,000,000 ------$95,000 $1,425,000 -- -- $35,800 $537,000 ------(1) Road and Cambrian Road

New four-lane arterial road connecting Greenbank Road Extension Provides access to new development lands in New Cambrian to old Greenbank at Prince New four-lane divided urban arterial 3.50 New - 4UAD 9 4 $17,106,765 $33,530,000 ------$33,530,000 $174,900 ------$66,000 ------$1,320,000 (2) South Nepean of Wales

Widen from two to four lanes between Provides capacity and network continuity for Widen undivided two-lane rural arterial to B19-a Hope Side Road 2.00 Widening 2RAU 4UAD 17 3 $11,775,294 $23,080,000 -- -- $23,080,000 -- $100,000 -- -- $300,000 $37,700 -- -- $113,100 -- Eagleson Road and Richmond Road growth areas in Kanata a divided four-lane urban arterial

Addresses capacity deficiencies at Rideau Widen from four to six lanes between River South Manotick Screenlines, in Widen divided four-lane urban arterial to B21 Hunt Club Road 4.40 Widening 4UAD 6UAD 25 4 $13,797,696 $27,040,000 ------$27,040,000 $145,100 ------$82,900 ------$1,658,000 Riverside Drive and Bank Street conjunction with the Strandherd/Armstrong a divided six-lane urban arterial river crossing Widen from two to four lanes between Campeau Drive extension to Cyclone Widen undivided two-lane rural arterial to B23-a Huntmar Drive Taylor Boulevard. Widen from two to Accommodates Kanata West Development 1.50 Widening 2RAU 4UAD 17 3 $28,571,429 $56,000,000 -- -- $56,000,000 -- $75,000 -- -- $225,000 $28,300 -- -- $84,900 -- a divided four-lane urban arterial four lanes between Palladium Drive to Maple Grove Road

New four-lane road (initial phase two- Bypasses congested section of Innes Road Innes-Walkley-Hunt Club New undivided two-lane rural road-- B22-b lanes) between Hunt Club and Innes and provides direct connection between 4.70 New - 2RAU 1 4 $34,418,000 $67,460,000 ------$67,460,000 $98,900 ------$88,600 ------$1,772,000 Link staged four-laning Road west of Blackburn Hamlet Orléans and Hunt Club

Accommodates development access and Widen from two to four lanes between Widen undivided two-lane rural arterial to B24-b Jockvale Road growth for development within the Nepean 1.80 Widening 2RAU 4UAD 17 2 $17,699,000 $34,690,000 -- $34,690,000 -- -- $90,000 -- $720,000 -- $33,900 -- $271,200 -- -- Cambrian Road and Prince of Wales a divided four-lane urban arterial South Urban Community

Widen from two to four lanes between Fulfills urban design initiatives ongoing in the Widen undivided two-lane urban arterial New Kanata Avenue 1.10 Widening 2UAU 4UAU 21 2 $3,964,259 $7,770,000 -- $7,770,000 -- -- $23,100 -- $184,800 -- $20,700 -- $165,600 -- -- Highway 417 and Campeau Drive vicinity of Kanata Town Centre to an undivided four-lane urban arterial

Widen Old Richmond Road/West Provides capacity and network continuity for Widen undivided two-lane rural arterial to B19-b Kanata South Link Hunt Club Road from two to four lanes 5.50 Widening 2RAU 4RAU 11 1 $15,170,716 $29,730,000 $29,730,000 ------$115,700 $1,735,500 -- -- $103,700 $1,555,500 ------growth areas in Kanata an undivided four-lane rural arterial between Hope Side and Highway 416

New two-lane road between Palladium Provides capacity for development in Kanata A6 Kanata West Main Street New undivided two-lane urban road 2.00 New - 2UAU 6 3 $7,592,810 $14,880,000 -- -- $14,880,000 -- $100,000 -- -- $300,000 $37,700 -- -- $113,100 -- Drive and Maple Grove Road West Transportation Master Plan New projects since 2008 TMP Roadway Infrastructure - Cost Estimate

Input Parameters Capital Costs (including Phase Breakdown) Operating Costs to 2031 - Incremental Increase Rehabilitation Costs to 2031 - Incremental Increase

Phase 1 Phase 3 Annual Phase 1 Phase 2 Phase 3 Annual Phase 1 Phase 2 Phase 3 Ref. Widen / Existing Proposed BM Costing Phase # Construction OVERALL Phase 2 Beyond 2031 Project Project Description Rationale Road Classification Length (km) (2014 to (2026 to Beyond 2031 Operating (+ 2016) (+ 2023) (+ 2028) Rehabilitation (+ 2016) (+ 2023) (+ 2028) No. New X-Section X-Section Ref # (1,2,3,4) Cost ($) COST ($) (2020 to 2025) x 20 yrs 2019) 2031) Cost ($) x 15 yrs x 8 yrs x 3 yrs Cost ($) x 15 yrs x 8 yrs x 3 yrs

Kanata West North-South New two-lane road between Abbott Provides capacity for development in Kanata New undivided two-lane urban road-- 2UAU B25-a 1.35 New - 6 1 $4,079,718 $8,000,000 $8,000,000 ------$67,500 $1,012,500 -- -- $25,400 $381,000 ------Arterial (1) Street and Fernbank Road West staged four-laning (1/2 4UAD)

New four-lane road between re- Kanata West North-South Provides capacity for development in Kanata B25-b aligned Palladium Drive (at Huntmar) New divided four-lane urban arterial 4.40 New - 4UAD 9 2 $21,329,647 $41,810,000 -- $41,810,000 -- -- $365,000 -- $2,920,000 -- $165,900 -- $1,327,200 -- -- Arterial (2) West and Abbott Street

Urbanize existing two-lane rural cross Provides continuity between March Road and Urbanize existing undivided two-lane New Klondike Road section between March Road and 0.40 Urbanization 2RAU 2UAU 26 1 $1,329,562 $2,610,000 $2,610,000 ------$6,800 $102,000 -- -- $0 $0 ------new residential development in Kanata North rural collector Sandhill Road

Widen from two to four lanes between Provides capacity for development in Widen undivided two-lane rural arterial to B27 Leitrim Road (1) 1.75 Widening 2RAU 4RAU 11 4 $4,827,046 $9,460,000 ------$9,460,000 $36,800 ------$33,000 ------$660,000 River Road and Limebank Road Riverside South an undivided four-lane rural arterial

New four-lane realigned road between Provides capacity for development in A7 Leitrim Road (2) east of Limebank Road and New undivided four-lane urban road 2.60 New - 4RAU 3 4 $7,171,611 $14,060,000 ------$14,060,000 $54,700 ------$49,000 ------$980,000 Riverside South Bowesville Road

New four-lane realigned road between Provides capacity for development in New Leitrim Road (3) New undivided four-lane urban road 2.10 New - 4RAU 3 4 $5,792,455 $11,350,000 ------$11,350,000 $44,200 ------$39,600 ------$792,000 Bowesville Road and Albion Road Riverside South and Leitrim

Accommodates growth in Riverside South and Widen from two to four lanes between Widen undivided two-lane rural arterial to New Lester Road Leitrim and diverts traffic from Albion Road 3.10 Widening 2RAU 4RAU 11 2 $8,550,767 $16,760,000 -- $16,760,000 -- -- $65,200 -- $521,600 -- $58,400 -- $467,200 -- -- Airport Parkway and Bank Street an undivided four-lane rural arterial away from Blossom Park

Widen from two to four lanes between Addresses capacity deficiencies across the Widen undivided two-lane rural arterial to B28 Limebank Road Earl Armstrong Road and Mitch Leitrim screenline, in conjunction with the 3.75 Widening 2RAU 4UAD 17 4 $18,328,676 $35,920,000 ------$35,920,000 $187,400 ------$70,700 ------$1,414,000 a divided four-lane urban arterial Owens Road widening of Riverside Drive and Bank Street

Widen from two to four lanes between Widen undivided two-lane rural arterial to B29 Maple Grove Road Accommodates Kanata West Development 1.7 Widening 2RAU 4UAD 17 4 $8,309,000 $16,290,000 ------$16,290,000 $85,000 ------$32,000 ------$640,000 Terry Fox Drive and Huntmar Drive a divided four-lane urban arterial

Widen from two to four lanes between Provides additional vehicular capacity to Widen undivided two-lane rural arterial to B30 March Road 2.3 Widening 2RAU 4UAD 17 4 $11,241,588 $22,030,000 ------$22,030,000 $115,000 ------$43,400 ------$868,000 Old Carp Road and Dunrobin Road growth areas in north Kanata a divided four-lane urban arterial

Widen from two to four lanes between Provides capacity for the development areas Widen undivided two-lane rural arterial to B31-a Mer Bleue Road (1) Brian Coburn Boulevard and Renaud 1.00 Widening 2RAU 4UAD 17 1 $1,130,582 $2,220,000 $2,220,000 ------$50,000 $750,000 -- -- $18,800 $282,000 ------south of Innes Road a divided four-lane urban arterial Road

New four-lane re-alignment, west of Provide capacity for the development areas B31-b Mer Bleue Road (2) existing Mer Bleue Road, between New divided four-lane urban arterial 1.20 New - 4UAD 9 4 $6,517,176 $12,770,000 ------$12,770,000 $99,600 ------$45,200 ------$904,000 south of Innes Road Renaud Road and Navan Road

Widen from two to four lanes between Provide capacity for the development areas Widen undivided two-lane rural arterial to B32 Navan Road Brian Coburn Boulevard and Mer 2.60 Widening 2RAU 4UAD 17 4 $13,317,882 $26,100,000 ------$26,100,000 $130,000 ------$49,000 ------$980,000 south of Innes Road a divided four-lane urban arterial Bleue Road.

Widen from two to four lanes between Provide capacity for the development areas Widen undivided two-lane rural arterial to New Old Montreal Road Trim Road and the edge of the urban 2.3 Widening 2RAU 4UAU 16 4 $9,410,156 $18,440,000 ------$18,440,000 $115,000 ------$43,400 ------$868,000 east of Trim Road an undivided four-lane urban arterial boundary

Add an eastbound lane from Highway Widen from four to six lanes between 6RAD Addresses local capacity, operational and 417 to Blair Road. Add both eastbound B33 Ottawa Road 174 (1) Highway 417 and Jeanne d'Arc 7.7 Widening 4RAD (Controlled 15 4 $21,655,353 $40,280,000 ------$40,280,000 $161,900 ------$145,100 ------$2,902,000 safety issues and westbound lanes between the Blair Boulevard Access Hwy) Road and Jeanne D’Arc interchange Add both eastbound and westbound Widen from four to six lanes between 6RAD Addresses local capacity, operational and lanes within median between the Jeanne New Ottawa Road 174 (2) Jeanne d'Arc Boulevard and Trim 5.8 Widening 4RAD (Controlled 15 4 $16,311,824 $30,340,000 ------$30,340,000 $122,000 ------$109,300 ------$2,186,000 safety issues D’Arc and Trim Road including Road Access Hwy) interchange at Trim Road

Add an eastbound lane and westbound 4RAD Widen from two to four lanes between Addresses local capacity, operational and New Ottawa Road 174 (3) lanes from Trim Road to the urdan 12.8 Widening 2RAU (Controlled 12 4 $39,358,874 $77,140,000 ------$77,140,000 $269,200 ------$241,300 ------$4,826,000 Trim Road and the city limits safety issues boundary Access Hwy)

Realign and widen undivided two-lane Palladium Drive Realign in vicinity of Huntmar Road to B34 Accommodates Kanata West Development rural arterial to a divided four-lane urban 0.50 Widening 2RAU 4UAD 17 1 $2,443,824 $4,790,000 $4,790,000 ------$25,000 $375,000 -- -- $9,400 $141,000 ------Realignment new North-South arterial arterial

Provides continuity through Richmond Village Widen from two to four lanes between Widen undivided two-lane rural arterial to New Perth Street (1) and addresses the needs identified in the 0.7 Widening 2RAU 4RAU 11 4 $2,178,600 $4,270,000 ------$4,270,000 $14,700 ------$13,200 ------$264,000 Shea Road and Eagleson Road an undivided four-lane rural arterial village’s Community Design Plan

Widen from two to four lanes between Provides continuity through Richmond Village Widen undivided two-lane rural arterial to New Perth Street (2) village boundary and Queen Charlotte and addresses the needs identified in the 0.6 Widening 2RAU 4RAU 11 4 $1,654,987 $3,240,000 ------$3,240,000 $12,600 ------$11,300 ------$226,000 an undivided four-lane rural arterial Street village’s Community Design Plan

Extend existing 2 lane urban roadway Provides connection through Lereton Flats New Preston Street Albert Street to Vimy Place (at John including structure crossing of new LRT and New undivided two-lane urban arterial 0.40 New - 2UAU 6 3 $6,838,562 $13,400,000 -- -- $13,400,000 -- $20,000 -- -- $60,000 $7,500 -- -- $22,500 -- A. McDonald Parkway) existing aqueduct

Widen from two to four lanes between Addresses capacity deficiencies at CNR West Widen undivided two-lane rural arterial to B35-b Prince of Wales Drive (1) 1.30 Widening 2RAU 4RAU 11 3 $12,059,604 $23,600,000 -- -- $23,600,000 -- $27,300 -- -- $81,900 $24,500 -- -- $73,500 -- Hunt Club Road and Colonnade Road screenline an undivided four-lane rural arterial

Widen from two to four lanes between Addresses capacity deficiencies upstream of Widen undivided two-lane rural arterial to B35-a Prince of Wales Drive (2) 6.80 Widening 2RAU 4RAU 11 4 $64,639,510 $126,700,000 ------$126,700,000 $27,300 ------$24,500 ------$490,000 Strandherd Drive and Hunt Club Road CNR West screenline an undivided four-lane rural arterial Transportation Master Plan New projects since 2008 TMP Roadway Infrastructure - Cost Estimate

Input Parameters Capital Costs (including Phase Breakdown) Operating Costs to 2031 - Incremental Increase Rehabilitation Costs to 2031 - Incremental Increase

Phase 1 Phase 3 Annual Phase 1 Phase 2 Phase 3 Annual Phase 1 Phase 2 Phase 3 Ref. Widen / Existing Proposed BM Costing Phase # Construction OVERALL Phase 2 Beyond 2031 Project Project Description Rationale Road Classification Length (km) (2014 to (2026 to Beyond 2031 Operating (+ 2016) (+ 2023) (+ 2028) Rehabilitation (+ 2016) (+ 2023) (+ 2028) No. New X-Section X-Section Ref # (1,2,3,4) Cost ($) COST ($) (2020 to 2025) x 20 yrs 2019) 2031) Cost ($) x 15 yrs x 8 yrs x 3 yrs Cost ($) x 15 yrs x 8 yrs x 3 yrs

Widen from two to four lanes between Addresses capacity deficiencies downstream Widen undivided two-lane rural arterial to B35-c Prince of Wales Drive (3) 1.00 Widening 2RAU 4RAU 11 4 $6,251,031 $12,300,000 ------$12,300,000 $50,000 ------$18,800 ------$376,000 Colonnade Road and Fisher Avenue of CNR West screenline an undivided four-lane rural arterial

Widen from two to four lanes between Provides network continuity and improves bus Widen undivided two-lane rural arterial to New Richmond Road 1.30 Widening 2RAU 4UAU 16 4 $5,318,784 $10,420,000 ------$10,420,000 $65,000 ------$24,500 ------$490,000 Bayshore Drive and Pinecrest Road service reliability an undivided four-lane urban arterial

New two-lane road between McBean Provides access to new development lands New Richmond Village By-Pass New undivided two-lane rural road 4.50 New - 2RAU 1 4 $895,933 $1,756,029 ------$1,756,029 $25,200 ------$22,600 ------$452,000 Road and Eagleson Road north of existing Richmond Village

New four lane bridge and approaches Provides for increased capacity across Rideau New undivided four-lane rural road and B38 Rideau River Crossing between Prince of Wales Drive and 1.60 New - 4RAU 3 4 $34,113,299 $66,860,000 ------$66,860,000 $33,700 ------$30,200 ------$604,000 River screenline. bridge crossing Limebank Road

Widen from four to six lanes between Provides capacity for growth in Riverside Widen divided four-lane urban arterial to New Riverside Drive 1.60 Widening 4UAD 6UAD 25 4 $5,017,344 $9,830,000 ------$9,830,000 $52,800 ------$30,200 ------$604,000 River Road and Hunt Club Road South a divided six-lane urban arterial

Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in Widen from two to four lanes between Widen undivided two-lane rural arterial to B40-a Strandherd Drive (1) conjunction with a Strandherd-Earl Armstrong 1.20 Widening 2RAU 4UAD 17 1 $4,081,630 $8,000,000 $8,000,000 ------$39,600 $594,000 -- -- $22,600 $339,000 ------Fallowfield Road and Maravista Drive a divided four-lane urban arterial Rideau River Bridge and Earl Armstrong Road widening Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in Widen from two to four lanes between Widen undivided two-lane rural arterial to B40-b Strandherd Drive (2) conjunction with a Strandherd-Earl Armstrong 2.70 Widening 2RAU 4UAD 17 2 $36,224,500 $71,000,000 -- $71,000,000 -- -- $89,000 -- $712,000 -- $50,900 -- $407,200 -- -- Kennevale Road and Jockvale Road a divided four-lane urban arterial Rideau River Bridge and Earl Armstrong Road widening Addresses capacity deficiencies at the Rideau Widen from four to six lanes between River South and Manotick screenlines, in Widen divided four-lane urban arterial to B40-c Strandherd Drive (3) Jockvale Road and Woodroffe conjunction with a Strandherd-Earl Armstrong 2.80 Widening 4UAD 6UAD 25 4 $11,580,352 $22,700,000 ------$22,700,000 $92,300 ------$52,800 ------$1,056,000 a divided six-lane urban arterial Avenue Rideau River Bridge and Earl Armstrong Road widening

Widen from two to four lanes between Widen undivided two-lane rural arterial to B42 Tenth Line Road Harvest Valley Road and the urban Services growth south of Innes Road 1.80 Widening 2RAU 4UAD 17 2 $3,219,390 $6,310,000 -- $6,310,000 -- -- $90,000 -- $720,000 -- $33,900 -- $271,200 -- -- a divided four-lane urban arterial boundary

Widen from two to four lanes between Widen undivided two-lane rural arterial to B43-c Terry Fox Drive (1) Winchester Drive and Eagleson Road Provides access to adjacent developments 3.6 Widening 2RAU 4UAD 17 4 $17,595,529 $34,490,000 ------$34,490,000 $179,900 ------$67,900 ------$1,358,000 a divided four-lane urban arterial at Hope Side Road

Widen from four to six lanes between Widen divided four-lane urban arterial to B43-d Terry Fox Drive (2) Accommodates Kanata West Development 1.2 Widening 4UAD 6UAD 25 4 $9,333,008 $18,290,000 ------$18,290,000 $39,600 ------$22,600 ------$452,000 Campeau Drive and Palladium Drive a divided six-lane urban arterial

Addresses the needs identified by the St. Widen from two to four lanes between Laurent Station Transit-Oriented Development Widen undivided two-lane urban arterial New Tremblay Road Pickering Place and St. Laurent study and accommodates new employment 1.40 Widening 2UAU 4UAU 21 3 $4,091,900 $8,020,000 -- -- $8,020,000 -- $46,200 -- -- $138,600 $26,400 -- -- $79,200 -- to an undivided four-lane urban arterial Boulevard land at St. Laurent Boulevard at Tremblay Road

Widen from four to six lanes between Services on-going Widen divided four-lane urban arterial to B21 West Hunt Club Road Highway 416 and Prince of Wales development/redevelopment along corridor 9.00 Widening 4UAD 6UAD 25 4 $28,222,560 $55,320,000 ------$55,320,000 $296,820 ------$169,600 ------$3,392,000 a divided six-lane urban arterial Drive and makes full use of Rideau River Bridge

TOTAL ($) = 1851.12M 240.15M 240.04M 244.55M 1126.38M 6.84M 11.69M 10.37M 2.18M 3.88M 6.94M 4.81M 1.32M 47.57M IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

APPENDIX B Typical Roadway Cross-Sections

SEPTEMBER 2013 55

TYPICAL ROAD WIDENING CROSS-SECTIONS

FIGURE B1 - 2 LANE RAU to 4 LANE RAU WIDENING

FIGURE B2 - 2 LANE RAU - 4 LANE UAU WIDENING

FIGURE B3 - 2 LANE RAU - 4 LANE UAD WIDENING

FIGURE B4 - 2 LANE RAU - 6 LANE UAD WIDENING

FIGURE B5 - 4 LANE RAD - 6 LANE RAD WIDENING

IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT THE CITY OF OTTAWA

APPENDIX C Road Network Priority Ranking

SEPTEMBER 2013 56 Transportation Master Plan Roadway Infrastructure - Prioritization New projects since 2008 TMP

Phasing Criteria Supports Non- Overall Length Widen / OVERALL COST CUMULATIVE Construction Provides Access to Relieves Addresses Network Motorized and Assigned 2008 Project Project Description Rationale Road Classification Cost Effectiveness Score (km) New? ($) COST ($) Scheduled? New Development Congestion Gaps Transit Phase Phase (20pts) Infrastructure

Greenbank Road Extension New four-lane road between Jockvale Accommodates growth within South Nepean New four-lane divided urban arterial 1.90 New 77.00M 77.00M N 433441812 (1) Road and Cambrian Road

Urbanize existing two-lane rural cross Provides continuity between March Road and Urbanize existing undivided two-lane rural Klondike Road section between March Road and 0.40 Urbanization 2.61M 79.61M N 44343181 new residential development in Kanata North collector Sandhill Road

Blackburn Hamlet Bypass New four-lane road between Orléans Provides access to development in Orléans New four-lane divided urban arterial 0.85 New 8.08M 87.69M N 334431712 Extension (1) Boulevard and Navan Road south of Innes Road

Brian Coburn Blvd Extension New two-lane road between Navan Provides access to development in Orléans New undivided two-lane rural road (1/2 2.60 New 22.50M 110.19M Y 433431711 (1) Road and Mer Bleue Road south of Innes Road future four-lane UAD)

New four-lane road between Didsbury Campeau Drive (1) Road and new North-South arterial in Accommodates Kanata West Development New four-lane divided urban arterial 1.70 New 35.00M 145.19M Y 433431711 Kanata West

Relieves operational, safety and local Earl Grey Drive Underpass Underpass of Terry Fox Drive development access to/from Kanata Centrum New undivided two-lane urban road N/A New 8.20M 153.39M Y 344321611 and Kanata West

Kanata West North-South New two-lane road between Abbott Provides capacity for development in Kanata New undivided two-lane urban road-- 1.35 New 8.00M 161.39M N 423341613+ Arterial (1) Street and Fernbank Road West staged four-laning

Widen Old Richmond Road/West Hunt Provides capacity and network continuity for Widen undivided two-lane rural arterial to Kanata South Link Club Road from two to four lanes 5.50 Widening 29.73M 191.12M Y 244421611,3 growth areas in Kanata an undivided four-lane rural arterial between Hope Side and Highway 416

Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in Widen from two to four lanes between Widen undivided two-lane rural arterial to Strandherd Drive (1) conjunction with a Strandherd-Earl Armstrong 1.20 Widening 8.00M 199.12M N 344321612 Fallowfield Road and Maravista Drive a divided four-lane urban arterial Rideau River Bridge and Earl Armstrong Road widening

New two-lane road between eastern Completes access road on the south side of Country Club Road terminus of Golf Club Way and New undivided two-lane rural road 2.00 New 2.60M 201.72M N 42442161 Highway 7 Jenkinson Road

Realign and widen undivided two-lane Realign in vicinity of Huntmar Road to Palladium Drive Realignment Accommodates Kanata West Development rural arterial to a divided four-lane urban 0.50 Widening 4.79M 206.51M Y 434321612 new North-South arterial arterial

Accommodates increasing traffic volumes and Widen from two to four lanes between Widen undivided two-lane rural arterial to Airport Parkway (1) improves access to and from MacDonald- 3.40 Widening 31.42M 237.93M N 244421612 Brookfield Road and Hunt Club Road a divided four-lane rural arterial Cartier International Airport

Widen from two to four lanes between Provides capacity for the development areas Widen undivided two-lane rural arterial to Mer Bleue Road (1) Brian Coburn Boulevard and Renaud 1.00 Widening 2.22M 240.15M Y 343331611 south of Innes Road a divided four-lane urban arterial Road

Blackburn Hamlet Bypass New four-lane road between Innes Provides access to development in Orléans New four-lane divided urban arterial 1.00 New 9.50M 249.65M N 234331522 Extension (2) Road and Orléans Boulevard south of Innes Road

New four-lane road between re- Kanata West North-South Provides capacity for development in Kanata aligned Palladium Drive (at Huntmar) New divided four-lane urban arterial 4.40 New 41.81M 291.46M N 322441523 Arterial (2) West and Abbott Street

Accommodates development access and Widen from two to four lanes between Widen undivided two-lane rural arterial to Jockvale Road growth for development within the Nepean 1.80 Widening 34.69M 326.15M Y 233431522 Cambrian Road and Prince of Wales a divided four-lane urban arterial South Urban Community

Addresses capacity deficiencies at the Rideau Widen from two to four lanes between River South and Manotick screenlines, in Widen undivided two-lane rural arterial to Strandherd Drive (2) 2.70 Widening 71.00M 397.15M N 244321522 Kennevale Road and Jockvale Road conjunction with a Strandherd-Earl Armstrong a divided four-lane urban arterial Rideau River Bridge and Earl Armstrong Road Transportation Master Plan Roadway Infrastructure - Prioritization New projects since 2008 TMP

Phasing Criteria Supports Non- Overall Length Widen / OVERALL COST CUMULATIVE Construction Provides Access to Relieves Addresses Network Motorized and Assigned 2008 Project Project Description Rationale Road Classification Cost Effectiveness Score (km) New? ($) COST ($) Scheduled? New Development Congestion Gaps Transit Phase Phase (20pts) Infrastructure

Widen from two to four lanes between Widen undivided two-lane rural arterial to Tenth Line Road Harvest Valley Road and the urban Services growth south of Innes Road 1.80 Widening 6.31M 403.46M Y 333331522 a divided four-lane urban arterial boundary

New four lane road between Serves the development of the Barrhaven Chapman Mills Drive New four-lane divided urban arterial 2.30 New 2.80M 406.26M N 323331421 Longfields Drive and Strandherd Drive Town Centre

Widen from four to six lanes between Conroy Road and Leitrim Road and Widen undivided two- and four-lane rural Bank Street (1) two to four lanes between Leitrim Provides capacity for growth in Leitrim arterial to a divided four- and six-lane 2.00 Widening 20.00M 426.26M N 243231422 Road and Earl Armstrong Road urban arterial Provides capacity for additional travel Widen from two to four lanes between demands from new development areas and Widen undivided two-lane rural arterial to Eagleson Road 1.40 Widening 12.09M 438.35M Y 334221422 Cadence Gate and Hope Side Road continuity from the four-lane Eagleson Road to a divided four-lane urban arterial Hope Side Road

Widen from two to four lanes between Fulfills urban design initiatives ongoing in the Widen undivided two-lane urban arterial Kanata Avenue 1.10 Widening 7.77M 446.12M N 22334142 Highway 417 and Campeau Drive vicinity of Kanata Town Centre to an undivided four-lane urban arterial

Accommodates growth in Riverside South and Widen from two to four lanes between Widen undivided two-lane rural arterial to Lester Road Leitrim and diverts traffic from Albion Road 3.10 Widening 16.76M 462.88M N 23342142 Airport Parkway and Bank Street an undivided four-lane rural arterial away from Blossom Park

Widen from two to four lanes between Widen undivided two-lane rural arterial to Carp Road Provides capacity for growth in Stittsville 2.00 Widening 17.31M 480.19M Y 333321422 Highway 417 and Hazeldean Road an undivided four-lane urban arterial

Widen from two to four lanes between Accommodates growth in Riverside South and Widen undivided two-lane rural arterial to Airport Parkway (2-a) Hunt Club Road and realigned Airport Leitrim and improves access to and from 1.50 Widening 8.51M 488.70M N 134411332 a divided four-lane rural arterial Parkway MacDonald-Cartier International Airport

New four-lane divided rural road from Accommodates growth in Riverside South and Airport Parkway (2-b) former Airport Parkway to Uplands Leitrim and improves access to and from New four-lane divided rural arterial 0.50 New 27.73M 516.43M N 134411332 Drive MacDonald-Cartier International Airport

Extend existing 2 lane urban roadway Provides connection through Lereton Flats Preston Street Albert Street to Vimy Place (at John A. including structure crossing of new LRT and New undivided two-lane urban arterial 0.40 New 13.40M 529.83M N 13441133 McDonald Parkway) existing aqueduct

Widen from two to four lanes between Addresses capacity deficiencies at CNR West Widen undivided two-lane rural arterial to Prince of Wales Drive (1) 1.30 Widening 23.60M 553.43M Y 233231332 Hunt Club Road and Colonnade Road screenline an undivided four-lane rural arterial

Widen from two to four lanes between Provides capacity for growth in Riverside Widen undivided two-lane urban arterial Earl Armstrong Road (1-a) 2.30 Widening 19.84M 573.27M N 223331333 Limebank Road and Bowesville Road South to a divided four-lane urban arterial

Widen from two to four lanes between Provides capacity and network continuity for Widen undivided two-lane rural arterial to Hope Side Road 2.00 Widening 23.08M 596.35M N 233321332 Eagleson Road and Richmond Road growth areas in Kanata a divided four-lane urban arterial

Widen from two to four lanes between Campeau Drive extension to Cyclone Widen undivided two-lane rural arterial to Huntmar Drive Taylor Boulevard. Widen from two to Accommodates Kanata West Development 1.50 Widening 56.00M 652.35M Y 323321332 a divided four-lane urban arterial four lanes between Palladium Drive to Maple Grove Road

Urbanize existing two-lane rural cross Improves environment for pedestrians and Urbanize existing undivided two-lane rural Cyrville Road (1) section between Star Top Road and 1.60 Urbanization 10.42M 662.77M N 31333133 cyclists arterial St. Laurent Boulevard

New two-lane road between Provides capacity for growth in Riverside Earl Armstrong Road (1-b) New undivided two-lane rural road 5.00 New 20.43M 683.20M N 422411331,3 Bowesville Road and Bank Street South and completes linkage to Bank Street

Accommodates new bus lane and anticipated Widen from two to four lanes between Widen undivided two-lane rural arterial to Blair Road Transit-Oriented Development in the vicinity of 1.00 Widening 5.41M 688.61M N 12343133 Meadowbrook Road and Innes Road an undivided four-lane rural arterial Blair Station Transportation Master Plan Roadway Infrastructure - Prioritization New projects since 2008 TMP

Phasing Criteria Supports Non- Overall Length Widen / OVERALL COST CUMULATIVE Construction Provides Access to Relieves Addresses Network Motorized and Assigned 2008 Project Project Description Rationale Road Classification Cost Effectiveness Score (km) New? ($) COST ($) Scheduled? New Development Congestion Gaps Transit Phase Phase (20pts) Infrastructure

Continuity through commercial and industrial Widen from two to four lanes between Widen undivided two-lane urban arterial Coventry Road area between four-lane sections of Coventry 0.40 Widening 6.23M 694.84M N 322421333 Belfast Road and St. Laurent Centre to a divided four-lane urban arterial Road

Addresses the needs identified by the St. Widen from two to four lanes between Laurent Station Transit-Oriented Development Widen undivided two-lane urban arterial Tremblay Road Pickering Place and St. Laurent 1.40 Widening 8.02M 702.86M N 32233133 study and accommodates new employment to an undivided four-lane urban arterial Boulevard land at St. Laurent Boulevard at Tremblay

Widen from two to four lanes between Provides capacity for growth in Leitrim and Widen undivided two-lane rural arterial to Bank Street (2) Earl Armstrong Road extension and 2.00 Widening 7.00M 709.86M N 343211333 Greely an undivided four-lane rural arterial Rideau Road

New two-lane road between Palladium Provides capacity for development in Kanata Kanata West Main Street New undivided two-lane urban road 2.00 New 14.88M 724.74M N 322331332 Drive and Maple Grove Road West

New four lane road (including two Addresses the capacity deficiency across the Alta Vista Transportation peak-period bus lanes) between the Smyth/Hydro screenline and reduces short- New four-lane divided urban arterial 2.30 New 34.80M 759.54M N 132331243 Corridor (2) Ottawa Health Sciences Centre and cutting on local streets in Alta Vista and Walkley Road Elmvale Widen from four to six lanes between Addresses capacity deficiencies across the Blackburn Hamlet Bypass Innes Road (west entrance to Greens Creek screenline and provides arterial Widen divided four-lane rural arterial to a 2.30 Widening 12.68M 772.22M N 143311243 (Innes Road) Blackburn Hamlet) and Blackburn road service for the growth areas in south divided six-lane rural arterial Hamlet Bypass Extension Orléans Addresses capacity deficiencies at Rideau Widen from four to six lanes between River South Manotick Screenlines, in Widen divided four-lane urban arterial to Hunt Club Road 4.40 Widening 27.04M 799.26M N 123331243 Riverside Drive and Bank Street conjunction with the Strandherd/Armstrong a divided six-lane urban arterial river crossing Add an eastbound lane from Highway 417 Widen from four to six lanes between Addresses local capacity, operational and to Blair Road. Add both eastbound and Ottawa Road 174 (1) Highway 417 and Jeanne d'Arc 7.70 Widening 40.28M 839.54M N 144211242 safety issues westbound lanes between the Blair Road Boulevard and Jeanne D’Arc interchange Add both eastbound and westbound Widen from four to six lanes between Addresses local capacity, operational and lanes within median between the Jeanne Ottawa Road 174 (2) Jeanne d'Arc Boulevard and Trim 5.80 Widening 30.34M 869.88M N 14421124 safety issues D’Arc and Trim Road including Road interchange at Trim Road

Widen from two to four lanes between Addresses capacity deficiencies upstream of Widen undivided two-lane rural arterial to Prince of Wales Drive (2) 6.80 Widening 126.70M 996.58M N 132331242 Strandherd Drive and Hunt Club Road CNR West screenline an undivided four-lane rural arterial

Widen from two to four lanes between Addresses capacity deficiencies downstream Widen undivided two-lane rural arterial to Prince of Wales Drive (3) 1.00 Widening 12.30M 1008.88M N 132331242 Colonnade Road and Fisher Avenue of CNR West screenline an undivided four-lane rural arterial

Widen from two to four lanes between Widen undivided two-lane rural arterial to Terry Fox Drive (1) Winchester Drive and Eagleson Road Provides access to adjacent developments 3.60 Widening 34.49M 1043.37M N 322411242 a divided four-lane urban arterial at Hope Side Road

Realigned and new two-lane road Goulbourn Forced Road between Terry Fox Drive and Kanata Provides capacity for growth in Kanata North New undivided two-lane rural road 1.70 New 6.95M 1050.32M Y 232221141 Realignment Avenue

Widen from two to four lanes between Provides access to development in Barrhaven Widen undivided two-lane rural arterial to Cambrian Road Greenbank Road extension and 1.05 Widening 10.06M 1060.38M N 222231142 South a divided four-lane urban arterial Jockvale Road

New four-lane road (initial phase two- Bypasses congested section of Innes Road Innes-Walkley-Hunt Club New undivided two-lane rural road-- lanes) between Hunt Club and Innes and provides direct connection between 4.70 New 67.46M 1127.84M N 133311142 Link staged four-laning Road west of Blackburn Hamlet Orléans and Hunt Club

New four-lane re-alignment, west of Provide capacity for the development areas Mer Bleue Road (2) existing Mer Bleue Road, between New divided four-lane urban arterial 1.20 New 12.77M 1140.61M N 322221142 south of Innes Road Renaud Road and Navan Road

Accommodates growth in Riverside South and Widen from two to four lanes between Widen undivided two-lane rural arterial to Albion Road Leitrim and diverts traffic from Albion Road 2.10 Widening 11.35M 1151.96M N 22322114 Leitrim Road and Lester Road an undivided four-lane rural arterial through Blossom Park

New four-lane road between Nicholas Addresses the capacity deficiency across the Alta Vista Transportation Street / Highway 417 interchange and Smyth/Hydro screenline and diverts increasing New four-lane divided urban arterial 1.30 New 67.10M 1219.06M N 131331142 Corridor (1) Riverside Drive traffic away from Main Street Transportation Master Plan Roadway Infrastructure - Prioritization New projects since 2008 TMP

Phasing Criteria Supports Non- Overall Length Widen / OVERALL COST CUMULATIVE Construction Provides Access to Relieves Addresses Network Motorized and Assigned 2008 Project Project Description Rationale Road Classification Cost Effectiveness Score (km) New? ($) COST ($) Scheduled? New Development Congestion Gaps Transit Phase Phase (20pts) Infrastructure

Widen from two to four lanes between Provides better access to Prince of Wales from Widen undivided two-lane rural arterial to Fallowfield Road (1) 2.50 Widening 13.03M 1232.09M N 33221114 Woodroffe and Prince of Wales north Barrhaven an undivided four-lane rural arterial

Widen from two to four lanes between Provides capacity to service growth in South Widen undivided two-lane rural arterial to Fallowfield Road (2) Strandherd Drive and Greenbank 2.80 Widening 25.27M 1257.36M N 222321141 Nepean an undivided four-lane rural arterial Road

Provides network continuity through residential Widen from two to four lanes between Widen undivided two-lane rural arterial to Fisher Avenue area with associated improvements to 0.50 Widening 4.01M 1261.37M N 12233114 Dynes Road and Baseline Road an undivided four-lane urban arterial streetscaping

Provides network continuity and capacity for New four-lane road between realigned Frank Kenny Road extension additional traffic generated by development New undivided two-lane rural road 1.50 New 6.13M 1267.50M N 322221142 Trim Road and south of Innes Road growth in Orléans

New four-lane arterial road connecting Greenbank Road Extension Provides access to new development lands in Cambrian to old Greenbank at Prince New four-lane divided urban arterial 3.50 New 33.53M 1301.03M N 32141114 (2) South Nepean of Wales

Widen from two to four lanes between Provides capacity for development in Riverside Widen undivided two-lane rural arterial to Leitrim Road (1) 1.75 Widening 9.46M 1310.49M N 312411143 River Road and Limebank Road South an undivided four-lane rural arterial

Widen from two to four lanes between Widen undivided two-lane rural arterial to Maple Grove Road Accommodates Kanata West Development 1.70 Widening 16.29M 1326.78M N 312311043 Terry Fox Drive and Huntmar Drive a divided four-lane urban arterial

Widen from two to four lanes between Provides additional vehicular capacity to Widen undivided two-lane rural arterial to March Road 2.30 Widening 22.03M 1348.81M N 332111041 Old Carp Road and Dunrobin Road growth areas in north Kanata a divided four-lane urban arterial

Widen from two to four lanes between Provide capacity for the development areas Widen undivided two-lane rural arterial to Navan Road Brian Coburn Boulevard and Mer 2.60 Widening 26.10M 1374.91M N 223211042 south of Innes Road a divided four-lane urban arterial Bleue Road.

Widen from two to four lanes between Provide capacity for the development areas Widen undivided two-lane rural arterial to Old Montreal Road Trim Road and the edge of the urban 2.30 Widening 18.44M 1393.35M N 22222104 east of Trim Road an undivided four-lane urban arterial boundary

Widen from two to four lanes between Provides network continuity and improves bus Widen undivided two-lane rural arterial to Richmond Road 1.30 Widening 10.42M 1403.77M N 12223104 Bayshore Drive and Pinecrest Road service reliability an undivided four-lane urban arterial

Widen from four to six lanes between Services on-going development/redevelopment Widen divided four-lane urban arterial to West Hunt Club Road Highway 416 and Prince of Wales along corridor and makes full use of Rideau 9.00 Widening 55.32M 1459.09M N 132311043 a divided six-lane urban arterial Drive River Bridge

Provides continuity in the north Kanata area, Widen from two to four lanes between Widen undivided two-lane rural arterial to Campeau Drive (2) and addresses capacity and parking needs in 3.70 Widening 24.18M 1483.27M N 132221041,2 Didsbury Road and March Road a divided four-lane urban arterial the Kanata Town Centre

Accommodates demand anticipated from Widen from two to four lanes between Widen undivided two-lane urban arterial Cyrville Road (2) Transit-Oriented Development in the vicinity of 3.00 Widening 21.19M 1504.46M N 3212194 St. Laurent Boulevard and Innes Road. to an undivided four-lane urban arterial Cyrville Station

Widen from two to four lanes between Accommodates increasing population and Widen undivided two-lane rural arterial to Fernbank Road Terry Fox Drive and Stittsville Main 4.50 Widening 43.11M 1547.57M N 3212194 employment in Stittsville and Kanata West an undivided four-lane urban arterial Street

Required in conjunction with new Barnsdale Widen from two to four lanes between Road–Highway 416 interchange (a second Widen undivided two-lane rural arterial to Barnsdale Road Highway 416 and Prince of Wales 3.30 Widening 17.84M 1565.41M N 21231943 Highway 416 interchange to serve growing an undivided four-lane rural arterial Drive, requiring a new interchange Barrhaven / Nepean South)

Brian Coburn Blvd Extension New two-lane road between Trim Road Provides new linkage between Trim Road and New undivided two-lane rural road (1/2 1.45 New 7.50M 1572.91M N 21141943 (2) and Frank Kenny Road Frank Kenny Road future four-lane UAD)

Widen from two to four lanes between Addresses capacity deficiencies across the Widen undivided two-lane rural arterial to Limebank Road Earl Armstrong Road and Mitch Owens Leitrim screenline, in conjunction with the 3.75 Widening 35.92M 1608.83M N 21141943 a divided four-lane urban arterial Road widening of Riverside Drive and Bank Street Transportation Master Plan Roadway Infrastructure - Prioritization New projects since 2008 TMP

Phasing Criteria Supports Non- Overall Length Widen / OVERALL COST CUMULATIVE Construction Provides Access to Relieves Addresses Network Motorized and Assigned 2008 Project Project Description Rationale Road Classification Cost Effectiveness Score (km) New? ($) COST ($) Scheduled? New Development Congestion Gaps Transit Phase Phase (20pts) Infrastructure

Widen from four to six lanes between Provides capacity for growth in Riverside Widen divided four-lane urban arterial to Riverside Drive 1.60 Widening 9.83M 1618.66M N 1223194 River Road and Hunt Club Road South a divided six-lane urban arterial

Addresses capacity deficiencies at the Rideau Widen from four to six lanes between River South and Manotick screenlines, in Widen divided four-lane urban arterial to Strandherd Drive (3) 2.80 Widening 22.70M 1641.36M N 12231943 Jockvale Road and Woodroffe Avenue conjunction with a Strandherd-Earl Armstrong a divided six-lane urban arterial Rideau River Bridge and Earl Armstrong Road Required to address local capacity issues Widen from two to four lanes between associated with the implementation of Transit- Widen undivided two-lane rural arterial to Belfast Road 0.30 Widening 4.62M 1645.98M N 1113284 Coventry Road and Tremblay Road Oriented Development plans at Train and St. an undivided four-lane urban arterial Laurent stations

New four-lane realigned road between Provides capacity for development in Riverside Leitrim Road (2) east of Limebank Road and Bowesville New undivided four-lane urban road 2.60 New 14.06M 1660.04M N 31121843 South Road

New four-lane realigned road between Provides capacity for development in Riverside Leitrim Road (3) New undivided four-lane urban road 2.10 New 11.35M 1671.39M N 3112184 Bowesville Road and Albion Road South and Leitrim

Provides continuity through Richmond Village Widen from two to four lanes between Widen undivided two-lane rural arterial to Perth Street (1) and addresses the needs identified in the 0.70 Widening 4.27M 1675.66M N 2212184 Shea Road and Eagleson Road an undivided four-lane rural arterial village’s Community Design Plan

Widen from two to four lanes between Provides continuity through Richmond Village Widen undivided two-lane rural arterial to Perth Street (2) village boundary and Queen Charlotte and addresses the needs identified in the 0.60 Widening 3.24M 1678.90M N 2212184 an undivided four-lane rural arterial Street village’s Community Design Plan

New two-lane road between McBean Provides access to new development lands Richmond Village By-pass New undivided two-lane rural road 4.50 New 1.76M 1680.66M N 3211184 Road and Eagleson Road north of existing Richmond Village

New four lane bridge and approaches Provides for increased capacity across Rideau New undivided four-lane rural road and Rideau River Crossing between Prince of Wales Drive and 1.60 New 66.86M 1747.52M N 1213184 River screenline. bridge crossing Limebank Road

New two-lane road between Bank Continuation of cross-town route between Earl Armstrong Road (2) New undivided two-lane rural road 2.00 New 8.17M 1755.69M N 2112174 Street and Hawthorne Highway 416 and Highway 417

Add an eastbound lane and westbound Widen from two to four lanes between Addresses local capacity, operational and Ottawa Road 174 (3) lanes from Trim Road to the urdan 12.80 Widening 77.14M 1832.83M N 1221174 Trim Road and the city limits safety issues boundary

Widen from four to six lanes between Widen divided four-lane urban arterial to Terry Fox Drive (2) Accommodates Kanata West Development 1.20 Widening 18.29M 1851.12M N 12111643 Campeau Drive and Palladium Drive a divided six-lane urban arterial