Volume 1 Environmental Project Report East Extension ( to ) Planning and Environmental Assessment Study

Prepared by: AECOM 302 – 1150 Morrison Drive 613 820 8282 tel , ON, Canada K2H 8S9 613 820 8338 fax www.aecom.com

In Association with: Parsons Houle Chevrier Engineering Ltd. and MMM Group

Project Number: 60323982

Date: March 2016 Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

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2016-03-22-Final East Lrt Epr-60323982 Signed

Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study Table of Contents page page VOLUME 1 3.3.4.3 Ottawa Transportation Master Plan 2013 ...... 3-6 1 Introduction ...... 1-1 3.3.4.4 Pedestrian Master Plan, 2013...... 3-8 3.3.4.5 Ottawa Cycling Plan, 2013...... 3-8 1.1 Project Context...... 1-1 3.3.5 Development Projects Within or Near the Study Area ...... 3-11 1.2 Project Background ...... 1-1 3.3.5.1 Blair Station to Green’s Creek ...... 3-11 1.3 Project Description ...... 1-1 3.3.5.2 Green’s Creek to Tenth Line ...... 3-11 3.3.5.3 Tenth Line to Trim Road ...... 3-11 1.4 Project Study Area ...... 1-2 3.3.5.4 Trim Road to Urban Boundary Limit ...... 3-11 1.5 Planning Context ...... 1-2 3.3.6 Heritage and Archaeological Resources ...... 3-13 1.5.1 National Capital Commission (NCC) ...... 1-2 3.3.6.1 Gloucester Township ...... 3-13 1.5.2 Province of ...... 1-3 3.3.6.2 Cumberland Township ...... 3-13 1.5.3 City of Ottawa Plans ...... 1-3 3.3.7 Noise ...... 3-13 1.6 Environmental Assessment Requirements ...... 1-5 3.3.8 Air Quality ...... 3-15 1.6.1 Provincial Requirements ...... 1-5 3.3.9 Views and Vistas ...... 3-16 1.6.2 Federal Requirements ...... 1-5 3.3.9.1 Information Collection Methodology...... 3-16 3.3.9.2 Natural and Man-Made Features ...... 3-16 2 Project Purpose and Need ...... 2-1 3.3.9.3 Visual Barriers ...... 3-16 3.3.9.4 Opportunities and Constraints ...... 3-17 2.1 Official Plan ...... 2-1 3.4 Transportation Environment ...... 3-17 2.2 Transportation Master Plan ...... 2-2 3.4.1 Road Network Overview ...... 3-17 2.2.1 2031 RTTP Network Concept ...... 2-2 3.4.2 Highway (Ottawa Road) 174 ...... 3-17 2.2.2 Affordable RTTP Network ...... 2-2 3.4.3 Existing Arterial Road Network ...... 3-20 2.2.3 Road Network ...... 2-3 3.4.4 Truck Routes ...... 3-20 2.2.4 Transit Issues ...... 2-3 3.4.5 Planned Road Improvements ...... 3-20 2.2.5 Traffic Issues ...... 2-4 3.4.6 Observed Traffic Volumes ...... 3-22 2.2.6 Future Travel Demand ...... 2-4 3.4.7 Operational Performance ...... 3-22 2.2.7 Transit Demand ...... 2-4 3.4.7.1 AM Inbound ...... 3-22 2.2.8 Auto Demand ...... 2-5 3.4.7.2 PM Outbound ...... 3-22 2.3 Additional Benefits of the East LRT ...... 2-5 3.4.8 Observed Travel Times ...... 3-22 3.4.8.1 AM Inbound ...... 3-27 3 Existing Environmental Conditions ...... 3-1 3.4.8.2 PM Outbound ...... 3-27 3.4.9 TRANS Simulated Performance ...... 3-27 3.1 Study Area Boundaries ...... 3-1 3.4.10 Transit Networks ...... 3-27 3.2 Methods of Investigation ...... 3-1 3.4.10.1 Overview ...... 3-27 3.4.10.2 Routes ...... 3-27 3.3 Social Environment ...... 3-1 3.4.10.3 Express Transit Routes...... 3-27 3.3.1 Administrative Boundaries ...... 3-1 3.4.10.4 Local Transit Routes ...... 3-27 3.3.2 Federal Land Use Policy ...... 3-1 3.4.10.5 Transit Ridership ...... 3-28 3.3.2.1 Plan for Canada’s Capital, 1999 (under revision) ...... 3-1 3.4.10.6 Park and Ride ...... 3-28 3.3.2.2 Master Plan, 2013 ...... 3-2 3.4.10.7 Planned Transit Improvements ...... 3-28 3.3.2.3 Assessment of Cumulative Effects of Transportation Infrastructure on 3.4.10.8 Clarence-Rockland Transit ...... 3-28 the National Capital Greenbelt ...... 3-2 3.4.11 Pedestrian Network ...... 3-28 3.3.3 Provincial Land Use Policy ...... 3-4 3.4.12 Cycling Network ...... 3-28 3.3.4 Municipal Planning Policies ...... 3-5 3.4.13 Rail Network ...... 3-28 3.3.4.1 City of Ottawa Official Plan, 2013 ...... 3-5 3.5 Infrastructure and Utilities ...... 3-28 3.3.4.2 Existing Land Use in Ottawa ...... 3-6

2016-03-16-Final East Lrt Epr-60323982 Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study Table of Contents page page 3.5.1 Water Services ...... 3-28 4 Alternatives ...... 4-1 3.5.2 Sanitary Sewer System ...... 3-29 3.5.3 Storm Sewer System ...... 3-29 4.1 174 Corridor Alternatives ...... 4-1 3.5.4 Subwatersheds and Water Crossings ...... 3-29 4.2 Transit Operation within the Corridor ...... 4-1 3.5.5 Hydro ...... 3-31 4.3 Connection Alternatives ...... 4-1 3.5.6 Gas ...... 3-31 4.4 Constraints ...... 4-6 3.5.7 Cable ...... 3-32 4.5 Evaluation Process ...... 4-6 3.5.8 Other Utilities ...... 3-32 4.5.1 Evaluation Criteria ...... 4-6 3.6 Economic Environment ...... 3-32 4.5.2 Weights ...... 4-7 3.6.1 Overview ...... 3-32 4.6 Impact Analysis of Alternative Alignments ...... 4-9 3.6.2 Community Profiles ...... 3-32 4.6.1 Social ...... 4-10 3.6.3 Business Establishments ...... 3-32 4.6.2 Transportation ...... 4-13 3.7 Natural Environment ...... 3-33 4.6.3 Infrastructure ...... 4-15 3.7.1 Aquatic Environment ...... 3-33 4.6.4 Costs ...... 4-16 3.7.2 Terrestrial Environment ...... 3-33 4.6.5 Biological ...... 4-17 3.7.2.1 Ecozones and Ecoregions ...... 3-33 4.6.6 Physical ...... 4-18 3.7.2.2 Animal Movement Corridors ...... 3-33 4.6.7 Concordance Matrix ...... 4-19 3.7.3 Designated Natural Heritage Features ...... 3-33 4.6.8 Sensitivity Analysis ...... 4-19 3.7.3.1 Significant Wetlands ...... 3-37 4.6.9 Sectional Analysis ...... 4-19 3.7.3.2 Significant Woodlands ...... 3-37 4.6.10 Reasoned Argument for the Preferred Hybrid Alignment Solution ...... 4-20 3.7.3.3 Areas of Natural and Scientific Interest (ANSIs) ...... 3-37 4.6.11 Refinements to the Preferred LRT Alignment ...... 4-20 3.7.4 Wildlife and Significant Wildlife Habitat ...... 3-37 4.6.12 Reasoned Argument for the Overall Recommended Plan ...... 4-26 3.7.5 Species at Risk ...... 3-39 4.6.13 Recommended LRT Alignment ...... 4-26 3.8 Physical Environment ...... 3-39 3.8.1 Geotechnical Conditions ...... 3-39 5 Maintenance and Storage Facility (MSF) ...... 5-1 3.8.1.1 Bedrock Geology ...... 3-39 3.8.1.2 Surficial Geology ...... 3-39 5.1 Description of LRT Service and MSF Need ...... 5-1 3.8.1.3 Esker Formation ...... 3-40 5.2 Alternative MSF Locations ...... 5-1 3.8.1.4 Groundwater Levels ...... 3-40 5.2.1 Site Characteristics ...... 5-1 3.8.2 Sourcewater Protection Area ...... 3-40 5.2.2 Facility Operations ...... 5-1 3.8.3 Slopes and Ravines ...... 3-40 5.2.3 Systems Operations ...... 5-2 3.8.3.1 Slope Setback Requirements ...... 3-45 5.2.4 Costs ...... 5-2 3.8.4 Groundwater Wells, Aquifer Vulnerability, and Septic Systems ...... 3-45 5.2.5 Site Locations ...... 5-2 3.8.5 Potential Contaminated Land ...... 3-45 3.8.5.1 Historical Land Use Inventory ...... 3-45 3.8.5.2 Historical and Active Landfills ...... 3-45 6 Preferred Alternative ...... 6-1 3.8.6 Fluvial Geomorphology ...... 3-48 6.1 Overview of the Preferred Alternative ...... 6-1 3.8.6.1 Methodology ...... 3-48 6.1.1 LRT Alignment ...... 6-1 3.8.6.2 Watersheds ...... 3-48 6.1.1.1 From Blair Station to ...... 6-1 3.8.6.3 Historical Assessment ...... 3-48 6.1.1.2 Montreal Road Station ...... 6-1 3.8.6.4 Land Use ...... 3-51 6.1.1.3 From Montreal Road to Trim ...... 6-1 3.8.6.5 Watercourse Considerations and Constraints ...... 3-51 6.1.1.4 Jeanne d’Arc Boulevard Station...... 6-2 3.8.6.6 Risk to Crossings ...... 3-51 6.1.1.5 Orléans Boulevard Station ...... 6-2 3.8.6.7 Crossing Risk to Watercourse and Aquatic Habitat ...... 3-51 6.1.1.6 Place d’Orléans Station ...... 6-3

2016-03-16-Final East Lrt Epr-60323982 Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study Table of Contents page page

6.1.1.7 Orléans Town Centre Station ...... 6-3 7.2.2 Construction Waste Management Plan ...... 7-4 6.1.1.8 Tenth Line Station ...... 6-3 7.2.3 Lighting Treatment Plan ...... 7-4 6.1.1.9 Taylor Creek Business Park Station ...... 6-4 7.2.4 Occupational Health and Safety Plan ...... 7-4 6.1.1.10 Trim Road Station ...... 6-4 7.2.5 Archaeological Assessment and Monitoring ...... 7-4 6.1.2 Special Trackwork ...... 6-4 7.2.6 Construction and Traffic Management Plan ...... 7-4 6.1.3 Electrical Substations ...... 6-4 7.2.7 Geotechnical Investigations ...... 7-4 6.1.4 Life Safety ...... 6-5 7.2.8 Erosion and Sediment Control Plan ...... 7-4 6.1.4.1 Emergency Access and Egress ...... 6-5 7.2.9 Environmental Protection Plan ...... 7-4 6.1.4.2 Communications ...... 6-5 7.2.10 Spills Response and Action Plan ...... 7-5 6.1.5 Public Art ...... 6-5 7.3 Site Specific Mitigation Measures ...... 7-5 6.1.6 Stations Elements ...... 6-5 7.3.1 Social Environment ...... 7-5 6.1.6.1 Station Entrances ...... 6-6 7.3.1.1 Public Communications Plan ...... 7-5 6.1.6.2 Accessibility ...... 6-6 7.3.1.2 Land Use ...... 7-5 6.1.6.3 Concourse ...... 6-6 7.3.1.3 Noise ...... 7-5 6.1.6.4 LRT Platform ...... 6-6 7.3.1.4 Vibration ...... 7-5 6.1.6.5 Bicycle Facilities ...... 6-6 7.3.1.5 Air Quality ...... 7-6 6.1.6.6 Bus Connection ...... 6-6 7.3.1.6 Landscape Plan ...... 7-6 6.1.6.7 Fare Collection ...... 6-6 7.3.1.7 Property Impact ...... 7-6 6.1.7 Runningway Elements ...... 6-7 7.3.2 Transportation ...... 7-7 6.2 Illumination ...... 6-7 7.3.2.1 Traffic Management, Access and Pedestrian Control Plan ...... 7-7 6.3 Drainage and Stormwater Management ...... 6-7 7.3.2.2 Transit Operations ...... 7-7 6.4 Capital Cost Estimate ...... 6-8 7.3.3 Infrastructure and Utilities ...... 7-7 6.5 Park and Ride Lots ...... 6-8 7.3.3.1 Stormwater Management Plan ...... 7-7 6.6 Project Implementation and Staging ...... 6-8 7.3.4 Natural Environment ...... 7-7 7.3.4.1 Assessment of Cumulative Effects of Transportation Infrastructure on 6.6.1 Planning/Pre-Construction ...... 6-8 the National Capital Greenbelt ...... 7-7 6.6.2 Construction ...... 6-9 7.3.4.2 Ecological Site Assessment ...... 7-8 6.6.2.1 Construction Impacts and Approaches ...... 6-9 7.3.4.3 Tree Conservation Report...... 7-8 6.6.2.2 Conversion of Existing ...... 6-9 7.3.4.4 Butternut Tree Survey and Management Plan ...... 7-8 6.6.2.3 Construction of New At-grade Segments and Stations ...... 6-9 7.3.4.5 Construction Timing Considerations ...... 7-9 6.6.2.4 Construction of Transition into the Median ...... 6-9 7.3.5 Physical Environment ...... 7-10 6.6.2.5 Construction of Access/Egress and Laydown Areas ...... 6-10 7.3.5.1 Management of Contaminated Materials ...... 7-10 6.6.2.6 Duration of Construction Activities ...... 6-10 7.3.5.2 Phase 2 Environmental Site Assessment ...... 7-10 6.6.2.7 Transit Operation during Construction ...... 6-10 7.3.5.3 Geotechnical Considerations ...... 7-10 6.6.3 Operations ...... 6-11 7.3.5.4 Pre-condition Survey for Vibration ...... 7-10 6.6.3.1 Operation ...... 6-11 7.3.5.5 Fluvial Geomorphology conditions ...... 7-10 6.6.3.2 Bus Operation ...... 6-11 7.3.5.6 Stray Current Assessment ...... 7-10 6.6.3.3 Transfer/Terminal stations ...... 6-11 6.6.3.4 Connecting Routes ...... 6-11 7.4 Monitoring ...... 7-10 7.5 Assessment and Evaluation Results ...... 7-11 7 Approach to the Assessment and Evaluation of the Preferred Alternative ...... 7-1 8 Future Commitments ...... 8-1 8.1 Property Acquisition ...... 8-1 7.1 Interactions ...... 7-1 8.2 Design Details ...... 8-1 7.2 Built-In Mitigation Practices ...... 7-1 8.3 Approvals ...... 8-2 7.2.1 Emergency Response Plan ...... 7-4

2016-03-16-Final East Lrt Epr-60323982 Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study Table of Contents page page 8.3.1 Federal ...... 8-2 List of Figures 8.3.1.1 Federal Land Use, Design and Transaction Approval ...... 8-2 8.3.1.2 Fisheries Act ...... 8-2 Figure 1-1: Eastern LRT Project Study Area ...... 1-2 8.3.2 Provincial ...... 8-2 8.3.2.1 Environmental Compliance Approval ...... 8-2 Figure 3-1: Green’s Creek/Blackburn Sector Implementation Strategies ...... 3-3 8.3.2.2 Permit-to-Take-Water (PTTW) ...... 8-2 Figure 3-2: Land Use ...... 3-7 8.3.2.3 Ontario Endangered Species Act ...... 8-2 Figure 3-3: Ottawa Pedestrian Plan ...... 3-9 8.3.2.4 Ontario Heritage Act ...... 8-3 8.3.2.5 Public Lands Act ...... 8-3 Figure 3-4: Ottawa Cycling Plan ...... 3-10 8.3.2.6 Conservation Authorities Act ...... 8-3 Figure 3-5: Development Properties within Study Area ...... 3-12 8.3.3 Municipal ...... 8-3 Figure 3-6: Archaeological Potential ...... 3-14 8.3.3.1 Temporary Encroachment Permits ...... 8-3 8.3.3.2 Road Modification Approval ...... 8-3 Figure 3-7: Typical Noise Levels ...... 3-15 8.3.3.3 Road Activity By-law Permits ...... 8-3 Figure 3-8: Visual Assessment ...... 3-18 8.3.3.4 Noise By-Law Exemption ...... 8-3 Figure 3-9: Study Area Transportation Network and Screenlines ...... 3-19 8.4 Monitoring ...... 8-4 Figure 3-10: City of Ottawa Existing Truck Routes ...... 3-21 8.5 Statement of Completion ...... 8-4 Figure 3-11: HWY 174 Traffic Volumes ...... 3-23 8.6 Modifying the Recommended Plan ...... 8-4 Figure 3-12: 2012 AM Inbound Screenlines, Assumed Capacities, and Modal Split ...... 3-24 9 Consultation ...... 9-1 Figure 3-13: Volume to Capacity – AM Inbound ...... 3-25 Figure 3-14: Volume to Capacity – PM Outbound ...... 3-26 9.1 The Consultation Approach ...... 9-1 9.1.1 Project Website ...... 9-1 Figure 3-15: Bridges and Culverts ...... 3-30 9.1.2 Notices ...... 9-1 Figure 3-16: Sensitivity Classification of Watercourses ...... 3-34 9.1.3 Notice of Commencement Consultation ...... 9-1 Figure 3-17: Terrestrial Resources ...... 3-35 9.2 Public Open Houses ...... 9-1 Figure 3-18: Natural Heritage Features ...... 3-36 9.3 City Council and Committee Meetings ...... 9-2 Figure 3-19: Potential Significant Wildlife Habitat ...... 3-38 9.4 Consultation Groups ...... 9-2 Figure 3-20: Bedrock Geology ...... 3-41 9.4.1 Agency Consultation Group ...... 9-2 Figure 3-21: Drift Thickness ...... 3-42 9.4.2 Business Consultation Group ...... 9-2 9.4.3 Public Consultation Group ...... 9-2 Figure 3-22: Surficial Geology ...... 3-43 9.5 Aboriginal Consultation ...... 9-3 Figure 3-23: Unstable Slopes ...... 3-44 9.6 Comments Received Since Public Events ...... 9-5 Figure 3-24: Location of Wells ...... 3-46 9.7 Notice of Completion Consultation ...... 9-5 Figure 3-25: Geomorphology ...... 3-49 Figure 4-1: LRT Alignment Alternatives (Blair to Montreal Road) ...... 4-2

10 Summary and Conclusion ...... 10-1 Figure 4-2: LRT Alignment Alternatives (Montreal Road through Greenbelt) ...... 4-2 Figure 4-3: LRT Alignment Alternatives (Greenbelt to Orléans Boulevard) ...... 4-3 11 References ...... 11-1 Figure 4-4: LRT Alignment Alternatives (Orléans Boulevard to Trim Road) ...... 4-3 12 Drawings ...... 12-1 Figure 4-5: North/South Alignment & Station Cross-section ...... 4-4 Figure 4-6: Median Alignment & Station Cross-section ...... 4-5 Figure 4-7: Eastern LRT Criteria Group Blended Weights ...... 4-7 Figure 4-8: Alternative Alignments for BRT and Proposed Alignment for East LRT ...... 4-22

2016-03-16-Final East Lrt Epr-60323982 Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study Table of Contents page page

Figure 4-9: Montreal Road with Median Station ...... 4-24 Table 7-1: Impact Assessment Approach ...... 7-1 Figure 5-1: Candidate MSF Sites ...... 5-3 Table 7-2: Existing Conditions Considerations ...... 7-1 Figure 5-2: Short List of Candidate MSF Sites ...... 5-6 Table 7-3: Project Phase Interactions with the Environment ...... 7-2 Figure 9-1: Algonquin Land Claim in the City of Ottawa ...... 9-4 Table 7-4: Assessment of Environmental Effects ...... 7-13 Table 9-1: Public Open Houses ...... 9-1 Table 9-2: Agency Consultation Group Meetings ...... 9-2 List of Tables Table 9-3: Business Consultation Group Meetings ...... 9-2 Table 9-4: Public Consultation Group Meetings ...... 9-2 Table 1-1: Summary of Changes in Planned Transportation Infrastructure ...... 1-4 Table 9-5: Summary of Comments Submitted Since Publication of Consultation Report Table 2-1: TRANS Projections – AM Peak Hour (average peak period demand) ...... 2-5 #3 ...... 9-5 Table 3-1: Ottawa Minimum Density Requirements (OP, 2013) ...... 3-5 Table 3-2: Leq,24hr Noise Levels ...... 3-15 Table 3-3: Air Quality Criteria for Pollutant Relevant to Roads ...... 3-15 List of Photos Table 3-4: City of Ottawa Road Classifications ...... 3-17 Table 3-5: Speed and Travel Times ...... 3-27 Photograph 3-1: Existing Berming Shefford Park Industrial Area ...... 3-17 Table 3-6: Storm Sewers Crossing HWY 174 (600 mm diameter or larger) ...... 3-29 Table 3-7: Existing SWMF along HWY 174/CR17 ...... 3-31 Table 3-8: Existing Culverts Crossing Under HWY 174 ...... 3-31 VOLUME 2 – Appendices Table 3-9: Businesses along HWY 174 ...... 3-32 Table 3-10: Description of Potential Areas of Slope Instability on HWY 174 in the Study VOLUME 2A Area ...... 3-40 Appendix A – Need and Justification Report Table 3-11: Significant land uses within and in proximity to the study area as identified in the HLUI ...... 3-47 Appendix B – Existing Conditions Report Table 3-12: Minor Watersheds and Subwatersheds ...... 3-48 Appendix C – Stage I Environmental Site Assessment Report Table 3-13: Geomorphology of the Watershed ...... 3-50 Table 3-14: Overview of Historical Subwatershed Changes ...... 3-51 VOLUME 2B Table 4-1: Criteria and Measurements ...... 4-8 Table 4-2: Vocabulary Used for Qualitative Assessments ...... 4-10 Appendix D – Evaluation Report Table 4-3: Analysis of Impacts on the Social Environment ...... 4-11 Appendix E – Noise and Vibration Report Table 4-4: Analysis of Impacts on Transportation ...... 4-13 Appendix F – Preliminary Geotechnical Considerations Table 4-5: Analysis of Impacts on Infrastructure ...... 4-15 Appendix G – Fluvial Geomorphology Report Table 4-6: Analysis of Impacts on Cost ...... 4-16 Appendix H – Consultation Table 4-7: Analysis of Impacts on the Biological Environment ...... 4-17 Appendix I – City Council and Committee Agendas and Dispositions Table 4-8: Analysis of Impacts on the Physical Environment ...... 4-18 Table 4-9: Concordance Matrix using Blended Weights ...... 4-19 Table 5-1: Site Screening ...... 5-4

2016-03-16-Final East Lrt Epr-60323982 Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

List of Acronyms

AADT ...... annual average daily traffic LRT ...... Light Rail Transit SARA ...... Species at Risk Act AAQC ...... Provincial Ambient Air Quality Criteria LRV ...... Light Rail Vehicle SGEC ...... Sir George Étienne Cartier (Parkway) AQI ...... Air Quality Index m ...... metre(s) SNC...... South Nation Conservation Authority ACG ...... Agency Consultation Group mg/m3 ...... milligrams per cubic metre SWM ...... Stormwater Management ACPDR ...... Advisory Committee on Planning, Design and mm ...... millimetre(s) SWMF ...... Stormwater Management Facility Realty mm/s ...... millimetres per second TDM ...... Transportation Demand Management ANSI ...... Area of Natural and Scientific Interest MAH ...... Ministry of Municipal Affairs and Housing TMP...... Transportation Master Plan AOO ...... Algonquins of Ontario MNRF ...... Ministry of Natural Resources and Forestry TOD...... Transit Oriented Development BBHBP ...... By-pass (formerly Ministry of Natural Resources) TPAP ...... Transit Project Assessment Process BCG ...... Business Consultation Group MOECC ...... Ministry of the Environment and Climate Change TPSS ...... Traction Power Substations BRT ...... Bus Rapid Transit (formerly Ministry of the Environment) TSP ...... Total Suspended Particulates CEAA ...... Canadian Environmental Assessment Act MSF ...... Maintenance and Storage Facility UCPR ...... United Counties of Prescott and Russell CO ...... carbon monoxide MTCS ...... Ministry of Tourism, Culture and Sport v/c...... ratio of traffic volume to roadway capacity COSEWIC...... Committee on the Status of Endangered Wildlife in MTO ...... Ministry of Transportation of Ontario VKT ...... Vehicle-Kilometres Travelled Canada NCC ...... National Capital Commission vph ...... vehicles per hour COSSARO ...... Committee on the Status of Species at Risk in NCR ...... National Capital Region YOY...... Young of Year Ontario NFPA ...... National Fire Protection Association CR ...... County Road NHIC ...... Natural Heritage Info Centre CRT ...... Clarence Rockland Transit NOx ...... nitrous oxides CWS ...... Canada-Wide Standards NSA ...... Noise Sensitive Areas dBA ...... decibels OCC ...... Operation Control Centre dbh ...... Diameter at Breast Height OCP ...... Ottawa Cycling Plan DFO ...... Department of Fisheries and Oceans OCS ...... Overhead Catenary System DND ...... Department of National Defence OMB ...... Ontario Municipal Board DSD ...... Development Services Department – City of Ottawa OP ...... Official Plan EA ...... Environmental Assessment OPP ...... Ottawa Pedestrian Plan EAA ...... Environmental Assessment Act (Ontario) OPA ...... Official Plan Amendment ECA ...... Environmental Compliance Approval OR ...... Ottawa Road ELC ...... Ecological Land Classification OWRA ...... Ontario Water Resources Act ESA ...... Endangered Species Act (Ontario) PCG ...... Public Consultation Group ESA ...... Environmental Site Assessment pcus ...... passenger car units (related to potential contamination) PFCC ...... Plan for Canada’s Capital ESR ...... Environmental Study Report POH ...... Public Open House EPR ...... Environmental Project Report ppb ...... parts per billion FLUDTA ...... Federal Land Use Design and Transaction pphpd ...... People per Hour in the Peak Direction Approval ppm ...... parts per million GHG ...... Greenhouse Gases PPV ...... Peak Particle Velocity GRA ...... Government Review Agencies PPS ...... Provincial Policy Statement ha ...... hectare(s) PSW ...... Provincially Significant Wetland HC ...... hydrocarbons PWQO ...... Provincial Water Quality Objectives HOV ...... High Occupancy Vehicle ROW ...... Right-of-Way HLUI ...... Historic Land Use Inventory RPAM ...... Real Property Asset Management – City of Ottawa km ...... kilometre(s) RSO ...... Revised Statute of Ontario km/h ...... kilometres per hour RTTP ...... Rapid Transit and Transit Priority LACAC ...... Local Architectural Conservation Advisory RVCA ...... Rideau Valley Conservation Authority Committee SAR ...... Species at Risk

2016-03-16-Final East Lrt Epr-60323982 Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Glossary

Agency Consultation Group (ACG) A group providing technical input to the Study Team consisting of High Occupancy Vehicle (HOV) Vehicles carrying a number of people which meets or exceeds a representatives from government agencies and approval bodies. minimum number for eligibility to used designated road lanes. Air Quality Index (AQI) A rating scale for outdoor air quality in Ontario. The lower the AQI, Individual Environmental Assessment Environmental assessment which requires submission to the the better the air quality. Minister of the Environment and Climate Change in accordance with the Environmental Assessment Act. Area of Natural and Scientific Interest An area identified by the Ontario Ministry of Natural Resources as (ANSI) having provincially significant representative ecological or Mitigation The elimination, reduction, or control of the adverse environmental geological features. effects of the project, including restitution for any damage to the environment caused by such effects through replacement, Alighting A term utilized in transit planning which refers to "getting off" or restoration, compensation, or any other means. disembarking from a bus or train. Modal share The ratio of the number of trips by a specific travel mode to the Alternative Solutions Alternative way of solving an identified need or addressing an number of trips by all modes. opportunity within the scope of an environmental assessment. Park and Ride Parking areas, usually located at transit stations that allow for Alternative Designs Alternative ways of implementing the preferred alternative solutions convenient transfer from private vehicles to transit. within the scope of an environmental assessment. Part II Order An order to comply with Part II of the Environmental Assessment Business Consultation Group (BCG) A group providing input to the Study Team consisting of Act (previously known as a Bump-up request). This is an appeal representatives from directly affected and interested businesses. process where a request is made to the Minister of the Environment Class Environmental Assessment A planning process approved under the Environmental Assessment and Climate Change requiring a proponent to comply with Part II of Act for a class or group of undertakings. Projects implemented the Environmental Assessment Act. under the Class EA process may be implemented without further Public Consultation Group (PCG) A group providing input to the Study Team consisting of EA approvals if they are undertaken in accordance with the representatives from directly affected Community Associations, approved process. interested community groups and individuals. Environmental Assessment (EA) A decision-making process used to promote good environmental Screenline An imaginary or real boundary line that crosses all major planning by assessing the potential effects of certain activities on transportation facilities in a corridor and allow travel demand and the environment. supply issues to be evaluated. These lines are typically drawn along Environmental Assessment Act In Ontario, the EA process is defined and legislated in the a feature (river or railway) that limits the number of crossing points. (Ontario) (EAA) Environmental Assessment Act (EAA). The purpose of the Act is to The “Split” A large four-way interchange between Highway 417, HWY 174 and provide for the protection, conservation, and wise management of the Aviation Parkway. Ontario’s environment. Transit Oriented Development (TOD) Development conveniently located close to transit encouraging Environmental Site Assessment (ESA) An investigation undertaken to identify existing and potential those living and/or working in the area to select transit as their environmental contamination of a site based on an assessment of preferred mode of transportation. past, present and adjacent land uses; a review of existing physical conditions; a review of government and agency records; and a Transportation Demand Management Strategies that encourage individuals to reduce the number of trips visual inspection of the site for signs of contamination and the (TDM) they make, utilize more environmentally-friendly travel modes, travel presence of hazardous material. outside of peak demand periods and reduce average trip length. Environmental Study Report (ESR) Documentation of the project in accordance with the requirements Transportation Master Plan (TMP) Municipal planning document which establishes infrastructure and of the Municipal Engineers Association Class Environmental program needs supporting policies for the regional transportation Assessment Process for Schedule “C” projects. system.

2016-03-16-Final East Lrt Epr-60323982 Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Executive Summary The planning design of the Confederation Line East Extension and the design of the widening of the western section of HWY 174 (between Blair and Trim) are interdependent. Accordingly, this study proceeded with both elements in a co-ordinated manner to achieve better design outcomes, ensure ES.1 Background efficiencies of scale, and maximize benefits to both the community and the environment.

On November 26, 2013, Council unanimously approved the City’s 2013 Transportation Master Plan ES.3 Evaluation of Alternative Alignments (TMP), which set out the City’s priority for transit and transportation infrastructure investments until the end of the planning horizon in 2031. Specifically, the TMP identifies transportation facilities and Three separate alternatives were developed that included both the implementation of LRT and the services that the City needs to support the Official Plan’s vision and growth management strategies. widening of HWY 174: These plans provide direction to the City’s day-to-day transportation programs, budgets and long- range financial plans by identifying transportation infrastructure, policies and programs. As part of what  Alternative 1 – North Side LRT: Construction of the LRT offset from the existing north it identified as the Affordable Rapid Transit and Transit Priority (RTTP) Network, the 2013 TMP edge of the highway, with highway widening to the median where width exists, otherwise included a significant vision for light rail transit (LRT) throughout the city called Stage 2. Building on widening to the south side of the existing highway; the Confederation Line project currently under construction, the Stage 2 LRT plan is a package of three  Alternative 2 – South Side LRT: Construction of the LRT offset from the existing southern extensions that together will extend LRT east, west and south in the city. The Confederation Line East edge of the highway, with highway widening to the median where width exists, otherwise Extension will extend LRT to Place d’Orléans in Orléans within the Affordable RTTP and ultimately to widening to the north side of the existing highway; Trim Road.  Alternative 3 – Median LRT: Construction of the LRT in the median of the highway, with The East LRT is within the Highway 174 (HWY 174) corridor. The United Counties of Prescott and highway widening into the median where there is space still available, and to the outside Russell in partnership with the City of Ottawa are the proponents of a Class Environmental Assessment in other areas (all widening is to the outside in areas where the median is insufficient to (EA) Schedule ‘C’ study for improvements to HWY 174 from the Highway 417 Interchange (the “Split”) accommodate the LRT). to the boundary of the City of Ottawa, and improvements to Prescott-Russell County Road 17 (CR17) from the boundary to County Road 8 (CR8/Landry Street) in Prescott-Russell. The method used to evaluate the alternative alignments is the Concordance Method. The Concordance Method involves the following steps: ES.2 Study Process 1. Describe existing conditions; The East LRT Study was conducted in parallel with the existing HWY 174/CR17 EA study to co- 2. Identify alternatives; ordinate information sharing, technical design work, and stakeholder consultation activities. Members 3. Identify evaluation criteria groups, indicators, and measurements; of the public, agencies and other interested persons were encouraged to participate actively in the 4. Assign weights; project by attending consultation opportunities or by contacting staff directly with information, 5. Analyze impacts of each alternative; comments or questions. Some initial planning and pre-consultation on the proposed East LRT was undertaken in the HWY 174/CR17 EA study. 6. Apply evaluation method; 7. Review evaluation results and select a preferred alternative. The East LRT and HWY 174-CR17 co-ordinated Studies: Twenty-two (22) criteria were identified and weights were assigned. The impact assessment was  Continued the existing HWY174/CR17 EA process to examine possible road widening in applied and the concordance method indicated that Alternative 3 - Median LRT option was the this corridor; preliminary preferred alternative overall.

 Considered LRT alignments and design alternatives for an eastward LRT extension from As part of the review, it was recognized that along the length of the corridor the various alternatives Blair Station, as well as potential interactions with HWY 174; and may potentially have conflicting results, with one alternative performing well at one end and not the  Maintained common stakeholder engagement and studies, while meeting Transit Project other. An overview assessment was undertaken to determine if a hybrid alignment that takes sections Assessment Process (TPAP) and Class EA requirements. from more than one alternative would be the overall best performing route. Refinements to the

2016-03-16-Final East Lrt Epr-60323982 i Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

alignment between and Montreal Road were investigated due to the costs for structures  Construct stations in the HWY 174 median at Montreal Road, Jeanne d’Arc Boulevard, including bridges and retaining walls and the costs of building suitable foundations for these structures. Orléans Boulevard, Place d’Orléans, Orléans Town Centre, east of Tenth Line Road and Other structural designs and other locations for the LRT to transition from the north side at Blair Station at Trim Road. into the median were reviewed and assessed. The Confederation Line East Extension included in the Affordable RTTP will include four new stations: Based on this review, a preferred alignment was developed that used the existing East Transitway Montreal Station, Jeanne d’Arc Boulevard, Orléans Boulevard, and the terminal station at Place through Blair interchange, climbed up the existing embankment to cross over the westbound lanes of d’Orléans, all of which will be located within the highway median. (Only the Orléans Boulevard station HWY 174 into the median near the existing bus bridge. The East LRT would then stay in the median is currently not served by the Transitway.) Additional stations will ultimately be constructed at: Orléans easterly to Trim Road. This preferred alignment provides advantages, including: Town Centre, east of Tenth Line Road and at the terminus of the line at Trim Road. (The Orléans Town Centre and east of Tenth Line Road stations are currently not serviced by the Transitway.) The  potential connections to a potential future LRT station (i.e., east of Gloucester High Recommended Plan also protects for a potential future station located in the median of HWY 174 east School); of Gloucester High School.  better connections and space for multi-use pathways on the north side from Blair Station to Montreal Road; ES.5 Maintenance and Storage Facility  improved subsurface conditions to support the structure into the median; An analysis of options for an LRT Maintenance and Storage Facility (MSF) was included within the  no impact to Hydro Ottawa infrastructure over HWY 174 at Montreal Road; scope of work for the Confederation Line East and West extensions. The need for, and size of,  bridge carrying the LRT into median located farther away from residences; additional facilities was identified to house and service (both light and heavy maintenance) the trains  opportunity to address deficiencies associated with HWY 174 pavement from east of Blair for Stage 2, including provisions for the ultimate requirement for the Confederation Line to carry a peak Road to Montreal Road and with structures carrying HWY 174 over Montreal Road, and; capacity of 24,000 passengers in the peak hour in the peak direction. The result of the analysis was  reduction in the overall capital costs. that no facilities were required within the study area of the East LRT, beyond a tail track for the East LRT. ES.4 Recommended Plan ES.6 Analysis of Environmental Effects The project includes 12.5 km of new electric light rail transit that will connect to the first stage of the Confederation Line at its eastern terminus, Blair Station. Seven stations are proposed, three of which The East LRT will be designed and implemented with the benefit of current planning, engineering, and will be new stations that have not been serviced via the Transitway previously. In general, the East environmental management practices with regard for the legislation, policies, regulations, guidelines LRT and ultimate highway widening can be accommodated in the existing road corridor with no and best practices of the day. Mitigation measures will be prescribed in the construction contracts and additional property required. specifications.

As a result of extensive investigation, the following LRT Alignment was carried forward as the Localized, site specific mitigation measures are summarized below: Recommended Plan:  noise walls to address future sound levels;  Follow the existing East Transitway, passing under Blair Road and the westbound off-ramp  pre-construction survey and installation of vibration reduction measures in susceptible using existing structures. areas;  Climb up the existing East Transitway embankment to a new structure to carry the East  landscaping and tree conservation plan to address vegetation impacts; LRT into the median;  stormwater management measures to address the quality and quantity of runoff;  Cross over the westbound lanes of HWY 174 and drop into a median, widened as needed  ecological site assessments for potentially significant wildlife habitats directly affected by to accommodate the LRT; construction;  Follow the median of HWY 174 through to the end of the East LRT at Trim Road;  SAR surveys and management, where identified;  construction timing restrictions for aquatic and terrestrial habitat where required;

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

 Phase 2 Environmental Site Assessment in areas of potential contamination; The following First Nations groups were also consulted during the three rounds of consultation and  measures to address impacts associated with in-water work to address issues with existing included in the Notices of Commencement and Completion for TPAP: infrastructure condition done at the same time as LRT construction.  Algonquins of Ontario Consultation Office; ES.7 Consultation  Algonquins of Pikwakangan;  Kitigan Zibi Anishinabeg First Nation; The planning and co-ordination of the infrastructure and the environmental mitigation requirements for  Métis Nation of Ontario. the project, in consultation with the community, has helped to ensure that the objectives of the City, the community, other approval authorities and stakeholders have been fulfilled. Aboriginal groups were sent copies of the public open house notices as part of the general mailing list.

There are currently no First Nations land interests in this study area and no concerns were identified Table ES-1 provides an overview of the public consultation program that has taken place throughout by the contacts. the study. This project is serving many inhabitants to the east of Ottawa’s core. As such, and because of the joint EA being done for the widening of the HWY 174/CR 17, each open house consisted of three sessions to ensure geographic fairness: one each in Orléans, Cumberland, and Clarence- ES.8 Summary and Conclusions Rockland. While the East LRT has the potential to have some negative effects on the human and biophysical environments in its vicinity, these effects can be sufficiently mitigated with prescribed design features Table ES-1: Overview of Public Open House Program and sound environmental management practices. Additional approvals that may be required as part of POH Date & Location Purpose the subsequent detailed design process, have been identified. By incorporating the mitigation measures identified, no “significant” adverse environmental effects are expected to prevail after 1 February 5, 2013 Prior to the LRT study commencing. Cumberland Village – Maple Hall mitigation. February 6, 2013 Existing conditions of the road corridor in which Orléans – Sir Wilfrid Laurier Secondary School the East LRT alignment is located were In accordance with the provisions of the Ontario Transit Projects Assessment Process, the study presented, as well as the need to protect for a February 7, 2013 results are documented in this Environmental Project Report (EPR), which will be made available for Clarence-Rockland – City Hall Council Chambers dedicated transit facility. 2 February 3, 2015 Existing Conditions and Planning Objectives; public review. Cumberland – R.J. Kennedy Community Center Need and Justification; Identification of February 4, 2015 Alternative Corridors; Corridor Evaluation Orléans – Bob MacQuarrie Recreation Complex Methodology. February 5, 2015 Clarence-Rockland – Guy Faubert Hall 3 April 20, 2015 Provide an overview of the preferred plan; focus Orléans – Community Pentecostal Church on functional design recommendations; April 21, 2015 introduce construction staging; and outline next Cumberland – R.J. Kennedy Community Center steps. April 23, 2015 Clarence-Rockland – Clarence Creek Arena

The Notice of Commencement for the TPAP process was published on November 23, 2015 and December 3, 2015. The Notice was also posted on the project website, emailed to the project contact list and mailed to property owners within 30m of the project.

Interested parties, government agencies, Aboriginal communities and the general public were given an opportunity to comment on the project for 120 days (to March 24, 2016). Comments received were considered and appropriate changes made to the EPR prior to issuing a Notice of Completion.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Co-locating the East LRT within the HWY 174 road corridor will have implications on the HWY 174 1 Introduction widening options; both projects will need to be co-ordinated and the planning work undertaken concurrently. For each proposed integrated solution (HWY 174 widening and East LRT), a 1.1 Project Context comprehensive review of environmental conditions and potential impacts will need to be assessed and evaluated to understand the impacts and tradeoffs associated with each solution. The City of Ottawa is the proponent of a Planning and Environmental Assessment Study to fulfill the requirements of Ontario’s Transit Project Assessment Process (TPAP) for the Confederation Line East Information on the HWY 174 corridor has been made available for the East LRT Planning and EA Extension (Blair Station to Trim Road) project in accordance with Regulation 231/08 under Ontario’s Study from the HWY 174 widening study, to avoid duplication of effort. Where necessary, this Environmental Assessment Act. information has been supplemented through on-site surveys and/or detailed studies.

This Environmental Project Report (EPR) will provide the background and an overview of the study 1.3 Project Description including the location and rationale for the proposed project; environmental assessment requirements; the existing and future social, transportation, infrastructure and utilities, economic, natural and physical Each alternative examined for the East LRT (Section 1), is being considered along the existing corridor conditions within the study area; an evaluation of alternative designs; the selection of a preferred of HWY 174. Currently this corridor provides four lanes of service to vehicles, and houses the BRT alternative; and an assessment of the effects of the proposed East Light Rail Transit (East LRT) system in designated bus lanes adjacent to traffic. HWY 174 passes through the Greenbelt east of alignment. Montreal Road, and through a scenic entry passing under the Sir George Étienne Cartier (SGEC) Parkway overpass. Subsequently HWY 174 passes under overpass structures at Jeanne d’Arc AECOM, in association with Parsons, MMM Group (MMM) and Houle Chevrier Engineering (HCEL) Boulevard, Orléans Boulevard, Champlain Street and Tenth Line Road, before terminating at an at- were retained to undertake this study. grade intersection with Trim Road. There are ramp structures at each overpass except for Orléans Boulevard (no access) and Trim Road (at-grade access). 1.2 Project Background Within the study area there are existing BRT stops at Montreal Road, Jeanne d’Arc Boulevard, Place On 26 November 2013, Council approved the 2013 Transportation Master Plan (TMP) that identifies d’Orléans, and Trim Road. Stations are located on the north side of HWY 174 for westward BRT, and the Stage 2 Light Rail Transit (LRT) proposal. A significant component to this is the project to extend the south side of HWY 174 for eastward BRT. the Confederation Line east to Orléans. The East LRT project limits extend from Blair Station to Trim Road. The City has initiated the Planning and Environmental Assessment (EA) study in accordance Following construction of Stage 1 of the Confederation Line to Blair Station, the East LRT extension with the Province of Ontario’s Transit Projects Assessment Process (O. Reg. 231/08). will provide light rail service further east to an interim terminal at Place d’Orléans station and, ultimately, to Trim Road. This extension of the Confederation Line will see the introduction of new stations at The 2013 TMP envisions the East LRT facility along the (HWY 174) corridor. Within Orléans Boulevard, Brisebois Crescent/Mockingbird Drive (hereon referred to as Orléans Town this road corridor, a multi-jurisdictional EA Study is currently underway on a proposed widening of the Centre), and Tenth Line Road, in addition to the existing BRT stations, which will increase local HWY 174 and County Road 17 (CR17), extending from the Highway 417/174 Split to Landry Road neighbourhood connectivity to rapid transit. (CR8) in the United Counties of Prescott and Russell (UCPR). The alignment, technology and design of the East LRT detailed in subsequent sections have been The East LRT (Blair to Trim) Planning and Environmental Assessment Study will focus on the planned to be compatible with the Confederation Line technology. The East LRT will allow for improved implications of changing from the existing Transitway or Bus Rapid Transit (BRT) to LRT technology, transit operations by separating transit from other traffic, and provide increased transit capacity needed developing and evaluating alternative designs for the project, including LRT alignment, station to meet forecasted ridership on this segment of the City’s rapid transit network to the year 2031 and locations and configurations, and multimodal connections. The study will also assess the impact of the beyond. project on the natural and socio-economic environment. This EA Study considers work undertaken previously by the City of Ottawa, the Ministry of Transportation of Ontario (MTO) and the National Figure 1-1 illustrates the proposed LRT alignment and station locations as identified in the 2013 TMP, Capital Commission (NCC) such as the Official Plan (OP), the Greenbelt Master Plan Review, the as well as the study area that is the focus of this EPR. Transportation Master Plan (TMP) of the City of Ottawa and EA studies in and adjacent to the Study Area.

1-1 Environmental Project Report Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Figure 1-1: Eastern LRT Project Study Area A Strategic Transportation Initiative for Canada’s Capital Region, 2005: This document describes the NCC’s interest in being involved in the planning and design of transportation infrastructure, recognizing that there are federal interests in terms of planning sustainable cities and transportation networks beyond federal land and infrastructure ownership. It acknowledges the predominant role of the automobile and that this will likely continue for many years. However, it notes that issues of pollution, congestion, noise and safety mean that continued expansion of the transportation network is not feasible in the long-term. These issues have impacts on health and quality of life. The strategies described in this document, of interest to transportation infrastructure in the Greenbelt, include NCC support for the following:

 public transit and roadway network upgrades and rapid transit systems;  transportation management measures, including public transit and alternative modes;  designation of a core network of strategic regional and interprovincial rapid transit systems and roadways;  a sustained and integrated approach to urban transportation funding; and  identification of principal routes and gateways to the Capital region and the core area.

The Greenbelt Master Plan, 2013 provides specific policy directions to guide the National Capital 1.4 Project Study Area Commission (NCC) in the planning, development, management, preservation and evolution of the Greenbelt. The 2013 Greenbelt Master Plan is an update to the 1996 plan, reflecting changes in urban The study area includes the HWY 174 corridor from Blair Station to Trim Road. With the LRT and road development since the previous plan, as well as the directions for its future as expressed through widening sharing the same corridor, a co-ordinated approach to both EA studies is required to achieve recent community and stakeholder consultations. The final revised Greenbelt Master Plan was an optimal solution for the HWY 174 road corridor, while minimizing environmental impacts and overall approved in November 2013 and will be reviewed every 10 years to ensure the continued protection construction costs. This study area builds upon the corridor identified in the City of Ottawa 2013 TMP of the Greenbelt. and will allow consideration of alternative road and transit alignments that will satisfy the EA as reasonable alternatives. These limits may be adjusted as necessary to comprehensively identify the Consultations on the 1996 Greenbelt Master Plan revision held in 2009 brought certain concerns to influences on, and the effects of the undertaking as options are developed. light with regard to transportation impacts on the Greenbelt. Road and infrastructure expansion were viewed as major impacts to Greenbelt lands. Should they occur, road widening is preferred to new corridors. This Plan established the importance of enhancing public transit, walking and cycling access 1.5 Planning Context to the Greenbelt, and the clear establishment of the location of future LRT stations and associated parking facilities within the Greenbelt. Recognized planning documents such as the City’s Official Plan and Transportation Master Plan provide a foundation for the EA processes by defining municipal policies and describing anticipated The Greenbelt Master Plan (2013) seeks to protect natural systems, agriculture, and opportunities for growth areas and associated infrastructure requirements. The EA study uses this information along outdoor recreation and education. The plan aims to contribute to sustainability and quality of life in the with more site-specific data to examine problems and opportunities as well as alternatives. National Capital Region. The Plan notes that the facilities accommodated within the Greenbelt must operate and perform sustainably, and in harmony with natural, cultural and social features. 1.5.1 National Capital Commission (NCC) The 2013 Greenbelt Master Plan notes that successful transportation constitutes more than moving The NCC manages federal lands in the National Capital Region including the National Capital people swiftly between destinations. Rather, it is a key component of the Capital experience, providing Greenbelt. HWY 174 passes adjacent to and through the Greenbelt between Blair Road and the travellers with the opportunity to enjoy and explore the diversity of natural environments and settings. community of Orléans. The following work by the NCC is relevant to this EA Study: The Plan indicates that transportation infrastructure alignments should avoid severing the most vulnerable Core Natural Areas and habitats, and that land removals and disturbance of adjacent habitats should be minimized. The NCC will promote and give preference to sustainable, safe, and

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

active transportation infrastructure that is consistent with the vision, roles, goals, and policies as New development proposed on adjacent lands to existing or planned corridors and transportation outlined in the Plan. facilities should be compatible with, and supportive of, the long-term purposes of the corridor and should be designed to avoid, mitigate or minimize negative impacts on and from the corridor and Policies related to transportation further discourage the placement of park-and-ride facilities within the transportation facilities. Greenbelt, and give priority to transport demand management measures which include sustainable low-carbon and non-carbon transportation initiatives over measures that create more capacity for Highway 417 from Highway 416 easterly to Anderson Road, Transportation Environmental vehicles. Study Report, 2007: As noted earlier, the MTO undertook projects in the 1990s for improvements to HWY 174 and CR17 when those roadways were part of the provincial highway network. Those studies A joint study between the NCC and the City of Ottawa – the Assessment of Cumulative Effects of concluded that widening was needed. In 2007, a Transportation Environmental Study Report for 26 Transportation Infrastructures on the National Capital Greenbelt – developed and implemented a km of Highway 417 through Ottawa was provided for public review and subsequently received cumulative effects framework and made recommendations for the study of future transportation environmental clearance. The recommended plan included four lanes in each direction from the split projects. westerly to and three lanes in each direction from the split easterly to the new interchange at . In addition, the recommended plan modified the connection between The Eastern LRT was not planned at the time of the review and is therefore not included in the HWY 174, Highway 417 and St. Laurent Boulevard to improve traffic flow in this area. To date, the assessment specifically. Hunt Club interchange has been constructed and is operational, the widening has been completed from to HWY 174 along with the modification to the connection to St. Laurent 1.5.2 Province of Ontario Boulevard. Two westbound lanes on HWY 174 continue onto Highway 417 while the third lane exits to St. Laurent Boulevard and the Highway 417 eastbound ramp. The weaving movement from westbound The Provincial Policy Statement (PPS), issued under Section 3 of the Planning Act, provides policy Highway 417 to St. Laurent Boulevard has been eliminated. direction on matters of public interest related to guiding growth and development in Ontario. The PPS allows for appropriate development while protecting resources of provincial interest, public health and 1.5.3 City of Ottawa Plans safety, and the quality of the natural environment. The Planning Act states that planning decisions “shall be consistent with” policy statements issued under the Act. The PPS 2014 policies set out the In July 2012, Council’s approval of the Statement of Work to review and update the Transportation government’s land use vision for how we settle the landscape, create built environments, and manage Master Plan, Ottawa Pedestrian Plan and Ottawa Cycling Plan included a motion directing the new land and resources over the long term to achieve livable and resilient communities. The 2014 PPS Transportation Master Plan assess the feasibility and priority of a rapid transit rail solution to Orléans includes the following with particular regard to transportation systems: at the earliest opportunity. Specifically, the motion directed staff to “fully assess the feasibility and relative priority of rapid transit investment in the east and develop an option to provide a rapid transit  a co-ordinated and integrated approach to planning shall include other levels of rail solution to Orléans at the earliest opportunity, respecting the affordability model established with government, agencies and boards; the 2011 Long Range Financial Plan for Transit and that this work inform the 2013 Transportation  planning for infrastructure should be co-ordinated with land use planning so that they are Master Plan Update.” financially viable over the life cycle and available to meet current and projected needs;  efficient use shall be made of existing planning infrastructure including the use of The City of Ottawa’s Official Plan (OP), 2013, provides the policy framework that guides its physical transportation demand management where feasible; development to the year 2031. The OP sets direction for the Transportation Master Plan (TMP),  infrastructure should be viewed in the context of a multi-modal transportation system; 2013, by expressing Council’s strategic policies on transportation, such as transit modal split targets.  land use patterns should give consideration to active transportation modes; and The TMP enhances the OP’s policy framework and describes the infrastructure and transportation  major goods movement facilities and corridors shall be protected for the long term. networks needed. The plan for intensification and increased population densities is designed to focus on giving priority to public transit and to integrate transportation and land use. When planning for corridors and rights-of-way for significant transportation and infrastructure facilities, consideration will be given to the significant resources in Section 2 of the PPS: Wise Use and The TMP sets goals to transform Ottawa’s transit system. Recommended actions include expanding Management of Resources. These include the protection of natural heritage, water, agricultural, the rapid transit and transit priority network and integrating these facilities into the community. Actions mineral and cultural heritage and archaeological resources for their economic, environmental and may include encouraging quality development close to rapid transit stations; making rapid transit social benefits to Ontario’s long-term prosperity. stations convenient, comfortable and accessible to all users including pedestrians and cyclists; and

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

meeting or exceeding municipal, provincial, and federal guidelines and legislation for people with Table 1-1: Summary of Changes in Planned Transportation Infrastructure disabilities. 2031 Transportation Network The Transportation Vision developed for the TMP states that: Transit/Road Updated 2013 TMP Updated 2013 TMP Infrastructure Previous 2008 TMP (Affordable) (Ultimate) “In 2031, Ottawa’s transportation system will enhance our quality of life by supporting social, East Transitway BRT LRT LRT environmental and economic sustainability in an accountable and responsive manner.” (Blair Rd to Trim Rd interim bus shoulder lanes on to Place d’Orléans extended to Trim Rd via HWY 174) HWY 174 Cumberland BRT Transit Priority Corridor BRT The TMP emphasizes twelve strategic elements that are essential to achieving this transportation Transitway ( and Blackburn extended to Frank Kenny vision. (Blair Station to Hamlet By-pass (BBHBP)/Brian Trim Rd) Coburn Blvd) HWY 174 Widen to 6 lanes Not included in the Affordable Widen to 4 lanes 1. 7. Reduce automobile dependence Deliver cost-effective services (Jeanne d’Arc to Split) Network (City boundary to Trim) 2. Meet mobility needs 8. Measure performance Widen to 6 lanes 3. Integrate transportation and land use 9. Protect the public interest (Trim to Split) 4. Protect public health and safety 10. Provide adequate and equitable funding Brian Coburn Blvd New 2-lane arterial New 2-lane arterial New 2-lane arterial (Frank Kenny Rd to Navan Rd) (Mer Bleue Rd to Navan Rd) (Frank Kenny Rd to Navan Rd) 5. Protect the environment 11. Co-operate with other governments Navan Rd Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes 6. Enhance the economy 12. Lead by example (Mer Bleue Rd to BBHBP) (Brian Coburn Blvd to BBHBP) (Mer Bleue Rd to BBHBP) Blackburn Hamlet Widen to 6 lanes Not included in the Affordable Widen to 6 lanes The successful implementation of an expanded rapid transit and transit priority (RTTP) network will Bypass (Innes Rd to Navan Rd) Network (Innes Rd to Navan Rd) Old Montreal Rd Not included in the 2008 TMP Not included in the Affordable Widen to 4 lanes include LRT and BRT facilities in addition to the on-road transit priority measures. The 2013 TMP notes Network (Trim Rd to edge of urban the City’s strategic approach to expanding its RTTP network in response to future transportation needs boundary) and towards the goal of achieving an ultimate RTTP network. Innes-Walkley-Hunt New 4-lane arterial Not included in the Affordable New 4-lane arterial Club Link (Hunt Club at 417 to Innes Rd) Network (Hunt Club at 417 to Innes Rd) Trim Rd - Frank Re-align/widen to 4 lanes (Portions of Trim widening New 4-lane arterial: Frank The TMP recommends the use of the average hourly traffic during the peak period (rather than the Kenny Rd (Brian Coburn Blvd to N Service completed) Kenny Rd Extension peak hour traffic) to plan future infrastructure as well as to prioritize capital projects. The TMP also Rd) (realigned Trim Rd to south of describes the use of best practices for establishing capital project estimates. The purpose of this Innes Rd) approach is to limit future infrastructure investments to those that are reasonably affordable for the City to fund, and to limit growth in automobile use. In doing so, the TMP provides an RTTP Network The City of Ottawa’s Cycling Plan (OCP), 2013, is a long-term strategy to strengthen and support Concept outlining all desired transit connections, as well as an RTTP Affordability Network that outlines cycling within the city. It identifies a comprehensive cycling network and supportive operational the prioritized and budgeted transportation projects. This has resulted in fewer planned roadway activities, and recommends policies to guide cycling facility planning, design, implementation and infrastructure projects compared to the previous 2008 TMP. Table 1-1 provides a summary of the maintenance. The Plan has as a vision to develop a city-wide, connected network of cycling facilities notable changes in the planned transportation infrastructure within the study area. actively used by all types and ages of cyclists to meet their transportation needs. The 2013 Plan identifies a target for city-wide cycling mode share in 2031 of 8% inside the Greenbelt and 5% city- Included in Annex A-1 of Appendix A are relevant maps from the 2013 TMP. wide.

The Ottawa Pedestrian Plan (OPP), 2013, aims to make walking year-round a viable, comfortable and realistic means of travel and an integral part of the transportation system in Ottawa. To achieve its vision, it provides guidelines for targeted improvements and recognizes achievements in improving walkability since the 2009 Pedestrian Plan.

The Pedestrian Plan has set targets for increased levels of pedestrian activity by 2031. The Plan includes development and definition of proposed projects to expand Ottawa’s pedestrian network by

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completing high-priority missing links, providing pedestrian linkages in TOD areas and adding new Commission (NCC) owns land in the area and has been involved throughout the study process. More multi-use pathways to the network. information on the Canadian Environmental Assessment Act can be found at: www.ceaa.gc.ca.

The Plan defines the current City priorities for links to transit, schools and parks. Regardless of The proposed project may also require approval through the Federal Land Use, Design and population or employment, ensuring good walking facilities to promote safe trips to parks and schools Transaction Approvals (FLUDTA) process under the National Capital Act. This includes staff and to encourage the use of rapid transit is a main priority. In the determination of project priority, the involvement and presentations to the NCC’s Advisory Committee on Planning, Design and Realty city valued facilities which connect to transit or rapid transit stations, and transit intensive corridors. (ACPDR). The FLUDTA process will examine all aspects of the proposal that affect federal land.

The 2013 Pedestrian Plan includes a map that measures walkability of all areas within the city’s urban boundary. Given its comprehensive scale, the walkability map can act as a tool for guiding the focus for improvements to the walking realm. Areas with low walkability could be used as candidates for improvements to community infrastructure or improvements to the mix of land uses.

Walkability around HWY 174 is higher at the eastern and western extents of the study area, with a walkability gap in the center. Between the Split and Trim Road there are no proposed sidewalks or affordable multi-use pathway structures identified within the Plan. The need to provide for pedestrian access to LRT station locations may provide an opportunity to improve walkability in parts of the study area, with key linkages identified for consideration as part of other projects.

1.6 Environmental Assessment Requirements

1.6.1 Provincial Requirements

In June of 2008, the Transit Projects Regulation (Ontario Regulation 231/08) was created to guide public transit projects through approval. The process requires public sector proponents to assess the impacts of their project, identify mitigation measures, undertake consultation and make available information or documentation completed for the pre-planning work which led to the selection of the recommended plan for the transit project.

In accordance with Ontario Regulation 231/08 (O.Reg. 231/08) this Environmental Project Report (EPR) has been completed and made publicly available. As part of the assessment process, the EPR will be placed on public record for comment and review prior to Ministry of Environment and Climate Change (MOECC) approval. If there are concerns of provincial interest that cannot be resolved, a written objection may be made and sent to the Minister of the Environment and Climate Change for consideration.

1.6.2 Federal Requirements

Federal Canadian Environmental Assessment Act (CEAA) requirements are unlikely to be triggered based on the 2012 CEAA legislation. However, if federal lands are required, environmental impact assessments/evaluations may be required by the federal department or authority to ensure that there are no significant adverse environmental effects caused by the project. The National Capital

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

users to transit and stimulate transit oriented development, both of which will be necessary to achieve 2 Project Purpose and Need the significant increases in transit contemplated in the OP.

The East LRT project is being undertaken as a component of the City of Ottawa transit system in Maintaining Environmental Integrity accordance with the OP and TMP policies. This section discusses the need for rapid transit in the study area. The Need and Justification Report is provided in Appendix A.  Air quality will be supported by a transportation system that emphasizes transit, walking and cycling, and by policies that protect forests, wetlands and other natural environment areas.  Provincially and locally significant wetlands and forests will be conserved. 2.1 Official Plan  The City will preserve natural features and the integrity of natural systems by directing land use The City of Ottawa Official Plan, 2013 (OP) and its supporting Master Plans provide a vision of future and development in a way and to locations that maintain ecosystem functions over time. growth for the City and sets the policy framework to guide its physical development over the plan  Greenspaces will be valued and protected for their environmental, cultural heritage, recreational, horizon to the year 2031. The OP serves as a basis for, and provides guidance on, a wide range of educational and aesthetic qualities. municipal activities by pursuing strategic directions in four key areas. The East LRT will address these strategic directions in the following manner: The East LRT will contribute improved air quality by providing a competitive, attractive alternative to automobile trips. Managing Growth Creating Liveable Communities  The City will manage growth by directing it to the urban area where services already exist or where they can be provided efficiently.  The City will provide opportunities to increase the supply of affordable housing throughout the rural  The City will continue to support growth in Villages to enhance their vitality, with provision for Village and urban areas. expansion where it is economically feasible and environmentally sound.  Growth will be managed in ways that create complete communities with a good balance of facilities  Growth in the urban area will be directed to areas where it can be accommodated in compact and and services to meet people’s everyday needs, including schools, community facilities, parks, a mixed-use development, and served with quality transit, walking and cycling facilities. variety of housing, and places to work and shop.  will be a vibrant mix of thriving economic and cultural activities within a setting  The City will provide for a wide range of rural and urban economic activities in suitable locations. that celebrates the unique qualities of both the City and the National Capital.  The design of the city, the maintenance of greenspace and the high quality of life will enhance the attractiveness of the City for business development. The East LRT will support growth in areas designated within the urban boundary, by providing fast,  Familiar landscapes and heritage buildings will be maintained despite ongoing change. reliable, comfortable service which is an attractive alternative to the automobile and supplying  Rural communities will continue to be valued for their distinct economies and lifestyles. increased transportation network capacity necessary to support increased development densities in  Attention to design will help create attractive communities where buildings, open space and designated areas. transportation work well together.

Providing Infrastructure  The process of community building in the urban and rural area will be open and inclusive.  Agricultural lands will be preserved for future generations and mineral resources will be protected  A transportation system that emphasizes transit, walking and cycling will be built. for extraction.  Public water and sanitary wastewater facilities will be provided to reinforce the City’s commitments to a compact urban area and safe and healthy communities. The implementation of LRT will encourage transit-oriented development within established  Development in the rural area will be primarily on the basis of private individual services where they neighbourhoods, focusing towards densification and infill of lands rather than expanding further are safe and environmentally sound. outwards. There are significant opportunities along the corridor to achieve transit-oriented development, such as Canotek Business Park, St. Joseph Boulevard, Orléans Town Centre, Place The East LRT corridor will introduce high quality, high capacity rapid transit to the east end of the City d’Orléans, and Taylor Creek Business Park. The availability of these sites combined with the benefits within the urban area. Implementing this and other rapid transit projects at an early stage will attract auto of transit will create long-term transit ridership and support more compact and mixed-use developments at each of these locations.

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2.2 Transportation Master Plan along an established corridor will enhance ridership and will encourage desirable shifts to travel by transit. The City of Ottawa is expecting substantial growth in population and employment by 2031, with new residents and workers placing considerable pressure on its transportation system. The City’s 2.2.1 2031 RTTP Network Concept population is projected to grow about 23% from 2011 to 2031 with 79% of that growth predicted to occur in urban areas outside the Greenbelt. The number of jobs is projected to grow about 24% from The 2013 TMP identifies an expected growth rate in peak period transit trips by 2031, and the 2031 2011 to 2031, with 72% occurring in the inner area and suburbs. RTTP Network Concept was developed to both accommodate the growing demand and provide a level of service that will attract it. While the entire network concept may not be fully implemented by 2031, it Computer-based modeling software used in the TMP update projected how future travel demand in is important for the City to protect lands that would be required for this eventual implementation, such the morning peak hour on a typical weekday could change as a result of population and employment as through the transfer of transit corridor rights of way as a part of planning application approvals, or growth. The demand projection process estimated future growth in passenger travel demand by all the purchase of surplus lands such as railway ROW and utility corridors as they become available. modes in Ottawa’s morning peak period, finding that total passenger travel demand is expected to grow from 455,000 person-trips in 2011 to about 601,000 person-trips in 2031. This increase of 32% The Confederation Line East Extension (from Blair Station to Trim Road) is identified as part of the is more than the population growth of 23% over the same period. 2031 Rapid Transit Network in the City’s TMP (Appendix A, Annex A-1), and as such is considered a transit project in accordance with Ontario Regulation 231/08 Transit Projects and Metrolinx To reflect Ottawa’s growth management principles and the related transportation vision, the TMP aims Undertakings. for the highest level of future transit usage that can reasonably be achieved during commuter peak periods. The target for 2031 is set at 26%, meaning that 26% of all person-trips made using motorized 2.2.2 Affordable RTTP Network modes during peak hours would be by transit, and 59% by automobile. The remaining portion is divided between walking (10%) and cycling (5%). The 2013 TMP recommends the implementation of a subset of the 2031 RTTP Network Concept, called the Affordable RTTP Network (Appendix A, Annex A-1) that will provide as many of the identified These percentages highlight the importance of Ottawa’s downtown in achieving the overall transit benefits as possible within the City’s projected funding envelope. These projects were strategically target. With substantial planned improvements to transit service downtown and limited planned selected to maximize gains in transit ridership within available funds. increases to road capacity, transit’s share of the travel market will continue to increase. High transit ridership to, from and within the inner suburbs is expected to continue. The Affordable RTTP network includes both LRT and BRT projects. Instead of phasing these extensions over time to 2031, a single project, called Stage 2, is proposed that will extend LRT to the The successful implementation of an expanded rapid transit and transit priority network, including the west (from Tunney’s Pasture to Baseline and Bayshore Stations), south (from to East LRT, will be a critical element in achieving these transit objectives. The TMP develops a strategic Bowesville Station), and to the east (Blair Station to Place d’Orléans Station) by 2023, well in advance approach to expanding its RTTP network with the subsequent action items: of the previous schedule proposed in the 2008 TMP.

 implement the Affordable RTTP Network by 2031, while protecting opportunities to develop The East LRT is envisioned to provide fast, reliable and high capacity transit service between Place the 2031 RTTP Network Concept (Appendix A: Annex A-1); d’Orléans and downtown Ottawa and reduce bus vehicle-hours (and thus operational costs). The  provide walking and cycling opportunities along and across rapid transit corridors; estimated cost to implement the East LRT facility, according to the TMP, is $500M from Blair to Place  encourage quality development close to rapid transit stations; d’Orléans. The cost estimate to extend the East LRT from Place d’Orléans to Trim Road is $305M,  make rapid transit stations convenient, comfortable and accessible to all users including and is not included in the Stage 2 Affordable RTTP Network. pedestrians and cyclists; and The eastern extension of the Confederation Line to Orléans proposed in the 2013 TMP is based on  meet or exceed municipal, provincial, and federal guidelines and legislation for people with several factors described below. disabilities;

 Currently, the Orléans community exhibits high transit use during weekday peak periods, The East LRT is a key component of the recommended interconnected system of rapid transit with 25% of all motorized trips in the morning peak period being made by transit. This figure corridors. The Corridor offers significant opportunities for compact, mixed-used, and transit oriented increases to 62% for trips to downtown; development in the vicinity of stations. Providing an efficient, reliable and safe rapid transit system

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 Given the constraints in road capacity, rapid transit is essential for meeting future travel  Transitway Route 94 – provides frequent all-day service along Blair and Innes Road demand; (similar to the future Cumberland Transitway route) through downtown allowing local route connections at major stations and stops;  While, from a business case perspective, LRT has a higher initial capital cost than BRT, it offers a greater potential for operating and maintenance savings over the longer term.  Express Routes – a series of routes provide peak period service on a limited stop basis Savings accrue from longer infrastructure life spans, longer vehicle replacement cycles and allowing residents a more direct route to and from downtown and the Transitway station reduced throw-away costs when corridors are converted from BRT to LRT. Lower per east of downtown; passenger-km operating costs, and the ability to repurpose existing bus hours spent on the  Local Routes – a series of routes provides all-day service connecting points within Orléans highway to providing more service within local communities in Orléans provides added allowing for more local trip making and augmenting other services. Convenient connections benefit. LRT also has the advantage of buffering the City from potential fluctuations in diesel to Transitway routes are made primarily at Place d’Orléans station; fuel costs.  Limited Service Routes – several low frequency routes provide additional service for In accordance with the goal to protect lands that would be required for this eventual implementation of special trip connections or events. These routes augment the other routes in the area; the 2031 RTTP Network Concept, the East LRT EA will plan for the entire Confederation Line extension  Clarence-Rockland Transit (CRT) which provides a limited regional transit service within from Blair Station to Trim Road. the corridor, primarily focused on weekday peak period trips between Clarence-Rockland and downtown Ottawa. 2.2.3 Road Network While these routes provide good coverage and a mix of services matching current needs there are The TMP points to the need to build new roads or widen some existing ones to avoid unacceptable some issues with service frequency and reliability, including the impact of pinch points along HWY 174 levels of congestion. For HWY 174 specifically, the TMP identifies the following road network projects at several locations (e.g., on/off-ramps) where buses must interact with general purpose traffic. that are required to address local capacity, operational and safety issues: Unplanned incidents (e.g., traffic collisions) on the roadway can impact transit service, reducing the advantages that dedicated lanes provide in terms of travel speed and reliability.  widening HWY 174 from four to six lanes between Highway 417 and Trim Road; and  widening HWY 174 from two to four lanes between Trim Road and the City boundary. Transit operating costs are increasing as additional buses and drivers are required to support ridership. Work undertaken as part of the TMP Update has estimated substantial operational cost savings These facilities are not included in the affordable network plan, however co-ordination between the through extension of LRT. A considerable number of bus kilometres are expended outside Orléans, East LRT EA and the ongoing HWY 174/CR17 widening EA is required to identify and assess a either on the highway or the Transitway. Conversion of the shoulder bus lanes from Blair to Place functional design that can accommodate both facilities. d’Orléans, and eventually Trim, will reduce the number of bus-kilometres operated and provide a higher quality service. 2.2.4 Transit Issues While the current express bus system provides a good quality “one-seat ride” to/from downtown, which The urban areas east of Blair Station, primarily Orléans, are served by a number of Transitway, express has greatly contributed to the existing high peak period transit modal share to/from Orléans, the and local routes, used to provide a combination of peak period services focused on the downtown and resultant transit network is heavily focused on peak period, peak direction service. This network does connections within the local community. The routes provide frequent peak period service focused on not sufficiently support counter-peak/off-peak travel needs and the objective of the City of Ottawa to the major bus terminal at Place d’Orléans and the HWY 174 shoulder lanes used as a BRT route to use its rapid transit network (particularly LRT corridors) to help focus and reshape land use and travel move buses efficiently to the current eastern terminus of the Transitway at Blair Station where they patterns. For those accessing current Transitway routes at stops along the HWY 174, facilities are travel on the bus-only facility into the downtown core. basic and do not provide for an attractive experience for people who choose to take transit. The implementation of the first phase of LRT, between Blair and Tunney’s Pasture will require that the Service is provided by the following routes and services: existing bus service be modified to terminate at Blair Station. This will be a major change for people travelling to and from Orléans. Passengers will be required to transfer at Blair Station from bus to LRT  Transitway Route 95 – provides frequent all-day service along HWY 174 and the for westbound trips and from the LRT to buses for the eastbound trip. While adequate space has been Transitway through downtown allowing local route connections at major stations; provided at Blair Station to facilitate these transfers, as ridership grows and additional services are added, the operation at Blair will become more congested and less reliable. Extending the line will

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

prevent this issue from building over time, and provide a high level of service in line with increased West of Trim Road and east of Blair Road, HWY 174 has two lanes for vehicles in each direction. In transit usage. addition, buses operate on a widened shoulder, allowing them to by-pass much of the congestion in the peak periods, thereby increasing the average speed of transit trips to make them more competitive 2.2.5 Traffic Issues with automobile travel times.

Previous work undertaken as part of the HWY 174/CR 17 Widening EA study has indicated a Generally, the AM and PM traffic was found to be stable between Trim Road and the Jeanne d’Arc significant issue with roadway congestion through the study area, particularly in the section through Boulevard interchange with v/c ratios less than 0.70 due to the metering effect of the traffic signal which the East LRT would operate. Furthermore, the findings from previous In-Service Road Safety control at Trim Road. Between Jeanne d’Arc Boulevard and Montreal Road, HWY 174 is currently Review Studies (ISRSRs) revealed opportunities for safety improvements within the Corridor. congested in both the AM and PM peak period with v/c ratios greater than 0.90 and 1.00 respectively.

With regard to safety of the urban freeway section of the HWY 174 Corridor (west of Trim), the most Between the Highway 417 split and Blair Road, traffic on HWY 174 was found to be generally recent ISRSR, 2009, considered conditions between the split of the HWY 174/Highway 417 and Trim congested. The AM inbound v/c ratio is currently approaching 0.90, with travel speeds less than 30 Road. The following observations were noted: km/h. Inbound traffic benefits from the lane increase from two to three lanes west of Blair Road; however only two lanes continue to Highway 417. The PM outbound v/c ratio is greater than 0.90, and  merge and diverge locations associated with interchange ramps identified as areas with speeds were between 30 km/h and 80 km/h. Outbound traffic has a lane reduction from three to two more collisions; lanes east of Blair Road, further contributing to congestion on HWY 174.  some cross-median collisions occurred;  there were more fatal collisions than expected at the Montreal Road and Jeanne d’Arc In summary, the existing traffic conditions summarized herein indicate that there is a problem with Boulevard interchanges; traffic congestion through many parts of the study area. As the City’s TMP encourages the promotion  injury collisions were over-represented at the Blair Road interchange; of public transit and has set an aggressive transit modal share target, new transit infrastructure will be  Blair Road interchange is identified as the area with the greatest potential for safety required to help address the prevailing traffic congestion on area roadways. improvement; and  property damage only (PDO) collisions were over-represented at the Trim Road 2.2.6 Future Travel Demand intersection. TRANS is the joint technical committee on transportation systems planning in the National Capital A more recent assessment of the collision history within the freeway section of the Corridor, also Region. The TRANS travel demand forecasting model is used to predict travel patterns in the future, included as part of the related road widening EA, revealed that there were 830 collisions on the urban including transit ridership/modal shares and auto demands. The model is maintained, enhanced and freeway section of the HWY 174 (west of Trim) within the three year period prior to 2012, and of these, updated by TRANS based on the most recent data available for use in strategic transportation planning 586 were on the freeway, 54 along the ramps and 190 were at ramp terminal intersections. studies. It is used as the basis for many of the transit and road infrastructure projects identified in the TMP. The review of traffic volumes and travel times indicated that there is a problem with traffic congestion through many parts of the study area. Congestion is noted to occur in both the AM and PM peak hours 2.2.7 Transit Demand within the HWY 174-CR 17 Corridor, with major hotspots located between Place d’Orléans and Jeanne d’Arc Boulevard, and between Blair Road and Montreal Road. As part of the HWY 174/CR 17 Widening Based on analysis of recent (September, 2012) data provided by OC Transpo, west of Place d’Orléans EA study, traffic data were obtained and used to calculate volume to capacity (v/c) ratios for HWY 174- transit ridership is approximately 12,000 persons per direction, per day, with about 4,000 persons CR17 Corridor, as well as a number of competing routes such as Montreal Road-St. Joseph Boulevard, travelling in the peak direction (inbound to downtown) during the weekday morning peak hour. West Innes Road, Sir George-Étienne Cartier (formerly Rockcliffe) Parkway, and others. Note that although of Trim Road, ridership is 1,500 persons per direction per day (with 575 persons travelling in the peak the TMP no longer makes specific reference to a target volume-to-capacity ratio (as an indicator of a direction during the weekday morning peak hour. road to accommodate the traffic demand), a v/c ratio in excess of 0.90 is considered indicative of unstable flow, and a v/c ratio exceeding 1.0 is characterized by excessive delay and queuing. The 2013 TMP network analysis indicates that ridership on an enhanced BRT or LRT (which are functionally similar in terms of priority, average operating speed and capacity) in the HWY 174 corridor Highway (Ottawa Road) 174 will result in a transit demand of approximately 5,000 people per hour in the peak direction (west of

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Place D’Orléans), with approximately 2,200 net new transit riders expected during the weekday In reviewing the model projections, there is a notable increase in auto travel demand across each of morning peak period. This level of demand is within the capacity of a 2-car Confederation Line train the three screenlines from year 2011 to 2031. There are no, or only minor, increases in road capacity running every 6 minutes (10 trains/hour). Additional work is required to determine expected ridership crossing Green’s Creek and Bilberry Creek as part of the Baseline Scenario (i.e., only currently (boardings and alightings) by station, including anticipated transfer volumes. committed road and transit projects) compared to existing. Note that both of these screenlines are projected to be operating at the v/c ratio exceeding 0.90 at 2031 for this scenario, indicating a clear 2.2.8 Auto Demand need for either reduced auto travel demand or additional roadway capacity. The extension of the LRT east of Blair Road combined with the widening of the HWY 174 Corridor, both of which are associated Transportation planners examine transportation need using forecasted trips across a “screenline”, with the Preferred Scenario, result in lower v/c ratios across both the Green’s Creek and Bilberry Creek which is an imaginary or real boundary used to evaluate travel demand and supply issues. For this screenlines, with the performance at Green’s Creek still slightly over 1.0. particular EA, the relevant screenlines include Green’s Creek, Bilberry Creek, and Frank Kenny Road. While the Frank Kenny Screenline is located east of the study area, it is considered useful for assessing 2.3 Additional Benefits of the East LRT the percentage of demand that is arriving from areas outside the City and therefore more challenging to shift to public transit. In addition to the reasons previously described, transportation is recognized as a critical element of the development and success of the economy of an area. Business and institutions consider the TRANS model traffic projections for autos, representing conditions in the AM peak period at the three transportation network when they locate and when they expand. The provision of a safe, reliable, and subject screenlines, were provided by the City of Ottawa and are summarized in Table 2-1. Note that efficient transportation network is important for the transportation of people and products and for the the volumes represent the average hourly auto demand during the 2.5 hour peak period, and therefore quality of life for employees and customers. should be considered slightly lower volumes than would be experienced during just the peak hour. The distinction between peak hour and average hourly volume during the peak period was introduced as A congested road system generates lost time for travellers as they are not able to move at a free-flow part the 2013 TMP, with the implication of this change being that the design hour volumes for the speed. This project provides an opportunity to increase transit ridership, thereby removing cars from majority of the city roads will be lower than in previous TMPs, and thus there will be less pressure to the road. As more commuters use transit, the flow of traffic improves and lost time for individuals is increase roadway capacity. thereby reduced for both transit and automobile users alike. Congestion also has a negative effect on pollution as internal combustion engines emit greenhouse gases. By reducing the idling time related to congestion on the roads in the study area, greenhouse gas emissions can be reduced. Table 2-1: TRANS Projections – AM Peak Hour (average peak period demand) Active transportation infrastructure enhancements could be included as part of this project. There is Green’s Creek Bilberry Creek Frank Kenny an opportunity to construct additional pedestrian and cycling facilities along the East LRT and to Notes Screenline #16 Screenline #45 Screenline #46 provide connections between local communities. This will not only improve the performance of the 2011 TRANS Volume 9,512 6,179 2,224 Existing conditions transportation network, but will provide accessible health and environmental benefits for nearby Model Capacity 8,800 8,000 7,800 residents Projections V/C ratio 1.08 0.77 0.29 2031 TRANS Volume 10,739 7,871 3,678 Baseline Scenario assumes a number of There are a number of major land parcels in Orléans that are ready for development or intensified Model committed projects including development that would benefit from a direct connection to the Confederation Line. Extending LRT Projections Capacity 8,800 8,400 10,200 Confederation Line LRT, Highway 417 eastward from Blair would serve to capitalize on current investments in the Confederation Line. [Baseline widening, Trim Road widening and St. Scenario] V/C ratio 1.22 0.94 0.36 Joseph Boulevard widening. Development opportunities adjacent to, or integrated with, LRT stations would benefit/be attractive from the presence of the transportation network envisioned in the 2013 TMP. 2031 TRANS Volume 10,897 7,681 3,880 Preferred Scenario assumes those Model projects identified in the TMP as the Projections Network Concept including the extension Capacity 10,600 11,600 9,800 [Preferred of LRT to Place d’Orléans, widening of Scenario] the HWY 174 Corridor between the Split V/C ratio 1.03 0.66 0.40 and Clarence-Rockland, etc.

Source: Road Network Development Report, City of Ottawa (September 2013)

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3 Existing Environmental Conditions The general methodology involved the following elements:

The Existing Conditions Report (Appendix B) summarizes the studies and investigations undertaken  the submission of requests for data, drawings and reports to affected agencies; to document the existing transportation, social, physical and biological conditions of the study area,  contacting and meeting with affected parties as required; which encompasses the HWY 174 corridor between the split and Trim Road. The existing conditions  consolidating, reviewing and analyzing relevant material for each element; represent the baseline information for the corridor against which the potential environmental effects of  conducting air photo interpretation and field verification as required; the project are assessed. Data was collected and analyzed for key environmental parameters in order  identifying elements or criteria that could be considered potential evaluation criteria; and to:  preparing a draft baseline report to be reviewed by all participants to ensure thoroughness, reliance and reflectivity of agencies and public interests.  provide an understanding of existing conditions;  identify major constraints that will contribute to the development of alternatives; Specific methods of investigation are discussed in further detail in the respective sections, and further  allow for future predictions of how the proposed project may cause these environmental in-depth in the full report. This section will provide an overview of the methods and findings contained conditions to change; in the Existing Conditions Report (Appendix B).  allow for future predictions of how adverse effects can be mitigated and beneficial effects enhanced; and  provide a basis for designing monitoring programs. 3.3 Social Environment

3.3.1 Administrative Boundaries 3.1 Study Area Boundaries The social environment encompassing the study area is comprised of diverse components. The The study area boundaries (Figure 1-1) are not rigidly defined. Instead they remain flexible to components relate to several factors both influencing and influenced by the use and interactions of accommodate the extent of potential environmental effects associated with the particular people. environmental feature being described. This is because some potential environmental effects may be localized, such as noise, whereas others, like the movement of people may have broader implications  There are 4 Municipal Wards and several Community Associations that encompass or are outside of a restricted geographical boundary. in the immediate vicinity of the study area.  Surrounding lands are owned by various levels of government and private proprietors. Some components will require examination of a broader area beyond these limits to address  Planning policies are determined by three levels of government, namely, the Federal environmental impacts, operational issues, and to co-ordinate with relevant ongoing studies and Government (National Capital Commission), the Province of Ontario, and the City of projects. Where broader study area boundaries have been used, they have been identified in context. Ottawa.  Land use planning designations in the Study Area are a combination of residential, 3.2 Methods of Investigation commercial, institutional, recreational, open space and natural features.

The Existing Conditions Report was prepared by a multidisciplinary team of land use planners, 3.3.2 Federal Land Use Policy biologists, geologists, archaeologists, cultural landscape planners, transportation planners, municipal engineers, and experts in air quality, noise and vibration. This team of specialists collected, 3.3.2.1 Plan for Canada’s Capital, 1999 (under revision) consolidated, reviewed and screened available information with a view towards establishing the basis for development, analysis and evaluation of alternative solutions. The Plan for Canada’s Capital (PFCC) is the federal government’s lead policy statement on the physical planning and development of the National Capital Region (NCR). It provides the general The inventory considered available background material and where necessary, supplemented this orientation and policies for all federal lands in the NCR. The last version of the document, adopted in information through on-site surveys and/or detailed studies. The inventory is of sufficient detail to 1999, is currently being revised. enable the analysis and evaluation of alternative transportation solutions, designs, and mitigation measures.

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The vision for the NCR is as “a place where city and nature meet”. Among the key objectives stemming and St. Joseph Boulevard. The pathway continues south along the Greenbelt. Two “views” have also from this vision is the protection of the Greenbelt, which is crossed by the study corridor. The been identified along the HWY 174. document’s planning concept defines the Greenbelt as “a diverse rural mosaic of farms, working forests, natural areas, research establishments and recreational areas” that provides “rural-related The Greenbelt Master Plan presents a series of Sector Plans. Within this series are actions and visitor attractions, farm vacations, interpretation areas and an extensive network of recreational guidelines intended to assist users in the interpretation of the Land Designations and Experience pathways”. Network Elements envisioned for the lands. The Sector Plans also outline implementation strategies for specific areas and sites, including Sector 7 – Green’s Creek (Figure 3-1). The Plan identifies sector 3.3.2.2 Greenbelt Master Plan, 2013 specific initiatives with early NCC engagement in the planning process including projects such as the widening of HWY 174. The Greenbelt Master Plan, 2013, provides specific policy directions to guide the National Capital Commission (NCC) in the planning, development, management, preservation and evolution of the The protection and enhancement of the visual quality of the Scenic Entry Route along HWY 174 has Greenbelt. The 2013 Greenbelt Master Plan is an update to the 1996 plan, reflecting changes in urban been identified as a guideline/action within the Plan. Additionally, farmland to the north of HWY 174 development since the previous plan, as well as the directions for its future as expressed through has been identified as having potential for sustainable agriculture with the potential for opportunity of recent community and stakeholder consultations. The final revised Greenbelt Master Plan was establishing a farmstead partnership. Best management practices and restoration of stream/riparian approved in November 2013 and will be reviewed every 10 years to ensure the continued protection areas to meet provincial and federal standards have also been identified as guidelines and actions for of the Greenbelt. the Sector Plan.

The Greenbelt Master Plan (2013) aims to protect natural systems, agriculture and opportunities for Further objectives for the corridor include efforts to conserve features and functions of core natural outdoor recreation and education. The plan seeks to contribute to sustainability and quality of life in areas and promotion of Green’s Creek Core Natural Area as a Visitor Destination. the Capital. The Plan notes that the facilities accommodated within the Greenbelt must operate and perform sustainably, and in harmony with natural, cultural and social features. 3.3.2.3 Assessment of Cumulative Effects of Transportation Infrastructure on the National Capital Greenbelt Within the 2013 Greenbelt Master Plan it is noted that successful transportation is comprised of more than simply moving people swiftly between destinations; it is also a key component of the Capital The Joint Study for the NCC and City of Ottawa on cumulative effects of transportation infrastructure experience, providing travellers with the opportunity to enjoy and explore the diversity of the natural on the Greenbelt was completed in 2012. It developed and implemented a cumulative effects environments and setting. The Plan indicates that transportation infrastructure alignments should avoid framework and made recommendations for the study of future transportation projects. severing the most highly vulnerable Core Natural Areas and habitats, and that land removals and disturbance of adjacent habitats should be minimized. The NCC will promote and give preference to Thirty projects (transit and roads) within and/or adjacent to the Greenbelt were identified over the sustainable, safe and active transportation infrastructure that is consistent with the vision, roles, goals planning horizon to 2031 based on the recommendations of the 2008 Transportation Master Plan and and policies as outlined in the Plan. Council motions. Two categories of projects were defined, with Category 1 projects having the greatest potential contribution to cumulative effects, especially within Core Natural Areas and Natural Area Policies related to transportation give priority to transport demand management measures with priority Linkages. At the conclusion of the study, the City and the NCC reviewed the rationale and status of given to sustainable low-carbon and non-carbon transportation initiatives over schemes that create each project and determined the final categories to be assigned. more capacity for vehicles. At the time of the Joint Study, the East LRT extension was not an identified project; however the The Greenbelt Master Plan, 2013 Concept Plan identifies HWY 174 as one of seven Capital Arrival & widening of HWY 174 was included. The widening of HWY 174 through the Greenbelt was considered Scenic Entry Routes, a major route to and from the NCR that should be designed to enhance the visitor a Category 1 project. As such, its environmental assessment requires incorporation of measures that perception and experience of the Capital. The views from the Highway 417 along the eastern approach minimize, compensate or off-set contributions to cumulative effects on the Greenbelt, particularly the are representative of agricultural and natural landscapes. The Plan identifies one Visitor Destination elimination/ minimization of adverse effects in the Green’s Creek Core Natural Area. The study of in the vicinity of the 174: Green’s Creek (Toboggan Hill) Natural Area. The creek can be explored along HWY 174 widening also needed to consider its contribution to the transportation needs of the region a Greenbelt Recreational Pathway that follows alongside it. From the , the pathway within the sustainability and affordability framework of the City and how the project might contribute to meanders southward and crosses HWY 174 on the SGEC Parkway overpass. The pathway meets up both prevent fragmentation of Greenbelt landscape connectivity. with a small NCC visitors parking lot located to the southwest of the intersection of SGEC Parkway

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Figure 3-1: Green’s Creek/Blackburn Sector Implementation Strategies

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The widening of HWY 174 was thought to contribute to cumulative effects on the Greenbelt specifically  significant built heritage resources and significant cultural heritage landscapes shall be under the goals of preserving and/or enhancing ecological function and preserving community benefits. conserved; Specific issues involved:  transportation systems should be provided which are safe, energy efficient, facilitate the movement of people and goods, and are appropriate to address projected needs;  Connectivity of natural area linkages;  connectivity within and between transportation systems should be maintained and, where  Connections to regional natural corridors; possible, improved including connections that cross jurisdictional boundaries;  Ecological resilience related to vehicle movements;  transportation and land use considerations should be integrated at all stages of the  Widenings across Greenbelt Pathways; planning process; and  Effects on the Greenbelt experience due to vehicle movements;  Viewscapes affected by road widening; and  land use patterns, densities and mix of uses should be promoted that minimize the length  Need for additional right-of-way through agricultural lands. and number of vehicle trips and support the development of viable choices and plans for public transit and other alternative transportation modes, including commuter rail and bus. The Joint Study identified the direct losses of area within the Green’s Creek Core Natural Area as the most significant issue for the widening of HWY 174. No impact to the crossing of Green’s Creek itself The 2014 PPS includes the following points with particular regard to transportation systems. was anticipated.  A co-ordinated and integrated approach to planning shall include other levels of In the Joint Study, the City and the NCC recognized the need to minimize adverse cumulative effects government, agencies and boards. on the Greenbelt. The overall goal of City-NCC collaboration on projects affecting the Greenbelt was  Planning for infrastructure should be co-ordinated with land use planning so that they are defined as protecting the integrity of Greenbelt natural areas and ecosystems while providing financially viable over the life cycle and available to meet current and projected needs. transportation infrastructure that addresses the need for a balanced and affordable transportation  Efficient use shall be made of existing planning infrastructure including the use of network with choice and alternatives for all users. transportation demand management where feasible.

 Infrastructure should be viewed in the context of a multi-modal transportation system. 3.3.3 Provincial Land Use Policy  Land use patterns should give consideration to active transportation modes. The Provincial Policy Statement (PPS), 2014 issued under Section 3 of the Planning Act, provides  Major goods movement facilities and corridors shall be protected for the long term. policy direction on matters of public interest related to guiding growth and development in Ontario. The PPS provides for appropriate development while protecting resources of provincial interest, public When planning for corridors and rights-of-way for significant transportation and infrastructure facilities, health and safety, and the quality of the natural environment. The Planning Act states that planning consideration will be given to the significant resources in Section 2 of the PPS: Wise Use and decisions “shall be consistent with” policy statements issued under the Act. The PPS 2014 policies set Management of Resources. These include the protection of natural heritage, water, agricultural, out the government’s land use vision for how we settle the landscape, create built environments, and mineral and cultural heritage and archaeological resources for their economic, environmental and manage land and resources over the long term to achieve livable and resilient communities. The social benefits to Ontario’s long-term prosperity. policies that are applicable are as follows: New development proposed on adjacent lands to existing or planned corridors and transportation facilities should be compatible with, and supportive of, the long-term purposes of the corridor and  a co-ordinated and integrated approach should be taken when dealing with planning matters within municipalities, across lower, single, and/or upper-tier municipal boundaries, should be designed to avoid, mitigate or minimize negative impacts on and from the corridor and and with other orders of government, agencies and boards; transportation facilities.

 co-ordinate planning matters with Aboriginal communities;  infrastructure should be provided in a co-ordinated, efficient and cost-effective manner to accommodate projected needs;  consideration should be given to significant environmental resources and natural features and areas shall be protected for the long-term;

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3.3.4 Municipal Planning Policies The Plan sets minimum density requirements (Table 3-1), defined as people and jobs per gross hectare, for the following locations included in the study area. 3.3.4.1 City of Ottawa Official Plan, 2013 Table 3-1: Ottawa Minimum Density Requirements (OP, 2013) On November 2, 2013 unanimously passed the Official Plan Amendment #150, as well as the Infrastructure Master Plan, Transportation Master Plan, Ottawa Cycling Plan, and the Ottawa Pedestrian Plan. Designation 2006 Density Minimum Target Density 2031 Blair 174 Mixed Use Centre 93 200 The City of Ottawa Official Plan, 2013 (OP) and its supporting Master Plans provide a vision of future Mixed Use Centre 53 120 growth for the City and sets the policy framework to guide its physical development over the plan Orléans Town Centre 48 120 horizon to the year 2031. The OP serves as a basis for, and provides guidance on, a wide range of municipal activities. HWY 174 is considered a public utility and municipal service in the OP and as such, is generally permitted in all land use designations. Land use designations for the lands adjacent to HWY 174 are One of the key concepts of the Official Plan with respect to transportation is the accommodation of the described in the following paragraphs. “movement of people during the morning and afternoon peak period”. A clear objective of the OP is “a substantial increase in the use of public transit and where possible reduced dependence upon the Within the Urban Policy Area, HWY 174 crosses two former town centres now designated Mixed-Use automobile use throughout the day…Planning for walking, cycling and transit means sharing roads Centre in the OP. Mixed-Use Centres and Town Centres “occupy strategic locations on the Rapid and other public spaces among all users and managing the supply of parking so that enough is Transit Network and act as central nodes of activity within their surrounding communities and the city provided without negatively affecting transit use”. as a whole. These centres are a critical element in the City’s growth management strategy, being areas with potential to achieve high densities and compact mixed-use development oriented to rapid transit”. The share of travel by sustainable modes is targeted at 50% of the total trips in the city projected by A broad variety of transit-supportive land uses are permitted and encouraged in this designation 2031, an increase from the 2011 level of 45%. To achieve this target, a substantial increase in travel including offices, large institutional, retail, entertainment and community recreation as well as high and by transit will be required, since transit will be providing a larger share of trips and trips will increase medium density residential. overall as the population grows. The first mixed use centre is Gloucester Centre, which includes a shopping centre and office City Council has adopted a complete streets policy in order to balance the multiple roles of roads and complexes in the northeast and southwest corners of the 417/Blair Road interchange. The second is to offer safety, comfort and convenience to all users, including pedestrians, cyclists and transit users. Orléans Centre, located at the southern end of Champlain Street, which includes Place d’Orléans The City will protect corridors for the Rapid Transit Network and develop the network of existing and Shopping Centre, lower-intensity retail to the east and west of the Shopping Centre, and also medium- proposed corridors, which operate on grade-separated, fully exclusive rights-of-way such as light rail rise apartments. The Orléans Mixed Use Centre maintains its designation as a Town Centre in the OP. corridors, as well as segregated lanes within a road right-of-way. A third Mixed-Use Centre, Cyrville, is located just to the west of the HWY 174/Highway 417 “Split” outside of the study area which includes an office development node as well as some medium density Greater details of the transportation policy framework and goals are described in the Ottawa TMP and residential at the Cyrville Transit Station. St. Laurent Shopping Centre, a Major Urban Facility is located related sections below. just west of the Split, outside the study area, and nearby the Cyrville Mixed Use Centre.

HWY 174 crosses the Urban Policy Area within the confines of the study area. The divider between HWY 174 crosses three major designated Employment Areas. The first is located at the Split (St. the Urban and Rural Policy Areas lies just east of the community of Orléans, generally just beyond Laurent), another along the eastern edge of the Beacon Hill North community (Canotek Park), and the Trim Road. Within the designated urban area, growth is directed to locations with significant last at the eastern boundary of Orléans (Taylor Creek). Employment Areas are designated in part by development potential, specifically those designated Central Area, Mixed-Use Centres Mainstreets, their ability to accommodate jobs and are strategically located to have access to 400 series highways and Town Centres and the Community Core in Riverside South. These areas are located on the Rapid and multi-lane arterials. The Employment Area designation permits a variety of industrial and Transit Network as defined on Schedule D. Many of these designations are located adjacent to the employment-generating uses, such as warehousing and distribution, manufacturing, communications, HWY 174 study area. storage, construction, office, institutional, and research and development uses.

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Lands located within the boundary of the NCC Greenbelt, adjacent to HWY 174 are designated Natural There are several natural environmental features along the study area. There is a small forested area Environment Area, Greenbelt Rural and Agricultural Resource Area. Limited low-intensity, agricultural, and stormwater management feature located at the Split. Between Blair Road and the Greenbelt recreational and conservation uses are permitted and exist in these areas. Boundary, the southern edge of HWY 174 borders the Greenbelt and Green’s Creek natural and recreational areas. Finally, at the eastern edges of Orléans, HWY 174 passes through some natural The majority of lands within the adjacent residential communities along HWY 174 are designated open spaces and wetlands on the edge of the Ottawa River. General Urban Area. The General Urban Area designation permits the development of a full range and choice of housing types with a combination of conveniently located employment, retail, service, East of Orléans, HWY 174 passes into the rural area of the study area. Beyond Orléans, HWY 174 cultural, leisure, entertainment and institutional uses to meet the demand of the community. veers north and follows the Ottawa River to the boundary of the city. In between, it crosses the Village of Cumberland, as well as a mix of rural and agricultural lands. At the eastern edge of the Urban Policy Area, adjacent to HWY 174 is the Cardinal Creek Urban Expansion Study Area, which was brought into the City of Ottawa’s Urban Boundary in 2013 for 3.3.4.3 Ottawa Transportation Master Plan 2013 development. This designation “contributes to the provision of sufficient urban land to support the residential demands of the projected population to 2031”. The 2013 Ottawa Transportation Master Plan contains several policies and guidelines which are relevant to the project. The Plan builds on the work of previous plans carried out in 2003 and 2008. The study area also includes some lands designated Major Open Space. This designation includes The Plan classifies HWY 174 as a city freeway in the urban road network, from the Split to a few lands that are large parks, open space corridors along the Ottawa River, parkway corridors and kilometers east of Trim Road, after which it turns into an arterial road until the City’s boundary. On city corridors reserved for rapid-transit and major roads. Land uses and activities that do not adversely freeways, direct access to adjacent lands is prohibited, while on arterial roads, direct access to impact the natural, environmental, cultural and open characteristics of the area are permitted in this adjacent lands is possible. designation. The Transportation Master Plan outlines the goals to transform Ottawa’s transit system. Beyond the study area to the east, the HWY 174 corridor is largely within a General Rural Area Recommended actions include expanding the rapid transit and transit priority network and integrating designation. Much like the greenbelt lands along this corridor, low-intensity agricultural, recreation and the rapid transit and transit priority network into the community. Actions may include encouraging conservation uses are permitted with limited opportunities for rural based commercial and residential quality development close to rapid transit stations; making rapid transit stations convenient, uses. comfortable and accessible to all users including pedestrians and cyclists; and meeting or exceeding municipal, provincial, and federal guidelines and legislation for people with disabilities. 3.3.4.2 Existing Land Use in Ottawa The successful implementation of an expanded rapid transit and transit priority (RTTP) network will HWY 174 intersects primarily an urban area (Figure 3-2). Within the urban area, HWY 174 crosses include LRT, BRT, and O-Train facilities in addition to the on-road transit priority measures. The 2013 two town centres. The first is Gloucester Centre, a major mall type commercial development located TMP notes the City’s strategic approach to expanding its RTTP network in response to future just east of the Split at Blair Road. The second is Place D’Orléans Shopping Centre, located at the transportation needs and towards the goal of achieving an ultimate RTTP network. southern end of Champlain Street in the community of Orléans. A third town centre, St. Laurent, is located just to the west of the Split (HWY 174 and Highway 417) outside of the study area. Despite performance benefits, the TMP indicates that the widening of the HWY 174 Corridor is considered outside of the affordability envelope at 2031, and therefore it does not form part of the HWY 174 also crosses three major employment/light industrial zones. There is one at the Split, another Affordable Road Network. along the eastern portion of the neighborhood of Beacon Hill North, and the last at the eastern portion of Orléans. A small, secondary commercial zone (Youville Drive) comprised of low density car oriented Also included in the 2013 TMP is the concept of “complete streets”. This concept is a framework for businesses is also located at the western entrance of Orléans at the edge of the greenbelt. balancing the multiple roles of roads, and ensuring the best possible outcome to their management as a public resource. A complete street will accommodate all of its expected functions and serve all of the In between the urban land uses are several low density residential areas that are located adjacent to people who use it throughout the course of a day. The overriding principle is to offer safety, comfort HWY 174. In the community of Gloucester, neighborhoods include and Beaconhill South. In and convenience to all users, including pedestrians, cyclists, transit riders and motorists, as Orléans, the neighborhoods of Convent Glen, Queenswood Village, Queenswood Heights and appropriate. Chatelaine Village border HWY 174. More details on the 2013 Transportation Master Plan were provided in Section 2.2.

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Figure 3-2: Land Use

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3.3.4.4 Pedestrian Master Plan, 2013  TOD area cycling routes within a 7 to 15 minute cycling distance from a Confederation Line Station assuming the provision of a very low stress cycling facility The Ottawa Pedestrian Plan (2013) aims to make walking year-round a viable, comfortable and  In Beacon Hill there is a Major Pathway west of the Blair interchange, with connections up realistic means of travel and an integral part of the transportation system in Ottawa. To achieve its to Innes Road and west along the Transitway to St. Laurent Mall. A Spine Route has been vision, it provides guidelines for targeted improvements and recognizes achievements in improving identified along Blair Road from the Sir George Etienne Cartier Parkway to Innes Road walkability since the 2009 Pedestrian Plan. crossing HWY 174; pathway links and local routes would connect this spine route to the Blair Rapid Transit Station. A city-wide route is proposed on Montreal Road and would The Pedestrian Plan has contributed to setting targets for increased levels of pedestrian activity in cross HWY 174 at the interchange. 2031. The Plan includes development and definition of proposed projects to expand Ottawa’s pedestrian network by completing high-priority missing links, providing pedestrian linkages in TOD  In Orléans, spine routes cross the HWY 174 at Jeanne d’Arc Boulevard, at Orléans areas and adding new multi-use pathways to the network. Boulevard and at Tenth Line Road. Off Trim Road, a spine route leads to the Trim Park and Ride/Bus Rapid Transit Station and much of Jeanne d’Arc North and St. Joseph Boulevards provide east-west spine routes. A major pathway crosses HWY 174 at the The Plan defines the current City priorities for links to transit, schools and parks. Regardless of population or employment, ensuring good walking facilities to promote safe trips to parks and schools existing Place d’Orléans pedestrian bridge and Champlain Street over HWY 174 is a local and to encourage the use of rapid transit is a main priority. In the determination of project priority, the cycling route that serves the Place d’Orléans Shopping Centre area. city valued transit points for rapid transit stations, and transit intensive corridors.

The 2013 Pedestrian Plan includes a heat map that provides a measure of walkability of all areas within the city’s urban boundary. Given its comprehensive scale, the Walkability Map can act as a tool for guiding the focus for improvements to the walking realm. Areas with low walkability could be used as candidates for improvements to community infrastructure or improvements to the mix of land uses.

Walkability around HWY 174 is higher at the eastern and western extents of the study area, with a walkability gap in the center. Between the Split and Trim Road there are no proposed sidewalks or affordable multi-use pathway structures identified within the Plan (Figure 3-3).

3.3.4.5 Ottawa Cycling Plan, 2013

The City of Ottawa’s Cycling Plan is a long-term strategy to strengthen and support cycling within the city. It identifies a comprehensive cycling network and supportive operational activities and recommends policies to guide cycling facility planning, design, implementation and maintenance. The Plan has as a vision to develop a city-wide, connected network of cycling facilities actively used by cyclists of all types and ages to meet their transportation needs. The 2013 Plan identifies a target for city-wide cycling mode share in 2031 of 8% inside the Greenbelt and 5% city-wide. Currently, there are no bike facilities along HWY 174 within the Ottawa City limits. Several paths do, however, cross HWY 174 (Figure 3-4).

The 2013 Ottawa Cycling Plan identifies the infrastructure that is needed to support its cycling vision. The Plan recommends that major transit projects include funding for cycling linkages identified within the Ottawa Cycling Plan 2013 Network Implementation or Ultimate Network Concept Plans.

The following items are included in the proposed network concept.

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Figure 3-3: Ottawa Pedestrian Plan

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Figure 3-4: Ottawa Cycling Plan

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3.3.5 Development Projects Within or Near the Study Area Ashcroft Homes is planning a potentially significant residential and employment development at 100 Rossignol Crescent – a 6.59 ha, densely wooded site bordered by a residential subdivision to the Throughout the study area, there are development projects within and nearby that have been North. The northern corner of the site has already had a retirement residence built upon it, while the considered in the design and community integration of the East LRT (Figure 3-5). The status and majority of the site remains vacant. The site plan contains multiple apartment units, office spaces, design of each of these development opportunities are described in the following sections. commercial establishments, and a medical building. There are four major apartment dwellings currently planned to be 10, 12, 12, and 14 stories tall respectively. This site would receive transit service from the proposed 10th Line Road Station identified in the 2013 TMP. 3.3.5.1 Blair Station to Green’s Creek

There is one development site nearby the study area from Blair Station to Green’s Creek: 2012 Ogilvie While no active application exists on 3449 or 3413 St. Joseph Boulevard, the owner - Pro/Com Realty Road. The proposed redevelopment of this 7.8 ha site will occur in two phases. Phase One, located in Corp - procured the necessary minor variance in 2011 to construct up to two, 12 story office buildings the northern portion of the parcel along Ogilvie Road, will consist of 155,000 ft2 of retail space and has on the combined 3.5 ha site with gross floor areas over 20,000 square feet that would be a significant had a Site Plan Control application approved. Phase Two, which has not obtained approvals, will likely employment hub. Preliminary drawings include consideration to any future transit station nearby Tenth consist of up to 125,000 ft2 of office and apartment space between Phase One and HWY 174. This Line Road. The owner of the property has indicated that upon approval of the East LRT, the planning development has been done with the Confederation Line to Blair Station in mind, and will incorporate process for the office towers would proceed. This site would receive transit service from the proposed connections to transit and pedestrian infrastructure. 10th Line Road Station identified in the 2013 TMP.

There is currently an approved and partially registered plan of subdivision at 8466 Jeanne d’Arc – 3.3.5.2 Green’s Creek to Tenth Line known as Prestige Circle, being built by Brigil Homes. This development will consist of 303 condominium units within nine buildings on a 4.5 ha site, integrated with parkland. Construction of Minto Communities plans to develop 850 Champlain as per a draft approval of subdivision in place this subdivision is underway, and this site would receive transit service from the proposed 10th Line from 2014. Strategically located nearby the Place d’Orléans transit hub, the concept plan shows Road Station. approximately 472 residential units in the form of apartment buildings ranging from four to six stories in height, with a linear park bisecting the entire 6.5 ha development site. The site will house up to 12 Brigil Homes plans to develop 3600 Jeanne d’Arc Boulevard into a high density residential/ office additional buildings of commercial and office space under the long term vision. campus, west of La Cité Collégiale. However, this would require a new OP designation through the

ongoing appeal of OPA 150. Until this designation is obtained, development on this 10.4 ha site will Approved in 2014, the development of 241 Centrum by DCR Phoenix will take advantage of an east- not proceed. This site would receive transit service from the proposed Trim Road Station identified in west link for the central area via an extended Centrum Boulevard, as identified in the 2013 City of the 2013 TMP. Ottawa Official Plan. The proposed 3.5 ha development will consist of 52 freehold town homes that would be connected to Centrum Blvd and St. Joseph Mainstreet via Eric Czapnik Way. This site would be serviced by the transit station at Place d’Orléans. 3.3.5.4 Trim Road to Urban Boundary Limit

Neighbouring parcels to 315 Centrum have been redeveloped in recent years, and although no active At the eastern limit of the Urban Boundary, at 8900 Jeanne d’Arc Boulevard North, there is an application exists on the 0.3 ha site, it is fully serviced and ready for development. This site would also application from Brigil Homes to continue the development of Petrie’s Landing. There is currently one receive transit service from Place d’Orléans. 15 storey condominium tower to the west of the site as part of Stage I. It is proposed to construct three additional towers on this 3.7 ha parcel, each measuring 16, 16 and 19 floors respectively, and 465 total units to complete Stage II. There is an active application ongoing for this development, and this 3.3.5.3 Tenth Line to Trim Road site would receive transit service from the proposed Trim Road Station.

Further east, from Tenth Line to Trim Road, there are five development sites nearby that have been Within the City of Ottawa boundaries just east of the study area, the Cardinal Creek Village is the considered: 100 Rossignol Crescent, 3449 St. Joseph Boulevard, 3413 St. Joseph Boulevard, 8466 project with the most substantial potential effect on traffic growth within the HWY 174 corridor. The Jeanne d’Arc Boulevard North, and 8600 Jeanne d’Arc Boulevard North. These sites are in differing project is located just south of HWY 174, between Cardinal Creek and Frank Kenny Road to the east stages of development, but have potential for substantial medium-high density residential and office of Orléans. uses.

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Figure 3-5: Development Properties within Study Area

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Cardinal Creek Village is a 225 ha development project currently undergoing an integrated planning 3.3.6.2 Cumberland Township and environmental assessment process, which will result in a new Secondary Plan and supporting Master Plans for both transportation and municipal services (water, sanitary, sewer). The new Waterways within Cumberland Township that have archaeological potential include the Ottawa River, community, to be developed by Tamarack Homes, includes 3,020 to 3,430 units, and is made up of Taylor Creek, Cardinal Creek and Beckett’s Creek and their associated tributaries. Although five single family homes (55% to 52%), medium density development (30% to 31%) and arterial main street registered archaeological sites were identified within Cumberland Township in the HWY 174 widening mixed use dwellings (15% to 17%). The estimated population of this project is 8,490 to 9,560 residents. study area, none of these are located within the Eastern LRT corridor.

An amendment to the City of Ottawa Official Plan was made to include the Cardinal Creek Village Additional lands recognized as containing archaeological potential have been identified from previous within the city’s urban area1. The project emphasizes its connection to the transit system via the Trim assessments and are reflected on the archaeological potential map. Road station, and several options to link the village to transit service have been suggested as part of the project. 3.3.7 Noise

3.3.6 Heritage and Archaeological Resources The Ministry of the Environment and Climate Change (MOECC), Ministry of Transportation (MTO) and the City of Ottawa have noise assessment guidelines and criteria to establish and ensure a comfortable Golder Associates Ltd. completed an Archaeological Potential Report for the study area (contained in living environment as it relates to Noise Sensitive Areas (NSAs). In the study area there are a number the Appendices of the Existing Conditions Report) as part of the Highway 174-CR 17 study. The City of NSAs. These include: of Ottawa Archaeological Master Plan, and the modified version presented here, provides a general overview of archaeological potential as per the above noted report and a Stage 1 Archaeological  Suburban private homes; Assessment will be completed for the study corridor during preliminary design work for this study.  Apartment complexes; Additionally, a Heritage Impact Assessment will be completed for the study area during preliminary  Agricultural properties; design work.  Educational facilities and daycare centres, where there are Outdoor Living Areas (OLAs)

for students; Figure 3-6 displays the archaeological potential identified within the Highway 174 study area as of the time of publication of their report (2013). Property within 200 m of the primary and secondary  Campgrounds that provide overnight accommodation; and waterways is considered by the Ministry of Tourism, Culture and Sport (MTCS) to possess  Hotels/motels where there are OLAs for visitors. archaeological potential.

3.3.6.1 Gloucester Township

Primary and secondary waterways within Gloucester Township include the Ottawa River, Green’s Creek and Bilberry Creek and their associated tributaries. These waterways are considered to possess archaeological potential.

St. Joseph’s Cemetery, located north of St. Joseph Boulevard within Lot 2, Concession 1 has been identified within the study area. This cemetery is well defined and the archeological potential would be limited to the boundary of the cemetery.

No registered archaeological sites have been identified within the study area of Gloucester Township. However, 1367 St. Joseph Boulevard has been identified as the former location of Butler House and has been designated as a listed property under Part IV of the Ontario Heritage Act.

1. Schedule R37 to Amendment No. 76

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Figure 3-6: Archaeological Potential

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Typical noise level examples are outlined on Figure 3-7. following table summarises the distance ranges from roadways for various Leq,24hr noise levels (Table 3-2). Figure 3-7: Typical Noise Levels Table 3-2: Leq,24hr Noise Levels

Noise Level Range (Leq,24hr) Distance From Major Roadway Distance From Minor Roadway 45 to 50 dB(A) — 400 m or greater 50 to 55 dB(A) 420 m or greater 400 to 200 m 55 to 60 dB(A) 420 to 210 m 200 to 100 m 60 to 65 dB(A) 210 to 105 m 100 to 49 m 65 to 70 dB(A) 105 to 50 m 49 to 24 m Greater than 70 dB(A) Less than 50 m Less than 24 m

The results of the overall noise level assessment show that without the LRT project, noise levels exceed the City of Ottawa 60 dBA threshold of noise mitigation investigation. This includes most residential sections located along the HWY 174 corridor. Existing noise control measures along HWY 174 include berms and walls along portions of the HWY 174 right-of-way. Retrofit noise walls have also been constructed in some areas due to the change in conditions since the residential areas were established. The existing noise barriers were not included in this analysis.

3.3.8 Air Quality

Pollutants relevant to roads are the following: carbon monoxide, nitrogen dioxide, ozone, particulate matter, benzene, 1,3-butadiene, formaldehyde, acetaldehyde and acrolein. Table 3-3 presents the Provincial Ambient Air Quality Criteria (AAQC) and Canada-Wide Standards (CWS) as found in the Environmental Guide for Air Quality Impacts and Greenhouse Gas Emissions.

Table 3-3: Air Quality Criteria for Pollutant Relevant to Roads

Pollutant Period AAQC CWS Carbon Monoxide 1 hour 30 ppm or 36200 μg/m3 The desirable outdoor noise level in a noise sensitive area is 55 dBA. Ottawa municipal noise mitigation (CO) 8 hours 13 ppm or 15700 μg/m3 guidelines suggest that where the future sound level exceeds Leq,16hr 55 dBA and the increase in the Nitrogen Dioxide 1 hour 200 ppb or 400 μg/m3 sound levels above the established ambient exceeds 5 dBA the City of Ottawa will investigate the (NO2) 24 hours 100 ppb or 200 μg/m3 feasibility of noise control measures within the right-of-way and introduce appropriate measures such PM10 24 hours 50 μg/m3 (interim criterion) that, where feasible, a minimum attenuation (averaged over the first row of receivers) of 6 dBA can be PM2.5 24 hours 30 μg/m3 (98th percentile over 3 years) achieved. Ozone 1 hours 80 ppb or 165 μg/m3 3 th 8 hours 65 ppb or 127 μg/m (4 highest over 3 years) Noise from road traffic, is the primary source being addressed within the scope of this study. In order Benzene 24 hours 10 μg/m3 to establish the general existing conditions for noise levels, STAMSON modelling predictions have 1,3-butadiene 24 hours 2.3 μg/m3 been made at specified distances from major roadways based on an annual average daily traffic Formaldehyde 24 hours 65 μg/m3 (AADT) flow of approximately 70,000 vehicles, with existing speeds of 100 km/h and smaller roadways Acetaldehyde 24 hours 500 μg/m3 with an AADT of approximately 20,000, and current percentages of medium and heavy trucks. The Acrolein 24 hours 0.04 μg/m3 1 hours 4.5 μg/m3

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3.3.9 Views and Vistas The Ontario Ministry of the Environment has an air quality station network measuring air concentration of the following pollutants: ozone (O3), fine particulate matters (PM2.5), nitric oxide (NO), nitrogen 3.3.9.1 Information Collection Methodology dioxide (NO2), nitrogen oxides (NOX), carbon monoxide (CO) and sulphur dioxide (SO2). Two air quality The collection of existing conditions data for views and vistas was undertaken using a variety of stations are near the project area: Ottawa Downtown and Ottawa Central. methods, including a combination of desktop and on-site review. Initially the site was reviewed virtually

using Google© 2012 Maps and City of Ottawa aerial photos. This virtual review allowed for an in-depth  Measurements for the years 2008, 2009, and 2010 at the air quality stations in Ottawa and unimpeded view of the corridor as a whole. This approach also allowed the identification of key indicates the concentration in ozone exceeded the criteria of 80 ppb a few times in 2008 points along the route. Following the review, the study team conducted an on-site review of the corridor. and 2009. In 2010, the maximum concentration reached almost 94% of the criteria for the The visual assessment paid particular attention to the conditions and vistas. station in Ottawa downtown and 80% in Ottawa central.

 Over the 2008 to 2010 period, the PM2.5 concentration exceeded the 30 µg/m3 only on one occasion in 2010. 3.3.9.2 Natural and Man-Made Features  Measurements for the years 2008, 2009, and 2010 show the air concentration for NO2 was Along the length of the corridor there is little in the way of significant architecture or other man-made always way below the criterion, never exceeding 35% of the hourly air concentration features that would be identified as focal points. However, the existing hydro transmission line and criterion and 34% of the daily criterion. associated towers located along the south side of the route visually detracts from the positive views  Air concentrations measured for sulphur dioxide (SO2) and carbon monoxide (CO) were that are present. always much below the criteria for downtown Ottawa and in central Ottawa from 2008 to 2010, never exceeding 30% of the criteria. The natural environment offers a wide range of significant features within, adjacent to, and at a distance that impact the experience of the user along the entire length of the corridor. A meandering escarpment National Capital Air Quality Mapping Pilot Project (www.ottawa.ca) is a unique air quality mapping that roughly parallels the road alignment exists to the immediate south of the corridor. The distance of project that combined air quality data from a satellite, with ground level air quality monitoring from the the escarpment from the road varies. The escarpment is visually accessible to the corridor from roughly national network as well as mobile air quality laboratories to create maps of air pollution concentrations the Montreal Road overpass in the west to the eastern extent of the study area. For the most part the at 1 km resolution on an hourly basis. The project measured air quality for the Cities of Ottawa and escarpment appears as a well vegetated topographic feature although there are locations where the between July 1, 2007 and July 31, 2009. Six major pollutants were measured – nitrogen underlying rock is exposed offering impressive vertical elements that add to the aesthetic experience dioxide (NO2), nitric oxide (NO), nitrogen oxides (NOX), carbon monoxide (CO), ozone (O3) and of the route. particulate matters (PM2.5). There are several natural watercourses in the form of creeks that drain the lands along the south shore The project indicated that air pollutants in the National Capital Region were found to be below the CWS of the Ottawa River. Significant growths of existing vegetation are associated with the crossings and 95 percent of the time. Levels of air pollutants were also below the more-stringent World Health in some cases wetland features are evident at points where the creeks drain into the river. These Organization standards 86 percent of the time. Some other keys findings of the pilot project are: wetlands are visible from the road creating focal points of seasonal visual interest.

 Major roadways and intersections do experience localized air quality readings that exceed 3.3.9.3 Visual Barriers standards under certain conditions; for example, on calm days with little wind and during the morning rush hour Along the length of the corridor are numerous instances where man-made and natural visual barriers  Due to prevailing winds, the eastern part of the region shows slightly higher concentrations exist as separations between the roadway and the adjacent land uses. Between the split and Trim of most air pollutants (about one per cent higher) Road elements such as berms, plantings, existing topography, and sound attenuation barriers have  Incidents with elevated levels of particulate matter are more frequent in downtown Ottawa, been incorporated to add privacy for and to mitigate negative impacts of the road on adjacent due to the high concentration and volume of fuel-combusting automobiles in the downtown residential areas. These barriers have served a dual purpose in some areas by screening unattractive core. ground plane features such as parking lots and unsightly building service zones.

While these are valuable features they are not effective in all cases. There are a number of locations where the berms are not high enough, and/or plant material and walls are absent leaving the

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neighbouring residential areas exposed and negatively impacted by the road corridor. In the areas 3.4.1 Road Network Overview where the screening features are effectively incorporated, they add an aesthetic quality. The transportation system serving the study corridor and surrounding areas includes a city freeway, a Photograph 3-1: Existing Berming Shefford Park Industrial Area primary artery, and arterial and collectors roads. Roads are classified according to their function as outlined in Table 3-4.

Table 3-4: City of Ottawa Road Classifications

Classification Primary Function Secondary Function City Freeway Serve “through” travel between points not accessed None — direct access to adjacent lands is directly from the road itself prohibited Arterial Road Serve travel through the city in conjunction with other roads. Major Collector Serve travel between collector and arterial roads Provide direct access to adjacent lands Road Collector Road Serve neighbourhood travel between local and major collector or arterial roads Local Road Provide direct access to adjacent lands Serve neighbourhood travel to and from collector or arterial roads

Sources: City of Ottawa Transportation Master Plan (2013)

A screenline is an imaginary or real boundary across which travel demand and supply issues may be evaluated. Typically physical barriers (rail lines/rivers/greenbelts) are used as screenlines since they

tend to have limited numbers of physical crossing opportunities. As a result, people who travel also 3.3.9.4 Opportunities and Constraints limit the number of times they cross through these screenlines during peak periods, providing transportation planners with a more realistic view of the demand for travel in an area. The existing The City of Ottawa’s OP identifies this corridor as a scenic-entry route. The introduction of rest stops screenlines within the study area include: Green’s Creek, Bilberry Creek, and Frank Kenny in conjunction with the introduction of a separated multi-use pathway corridor would offer a safe screenlines, with the latter located just to the east of the study area. A map of the study area environment for cyclists wishing to experience the area. transportation network and the location of the key screenlines reviewed as part of subsequent analyses are presented in Figure 3-9. Visually, there are issues that presently impact both the roadway and the surrounding areas. The hydro corridor that parallels the road and the ineffective visual barriers are issues that could be mitigated through proper design (Figure 3-8). 3.4.2 Highway (Ottawa Road) 174

HWY 174 extends west-east from Ontario Highway 417 to Canaan Road. HWY 174 is a city freeway 3.4 Transportation Environment from Highway 417 to 700 m east of Trim Road. In this section of freeway, the posted speed limit is 100 km/h. HWY 174 is a six lane divided freeway from Highway 417 to the Place d’Orléans interchange This section of the report contains existing condition information regarding road, transit, and with three eastbound lanes and three westbound lanes. From Highway 417 to Blair Road all six lanes pedestrian/cycling networks within the study area. Information was obtained from existing digital are available for general use. From Blair Road to Place d’Orléans, each direction has two lanes mapping, the City’s Transportation Master Plan (TMP) schedules, transportation studies, land use available for general use and one lane dedicated to transit use. From Place d’Orléans to Trim Road, reports and other available information related to and impacting the study area. HWY 174 is a four lane divided freeway with two lanes available in each direction.

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Figure 3-8: Visual Assessment

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Figure 3-9: Study Area Transportation Network and Screenlines

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Between Highway 417 and Trim Road, vehicles can access the HWY 174 at one signalized intersection of Brian Coburn Boulevard, where it transitions to a two-lane undivided cross-section. The posted (Trim Road) and at six interchanges: Highway 417 (MTO); Blair Road; Montreal Road; Jeanne d’Arc speed limit is 60 km/h. Boulevard; Place d’Orléans; and Tenth Line Road. HWY 174 is a two-lane undivided arterial road from 700 metres east of Trim Road to the City of Ottawa limits. Trim Road is a north-south arterial road from HWY 174 to the Village of Navan in the south. North of HWY 174 Trim Road is a collector providing access to . Trim Road has a two-lane undivided cross-section north of HWY 174 with a posted speed limit of 50 km/h. Trim Road is under 3.4.3 Existing Arterial Road Network construction south of HWY 174 and is being widened to four lanes and realigned to Innes Road. It has Blair Road is a north-south arterial road from Montreal Road to Innes Road. North of Montreal Road, a posted speed limit of 70 km/h. Blair Road continues as a collector road. Blair Road has a four-lane divided cross-section between Ogilvie Road and HWY 174 and a four-lane undivided cross-section south of OR 174. In this area, it 3.4.4 Truck Routes has a posted speed limit of 70 km/h. The City of Ottawa truck routes are shown in Figure 3-10. The City of Ottawa truck routes information Montreal Road is an east-west arterial road. It extends from the Vanier Parkway in the west (where it was last updated in August 2014. HWY 174 forms part of both the Urban Truck Route and Rural Truck continues as ) to HWY 174 in the east (where it continues as St. Joseph Boulevard). In Route. The percentage of heavy vehicles on the HWY 174 corridor ranges between 2 and 5% based the study area, Montreal Road has a four-lane divided cross-section with a posted speed limit of on daily traffic volumes. Seasonal load restrictions are in place on some roads in the study area. 60km/h. 3.4.5 Planned Road Improvements St. Joseph Boulevard is an east-west arterial road. It is the continuation of Montreal Road to the east of HWY 174. St. Joseph Boulevard extends from HWY 174 to Trim Road where it continues as Old HWY 174 Widening Montreal Road. It has a four-lane cross-section from HWY 174 until 1 km west of Trim Road where it According to the 2013 City of Ottawa TMP, the widening of the HWY 174 Corridor, from four lanes to transitions into a two-lane cross-section. The posted speed limit is 60 km/h. six lanes between Highway 417 and Trim Road, is identified as a planned road project. The planned widening is needed to address local capacity, operational and safety issues. Jeanne d’Arc Boulevard is a curvilinear north-south road connecting Innes Road at Mer Bleue Road to HWY 174. North of HWY 174, Jeanne d’Arc Boulevard North is an east-west major collector road The widening west of Blair Road has already been completed. In the eastbound direction, the on-ramp that extends from HWY 174 to Trim Road. Jeanne d’Arc Boulevard south of HWY 174, has a four-lane from Highway 417 was extended to join the off-ramp to Blair Road to provide additional space and divided cross-section (four-lane undivided between the HWY 174 and St. Joseph Boulevard). The time for drivers to complete the required lane changes through this stretch of the road. Similarly, in the posted speed limit is 60 km/h. westbound direction, the on-ramp from Blair Road was extended to join the off-ramp to Highway 417. The resulting cross-section is six travel lanes, offering slightly improved operations (although the Orléans Boulevard is an arterial road south of St. Joseph Boulevard; however, within the study area capacity implications are not significant). it is primarily a collector road. The planned widening of HWY 174 between Blair Road and Trim Road is identified as a Network Place d’Orléans Drive is an arterial that forms a loop around the Place d’Orléans Shopping Centre Concept in the 2013 TMP, with a widening of the HWY 174 corridor from two to four lanes between connecting St. Joseph Boulevard and Champlain Street. Place d’Orléans Drive has a four-lane divided Trim Road and the city boundary also identified as a Network Concept. cross-section (undivided along the east side of the loop/shopping centre) and a posted speed limit of 60 km/h. Trim Road Widening / Frank Kenny Construction of the widening of Trim Road to four lanes and its realignment south of Portobello to Champlain Street is a north-south major collector that connects Place d’Orléans Shopping Centre to intersect with a realigned Frank Kenney Road at Innes Road began in 2013. This work was completed OR 174 and then continues northerly. Champlain Street has a four-lane divided cross-section between in 2015 and will extend from the North Service Road southerly to Brian Coburn Boulevard. Place d’Orléans Shopping Centre and the OR174 WB on/off ramps where it transitions to a two-lane undivided cross-section.

Tenth Line Road is a north-south arterial. It extends from south of Navan Road to Jeanne d’Arc Boulevard North. It has a four-lane divided cross-section from Jeanne d’Arc Boulevard N. to just south

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Figure 3-10: City of Ottawa Existing Truck Routes

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Intersection improvements form part of this project with the introduction of roundabouts for traffic control at Dairy Drive, St. Joseph Boulevard and at Innes Road. At the signalized intersection with 3.4.7.1 AM Inbound HWY 174, in addition to four through-lanes on Trim Road, there will be double northbound left-turn lanes and a southbound right-turn lane. The design also calls for on-street cycling lanes and asphalt HWY 174 has a v/c ratio greater than 1.0 between the City limit and Trim Road. The v/c ratio improves multi-use pathways behind the boulevard on both sides of Trim Road. As a Phase 2 of this project, at Trim Road where the number of inbound lanes (towards central Ottawa) increases from one to two. widening of other area roads including St. Joseph Boulevard, Old Montreal Road and Frank Kenny The v/c ratio approaches 1.0 between the Jeanne d’Arc interchange and Montreal Road interchange. Road will follow. Other inbound road links with v/c ratios close to or exceeding 1.0 in the AM peak include the Sir George Highway 417 Widening Étienne Cartier Parkway, as well as segments of Innes Road and St. Joseph Boulevard through the In 2007, a Transportation Environmental Study Report for 26 km of Highway 417 through Ottawa was Greenbelt. provided for public review and subsequently received environmental clearance. The recommended plan included four lanes in each direction from the HWY 174 interchange westerly to Metcalfe Street and 3.4.7.2 PM Outbound three lanes in each direction from the split easterly to the new interchange at Hunt Club Road. In addition, the recommended plan modified the connection between HWY 174, Highway 417 and St. Laurent HWY 174 has a v/c ratio greater than 1.0 between the Montreal Road interchange and the Jeanne Boulevard to improve flow in this area. Two lanes on HWY 174 would continue onto Highway 417 while d’Arc interchange. The v/c ratio improves to the east of Jeanne d’Arc. However, capacity is again the third lane on HWY 174 would exit to St. Laurent Boulevard and the Highway 417 eastbound ramp. exceeded on portions of the corridor to the east of Trim Road. The existing ramp from westbound Highway 417 to St. Laurent Boulevard would be closed. Other outbound road links with v/c ratios close to or exceeding 1.0 in the PM peak include the Sir 3.4.6 Observed Traffic Volumes George Étienne Cartier Parkway and Innes Road (west of Tenth Line), as well as the segment of St. Joseph Boulevard through the Greenbelt. The existing peak hour traffic volumes on HWY 174 between Highway 417 and Trim Road are shown in Figure 3-11. 3.4.8 Observed Travel Times 3.4.7 Operational Performance Speed and travel time data was provided by the City of Ottawa, and was also gathered by the study team for the HWY 174 Corridor to reflect AM inbound and PM outbound conditions. Three trips in each A volume to capacity (v/c) ratio represents the capability of a road to accommodate the traffic demand. period were selected to provide a general indication of the peak period speed and travel times within As the v/c ratio approaches 1.0, traffic flow is unstable and there is an increased possibility of delays the HWY 174 Corridor (Split to Trim) for general purpose travel. The team travelled at the prevailing and queuing. Once the v/c ratio exceeds 1.0, excessive delays and queues are expected. speed of traffic.

The screenlines and capacities that were used to assess existing conditions are illustrated in Figure 3- For the AM inbound trips, route start times of 6:30 am, 7:15 am, and 8:00 am were selected. For the 12. The proportion of all motorized trips served by transit during peak traffic conditions is described as PM outbound trips, route start times of 3:30 pm, 4:00 pm, and 4:30 pm were selected. the modal split for transit. The existing modal split across the screenlines is also shown in Figure 3-12. From the data presented in Table 3-5, following the figures, average speeds during the AM inbound Existing link volume to capacity (v/c) ratios were determined for HWY 174, Montreal Road - St. Joseph and PM outbound peak periods are noted to be 15 km/h to 50 km/h lower than the posted speed limits. Boulevard, Innes Road, Trim Road, and the Sir George Etienne Cartier Parkway. Directional capacities consistent with the City of Ottawa’s TMP were assumed.

The directional capacities were expressed in passenger car units (pcus). Since buses and large trucks take up more space than cars, source traffic data were converted into passenger car equivalents by applying a factor of 2.0 to the heavy truck and bus component of the volume. The resulting v/c ratios for individual roadway links are shown in Figures 3-13 and 3-14. It is noted that there are v/c ratio gaps along HWY 174. These gaps generally occur near interchanges (complexities of merging and diverging of traffic).

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Figure 3-11: HWY 174 Traffic Volumes

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Figure 3-12: 2012 AM Inbound Screenlines, Assumed Capacities, and Modal Split

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Figure 3-13: Volume to Capacity – AM Inbound

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Figure 3-14: Volume to Capacity – PM Outbound

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3.4.10 Transit Networks Table 3-5: Speed and Travel Times 3.4.10.1 Overview

HWY 174 The promotion of travel by transit, and the provision of the required infrastructure is a fundamental East Limit Trim Road objective of all Official Plans of the City of Ottawa and Regional Municipality of Ottawa-Carleton since West Limit Highway 417 the early 1970s. A reflection of the success of the long-standing objective is the continuing and steady Distance (km) 13.7 Posted Speed (km/h) 100 increase in annual ridership which has been achieved and which now totals approximately 94 million Peak Period AM PM trips. This level of transit utilization translates into an annual figure of approximately 120 transit trips Speed (km/h) Average* 64 76 per capita for the City and has resulted in Ottawa having one of the highest per capita levels of ridership Maximum* >100 99 of any City its size in North America. Travel Times 6:30 am / 3:30 pm 17 m 52 s 15 m 03 s 7:15 am / 4:00 pm 16 m 3 2s 15 m 12 s 8:00 am / 4:30 pm 22 m 31 s 17 m 52 s OC Transpo operates an integrated network of rapid, express and local transit routes which provide good public transit access and mobility within the urban area of the City of Ottawa. Additional peak period service is provided to certain destinations within the rural area of the City of Ottawa. 3.4.8.1 AM Inbound

In the freeway section of HWY 174 the average speed is 64 km/h with travel times between 16 minutes 3.4.10.2 Rapid Transit Routes and 23 minutes. If traffic is flowing at the posted speed limit, it should take approximately 9 minutes to travel between Trim Road and Highway 417. The segment between Place d’Orléans and Jeanne d’Arc The East Transitway presently runs parallel to Highway 417/HWY 174 as a dedicated bus-only Boulevard has speeds lower than 60 km/h for most of the morning peak period. The segment between roadway from Blair Road to downtown Ottawa. East of Blair Station, buses run in dedicated lanes Montreal Road and Highway 417 has speeds lower than 60 km/h throughout the morning peak period. within the HWY 174 corridor to Place d’Orléans Station, continuing on to the Trim Park and Ride facility in mixed traffic. Rapid transit stations are provided at Blair, Montreal Road, Jeanne d’Arc, Place d’Orléans and Trim Road. Rapid transit routes 94 and 95 provide frequent all-day service. 3.4.8.2 PM Outbound

HWY 174 has an average speed of 76 km/h and travel times between 15 minutes and 18 minutes. It 3.4.10.3 Express Transit Routes should take approximately 9 minutes to travel between Trim Road and Highway 417, if traffic is flowing at the posted speed limit. The segment between Highway 417 and Montreal Road experiences OC Transpo operates a significant number of express bus routes within the HWY 174 widening study significant reductions in speed throughout the afternoon peak period. Speeds generally exceed 80 area. In general, these routes circulate as local routes through specific neighbourhoods before km/h to the east of Montreal Road. operating as express services via the Transitway, providing a “single seat” service between communities within the Orléans sector of the study area and downtown Ottawa. Express buses operate during the weekday peak periods only, inbound to downtown in the morning and outbound to Orléans 3.4.9 TRANS Simulated Performance in the afternoon. An additional fare is required to board express services. According to the TRANS regional model, the Green’s Creek and Bilberry Creek screenlines are currently operating with volume to capacity (v/c) ratios in the inbound direction 1.08 and 0.77, based 3.4.10.4 Local Transit Routes on the average AM peak period hourly demand. Local transit service within the study area is oriented to the Place d’Orléans Station, which serves a In the future, assuming a do nothing scenario, the projected v/c ratios according to the TRANS model large regional shopping centre and provides connections to the rapid transit network. Local routes are 1.22 and 0.94. With the additional roadway capacity offered by the widening of the HWY 174 from 4 provide relatively frequent service during weekdays, with less frequent (or no service) during the to 6 lanes west of Trim Road, the Green’s Creek, Bilberry Creek screenlines are projected to be operating evening and weekend periods. at v/c of 1.03 and 0.66, respectively, based on the average AM peak period hourly demand.

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3.4.10.5 Transit Ridership

Based on analysis of recent (September, 2012) transit data, OC Transpo services in the HWY 174 3.4.11 Pedestrian Network corridor carry approximately 22,200 people per direction per day and 5700 people per hour in the peak No pedestrians can access HWY 174 between Highway 417 and Trim Road. Pedestrians are able to direction (PPHPD) during the weekday morning peak hour along the East Transitway at Blair Station. access HWY 174 east of Trim Road; however, there are no dedicated pedestrian facilities available West of Place d’Orléans Station, ridership is approximately 12,000 people per direction per day (4000 along the roadway. PPHPD during the weekday morning peak hour). West of Trim Road, ridership is 1500 people per direction per day (575 PPHPD during the weekday morning peak hour). The Ottawa Pedestrian Plan (OPP 2013) aims to make walking year-round a viable, comfortable and realistic means of travel and an integral part of the transportation system in Ottawa. To achieve its 3.4.10.6 Park and Ride vision, it provides guidelines for improvements, including the completion of connections along and across arterials and the provision of connectivity to key community destinations and transit facilities. OC Transpo currently operates four park and ride facilities within the HWY 174 East LRT study area. The OPP 2013 sets targets for increased levels of pedestrian activity in 2031, notably an increase in These facilities provide more convenient access to transit for those who may not live in proximity to the city-wide walking mode share during the morning peak period, from 9.5% in 2011 to 10.0% in 2031, existing transit routes. Based on a license plate trace survey undertaken by OC Transpo staff, the vast and similar or higher targets for internal walking trips within various sub-areas of Ottawa. majority of park and ride users reside within the City of Ottawa, with very few people from outside the boundaries of the city using these facilities. 3.4.12 Cycling Network 3.4.10.7 Planned Transit Improvements The City of Ottawa’s Cycling Plan sets out a vision to make the capital a premiere example of sustainable transportation through a visible and connected cycling network. Currently, there are no The City of Ottawa’s Transportation Master Plan (TMP) identifies a network of bus and rail-based rapid bike facilities along HWY 174 within the Ottawa City limits. However, several paths do cross HWY 174. transit lines which are required to support growth out to the current 2031 planning horizon. A cornerstone of the current TMP is the conversion of the main east-west Transitway spine within the When considering all person-trips (during a typical fall work-day morning peak period), the city-wide inner urban area from a bus rapid transit (BRT) system to a light rail transit (LRT) system. This cycling mode share target for 2031 is 8% for trips originating within the Greenbelt and 5% city-wide. conversion is based primarily on the need to significantly expand rapid transit capacity through downtown Ottawa. Expected to commence service in 2018, the first stage of Ottawa’s LRT network (OLRT) will run west from Blair Station to Tunney’s Pasture Station. As part of this conversion, all OC 3.4.13 Rail Network Transpo services currently originating in Orléans and travelling to downtown will terminate at Blair There are no railway facilities that pass through the study area. Station, with passengers transferring to LRT to continue their journeys.

To the south of the study area, the Cumberland Transitway facility will be constructed post 2031. In 3.5 Infrastructure and Utilities advance of Transitway construction, transit priority measures will be implemented along portions of Blair Road, Innes Road, Blackburn Hamlet Bypass and Brian Coburn Boulevard. The recommended 3.5.1 Water Services plan for the Cumberland Transitway in the vicinity of Blair Station was a consideration during the development and assessment of LRT alternatives. Major watermains supply large population sectors within the study area. The following watermains are either considered backbone pipes or large diameter watermains:

3.4.10.8 Clarence-Rockland Transit  1220 mm diameter watermain on the south side of Highway 417/HWY 174 from St-Laurent Boulevard to St-Joseph Boulevard; Clarence Rockland Transpo (CRT) operates two bus routes (No. 530 and 535), which connect the City  610 mm to 406 mm diameter watermain crossing HWY 174 west of Blair Road; of Clarence-Rockland with downtown Ottawa, with some services continuing on to Gatineau (Hull  406 mm diameter watermain crossing HWY 174 from the south end of Shefford Road at Sector). Both routes serve existing Transitway stations along their routes, enabling connections with East Acres Road to the 1220 mm diameter watermain on the south side of HWY 174; the OC Transpo network. Only Route 530 serves the study area, using HWY 174 and the Transitway  406 mm diameter watermain crossing HWY 174 east of Orléans Boulevard; to travel between Clarence-Rockland and Ottawa.

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 406 mm diameter watermain crossing HWY 174 on the east side of Place d’Orléans Drive  Located south of HWY 174, 31 m west of Orléans Boulevard structure, connected to the (west leg, i.e., near the eastbound ramp terminal intersection) and crossing under the park 900 mm diameter; and ride lot north of HWY 174 and west of Champlain Street; and  previously noted – 600 mm diameter;  406 mm diameter watermain crossing HWY 174 in easement about 350 m east of Trim  Crossing HWY 174, 626 m west of Jeanne d’Arc – 900 mm diameter; Road.  Crossing HWY 174 1268 m west of Montreal Road and connecting to the Green’s Creek The City of Ottawa is proposing a new feedermain along the HWY 174. 1.73 km of feedermain is Collector,– 525 mm diameter; and proposed to be installed west of Jeanne d’Arc Blvd. on the south side of HWY 174. At that point, the  Crossing HWY 174, 354 m west of Blair Road – 1200 mm diameter. feedermain will cross the HWY 174 and continue westward where it will exit HWY 174 and follow the westbound off-ramp to Montreal Road. It will then head west on Montreal Road – 610 mm to 762 mm 3.5.3 Storm Sewer System diameter. There are a number of large diameter storm sewers crossing the HWY 174. The storm sewer systems Another feedermain is proposed to be installed approximately 490 m from HWY 174/Montreal Road. include sewers, catchbasins, leads, trunk sewers, collector, maintenance holes/chambers, catch The feedermain will cross the HWY 174 entire ROW and head toward Shefford Road. It will also run basins and SWMFs. Only storm sewers 600 mm in diameter or larger are identified in Table 3-6. parallel to the existing 406 mm diameter watermain noted above – 610 mm diameter. Table 3-6: Storm Sewers Crossing HWY 174 (600 mm diameter or larger) 3.5.2 Sanitary Sewer System Diameter Length Subwatershed Material Year Installed Function There are two major sanitary sewer constraints within the HWY 174 corridor from Trim Road westerly (mm) (m) to the Highway 417/HWY 174 interchange: the South Ottawa Collector and the Green’s Creek Green’s Creek d/s reach Unknown 100 Reinforced Concrete 1983 Outfall Collector. Bilberry Creek 3600 126 Corrugated Steel 1975, 2012 Bilberry West Collector 1800 52 Concrete 1975, 1980 Trunk The South Ottawa Collector crosses HWY 174 on a 45 degree angle, 565 m from Montreal Road then 900, 1050, 395 Concrete Unknown Highway Drainage runs along the eastbound lanes of HWY 174 (within the HWY 174 corridor for 713 m). It is 3000 mm 1350 in diameter. Taylor Creek 1650 160 Concrete 1989 Trunk

The Green’s Creek Collector crosses HWY 174 on a 45 degree angle, 684 m from Montreal Road then runs along the eastbound lanes of HWY 174 (parallel to the South Ottawa Collector, within the HWY 174 corridor for 823 m). It is 1650 mm in diameter. 3.5.4 Subwatersheds and Water Crossings Figure 3-15 shows the location of most of the existing bridges and culverts within the study area. It is The following sanitary sewers are major collectors (450+ mm diameter): important to note however that these represent only the existing water crossings and do not include all of the roadway overpasses and underpasses located on the HWY 174 between Highway 417 and Trim  Crossing HWY 174, 200 m west of Trim Road – 825 mm diameter; Road.  Crossing HWY 174, 60 m west of Tenth Line Road – 200 mm diameter;  Crossing HWY 174, 118 m west of Tenth Line Road – 750 mm diameter; Details of the culverts and stormwater management facilities, and the bridges/culverts for each  Crossing HWY 174, 524 m west of Tenth Line Road – 525 mm diameter; subwatershed within the study area are summarized on Tables 3-7 and 3-8, respectively.

 Crossing HWY 174, 272 m east of Champlain Street – 450 mm diameter;

 Flowing parallel to Orléans Blvd. east side. Crosses Orléans Blvd structure east to west underneath the eastbound lane then crosses the HWY 174, 25 m west of Orléans Boulevard. – 750 mm to 900 mm diameter;

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Figure 3-15: Bridges and Culverts

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Table 3-7: Existing SWMF along HWY 174/CR17 second crossing is a Hydro One line perpendicular to HWY 174 located approximately 180 m west of Blair Road underpass. Subwatershed Type SWMF There is also a transmission line along HWY 174, which starts to follow HWY 174 approximately 640 m Cyrville Drain Wet Pond Cyrville Artificial Wetlands west of Blair Road underpass where it crosses HWY 174 on an angle. From that point, the transmission Dry Pond Gloucester City Centre line runs on the south side of HWY 174 for 2.8 km where the line forks towards the St-Joseph Taylor Creek Wet Pond Taylor Creek Boulevard and Bearbrook Road intersection. From the intersection, it heads northeastward to rejoin Dry Pond Orléans Police Station the HWY 174 right of way behind Orléans Fruit Farm located at 1399 St-Joseph Blvd. The transmission Wet Pond HWY 174 and Tenth Line line then follows HWY 174 all the way to Trim Road. From there, the transmission line cuts through the lands southeast of HWY 174 and rejoins HWY 174 heading east.

Table 3-8: Existing Culverts Crossing Under HWY 174 Associated sub stations and transformer stations are located in the vicinity of HWY 174 ROW:

Span Length Year  Hydro One station – off City Park Drive, north side of HWY 174 ROW; Subwatershed Material Notes (m) (m) Installed  Hydro One station – off Telesat Court, south side of HWY 174 ROW; Cyrville Drain 6.3 18 Concrete 1987 The bridge-culvert crosses under the  Hydro One station – off Youville Drive, south side of HWY 174 ROW; Reinforced Frame Transitway and is maintained by OC Transpo, while the two culverts associated with  Hydro One station – off Centrum Boulevard, south side of HWY 174 ROW; and Highway 417 are maintained by MTO.  Hydro One station – civic number 1932 south side of HWY 174. 1.55 19 Corrugated Steel Unknown 1.67 45 Corrugated Steel Unknown Green’s Reach 32.7 67 Corrugated Steel 1958 The bridge-culvert was installed in 1958, and 3.5.6 Gas Creek is well past its life expectancy of 35 years. downstream 1.15 42 Corrugated Steel 1980 Gas service in the study area is supplied by Enbridge. HWY 174 is crossed by gas mains in various 1.65 81 Concrete 2007 locations. The Niagara Gas Transmission line is the major constraint relative to gas service. This gas Ottawa East of - - - - Core 2 main crosses HWY 174 and then runs eastward along the HWY 174 westbound lane right of way for Voyager Creek - - - - approximately 350 m before heading north. The following list of gas mains are all 100 mm diameter or Bilberry Creek 3.4 100 Concrete 1960 The bridge-culvert was extended at the south larger: Reinforced Box end in 2009. 1.22 65 Corrugated Steel 1980  1.22 54 Corrugated Steel 1940 Culvert is well beyond its life expectancy of 35 Niagara Gas Transmission Line – 500 mm diameter crosses HWY 174 approximately 1.0 years. kilometer west of Jeanne d’Arc Boulevard overpass; 1.22 58 Concrete 1980 Reinforced Frame  A 200 mm diameter gas main crosses the HWY 174, the eastbound off ramp and the Taylor Creek 4.5 138 Concrete 1994 westbound on ramp approximately 42 m east of Blair Road overpass median; Reinforced Box 3.5 110 Concrete 1994  A 150 mm diameter gas line crosses the HWY 174 and goes around the Montreal Road on Reinforced Box and off ramp on the east side of the Montreal Road interchange; 3 79 Corrugated Steel 1993 1.63 32 Concrete 1970  In Orléans, there is a 200 mm diameter gas main crossing HWY 174 approximately 37 m Reinforced Box west of Orléans Blvd. overpass median; and 1.55 66 Corrugated Steel 1950 Culvert is past the life expectancy of 35 years 2.4 73 Corrugated Steel 1970 Culvert is past the life expectancy of 35 years  A 200 mm diameter gas main crosses HWY 174 at the intersection of Place d’Orléans Drive and the eastbound on ramp. On the north side of HWY 174, the gas main then follows the westbound off ramp up to Champlain Street. 3.5.5 Hydro

Within the HWY 174 corridor, Hydro One has overhead conductors along and crossing HWY 174 in two locations. The first crossing is located approximately 640 m west of Blair Road underpass. The

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3.5.7 Cable The area in the vicinity of HWY 174 is predominantly residential and also features a number of retail outlets, such as the Gloucester Centre, office buildings including TD Bank and Sun Life Financial, as Within the study area, Rogers does not have any substations. Fibre optic cable is only present on Trim well as various government buildings. Road. Orléans 3.5.8 Other Utilities Prior to amalgamation in 2001 Orléans was split, with the eastern portion being in Cumberland and Network layouts have not been provided from Bell Canada, Bell Aliant, Hydro Ottawa and Videotron. the western portion being within Gloucester. If layouts are provided, this information will be added. HWY 174 bisects Orléans and there are four exit ramps from the road into the community. Orléans is predominantly residential. Major business/retail areas include the Place d’Orléans Shopping Centre 3.6 Economic Environment located immediately adjacent to HWY 174.

In establishing existing conditions associated with businesses along the primary HWY 174-CR 17 corridor, the approach taken was to use secondary data sources to the greatest extent and then update 3.6.3 Business Establishments the information with data from field investigations. The study team undertook a field survey of existing businesses located immediately adjacent to the

road or accessed from interchanges. Within the built-up areas, much of the business activity is based Secondary source information was collected and reviewed using aerial mapping, street views of the in malls, commercial parks and strip plazas located close to the major roads. route (using Google Maps) and recording businesses either adjacent to the road or at access and egress points. Further desktop research was conducted to gather descriptive information on these Table 3-9 summarises the general types of businesses found in the survey area. The numbers for features using company websites, business directories and so forth. To confirm and update secondary retail count multi-unit malls as one business. Offices/Professional services count buildings containing source data, a windshield survey of the study area was undertaken. To do this, staff drove through the multiple different offices as one business. study area and detailed businesses along and close to the road and they documented general land uses to establish an overall impression of economic mobility and to gain a sense of primary uses of Table 3-9: Businesses along HWY 174 the road.

Business Type Count Percentage 3.6.1 Overview Food, Fuel and Accommodations 17 19 Including hotels, motels, gas stations, restaurants and fast food outlets Within the study area, HWY 174 passes through the suburb of Gloucester and the community of Retail 25 28 Orléans. The design of the road is relatively uniform throughout the study area. From the interchange Shops and malls with Highway 417 to Trim Road, HWY 174 is a 4 lane, divided highway passing through largely Offices/Professional Services 38 43 Large company offices or single service offices e.g., lawyers, accountants etc. Also commercial areas (e.g. retail and offices) with some adjacent residential and Greenbelt lands. including banks and financial services Other 8 9 Beyond the study area, east of Trim Road, the road tapers to a two-lane rural arterial running through Any business not encompassed above, including recreation and entertainment facilities low density residential, agricultural and natural lands adjacent to the Ottawa River. Total 88 100

Business customers likely use HWY 174 for access; however, most of the businesses are destinations 3.6.2 Community Profiles for their customers, rather than relying on passing traffic. The types of businesses that typically rely on passing traffic include fast food and fuel retailers. Gloucester

Gloucester (formerly the City of Gloucester) is an established suburb of Ottawa, and is one of the 11 former municipalities that merged to make the new City of Ottawa in 2001.

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3.7 Natural Environment Once the location of the proposed East LRT has been determined, Fisheries Act “Self-assessments” may be required if in-water work is required. To determine those natural heritage features that may be indirectly or directly within the study area, a comprehensive background review was conducted and is available in the Appendices of the Existing 3.7.2 Terrestrial Environment Conditions Report in Appendix B. Existing reports were reviewed and agencies contacted as part of the review. 3.7.2.1 Ecozones and Ecoregions

In the present Ecological Land Classification System used in Ontario, Ecozone and Ecoregions 3.7.1 Aquatic Environment represent the two highest levels of classification. As per the Ministry of Natural Resources publication Field investigations were conducted to supplement information collected during the background “The Ecosystems of Ontario, Part 1: Ecozones and Ecoregions” published in 2009, the subject lands information review. During the field investigations, thirteen (13) existing watercourse crossings were for the Highway 174/ CR17 EA fall within the Mixedwood Plains Ecozone and is further divided into observed and twenty-six (26) assessments (one upstream and one downstream of each crossing) the Lake Simcoe-Rideau Ecoregion 6E. were made. Seven assessments were for permanent watercourses, nine were intermittent, four were ephemeral and six were unknown as the watercourse was buried or could not be located. Further 3.7.2.2 Animal Movement Corridors investigations will be done during subsequent study phases to gather further details about the watercourses that could not be located. Animal Movement Corridors are elongated areas used by wildlife to move from one habitat to another. They are important to ensure genetic diversity in populations, to allow seasonal migration of animals A sensitivity classification of the watercourses was also performed. This involved assessing the ability (e.g. deer moving from summer to winter range) and to allow animals to move throughout their home of the aquatic ecosystem to recover from changes in environmental conditions. Three (3) locations range from feeding areas to cover areas. Animal movement corridors function at different scales and were assessed as “High” sensitivity fish habitat, two (2) were assessed as “Moderate” and twenty-one are often related to the size and home range of the animal. (21) were assessed as “Low” habitat sensitivity (Figure 3-16). Identifying the most important corridors that provide connectivity across the landscape is challenging A total of thirty-three (33) fish species were identified in the subwatersheds within the study area. The because of a lack of specific information on animal movements. Despite the difficulty of identifying majority of native fish species identified were classified as either S4 (Common and apparently secure exact movement corridors for all species, these landscape features are important to the long-term in Ontario; usually with more than 100 occurrences in the province) or S5 (Very common and viability of certain wildlife populations (MNR 2012). demonstrably secure in Ontario). This indicates that the species found are primarily common, and are fairly tolerant to environmental or anthropogenic stresses. Of the 33 species identified, thirteen (13) Considering that the East LRT will be along an existing road system, the potential for the project to species are warmwater, eighteen (18) species are coolwater, and two (2) species are coldwater. affect movement corridors is considered minimal; however, the potential effects of the project were Coldwater species are generally more sensitive to anthropogenic influences, and their habitat can assessed with consideration for the existing animal corridors shown in Figure 3-17. consequently be considered as more sensitive than the habitat of some warmwater habitat generalist species. Trout-perch and Burbot were the only coldwater species identified. Trout-perch was found 3.7.3 Designated Natural Heritage Features within Green’s Creek, whereas Burbot was found in both Green’s and Bilberry Creeks. This may indicate the presence of groundwater upwelling in these areas; however, no groundwater indicators A review of background information identified several key natural heritage features within the study area. were observed during site investigations. The background information consulted includes the Natural Heritage Information Centre database (NHIC, 2014), data received from the City of Ottawa, as well as location-specific information provided by The following SAR were identified as species that could be potentially present in the study area: the the MNRF for the East LRT corridor. Detailed descriptions are provided for those features with a Channel Darter, American Eel, Lake Surgeon, Silver Lamprey, River Redhorse, Brindle Shiner and provincial designation in the Existing Conditions Report, and visualized on Figure 3-18. Northern Brook Lamprey. However, suitable habitat was only identified for the American Eel within Green’s and Taylor Creeks, with no suitable habitat identified for the remaining species. The timing window for the watercourses within the study area, when no in-water works are permitted, is expected to be between March 15th and June 30th.

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Figure 3-16: Sensitivity Classification of Watercourses

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Figure 3-17: Terrestrial Resources

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Figure 3-18: Natural Heritage Features

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3.7.3.1 Significant Wetlands affected by the project following species specific protocols during detailed design. In addition to incidental wildlife observations surveyors will also document and evaluate significant wildlife habitat, No provincially significant wetlands were identified within the study area boundary. The Petrie Island as defined in the Significant Wildlife Habitat Technical Guide. Provincially Significant Wetland is located along the northern boundary of the East LRT study area in the vicinity of Trim Road. None of its communities are present within the study area. A portion of seven Potential Significant Wildlife Habitat (SWH) was assessed by applying the various criteria found within (7) unevaluated wetland patches were identified in the study area. the Significant Wildlife Habitat Ecoregion Criteria Schedule for Ecoregion 6E. This guidance document details specific criteria to assist in identifying each type of significant wildlife habitat listed in the guide. This review was completed through a combination of roadside investigations and aerial photography 3.7.3.2 Significant Woodlands interpretation. Significant wildlife habitat is divided into the following four sections: seasonal A significant woodland is an “area which is ecologically important in terms of features such as species concentrations of animals, rare vegetation communities or specialized habitats for wildlife, habitats of composition, age of trees and stand history; functionally important due to its contribution to the broader species of conservation concern; and wildlife movement corridors. landscape because of its location, size or due to the amount of forest cover in the planning area; or One confirmed Significant Wildlife Habitat area was found along the East LRT Route. Significant economically important due to site quality, species composition, or past management history.” In total, there are portions of approximately eighteen (18) significant woodlands identified by the City of Ottawa Wildlife Habitat for Special Concern and Rare Wildlife Species (Milksnake) was confirmed within the within the study area boundary. vegetation communities found along Green’s Creek. The following SWH are potentially located along the East LRT route (Figure 3-19):

3.7.3.3 Areas of Natural and Scientific Interest (ANSIs)  Waterfowl Stopover and Staging Areas (Terrestrial and Aquatic);  Deer Wintering Congregation Areas; Areas of Natural and Scientific Interest (ANSIs) are areas of land and water containing unique natural landscapes or features. These features have been scientifically identified as having life or earth  Bald Eagle and Osprey Nesting, Foraging and Perching Habitat; science values related to protection, scientific study or education. The following five (5) ANSI were  Shorebird Migratory Stopover Area; identified within or nearby the study area:  Turtle Nesting Areas;  Raptor Wintering Area;  Francon Quarry Provincially Significant Earth Science ANSI;  Amphibian Breeding Habitat (Woodland);  Green’s Creek Provincially Significant Earth Science ANSI;  Bat Maternity Colonies;  Green’s Creek Provincially Significant Conservation Area ANSI;  Amphibian Breeding Habitat (Wetlands);  Blackburn Hamlet Forest Regionally Significant ANSI; and  Turtle Wintering Areas;  Petrie Island Wetland Provincially Significant Life Science ANSI.  Marsh Breeding Bird Habitat;  Reptile Hibernaculum; 3.7.4 Wildlife and Significant Wildlife Habitat  Terrestrial Crayfish;  Colonially-Nesting Bird Breeding Habitat (trees/shrubs); Mammals that are characteristic of the region include white-tailed deer, northern raccoon, striped  Special Concern and Rare Wildlife Species; skunk and groundhog. Water birds and shorebirds that can be associated with wetland habitats within the region include wood duck, great blue heron and Wilson’s snipe. Birds that can be associated with  Colonially-Nesting Bird Breeding Habitat (Ground); open upland habitat include field sparrow, grasshopper sparrow and eastern meadow lark. Upland  Amphibian Movement Corridors; forests support species such as the hairy woodpecker, wood thrush, scarlet tanager and rose-breasted  Deer Yarding Areas; and grosbeak. Reptiles and amphibians found in this ecoregion include American bullfrog, northern leopard  Deer Movement Corridors. frog, spring peeper, red-spotted newt, snapping turtle, Eastern garter snake and common water snake. (William et al. 2009). Additional information of the species that occupy the study area will be obtained The identified potential SWH should be further studied once the area of disturbance has been through the documentation of incidental wildlife observations during site visits. Species specific determined. surveys will be undertaken for all SAR identified during the background review that may be potentially

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Figure 3-19: Potential Significant Wildlife Habitat

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3.7.5 Species at Risk  Henslow’s Sparrow  Snapping Turtle  Black Tern  Channel Darter Information on species at risk in the study area was obtained from several data sources including: the  Hickorynut  West Virginia White MNRF Species at Risk website, additional correspondence with the MNRF, DFO SAR mapping, the  Bridle Shiner  Chimney Swift Atlas of Breeding Birds of Ontario, and the City of Ottawa. Based on background information compiled,  Little Brown Myotis  Yellow Rail and a total of 53 SAR were determined to potentially occur within the study area. Field surveys completed  Eastern Meadowlark. in 2013 and 2014 provided input to the assessment of whether species at risk and/or SAR habitat is present in the study area. 3.8 Physical Environment

The 53 potential species were then screened for available preferred habitat within the study area 3.8.1 Geotechnical Conditions through the confirmation of existing conditions completed during field investigations. Using the aquatic and terrestrial characterization of the study area, it was determined that 45 species have suitable The available soil, bedrock and groundwater information was collected and collated to provide habitat present in the study area. Of these species, sixteen (16) are listed as Endangered, twelve (12) information on the subsurface conditions within the study area. Information was collected by HCEL are listed as Threatened and seventeen (17) are listed as Special Concern. The final list of potential who referred to the following sources: Geological Survey of Canada, Ontario Geological Survey, species is based on habitat found along the entire route. Once the location of the LRT route has been Historical Land Use Inventory, Intera Report, City of Ottawa Aquifer Vulnerability Report, Vars- selected, the list of potential species should be revisited to reassess habitat conditions and provide Winchester Esker Aquifer Report and available borehole and geotechnical reports. The Geotechnical recommendations. The following list describes species potentially present in the Eastern LRT study Inventory report prepared by HCEL is contained within the Existing Conditions Report (Appendix B). area: 3.8.1.1 Bedrock Geology  American chestnut  Canada Warbler  Eastern Musk Turtle  Loggerhead Shrike Most of the study area is underlain by limestone of the Bobcaygeon formation and interbedded  American Eel  Common Nighthawk limestone and dolostone of the Gull River formation (Figure 3-20). The banks of the Ottawa River are  Eastern Whip-poor-will  Mountain Lion underlain by dolostone of the Oxford formation and shale bedrock of the Rockcliffe formation. Along  American Ginseng  Eastern Ribbonsnake Highway 174 between Trim Road and Highway 417, the bedrock type varies from interbedded 2  Flooded Jellyskin  Northern Myotis limestone and dolostone (Gull River formation), limestone (Bobcaygeon formation), dolostone (Oxford  Butternut  Golden-winged Warbler formation), and interbedded limestone and shale (Lindsay formation).  Grey Fox  Rapids Clubtail  Eastern Prairie Fringed-Orchid  Milksnake Drift thickness maps indicate that the bedrock surface is located between 3 and 100 m below the  Least Bittern  Rusty-patched Bumble Bee ground surface (Figure 3-21). Paleozoic bedrock is mapped in localized areas near Bearbrook Road  Golden Eagle  Monarch and Place d’Orléans Shopping Centre. Several east-west aligned faults are mapped within the study  Bald Eagle  Spotted Turtle area. The bedrock faults in these rock formations are not currently active.  Henslow’s Sparrow  Northern Brook Lamprey  Black Tern  Wood Turtle  Hickorynut  Olive-sided Flycatcher 3.8.1.2 Surficial Geology  Bridle Shiner  Barn Swallow Deposits of silty clay and silt of marine origin, commonly referred to as Leda Clay, exist throughout the  Little Brown Myotis  Peregrine Falcon  Canada Warbler  Blanding’s Turtle study area. It is expected that the upper part of the silty clay is weathered to a very stiff to stiff, grey  Loggerhead Shrike  Red-headed Woodpecker brown crust. The silty clay deposits are highly sensitive to disturbance and are frost susceptible.  Common Nighthawk  Bobolink Additionally, the softer silty clay can compress (settle) under excessive stress.  Golden Eagle  Short-eared Owl  Bald Eagle  Cerulean Warbler In the vicinity of the boundary between the City of Ottawa and the United Counties of Prescott-Russell, between Cumberland and Rockland, surficial deposits of sand, silty sand and gravel overlie the silt

2 Subsequent to the field studies being undertaken, the Flooded Jellyskin was removed from Ontario’s Species at Risk list.

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and clay. The sand, silty sand and gravel likely originated from a large delta formed by rivers flowing Protection Zones, Wellhead Protection Areas, or Significant Groundwater Recharge Areas are present off the melting glaciers or from old channels of the Ottawa River. in the study area.

Similar alluvium and deltaic deposits of sand, silty sand and gravel also exist in localized areas within The study area does appear to contain Highly Vulnerable Aquifers. These aquifers are more vulnerable the study area. Glacial till deposits described as sandy silt or silty sand with variable amounts of gravel, to surface contaminants. 89 percent of the Mississippi-Rideau region contains aquifers of similar cobbles and boulder size material are within the transition areas between shallow Paleozoic bedrock vulnerability. However, this is for reference only. No policies apply to Highly Vulnerable Aquifers. and deposits of silt and clay of marine origin, within the study area. Figure 3-22 identifies the surficial geology for the study area. 3.8.3 Slopes and Ravines

3.8.1.3 Esker Formation The formation of the natural slopes within the study area can be attributed to erosion by flowing water. As silt and clay particles are eroded, the rivers, creeks, and streams become wider and deeper, and An esker is a long, narrow winding ridge of permeable sand or sand and gravel originally deposited by slopes develop along the banks. Eventually, erosion processes lead to shallow slope failures along the melt water of a stream under a glacier. The north branches of a large esker extend into the area the banks followed by deeper failures of the subsequent steeper/higher valley slopes. Deepening of near Cumberland. The esker formation extends southward to the east of Vars, Russell, Marionville and the valley continues until a material that is relatively resistant to erosion is reached such as glacial till Winchester. or bedrock. Ongoing erosion/slope failures of the silt and clay deposits continues to occur as mature rivers, creeks, and streams meander. Esker formations are generally good sources of groundwater supply, and the Vars-Winchester esker provides groundwater to seven (7) communities with a reported yield of 2270 L/minute, making it one Available geology maps indicate the presence of areas with historical landslides within the study area. of the most plentiful aquifers between Ottawa and Montreal. These locations are in general agreement with the location of unstable slopes identified in the hazard mapping, and are provided on Figure 3-23. Table 3-10 provides a description of the unstable slopes identified within the study area for the HWY 174 corridor. 3.8.1.4 Groundwater Levels

The groundwater depth is expected to vary and likely reflects the local topography. In low lying areas, Table 3-10: Description of Potential Areas of Slope Instability on HWY 174 in the such as along the Ottawa River, the groundwater is expected to be at or near the surface. In areas of Study Area higher topographic relief, the groundwater level could be up to about 3 m below surface. Slope Geometry

Approximate Overall Inclination Preliminary Slope Stability Area Side Watercourse The groundwater levels are expected to be higher during wet periods of the year, such as the early Height from Horizontal Assessment3 spring, or following periods of heavy precipitation and are also likely influenced by surface water levels (metres) (Degrees) in the rivers, streams and creeks. 1 Both1 Unknown Creek 10 to 12 30 Unstable

2 Both1 Green’s Creek 5 to 7 20 Adequately Stable 3.8.2 Sourcewater Protection Area 3 North Side Bilberry Creek 6 to 8 20 to 25 Marginally Stable to Adequately Stable 4 North Side None 3 to 5 10 to 15 Adequately Stable The study area for the entire LRT corridor falls within the Rideau Valley Source Protection Area, as 5 Both1 SWM Facility 8 to 10 25 Marginally Stable described in the Mississippi-Rideau Source Protection Plan, effective January 1, 2015. The 6 North Side Unknown Creek 6 to 8 20 to 25 Marginally Stable to Adequately Stable Mississippi-Rideau Source Protection Region is 8,500 square km, and is made up of the jurisdictions 7 Both1 Unknown Creek 10 to 15 20 to 25 Unstable of the Mississippi Valley and Rideau Valley Conservation Authorities. These plans exist to protect Notes: 1. Embankment side slopes on both sides indicate an elevated roadway platform. Likely a fill section of the roadway was constructed to cross a drinking water across municipal boundaries. ravine or watercourse. 2. Slope geometry obtained from contour information available from the City of Ottawa topographic mapping. 3. A preliminary assessment of the stability of the existing slopes, in their current configuration, is based on slope geometry from topographic The Source Protection Plan identifies four vulnerable areas: Wellhead Protection Areas, Intake mapping in conjunction with existing slope stability charts (assuming the slopes are composed entirely of fully saturated silty clay). It should be Protection Zones, Highly Vulnerable Aquifers, and Significant Groundwater Recharge Areas. The noted that this information is intended for preliminary design and discussion purposes only. study area was examined for the presence of all of these features. It was determined that no Intake

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Figure 3-20: Bedrock Geology

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Figure 3-21: Drift Thickness

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Figure 3-22: Surficial Geology

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Figure 3-23: Unstable Slopes

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3.8.3.1 Slope Setback Requirements encroachment onto land containing septic systems, or over a longer term due to a change in land property and drainage characteristics. The Ontario Ministry of Natural Resources and Forestry (MNRF) policy and the City of Ottawa requirements, report that a safe setback is required for development adjacent to unstable slopes. This 3.8.5 Potential Contaminated Land safe setback limit is referred to as the Erosion Hazard Limit and consists of the following three components, as outlined in the MNRF Technical Guide “Understanding Natural Hazards” (2001): A Phase 1 Environmental Site Assessment was prepared for the study area by Houle Chevrier Engineering Ltd. It is provided in Appendix C and summarized below.  Stable Slope Allowance: portion of the setback that ensures safety in the event of slumping or slope failure; 3.8.5.1 Historical Land Use Inventory  Toe Erosion Allowance: portion of the setback that ensures safety of the top of the slope in the event that the river or stream erodes or weakens the banks; and The City of Ottawa Historical Land Use Inventory (HLUI) indicates the presence of a number of gasoline service stations, automobile repair shops, dry-cleaning facilities, and other industries in  Erosion Access Allowance: portion of the setback needed to ensure that there is a large proximity to the study area that could potentially contribute to environmental contamination. Most of enough safety zone for people and vehicles to enter and exit an area during an emergency, the sites identified in Figure 3-24 and Table 3-11 are located relatively far from the study area and are such as a slope failure or flood. Typically it is also included where construction vehicle not a significant concern. access is required to repair a failed slope. The existing and former service stations along Highway 174 may be of environmental concern. In accordance with MNRF and City of Ottawa, hazard lands should not be developed with permanent However, based on the information in the HLUI there are no obvious environmental issues that would structures, roadways, or other valuable infrastructure. preclude any of the design options.

3.8.4 Groundwater Wells, Aquifer Vulnerability, and Septic Systems 3.8.5.2 Historical and Active Landfills

The groundwater depth is expected to be variable and likely reflects the local topography. In low lying The study area is within 500 m of four unnamed waste disposal sites/former landfills. Current areas, such as along the Ottawa River, the groundwater is expected to be at or near the ground environmental conditions for these unnamed sites, designated Cu-10, Cu-18, Cu-19, and Cu-21, are surface. In areas of higher topographic relief, the groundwater level could be up to about 3 metres not available. below ground surface. Other landfills within the study area, designated as Cu-13 and Cu-22 are located at “Petrie Island A search of the MOECC Water Well Records was conducted. Figure 3-24 identifies the locations of Waste Dump” (owned by the City of Ottawa), and an “un-named waste disposal site - St. Joseph water wells within the study area. There are concentrations of water wells along Highway 174 in the Boulevard” under City and private ownership. The sites were constructed in the 1970s or earlier. eastern extent of the study area. Landfill Cu-22 is a potential environmental concern, and is located on the south side of Highway 174 between 10th Line Road and Trim Road. The intrinsic vulnerability of an aquifer is based on the assessment of the spatial distribution of physical and hydrologic attributes such as soils, the unsaturated zone media, aquifer properties, and the Additionally, a landfill in the vicinity of the study corridor has been listed on the MOECC database of recharge rate. The specific vulnerability of an aquifer is based on the assessment of the risk of the landfills in Ontario. The Cumberland Landfill is located on Lot 9, Concession 3 in the City of Ottawa. system becoming exposed to contamination.

There is potential that the existing wells may be impacted during construction due to an encroachment onto land containing the well or to a lesser extent from nearby construction activities, such as bedrock removal.

Some residential properties within the study area are currently serviced by septic systems. There is the potential that the existing septic systems may be impacted, either immediately due to an

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Figure 3-24: Location of Wells

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Table 3-11: Significant land uses within and in proximity to the study area as identified in the HLUI

Location Facility Type Approximate Years of Operation Under One or More Company Names Cyrville Road Gasoline Service Stations 1970, 1980 Motor Vehicle Repair Shops 1953, 1959, 1979, 1979 to 2005, 1980, 1998 Industrial Chemicals Industries 1998, 2001 Labrie Avenue Motor Vehicle Repair Shop s 1980 Star Top Road Gasoline Service Stations 1998 to 2005 Cadboro Road Motor Vehicle Repair Shop 2001, 2005 Cadboro Road Motor Vehicle, Wholesale 201, 2005 Ogilvie Road Petroleum Products, Wholesale 1994 Gasoline Service Stations 1998, 2001 to 2005, 1998, 2001, 2005, 1970 Motor Vehicles, Wholesale 1972 to 2001 Motor Vehicle Repair Shop 1980 to 1998 Laundries and Cleaners 1970 to 1980, 2001 City Park Drive Motor Vehicle Repair Shop 1998 Meadowbrook Road Laundries and Cleaners 1998, 2001 Gasoline Service Station 2005 Green’s Creek, south of HWY 174 Other Chemical Products Industry (Factory blew up in August 1901 ) 1885-1901 Montreal Road Laundries and Cleaners 1994 to 2001, 2001 Motor Vehicle Repair Shop 1977 to 2005, 1980, 1998 Gasoline Service Station 1980, 2005, 1970 to 1980, 2001, 2005 Ogilvie Road Laundries and Cleaners 1994, 1998 to 2001 Canotek Road Motor Vehicle Repair Shop 2001 to 2005, 1998 (4), 1998, 2001, 2001 to 2005, 1998 to 2001 Polytek Street Gasoline Service Station 1998 Rainbow Street Chemical Manufacturer, Auto Body Supplies, Chrome Cleaner 1970-1980 Jeanne d’Arc Boulevard Gasoline Service Station 1979 to 2005 Youville Drive Motor Vehicle Repair Shop 1976, 2001, 2005, Gasoline Service Station 2005 Orléans Industrial Park Motor Vehicle Repair Shop 1974 Orléans Boulevard Laundries and Cleaners 2001 Champlain Street Laundries and Cleaners 1994 to 2001 Cousineau Street Motor Vehicle Repair Shop 2001, 2005 St. Joseph Boulevard Gasoline Service Station 2005 (6), 1998, 2001, 2005 (2), 1980 to 2005,1996 to 2001, 1996 to 2005 Other Motor Vehicle Service 2001 to 2005, 2006 Motor Vehicle Repair Shop 2001(3), 2005(4), 2001 to 2005, Laundries and Cleaners 1996, 2000, 2001 (3), 2003 Taylor Creek Park Gasoline Service Station 1996, 2001 Trim Road Gasoline Service Station 2005 Motor Vehicle, Wholesale 1999 Old Montreal Road Motor Vehicle Repair Shop 1996 to 2005 Gasoline Service Station 2005 Gasoline Service Station 1999 Adencliffe Drive Laundries and Cleaners 2001

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3.8.6 Fluvial Geomorphology Information for several watercourses through the study area was limited or non-existent, including Voyager Creek, Taylor Creek and Cyrville Drain. The acquisition of additional background materials Geology and topography are the key controls of channel form and function. These characteristics may provide further insight into geomorphic channel conditions that could define constraints for influence the rate of channel migration and evolution, the rate of incision, the volume of sediment construction of the East LRT. delivered to the watercourse, channel dimensions and characteristics of bed morphology. Human modifications to the landscape alter the influence of natural physical characteristics in a watershed. 3.8.6.2 Watersheds

3.8.6.1 Methodology All lands within the study area drain north toward the Ottawa River major watershed. The study area passes through six subwatersheds, all of which are situated within the jurisdiction of the Rideau Valley A number of previous studies have been conducted in relation to the watercourses in the vicinity of the Conservation Authority (RVCA). HWY 174 study area. The depth and extent of fluvial geomorphic characterization in these studies varies by watercourse and reflects the scope of the reports (e.g., general fluvial risk assessment versus The study area also includes portions of the Rideau Downstream, and Ottawa East of Core 2 (within a localized site evaluation). The following documents were reviewed and found to contain information the RVCA jurisdiction) subwatersheds. Due to the lack of surface water features within these useful to define existing conditions of the watercourses: subwatersheds, they will not be discussed in this report.

 Bilberry Creek Geomorphic Assessment, City of Ottawa (Geomorphic Solutions, 2007); Initial evaluation of available GIS mapping indicates that there are 48 watercourse crossings of HWY 174 within the study area with at least seven major creek crossings (Figure 3.25). Environmental  Conceptual Study for the Realignment of Brisebois Creek from Place d’Orléans Dr. to features of each subwatershed are defined in Table 3-13. Tenth Line Road (R. V. Anderson Associates Limited, 2007);

 Phases 1 & 2 Class EA report Taylor Creek Erosion Control (Stantec Consulting Limited, Table 3-12: Minor Watersheds and Subwatersheds 2007);  Memo: Taylor Creek Erosion Control Hydraulic Modelling - DRAFT (Stantec Consulting Major Watershed Minor Watershed Subwatershed Limited, 2007); Ottawa River Green’s Creek Cyrville Drain  Cardinal Creek Geomorphic Assessment, City of Ottawa (Geomorphic Solutions, 2007); Green’s Creek Ottawa East Voyager/West Bilberry Creek  Bilberry Creek Stormwater Management and Erosion Control Study (Cumming Cockburn Ltd. And Golder Associates, 1987); East Bilberry Creek Taylor Creek  Supplementary Report to the Master Drainage Plan and Environmental Study Report, City Cardinal Creek (just east of study area) of Cumberland East Urban Community Expansion Area (Cumming Cockburn Limited, 2001); 3.8.6.3 Historical Assessment  City Stream Watch Annual Reports (Rideau Valley Conservation Area, 2007, 2008, 2009, 2010); Review of aerial photography enables identification of changes in land use and land cover that directly  Beckett’s Creek Summary Report (Rideau Valley Conservation Area, 2011); affect controlling (e.g., precipitation and runoff) and modifying (e.g., vegetation) influences of channel form. By identifying the nature of change that has occurred within the watershed and general study  Historic aerial photographs (1926, 1945, 1950, 1959, 1960, 1973, and 1991); area, future channel responses can often be predicted, in conjunction with an understanding of site  Green’s Creek Watershed Integrated Fluvial Geomorphological and Hydrological Study geology and physiography. This leads to an understanding of potential channel sensitivity and (JTB Environmental Systems Inc., and J.F. Sabourin & Associates, Inc., 2009); identification of mitigation factors to be considered in the alternative identification/selection process for the proposed road alternatives.  Green’s Creek Watershed Fluvial Risk Mapping (JTB Environmental Systems Inc., 2011);

and The historical assessment for this study was based on a review of aerial photographs spanning the  Characterization of Ottawa’s Watersheds: An Environmental Foundation Document with period from 1926 to 1991. Supporting Information Base. (City of Ottawa, March 2011).

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Figure 3-25: Geomorphology

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Table 3-13: Geomorphology of the Watershed

Drainage Study Area Physiographic Upstream Land Current Land Use along Stream Subwatershed Key Findings for Study Area Channel Planform Valley Setting Area (km2) (km2) Unit Use Watercourse Orders Cyrville Drain 7.20 2.97 Till Plains n/a Urban Urban Altered Unconfined 2 (Drumlinized) Green’s Creek 14.12 6.71 Clay Plains Channel is in adjustment or in transition Channel is 25% Agricultural 30% Agricultural Natural Partially 3 sensitive to land use change 25% Forest 40% Urban Confined Erosion concerns present 25% Urban 25% Forest 25% Aggregate 5% Golf Course Voyager Creek/ 9.97 1.22 Clay Plains Some urban impacts 100% Urban 50% Agricultural Straightened Partially 4 West Bilberry 45% Urban Confined Creek 5% Golf Course East Bilberry 11.71 3.80 Clay Plains In Transition; Impacted by Urbanization 95% Urban 100% Urban Altered - min. 50% Partially 3 Creek Bedrock exposure 5% Agricultural Straightened Confined Bank erosion and scour Exposed foundation of pedestrian bridges Taylor Creek 9.72 5.50 Clay Plains Minor to severe erosion (scour, slump), meander bend 100% Urban 75% Urban Natural Partially 2 erosion 25% Agricultural Confined Historic channel modification Cardinal Creek 35.28 20.53 Clay Plains Stable upstream reaches, most reaches are in Transition 100% Agricultural 60% Agricultural Tributaries altered, main Partially 4 (most reaches) 20% Rural branch predominantly Confined Karst features 20% Urban natural Erosion concerns along outside meander bends

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3.8.6.4 Land Use 3.8.6.5 Watercourse Considerations and Constraints When crossings are placed over a watercourse without due consideration of the processes that are Prior to 1945, land use was predominantly agricultural. Buildings and vegetation were sparse. Urban occurring within the watercourse, then risks to the crossing structure and/or channel form and function development began around 1950, likely in conjunction with construction of the highway, and may occur. Such risks could lead to the need for continual or emergency maintenance of the bridge or accelerated after 1973. At present, the study area is densely urbanized except through the National culvert and/or could adversely affect channel stability and both fish passage potential and aquatic Capital Greenbelt. habitat.

Changes to the drainage network often occur in conjunction with land use alterations. These drainage network changes may include loss of surficial drainage channels (e.g., swales replaced by tile drains 3.8.6.6 Risk to Crossings in agricultural fields, or small watercourses replaced by a storm drainage network), which alters the Crossings placed over a watercourse may be at risk of failure due to channel processes occurring hydrologic characteristics of flows within the channel. When flows are altered (e.g., increase in peak along the channel, both in proximity to the crossing location, and also along the drainage network. The flows, duration of flows in the creek), then the channel responds. Further, when a loss in channel length extent of the risk will depend on the crossing type (e.g., bridge vs. culvert), the type and extent of occurs, an increase in stream energy occurs, with implications to in-stream processes and channel engineering countermeasures in proximity to the crossing, and the nature of channel processes that stability. are occurring which could interfere with the crossing structure. Some of the following channel

processes could contribute to risk of a bridge or culvert structure: Many watercourse reaches were realigned and straightened prior to 1926 to accommodate agricultural activities. Urbanization in the study area resulted in further realignments, diversions, piping, loss of  Channel bed degradation/lowering – this can lead to undercutting of bridge/culvert headwater channels and an overall reduction in channel length. Although the natural silt/clay substrate abutments/footings; has provided some resistance to change, these watercourses show signs of impacts from urbanization,  Channel migration – movement of meanders could cause erosion of culvert/bridge (Geomorphic Solutions, 2007). In general, watercourse reaches in subwatersheds containing embankments; urbanized areas show more evidence of alteration than those impacted only by agricultural activities.  Channel expansion – enlargement of cross-section areas (e.g., in response to urban Details for specific subwatersheds are presented in Table 3-14. hydromodification may lead to increased stress around culvert entrance leading to

outflanking of a culvert and flow constriction; and Table 3-14: Overview of Historical Subwatershed Changes  Knickpoint regression along the channel bed profile.

Primary Historic Channel Changes Historic Loss of Subwatershed In many situations, risk to the crossing structure can be avoided by ensuring that the span is sufficiently Land Use Study Area Upstream Channel Length wide as to minimize impacts to channel functions. Similarly, risk can be avoided by ensuring that the Cyrville Drain Urban Realignment and Likely channelization around Assumed loss due location of the crossing structure considers the existing and anticipated future planform configuration channelization suspected residential area to modifications and position on the floodplain. The crossing type (open or closed) may also influence the risk from Green’s Creek Conservation Tributaries north of highway Modification in urbanized areas, Limited channel fluvial processes on structural integrity. Area / Urban / piped e.g., concrete wall lining bank at loss suspected in Golf Course Innes Road urbanized areas Voyager Creek Urban / Straightened and channelized, Possible modification in urban Limited loss of 3.8.6.7 Crossing Risk to Watercourse and Aquatic Habitat Agricultural piped reaches area headwater channels suspected Crossings situated along a watercourse interact and influence channel processes. The scientific East Bilberry Urban Bank Armouring Substantial channel straightening, Substantial loss of literature has identified common impacts of watercourse crossings both on channel functions and on Creek bank armouring, and diverted / headwater channels piped tributaries; one major due to urbanization aquatic species. Common impacts include destabilization of channel form and function, impediments tributary diverted upstream of study to fish migration, and destruction of aquatic habitat. In some situations, impacts of a crossing on the area channel result in a risk to the crossing. Some of the following are typical adverse effects attributed to Taylor Creek Urban Brisebois Creek Straightened, Taylor Creek channelized and Assumed due to crossings: channelized; Taylor Creek concrete-lined; piped modifications Armoured

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 Scour of banks at culvert inlet/outlet – due to flow contraction/expansion;  Establishment of a local base level control point (e.g., closed bottom culvert) that affects channel bed profile development;  Perched culvert – affecting channel profile and fish passage;  Sediment deposition – due to a loss in sediment transport capacity upstream or within the culvert;  Sediment loading – at road crossings due to the wash of road based sediment into the channel;  Channel bed degradation; and  Channel bed instability.

Reduction in potential impacts of crossing structures can be accomplished by minimizing the number of crossings that occur along a watercourse. Further reductions in potential risk to the watercourses and aquatic habitat can occur through proper design and placement of crossing structures along the watercourse. This requires consideration of channel sensitivity and processes at each proposed crossing location.

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 Space for overhead catenary poles (generally between the two tracks); and 4 Alternatives  Platforms at stations, including track transitions where centre platforms are used.

The objective of this section is to present and assess the potential impacts of multiple alternative The alternatives are illustrated in Figures 4-1 through 4-4. For the purposes of illustration, these figures alignments for the East LRT in order to identify a preliminary preferred alternative. This section highlight the various LRT locations. Each LRT location alternative has an associated HWY 174 summarizes the findings of the “Evaluation Report for the Eastern Light Rail Transit (Blair Station to widening component that was considered in the evaluation and illustrated in the Evaluation report in Trim Road), provided in Appendix D. Appendix D. Typical cross-sections of each alternative are shown in Figures 4-5 and 4-6.

4.1 174 Corridor Alternatives 4.2 Transit Operation within the Corridor

Three separate alternatives have been developed that include both the implementation of LRT and the The East Transitway presently runs parallel to Highway 417/HWY 174 as a dedicated bus-only widening of the 174: roadway from Blair Road to downtown Ottawa. It is being replaced by the Confederation Line currently under construction. East of Blair Station, buses run in dedicated lanes within the HWY 174 corridor to  Alternative 1 – North Side LRT: Construction of the LRT offset from the existing north Place d’Orléans Station, continuing on to the Trim Park and Ride facility in mixed traffic. Rapid transit edge of the highway, with highway widening to the median where width exists, otherwise stations are provided at Blair, Montreal Road, Jeanne d’Arc, Place d’Orléans and Trim Road. The East widening to the south side of the existing highway; LRT would replace this service once built.

 Alternative 2 – South Side LRT: Construction of the LRT offset from the existing southern OC Transpo operates a significant number of express bus routes within the HWY 174 widening study edge of the highway, with highway widening to the median where width exists, otherwise area. In general, these routes circulate as local routes through specific neighbourhoods before widening to the north side of the existing highway; and operating as express services via the Transitway. There is also local transit service within the study  Alternative 3 – Median LRT: Construction of the LRT in the median of the highway, with area, oriented to the Place d’Orléans Station to provide connections to the rapid transit network. Local highway widening into the median where there is space still available, and to the outside routes provide relatively frequent service during weekdays, with less frequent (or no service) during in other areas (all widening is to the outside in areas where the median is insufficient to the evening and weekend periods. accommodate the LRT). 4.3 Connection Alternatives For the North and South alignments, an alternative arrangement for the highway lanes was explored. In these alternatives the highway lanes closest to the LRT would have been widened into the highway Each alternative is within the HWY 174 Corridor, and will connect to the Confederation Line Terminus median and the other lanes would have been widened to the outside. This would provide greater at Blair Station, and terminate at either Place d’Orléans or ultimately . Additionally, each separation between the elements, or allowed the LRT to be placed closer to the existing edge of alternative will align with the stations identified in the 2013 TMP. highway pavement thereby reducing the overall footprint. Investigation found that the resulting median would be less than the 15 metres required to maintain the grass median and would require a separation barrier. As these alternatives did not provide any benefit and increased overall footprint and cost, they were screened out of consideration. The integrated alternatives all include the following characteristics:

 A roadway cross-section that incorporates:  3 lanes in each direction;  Paved shoulders and concrete median barrier;  A buffer between lanes to allow designation of the median lane for high occupancy vehicles; and  A continuous concrete barrier between HWY 174 and the East LRT.  LRT cross-section that includes:  Two LRT tracks;

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Figure 4-1: LRT Alignment Alternatives (Blair to Montreal Road)

Figure 4-2: LRT Alignment Alternatives (Montreal Road through Greenbelt)

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Figure 4-3: LRT Alignment Alternatives (Greenbelt to Orléans Boulevard)

Figure 4-4: LRT Alignment Alternatives (Orléans Boulevard to Trim Road)

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Figure 4-5: North/South Alignment & Station Cross-section

The alternatives west of Trim Road include both a 6-lane freeway and LRT within the HWY 174 corridor. The freeway width is sufficient to allow for the introduction of High Occupancy Vehicle (HOV) lanes. There will be a concrete barrier between the two directions of travel and between freeway traffic and LRT traffic. The LRT corridor will consist of two tracks. Catenary poles are required to supply power to the trains. Additional width is required at stations as illustrated below.

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Figure 4-6: Median Alignment & Station Cross-section

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10. Identify evaluation criteria groups, indicators, and measurements: Criteria are 4.4 Constraints grouped into similar categories to facilitate analysis. Within these groups, indicators and measurements are identified to assess the characteristics of each alternative. A description of the environmental conditions was previously documented in “Existing Conditions Report, Eastern Light Rail Transit (Blair Station to Trim Road)”, provided in Appendix B and 11. Assign weights: Weights are measures of importance that are assigned to each criteria summarized in Section 3. The Existing Conditions Report describes the studies and investigations group. A total of 100 points were available to be allocated to the various indicators and undertaken to document the existing social, transportation, physical, economic and biological measurements in each group. Weights were assigned by the Study Team and the City conditions which may constitute constraints within the study area. This baseline data was collected of Ottawa. and analyzed for key environmental parameters to: 12. Analyze impacts of each alternative: The impact analysis step involves ranking each  Provide an understanding of existing conditions; alternative, from highest to lowest, for each of the indicators. Preferred alternatives with  Allow for future predictions of how the proposed project may cause these environmental the least impact are assigned a rank of 1, and subsequent alternatives receive a rank of conditions to change; 2, or 3. Impacts are assessed quantitatively or qualitatively.  Allow for future predictions of how adverse effects can be mitigated and beneficial effects 13. Apply evaluation method: The Concordance method is an approach that involves enhanced; and comparing each alternative against one another for each of the indicators selected.  Provide a basis for designing monitoring programs. Using mathematical equations, the alternative that ranks the highest in comparison to

the other alternatives is selected. A sensitivity analysis is then carried out to test the 4.5 Evaluation Process robustness of the analysis. To conduct a sensitivity analysis, the weights assigned to the criteria are altered to see how these changes would affect the outcome of the The evaluation of alternatives is a key component of the EA process. It reveals the reasons for the preferred alternative. decisions and provides an understanding of the rationale for the decision-making. A number of evaluation methods are available for undertaking environmental assessments. The characteristics of 14. Review evaluation results and select a preferred alternative: The sensitivity analysis this project suggest that the chosen evaluation method should address the following objectives: may reveal that there are multiple preferred alternatives when the weights of different indicators are changed. To select the ultimate preferred alternative, the trade-offs of the alternatives must be compared.  Use of criteria: Criteria or indicators should be used as the basis for evaluating the alternatives; Steps 3 to 7 are discussed in greater detail in the following sections to address the evaluation of  Weighting or ranking of criteria: An ordering (or ranking in terms of importance) of the alternative alignments for the East Light Rail Transit. criteria should be the basis for the evaluation; and  Capability of performing a sensitivity analysis: Some form of sensitivity analysis should be 4.5.1 Evaluation Criteria carried out as part of the evaluation process to test the results and understand the factors that most influence the results. The following six groups of evaluation criteria were developed to evaluate the relative preference of each alternative solution. Many of these criteria were developed during the HWY 174/CR17 EA study The method used to evaluate the alternative alignments is the Concordance Method. This method with input from the public. supports the above-listed objectives. The Concordance Method involves the following steps:  Social Criteria;  Cost Criteria; 8. Describe existing conditions: The existing conditions of the study area have been  Transportation Criteria;  Biological Criteria; and outlined in Section 3 of this report. In this section, the existing social, transportation,  Infrastructure Criteria;  Physical Criteria. infrastructure, physical, economic, and biological conditions in the study area were discussed. These conditions represent the baseline conditions in the study area and are Within these groups, indicators and measurements were identified and selected to assess the important because each alternative will impact this baseline in different ways. characteristics of each alternative. These evaluation criteria, along with the alternative alignments, were reviewed and developed with the Project Management Team. They are described in Table 4-1. 9. Identify alternatives: The design alternatives have been described in Section 4.1.

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It is important to note that only criteria groups, indicators, and measurements that had an expected result of a measurable difference between the alternatives were selected for the evaluation

Within these six groups, indicators and measurements were identified to assess the characteristics of each alternative.

4.5.2 Weights

In accordance with Step 4 of the evaluation process, members of the Study Team were asked to assign weights to each of the identified criteria groups, indicators and measurements. A workbook was prepared and distributed, which lead the evaluators through a series of steps in which they assigned weights to reflect their community values, policies and area of expertise. A total of 100 points were available to apply to the various indicators and measurements.

The weightings were averaged to provide an overall weight for each criteria group. The results are shown in Figure 4-7. The blended weights were used as one scenario during the application of the concordance methodology.

Figure 4-7: Eastern LRT Criteria Group Blended Weights

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Table 4-1: Criteria and Measurements

Criteria Indicator Measurement Data – Source Date – Type Group Social Archaeological resources Extent of disruption to areas identified as having archaeological potential (ha) Ottawa GIS Mapping, Golder Stage 1 mapping Quantitative Noise Increase in number of noise sensitive receivers with a noise level of >60 dBA (#) Noise modeling using traffic forecasts and mapping with 2011 aerial photography Quantitative Property Impacts Number of properties impacted (#) (does not include Hydro One/ provincial lands) GIS Mapping, Ottawa property fabric mapping. Quantitative Amount of property required (hectare) GIS Mapping, Ottawa property fabric mapping. Quantitative Compatibility with Adjacent Integration of LRT with community (comparative) Mapping and air photo interpretation. Qualitative Communities Protection and encouragement of property and business investment (comparative) Mapping and air photo interpretation. Qualitative Views and Vistas Effects on views within the Greenbelt (comparative) Mapping and air photo interpretation; Planning documents. Qualitative Effects on views, Capital Parkways, Capital Views, scenic entry points outside of the Mapping and air photo interpretation; Planning documents. Qualitative Greenbelt (comparative) Smart Growth Supports City policies regarding intensification and community planning (comparative) Professional Judgment. Qualitative Motivate sustainable travel choices (comparative) Professional Judgment. Qualitative Opportunities to encourage Transit Oriented Development (comparative) Professional Judgment. Qualitative Transportation Safety Transit Infrastructure/Personal safety (comparative) Professional Judgment. Qualitative Transit Network Function Compatibility with future network (2031 rapid transit and transit priority network concept) Mapping, Transportation planning documents, Professional Judgment. Qualitative (comparative) Rider comfort and service quality (comparative) Professional Judgment. Qualitative Transit Ridership Ability to connect all-day trip generators (comparative) Professional Judgment. Qualitative Transit Stations Location and spacing (comparative) Mapping, Transportation planning documents, Professional Judgment. Qualitative Potential for multi-modal connections (walk, cycle, transit) (comparative) Mapping, Transportation planning documents, Professional Judgment. Qualitative Pedestrian and Cyclists Multi-use pathway opportunities (comparative) Mapping, Transportation planning documents, Professional Judgment. Qualitative Road Network Function Compatibility with existing network (changes required to existing road network) Mapping, Professional Judgment. Qualitative (comparative) Infrastructure Major Municipal Infrastructure Number of conflicts of major Infrastructure (watermains, sewers) (#) GIS Mapping of municipal services. Quantitative Utilities Number of crossings of major utility corridors such as pipelines (#) GIS Mapping of utilities. Quantitative Number of conflicts with Hydro One transmission line (#) Length of LRT corridor within 15 m of transmission line centreline, Number of transit Quantitative stations under transmission line; Number of crossings of transmission line. Major Structures Number of changes to existing structures and interchanges including new structures GIS Mapping of municipal services. Quantitative required (#) Cost Capital costs Relative costs (comparative) Concept plans. Semi-Quantitative Operating costs Operation and maintenance costs (comparative) Concept plans. Semi-Quantitative Biological Natural Heritage features Proximity to or fragmentation of ANSI (ha) GIS mapping, field visit data. Quantitative Aquatic Number of watercourse crossings containing known fish habitat (# and low, moderate and GIS mapping, field visit data. Quantitative high sensitivity) Wildlife Loss of woodland area (m2) GIS mapping, field visit data. Quantitative Potential disruption to significant wildlife habitat (m2) GIS mapping, field visit data. Quantitative Species at Risk Potential disruption of Species at Risk habitat (# and ha) GIS mapping, field visit data, Professional Judgment. Semi-Qualitative Physical Slopes and ravines Length of construction within areas of unstable slopes (m) GIS Mapping of geologic conditions. Quantitative

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 Construction of pedestrian bridges, stairwells, elevators, platforms and other station 4.6 Impact Analysis of Alternative Alignments components; The Impact Analysis (Step 5) involves ranking each alternative solution, from highest to lowest, for  Drainage ditches, new culverts, modify existing culverts, and stormwater treatment each of the measurements. This ranking was done independently by specialists on the Study Team facilities; responsible for the various social, transportation, economic, biological and physical aspects of the  Modifications to existing and construction of new vehicle overpass bridge structures; study. Environmental effects were predicted considering the interaction of all phases of the alternative  Right-of-way barriers and fencing; solutions (planning design/pre-construction, construction, operation) with the existing environment.  LRT Tracks to include sub ballast, ballast, wood ties, concrete ties/plinths, signage, The full evaluation report is provided in Appendix D. The following is a brief description of typical turnouts, rail and other track materials; and activities that occur during the various phases of a project’s evolution.  Installation of landscaping features such as sodding, seeding, tree and shrub plantings,

paving stones, station furniture and lighting fixtures. Planning Design/Pre Construction

Following completion of the Environmental Project Report, the City of Ottawa will ultimately proceed Operation with implementation and construction, which includes the pre-construction activities and design. During the operation phase, the LRT corridor would provide facilities for the movement of light rail Project-related environmental effects will be defined in more detail during the planning/pre-construction vehicles including the following: phase. These activities will likely include the following:

 Daily operation of light rail vehicles;  Site surveying;  Detailed site investigations;  Daily operation of station facilities;  Completion of detailed design and contract drawings; and  Inspection, maintenance and replacement of building infrastructure, including stations,  Acquisition of land for the required LRT right-of-way and supporting infrastructure. tunnels, bridges, culverts, rails, signalling, and electrical supply;  Inspection, maintenance and replacement of landscaping, fencing, lighting and security Construction and communications systems; Physical construction activities for the LRT could include the following:  Daily maintenance of light rail vehicles, including inspection, exterior/interior cleaning and washing;  Set-up of construction site to house construction trailers, worker parking, material and  Winter snow clearance and salting of access roadways and sidewalks; and equipment storage;  Storm drainage system repairs, drainage structure maintenance and clean-out.  Set-up of road detour(s) including erection of traffic control signs, temporary concrete barriers, barricades, temporary pavement markings, hoarding, and fencing; The assessment and evaluation of alternative solutions focuses primarily on the physical impacts that  Clearing and grubbing of trees and vegetation within the right-of-way for construction of could occur during construction and operation of the road corridor. the project;  Stripping of topsoil within the right-of-way; Measurements with a quantitative assessment were assigned a measurement unit as previously indicated in Table 4-1. This unit was an area or another number quantifying a specific characteristic of  Excavation of earth overburden and bedrock for structure foundations; the alternative. For each quantitative measurement, quantities were calculated and used for comparing  Trenching and installation of storm sewers, watermains, and other buried services and the alternatives. utilities;  Grading of the right-of-way, including cutting and filling; For those measurements requiring a qualitative assessment, specific terms were used to reflect the  Realignment of roadways and/or interchanges, construction of new elevated LRT qualitative judgment of the impacts for each alternative. These terms, as described below in Table 4- segments, tunnels, and/or retaining walls; 2, relate to the degree of impact or the benefit related to the indicator/measurement.  Laying of granular materials, LRT tracks and other associated infrastructure (e.g., catenary wires and poles) along the right-of-way;

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Table 4-2: Vocabulary Used for Qualitative Assessments to determine the raw data for several of the measurements, whereas professional judgment was used to evaluate those measurements that are qualitative in nature. A total of eleven (11) measurements Terms Used to Describe were used to evaluate the potential impacts of the alternative alignments on the social environment. Negative Positive Definition Impacts Impacts None/No None/No or The impact is judged to be either completely non-existent, or has the least impact compared Least to all the alternatives in the table. Negligible Limited The impact exists, but is of a magnitude small enough that it has little effect, or is of limited benefit. Slight / Reasonable The impact exists and is of relatively low magnitude, but enough to have a measurable effect Moderate or contribution. Some Good The impact exists and has an effect that is of a moderate magnitude, or provides a moderate contribution. Significant Best The impact exists and has an effect that is relatively large, or has the most impact when compared to other alternatives in the table.

Once the quantitative and qualitative assessments were complete, the alternatives were ranked. The extent of the potential impact determined the rank assigned to the alternative. The ranking process used was “competition ranking”. Alternatives assessed as equal receive the same ranking number, and then a gap is left in the ranking numbers. For example for three alternatives, A, B and C:

 If A ranks ahead of B and C (which compare equal), then o A gets ranking number 1 ("first"); o B gets ranking number 2 ("joint second"); and o C also gets ranking number 2 ("joint second").  Similarly if A and B compare equal and are both ahead of C, then o A and B get ranking number 1 ("joint first"), and o C gets ranking number 3 ("third").

The following sections describe the impact assessment for the alternative alignments within the context of the six evaluation criteria groups. For each indicator, one or more measurements were assigned to assess the impacts of each alternative alignment. For each criteria group or indicator, a description of the data sources used to evaluate the alternatives and the rationale for ranking each of the alternatives is discussed.

Note that alternatives were ranked for each measurement individually. Rankings were not blended within the indicator to create an overall indicator rank.

4.6.1 Social

The social indicators and measurements form the basis for determining the degree to which the alternative alignments impact the social environment. The assessment of the social measurements was performed by several specialists, each with a particular area of expertise. GIS mapping was used

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Table 4-3: Analysis of Impacts on the Social Environment

Alternative Indicator Measurement North South Median Impact on Extent of disruption to areas 7.0 ha 6.3 ha 5.4 ha archaeological identified as having archaeological resources potential (ha) Rank 3 2 1 Comments GIS mapping was used to determine extent of disruption to areas with archaeological potential. The Median Alternative was found to impact the smallest area. Noise Increase in number of noise 100 100 92 sensitive receivers with a noise level of > 60 dBA (#) Rank 2 2 1 Comments Noise predictions were made following Ottawa noise guidelines using the Ontario Road Noise Analysis Method for Environment and Transportation prediction algorithm and the computer program STAMSON. The number of noise sensitive receivers for each of the alternatives was compared to the “No Build” scenario, which represents existing conditions. According to the assessment, the Median Alternative was found to have the least impact, as it has only 92 additional noise sensitive receivers that will experience a noise level of greater than 60 dBA compared to 100 for the North and South Alternatives. Property Impacts Number of properties impacted (#) 0 3 private properties 0 1 NCC property Rank 1 3 1 Comments GIS mapping was used to determine the number of properties impacted by each of the alternatives. Both the North and Median Alternatives did not cross any private property or property owned by the National Capital Commission, and were found to have the least impact. Amount of property required (ha) 0 ha 3.4 ha 0 ha Rank 1 3 1 Comments The amount of property required was determined similarly to the previous measurement. The North and Median Alternatives have no impact since these alignments do not cross private property or NCC-owned property. Compatibility with Integration of LRT with community Good integration since communities are only located on north Least integration since there are no communities to the south of Good integration since it will result in no displacement of Adjacent (comparative) side between Blair Road and Montreal Road. between Blair Road and Youville Drive Business Park. Would existing established residential communities. Communities also require displacement of Hydro One transmission lines closer to established residential communities. Rank 1 3 1 Comments Mapping and air photo interpretation were used to determine how each of the alternatives would integrate with the surrounding communities. The Median Alternative provides good integration with communities to the north and south, and has the least impact on existing communities as no displacement of existing established residential communities is required. The North Alternative also provides good integration with adjacent communities since communities are located only on the north side of the highway corridor between Blair Road and Montreal Road. As a result, the Median and North Alternatives both receive a rank of 1. Protection and encouragement of Least opportunity for encouragement of property investment Best opportunity for encouragement of property investment due Good opportunity for encouragement of property investment property and business investment due to large lengths of alignment in proximity to residential use. to proximity to St. Joseph Boulevard mainstreet, mixed-use and due to proximity to St. Joseph Blvd mainstreet, mixed-use and (access) employment nodes. employment nodes. Rank 3 1 2 Comments Mapping and air photo interpretation was also used to determine how each of the alternatives protect and/or encourage property and business investment. The South Alternative provides the best opportunity, and therefore the best rank, because it protects the existing functional use of properties, and is located the closest in proximity to commercial development along the St. Joseph Boulevard mainstreet, mixed-use and employment nodes.

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Table 4-3: Analysis of Impacts on the Social Environment

Alternative Indicator Measurement North South Median Views and Vistas Effects on views within the Significant impact since there are more distant views to the Significant impact, although less so than the north alternative, Some impact since only views to the inside of the corridor will Greenbelt north than to the south, and therefore visual impacts from since views to the south are generally closer than to the north be impeded. catenary poles are greater. and are less visually impacted by the presence of catenary poles. Rank 3 2 1 Comments Mapping, air photo interpretation and planning documents were used to evaluate the effects that each alternative would have on views within the Greenbelt. Catenary poles required for the LRT and concrete safety barriers will be installed along the entirety of the corridor and will therefore have visual impacts. The Median Alternative has the least impact since only the views to the inside of the highway corridor will be impeded. Within the Greenbelt, views to the north are more distant and views to the south are closer. The impacts of catenary poles are greater for distant views than for closers because the distant features will seem smaller in proportion. Therefore, the North Alternative has greater impact than the South Alternative because it has a greater proportion of distant views. Effects on views, Capital Significant impact, since views outside the Greenbelt are Significant impact, since views outside the Greenbelt are Significant impact, since views outside the Greenbelt are Parkways, Capital Views, scenic generally closer. Views will be partially obscured and visually generally closer. Views will be partially obscured and visually generally closer. Only views to the inside of the corridor will be entry points outside of the impacted by catenary poles and concrete barriers between the impacted by catenary poles and concrete barriers between the impeded. Greenbelt road and LRT. road and LRT. Rank 2 2 1 Comments This measurement was evaluated in a similar manner to that of the previous measurement. The Median Alternative was once again preferred since only views to the inside of the corridor will be impeded by the presence of the LRT infrastructure. Since views outside the Greenbelt are closer, both to the north and to the south, the North and South Alternatives have similar impacts on views. Smart Growth Supports City policies regarding Moderately supportive of City policies due proximity to Most supportive of City policies due to proximity with several Somewhat supportive of City policies due to proximity to areas intensification and community residential areas in Orléans, two business parks and designated designated growth areas on the south side of HWY 174. both north and south of HWY 174. However, it does not allow planning (comparative) growth areas north of HWY 174. for direct connections to adjacent development. Rank 2 1 3 Comments Professional judgment was use to evaluate how each of the alternatives support City of Ottawa policies regarding intensification and community planning. The City has policies to direct growth and development to mixed-use centres, mainstreets, and employment designated areas. The South Alternative is the most supportive of City policies due to its proximity to designated growths areas, including the Youville Drive Business Park, St. Joseph Boulevard mainstreet, Place D’Orléans, and the Taylor Creek Business Park. The North Alternative is also located near designated growth areas, but fewer than the South Alternative. The Median Alternative is somewhat supportive of City policies, but it does not allow for direct connections to adjacent development due to its location. Motivate sustainable travel Reasonable opportunities to motivate sustainable travel Good opportunities to motivate sustainable travel choices, but Best opportunity to motivate sustainable travel choices since choices (comparative) choices, but will require trip generators located on the south will require trip generators located on the north side to cross the stations locations will reduce barrier effect on adjacent side to cross the entire HWY 174 corridor. entire HWY 174 corridor. A greater number of trip generators communities. are located on the south side of the HWY 174. Rank 3 2 1 Comments Professional judgment was used to evaluate how each of the alternatives motivates sustainable travel choices. The Median Alternative has the best opportunity to motivate sustainable travel choices since station locations will reduce the barrier effect on adjacent communities. The North and South Alternatives will require trip generators located on opposing sides of the corridor to cross the entire HWY 174 corridor. The South Alternative is ranked second because a greater number of trip generators are located on the south side of the HWY 174. Opportunities to encourage transit- Good opportunities to encourage TOD at Place D’Orléans and Best opportunities to encourage TOD since stations will be Reasonable opportunities to encourage TOD since walking oriented development between Tenth Line and Trim Road. closer to development at Jeanne d’Arc, Place D’Orléans, distance between potential development and stations is further. (comparative) Orléans Town Centre and Trim Road. Rank 2 1 3 Comments Professional judgment was also used to evaluate the opportunities that each alternative provides to encourage transit-oriented development (TOD). The South Alternative has the best opportunities for TOD because stations will be closer to Jeanne d’Arc, Place D’Orléans, Orléans Town Centre and Trim Road. The North Alternative also has opportunities, but they are concentrated at Place D’Orléans and between Tenth Line and Trim Road. Since the walking distance between potential development and stations is further and connections are less direct, the Median Alternative is ranked third.

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4.6.2 Transportation

The City of Ottawa’s 2013 Transportation Master Plan establishes the goals to transform Ottawa’s transit system. The East LRT project is identified as one of the major projects in the 2031 Affordable Rapid Transit and Transit Priority network. Numerous criteria were selected to ensure that the alternatives are evaluated to select the alignment that produces an outcome with substantial benefits, that satisfies the objectives of the 2013 TMP, and that minimizes adverse impacts. The following table presents the indicators and measurements that were used to compare the alternatives from the perspective of transportation.

Table 4-4: Analysis of Impacts on Transportation

Alternative Indicator Measurement North South Median Safety Transit Infrastructure/Personal Moderate impact since stations will be less visible due to need Some impact since proximity to and conflicts with hydro Negligible impact since stations will be more visible. However, safety (comparative) to be one level below highway grade to accommodate ramp corridor represent some risk to transit infrastructure. Stations locating station in the middle of highway may increase connections at interchanges. will be less visible due to need to be one level below highway perception of isolation and personal safety risk. grade to accommodate ramp connections at interchanges. Rank 2 3 1 Comments Professional judgment was used to evaluate the impacts of each of the alternatives on transit infrastructure and personal safety. The Median Alternative is preferred because stations will be more visible, although this location may increase perception of isolation and personal safety risk. However, perceptions of safety can be mitigated through design. The North Alternative is ranked second compared to the South Alternative because the South Alternative is located in close proximity to an existing hydro corridor. Transit Network Compatibility with future network Least compatibility since future extension of rapid transit to Best compatibility since closest in proximity to identified future Good compatibility since future extension of rapid transit to Function (2031 rapid transit and transit serve Cardinal Creek would require crossing of HWY 174. rapid transit and transit priority links. serve Cardinal Creek would require crossing of HWY 174. priority network concept) Furthest from future rapid transit and transit priority links. (comparative) Rank 3 1 2 Comments Each of the alternatives were assessed for their compatibility with the 2031 Rapid Transit and Transit Priority Network concept outlined in the City of Ottawa’s 2013 Transportation Master Plan and Official Plan. The South Alternative has the best compatibility since it is closest to the identified future rapid transit and transit priority links, which are also all located to the south. Rider comfort and service quality Good rider comfort since no crossing of HWY 174 corridor Reasonable rider comfort although crossing of HWY 174 Best rider comfort and service quality although crossing of (comparative) required. Additional curves and grades at station locations corridor required. Additional curves and grades at station HWY 174 corridor required. Alignment will be at existing grade required to integrate with interchange ramps. locations required to integrate with interchange ramps. and will be straight. Rank 2 3 1 Comments Professional judgment was used to evaluate each of the alternatives in terms of rider comfort and service quality. Comfort is greatly influenced by components of the alignment design such as curves and grade changes. Since the Median Alternative follows a relatively straight alignment and is located at existing grade, it performs the best. Both the South and North Alternatives require additional curves and grades at station locations to integrate with interchange ramps. Transit Ridership Ability to connect all-day trip Fewest opportunities for direct connections due to distance Best opportunity for direct connection due to proximity to No direct connections possible but offers shorter walking generators (comparative) from majority of all-day trip generators. majority of all-day trip generators. distance to major opportunities than North Alternative. Rank 3 1 2 Comments Professional judgment was used to evaluate the ability of each of the alternatives to connect all-day trip generators. The majority of all-day trip generators are located on the south side of the HWY 174 corridor. Due to its close proximity to these all-day trip generators, the South Alternative receives the best rank. The Median Alternative is closer than the North Alternative to the majority of all-day trip generators, and therefore ranks second. Transit Stations Location and spacing Provides good station locations serving communities on the Provides good station locations serving communities on the Station locations would be equidistant from communities both (comparative) north side of the corridor only. south side of the corridor only. on the north and south side of the corridor. Rank 2 2 1 Comments Transportation planning documents, mapping, and professional judgment were used to determine whether all alternatives can accommodate the stations identified in the City of Ottawa’s 2013 Transportation Master Plan (TMP). All alternatives were found to be able to accommodate the stations identified in the TMP. The Median Alternative ranks first because it is located an equal distance from both the north and the south side. Both the North and the South Alternatives rank equally at second because they provide good stations locations serving communities only on the side where they are located.

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Table 4-4: Analysis of Impacts on Transportation

Alternative Indicator Measurement North South Median Transit Stations Potential for multi-modal Provides best ability for multi-modal connections on north side Provides best ability for multi-modal connections on south side Provides for reasonable multi-modal connections to both north (Continued) connections (walk, cycle, transit) of the corridor but requires all users accessing from the south of the corridor but requires all users accessing from the north and south sides of the corridor but requires crossing of half the (comparative) to cross the highway corridor. Station placement provides to cross the highway corridor. Station placement provides highway to access. Station placement permits best ability to limited ability to provide for additional connections across the limited ability to provide for additional connections across the provide additional connections across the highway. highway. highway. Rank 2 2 1 Comments Similarly to the previous measurement, transportation planning documents, mapping, and professional judgment were used to examine the potential for each of the alternatives to provide multi- modal connections. The Median Alternative ranks first because although it requires crossing of half the highway to access, it provides equal opportunities for communities located both to the north and to the south. The location of the station allows additional connections across the highway. The North and South Alternatives rank equally since they provide the best ability for multi- modal connections, but would require users located on the opposing side of the corridor to cross the highway. Pedestrian and Multi-use pathway opportunities Limited ability to provide parallel pathway facility, but Limited ability to provide parallel pathway facility, but Provides the best flexibility in providing parallel pathway Cyclists (comparative) connections on the north side of HWY 174 do not require connections on the south side of HWY 174 do not require opportunities but connections to other facilities will require crossing of the highway. Fewer pathway connections to the crossing of the highway. Existing pathways would need to be highway crossings. Crossings can be integrated into station north of HWY 174 than to the south. modified. design. Rank 2 2 1 Comments This measurement also relied on transportation planning documents, mapping, and professional judgment to evaluate how each of the alternatives provides multi-use pathway opportunities. The Median Alternatives provides the best flexibility in providing parallel pathway opportunities, but connections to other facilities will require highway crossings. The North and South Alternatives both have limited ability to provide parallel pathway facilities, but connections located on the same side would not require crossing of the highway. There are fewer pathway connections for the North Alternative, but existing pathways located to the south would need to be modified to provide appropriate connections to the South Alternative. Road Network Compatibility with existing network Significant potential impacts on ramp geometry at Significant potential impacts on ramp geometry at Slight potential impacts on road and ramp geometry at Function (changes required to existing road interchanges. Removal of ramp required. interchanges. Significant alteration or removal of ramp interchanges. Shifting of some lanes required. network) (comparative) required. Rank 2 3 1 Comments Mapping and professional judgment were used to assess the extent to which alternatives are compatible with the existing road network. All alternatives are proposed to be located in a corridor that is surrounded by development. Existing interchanges for the HWY 174 are located to the north and to the south of the highway. The Median Alternative ranks the best because the majority of the existing HWY 174 corridor can accommodate a median LRT without major changes. In contract, the North Alternative would require significant alteration of interchange ramp geometry. The South Alternative has an even greater impact because interchanges would need to be redesigned, and other ramps would need to be altered or removed entirely.

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4.6.3 Infrastructure

This criteria group reflects the desire to minimize operational and maintenance difficulties to infrastructure, avoid construction difficulties and associated cost implications. Several key infrastructure components were identified for assessment.

Table 4-5: Analysis of Impacts on Infrastructure

Alternative Indicator Measurement North South Median Major Municipal Number of conflicts of major 30 conflicts (8 watermains;11 sanitary sewers; 33 conflicts (10 watermains; 12 sanitary sewers; 30 conflicts (8 watermains; 11 sanitary sewers; Infrastructure Infrastructure (watermains, 5 storm sewers; 6 creek culverts) 5 storm sewers; 6 creek culverts) 5 storm sewers; 6 creek culverts) sewers) (#) Rank 1 3 1 Comments GIS mapping was used to determine the number of conflicts with major municipal infrastructure. Both the North and the Median Alternative tied for rank 1 because they both had 30 conflicts. The South Alternative conflicted with several more watermains and sanitary sewers. Utilities Number of crossings of major  5 crossings of gas mains 150-500 mm  5 crossings of gas mains 150-500 mm  5 crossings of gas mains 150-500 mm utility corridors such as pipelines  350 m section of 500 mm gas main along westbound  350 m section of 500 mm gas main along westbound  350 m section of 500 mm gas main along westbound (#) lanes in Greenbelt lanes in Greenbelt. lanes in Greenbelt.  Gas main along westbound off-ramp at Champlain. Rank 3 1 1 Comments GIS mapping was used to determine the number of crossings each alternative had with major utility corridors. Both the South and Median Alternatives tie for first because they both crossed a similar number of natural gas pipelines. The North Alternative is ranked last because it intersects with an additional gas main along the westbound off-ramp at Champlain Street. Number of conflicts with Hydro  Requires 1 ramp under the transmission line at an  Requires 2 crossings of the transmission line  Requires 7 ramps under transmission lines at One transmission line (#) interchange to be modified  Requires 7 ramps under transmission line at interchanges interchanges to be modified  200 m of eastbound ramp to Place d’Orléans will be within to be modified  Sections within 15 m of transmission lines are 0.8 km of 15 m of transmission lines  7.14 km of the LRT corridor is within 15 m of the centerline HWY 174 widening near Place d’Orléans, 0.75 km of  No crossings of the transmission line are required and no  6 stations are located under the transmission line auxiliary lanes between Place d’Orléans and Tenth Line stations are located under the line and 0.39 km eastbound right turn lane at Trim Road  No crossings of the transmission line are required and no stations are located under the line Rank 1 3 2 Comments To determine the number of conflicts with Hydro One transmission lines, several metrics were used: the length of LRT within 15 metres of the transmission line centre, the number of transit stations under a transmission line, and the number of crossings of the transmission line. Since the LRT is powered through electricity supplied through catenary wires and poles, there is the potential for electrical interference to occur if it is located nearby an existing transmission line. A minimum setback distance of 15 metres from the transmission line centreline is required between two sets of transmission lines. The North Alternative has the least impact because it is located away from the majority of the transmission line, which is located on the south side of the corridor. The Median and South Alternatives both conflict with the transmission line along a considerable portion of its alignment. Major Structures Number of changes to existing  20 major structural interventions  2 very complex structural interventions  7 major structural interventions structures and interchanges  5 minor structural interventions  14 major structural interventions  6 minor structural interventions including new structures required  4 minor structural interventions (#) Rank 2 3 1 Comments The number of changes to existing structures and interchanges was evaluated using mapping of municipal services. The Median Alternative has the least impact since the corridor can, in many places, accommodate a median LRT without any structural changes. The North and South Alternatives would require extensive restructuring of the interchange ramps to accommodate the LRT alignment and stations. The South Alternative has the greatest impact because a tunnel and underground station would need to be constructed at Place D’Orléans, which would not be required at the North Alternative.

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4.6.4 Costs

The cost impacts of the alternatives were evaluated from two perspectives: (1) the capital costs of the LRT and (2) the costs associated with the operation and maintenance of the LRT.

Table 4-6: Analysis of Impacts on Cost

Alternative Indicator Measurement North South Median Capital Costs Relative costs (comparative) Mid-range Highest Lowest Rank 2 3 1 Comments Concept plans were used to determine the relative costs of each of the alternatives. The Median Alternative has the lowest relative cost because it requires considerably fewer changes to existing interchange ramps, which reduces the costs to construct roadways as well as to alter or build new structures. Furthermore, the Median Alternative does not require the extensive construction of retaining whiles like the North and South Alternatives does. The South Alternative has the highest relative cost due to the costs associated with the design and construction of an underground tunnel and an underground station. Operating Costs Operation and maintenance costs Mid-range Mid-range Lowest (comparative) Rank 2 2 1 Comments Concept plans were used to determine the operation and maintenance costs of each of the alternatives. Factors related to the design of the alignment, such as grade separations, curves, and station construction will influence the costs associated with operation and maintenance. Since the alignment for the Median Alternative is relatively straight at existing grade, operation and maintenance costs are reduced. Accessibility of locations between stations will be more difficult for the Median Alternative since the highway would need to be blocked to provide access. Despite the increased costs associated with the staging required for maintenance of the Median Alternative, it is still the least expensive when compared with the substantial operating costs required as a result of the numerous grades, curves, and complex station facilities required of the North and South Alternatives.

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4.6.5 Biological

The biological indicators used for this evaluation include: Natural Heritage Features, Aquatic Environment, Wildlife and Species at Risk. A discussion of each of these indicators and the measurements used to compare and evaluate the alternative alignments is provided in the following sections.

Table 4-7: Analysis of Impacts on the Biological Environment

Alternative Indicator Measurement North South Median Natural Heritage Proximity to or fragmentation of 0.57 ha 0.64 ha 0.44 ha features ANSI (m/ha) Rank 2 3 1 Comments GIS mapping and data obtained from field visits was used to determine the impacts to Areas of Natural and Scientific Interest (ANSI). The Green’s Creek provincially significant Earth Sciences ANSI was identified as being present within the study area. In the North and South alternatives, edge habitat associated with Green’s Creek ANSI will likely be affected as a culvert extension or a new structure is anticipated in order to accommodate the additional LRT infrastructure. The Median Alternative was found to have the least impact, being able to avoid the installation of new culvert infrastructure, and only 0.44 ha of edge habitat associated with the ANSI would be potentially affected, compared to 0.57 ha and 0.64 ha for the North and South Alternatives, respectively. Aquatic Number of watercourse crossings 15 habitats affected: 13 low and 2 high sensitivity 14 habitats affected: 11 low, 2 moderate and 1 high sensitivity Work occurring in median or along outside of existing shoulder Environment containing known fish habitat (# will take place where crossings are already enclosed. and low, moderate and high sensitivity) Rank 2 2 1 Comments The number of watercourse crossings containing fish habitat was determined using background reports, aquatic habitat assessments and GIS mapping. Aquatic habitat assessments of watercourses containing fish habitat evaluated the discharge characteristics, stream permanence, sensitivity and other characteristics of the watercourses. Using GIS mapping, the alignments of each of the alternatives was overlaid with the GIS layer containing information on watercourses. The North and South alternative potentially affect a similar number of watercourses. The number of habitats that are potentially impacted by each of the alignments was counted, taking into account the sensitivity classifications performed during the aquatic habitat assessments. The Median Alternative was found to have the least impact, since many of the crossings within the median are already enclosed and impacts on fish habitat will be minimized. Wildlife Loss of woodland area (ha) 0.03 ha 0.12 ha 0 Rank 2 3 1 Comments To determine the loss of significant woodlands, field visits were used to verify the geospatial data received by the City of Ottawa. The GIS layer of significant woodlands was overlaid with each of the alignments to determine the loss of woodland area. The Median Alternative has the least impact since the median between the lanes of HWY 174 had previously been cleared for safety reasons. Effects associated with the North and South alternatives are to communities that are considered common and are along the edges of the forest patches. Potential disruption to significant 5.7 ha 4.0 ha 1.6 ha wildlife habitat (ha) Rank 3 2 1 Comments Vegetation community delineation field investigations and analysis of data with respect to MNRF’s Wildlife Habitat Ecoregion Criteria Schedule 6E determined areas of potential significant wildlife habitat in the Eastern LRT study area. Using GIS, the alignments were overlaid on the potential significant wildlife habitat identified from field investigations. The Median Alternative was found to affect 1.6 ha of potential significant wildlife habitat, while the South Alternative affected 4.0 ha and the North Alternative affected 5.7 ha. Species at Risk Potential disruption of Species at Potential habitat for 18 threatened and endangered SAR. Potential habitat for 21 threatened and endangered SAR. Potential habitat for 21 threatened and endangered SAR. Risk habitat (potential # of species Potential habitat for 14 special concern SAR. Total potential Potential habitat for 14 special concern SAR. Total potential Potential habitat for 14 special concern SAR. Total potential affected) habitat affected 10.1 ha. habitat affected 10.3 ha. habitat affected 4.7 ha. Rank 2 2 1 Comments Information on species at risk (SAR) in the study area was obtained from several data sources including the Ontario Ministry of Natural Resources and Forestry, the Department of Fisheries and Oceans Canada, the Atlas of Breeding Birds of Ontario, and the City of Ottawa. Field surveys completed in 2013 and 2014 provided input on whether species at risk or species at risk habitat are present in the study area. A total of 45 species at risk were found to have suitable habitat present in the study area. Each of the alignments was overlaid with the potential SAR to determine the potential disruption of SAR. Both the South Alternative and the Median Alternative were found to affect the potential habitat of 21 threatened and endangered species and 14 special concern species. However, the Median Alternative has less impact because the total potential habitat affected is 4.7 ha, compared to 10.3 affected by the South Alternative. The North Alternative was found to affect the potential habitat of 18 threatened and endangered species at risk, 14 special concern species, and a total potential habitat of 10.1 ha.

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4.6.6 Physical

The physical indicator and measurement described in the following section forms the basis for determining the degree to which the alternative alignments impact the physical environment. The Slopes and Ravines indicator was the only physical indicator that was retained, since the other physical indicators were found to be non-distinguishing. In other words, there was no difference between the alternatives with respect to those measurements and although impacts may still occur, they do not aid in the selection of a preferred alignment.

Table 4-8: Analysis of Impacts on the Physical Environment

Alternative Indicator Measurement North South Median Slopes and Ravines Length of construction within 145 m 219 m 139 m areas of unstable slopes (m) Rank 2 3 1 Comments Areas of unstable slopes were determined using SLIDE, which is a two dimensional limit equilibrium slope stability program. The length of construction within areas of unstable slopes was determined through the creation of a GIS layer indicating areas of unstable slopes, and overlapping this layer with the three alternative alignments. The Median Alternative has the least impact, since only 139 m of construction would be required within areas of unstable slopes.

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4.6.7 Concordance Matrix concordance method applied to evaluate the alternatives is a very robust test. Since the Median Alternative was always found to be the preferred alignment, the selection of alignment is not strongly The next steps in the evaluation process involve applying the concordance method to the ranked influenced by the weights given to the various measurements. alternatives. This method involves comparing each alternative with one another for each of the measurements. The alternative that is ranked higher for the measurement receives the weight value The weights provided by the City of Ottawa and the Study Team were similar for the cost criteria and for that measurement or, if the alternatives are ranked equal, the weight value is divided by two. The infrastructure criteria. However, the City assigned more than double the points to the transportation degree of concordance between alternatives is determined by adding up the weight values received criteria than the Study Team (56 points versus 25.7 points). As a result of the large portion of weights by each alternative for all measurements and then dividing by the total weight of all measurements. being assigned to transportation for the City’s weights, the social, biological and physical criteria were given much less weight compared to the Study Team. As noted, the Median Alternative was preferred The following summary table presents the concordance matrix for the evaluation of the three (3) when using the City of Ottawa and the Study Team weights together and on their own. The second- alignments for the East Light Rail Transit. For this table, the blended weights submitted by the City of ranked alternative differed; however, with the South Alternative ranked second for the Study Team but Ottawa and the Study Team were used. In developing their weights, the City considered community ranked third for the City of Ottawa. values reflected in their established policies and priorities. Members of the Study Team came from a variety of backgrounds, and their backgrounds influenced the selection of weights. In the next section, 4.6.9 Sectional Analysis a sensitivity analysis using a wide range of weights in the analysis is presented to assess the robustness of this result. Additional documentation of the evaluation process is provided in Appendix It can be expected that along the length of the corridor the various alternatives may potentially have D. conflicting results, with one alternative performing well at one end and not the other. An overview assessment was undertaken to determine if a hybrid alignment that takes sections from more than one The results in Table 4-9 indicate that the Median Alternative is the preferred alignment, followed by the alternative would be the overall best performing route. North Alternative and then the South Alternative. A review of the following key indicators for reaching a decision was undertaken: Table 4-9: Concordance Matrix using Blended Weights  Supports City policies regarding intensification and community planning; Alternatives  Opportunities to encourage Transit Oriented Development; Alternatives Sum Rank North South Median  Compatibility with future network (2031 rapid transit and transit priority network concept); North Alignment 0.59 0.10 0.70 2  Multi-use pathway opportunities; South Alignment 0.41 0.21 0.62 3  Number of changes to existing structures and interchanges; Median Alignment 0.90 0.79 1.68 1  New structures required (#); and  Capital costs.

4.6.8 Sensitivity Analysis Based on this review, a hybrid solution was developed that uses the North Alternative for the East LRT corridor from Blair Station to the Green’s Creek area where a natural depression in the road would A sensitivity analysis was undertaken to test the robustness of the results. A sensitivity analysis facilitate a transition to the Median Alternative. The East LRT would then stay in the median easterly involves altering the weights that were assigned to the various measurements to determine whether to Trim Road. Some of the possible advantages of this hybrid alignment are noted below: the preferred alternative varies. Seventeen different combinations of weights were assessed, including assigning all the weight to one of the six categories of indicators (e.g., infrastructure, economics,  Station proximity to developed areas from Blair Road to Montreal Road that can encourage biological, physical, social, or transportation) and completely removing the weight from one of the TOD and ridership; categories.  Allows for potential connections to LRT stations in the future (i.e., Jasmine Park or

Gloucester High School); Based on the concordance evaluation method, the Median Alternative is the preferred alignment in all  Better connections to multi-use pathways from Blair to Green’s Creek; seventeen (17) of the sensitivity tests performed. The South Alternative is ranked second in 5 out of 17 sensitivity tests, whereas the North Alternative is ranked second in 11 out of 17 sensitivity tests.  Maintains the existing transitway (bus) 174 overpass during construction; With no costs considered, the South and North Alternatives tie for second. This indicates that the  Reduces overall capital costs; and

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

 Provides less staging impacts on both existing transit and vehicular traffic. the north and south of the existing highway corridor to access the LRT, and services the residential and business communities to the north between Blair Station and Montreal Road. A Hybrid LRT Alignment Solution, described as follows, was presented during public consultation: Infrastructure:  Travel under a new underpass through the Blair Road interchange immediately after Blair The Hybrid Alternative is preferred because it is located in a portion of the corridor where fewer utilities Station (straight track geometry has better user comfort and lower operating costs); have been installed, and therefore there are fewer impacts. The alignment between Blair Station and  Modify Blair ramp structures as needed, protecting for the future Cumberland Transitway Montreal Road takes advantage of existing infrastructure and maintains the bus transitway structure facility; for the longest period of time during construction. In transitioning to the median at Montreal Road,  Travel along the north side of HWY 174 to Montreal Road Station; extensive restructuring of existing highway interchanges to the east that would be required with the  Climb over the westbound HWY 174 lanes and drop into the median; North or South Alternatives is avoided, making the Hybrid Alternative preferred from this perspective.  Continue in the median of HWY 174 easterly to Trim Road. Costs: 4.6.10 Reasoned Argument for the Preferred Hybrid Alignment Solution The Hybrid Alternative takes advantage of the existing right-of-way from Blair Station to Montreal Road. The north side alignment from Blair to Montreal Road has less impact on the existing HWY 174 as the The performance of the Median Alternative in all of the sensitivity tests reflects the strong feasibility of existing median is not wide enough to accommodate the LRT, requiring more reconstruction of the this alternative when compared to the South and North Alternative alignments. The following highway for the median alternative. East of the transition to the Median Alignment, fewer alterations discussion summarizes the rationale for why the Hybrid Alignment, including locating the LRT on the are required to existing interchanges and infrastructure. north side from Blair to Montreal and then transitioning the LRT into the highway median from Green’s Creek easterly to Trim Road, is preferred from the perspective of each of the criteria groups used in Biological: the evaluation. The stretch between Blair Station and Montreal Road has limited natural habitat, with the exception of a small stretch along Jasmine Park. The alignment along the median is located between the lanes of Social: an existing highway, in an area that has already been disturbed. The Hybrid Alternative alignment from The Hybrid Alignment places Montreal Station and a potential future station in the vicinity of Gloucester Montreal Road to Trim Road has fewer natural heritage features, fewer watercourse crossings, less High School closer to residential homes between Blair Station and Montreal Road, providing a higher woodland area, less significant wildlife habitat and less habitat potentially used by species at risk than level of service to these communities by allowing for shorter, more efficient connections to the LRT the North and South Alternatives. than if the station were in the median along this stretch, as no residential development exists to the south. Physical: Slopes and ravines was the indicator used for evaluating the alternatives’ impacts on the physical After transitioning to the median, the alignment is located slightly further, but equidistant from environment. There are no unique exposures to slope instability along the northern portion from Blair residential land uses than the North and South Alternatives. These land uses could be adversely to Montreal Road. Due to its location between lanes of an existing highway, the median portion is less impacted by the perception of an LRT corridor on their side of the right of way. Although its greater exposed to areas of unstable slopes and therefore has the least impact. distance from adjacent communities can also be perceived as having less benefit than the alternatives that are closer, it provides equal opportunities to both the communities located to the north and to the Based on this review, the Hybrid Alignment Solution was identified as the preliminary preferred south. The Hybrid Alignment is also located in a corridor that is already impacted by the presence of a alternative. highway, and therefore its impact, from a social perspective, is lessened. 4.6.11 Refinements to the Preferred LRT Alignment Transportation: The LRT is a transportation initiative and it is therefore important that the preferred alignment facilitates Following consultation in Spring 2015, the Hybrid Alignment Solution was carried forward for further the achievement of the transportation-oriented goals outlined in the City of Ottawa’s Official Plan and examination. Subsequent investigation of the costs for structures including bridges and retaining walls Transportation Master Plan. The Hybrid Alternative is highly compatible with these plans, as it has and the costs of building suitable foundations for these structures, revealed that the long structure negligible adverse impact on existing networks and provides opportunities that will integrate well with needed between Montreal Station and Green’s Creek is an area of soft, deep clays, and would have future additions to the network. It, once again, provides equal opportunities to communities located to resulted in higher costs. Other structural designs and other locations for the LRT to transition from the north side at Blair Station into the median were reviewed and assessed.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

As a result of this investigation, the alignments of the East LRT and the Cumberland BRT (Option 5) As an initial step, the bridge carrying the East LRT over the westbound HWY 174 lanes was shortened through the Blair interchange, illustrated in Figure 4-8, were selected as preferred for the following as much as practical. Subsequently, design assumptions were refined in consultation with the City of reasons: Ottawa and the Stage 2 LRT team commenced preliminary engineering and the review of alignment options. for the East LRT between Blair Road and Montreal Road. The results of their studies are  Comparable impacts with respect to the Hydro One transmission line as approved in the EA summarized below. Study;  Subsurface soil/rock conditions are good; LRT Alignment under Blair Road:  Fewer impacts to natural environment features than the new structures under the interchange; The preferred LRT alignment heading east from Blair Station and under the Blair Road interchange, is  Less structural work and costs, especially in the short term (that is, by using the existing East generally straight in the Hybrid Alignment Solution. When compared with the alternative of using the Transitway facility, this alignment eliminates new structures under Blair Road and the Blair existing East Transitway for LRT, the preferred alignment: interchange ramps);  Simplified construction staging for the East LRT for Blair Road traffic;  Has better horizontal alignment for LRT operation;  No property impacts.  Protects the existing East Transitway for the Cumberland Transitway; and  Has higher footprint impacts and capital cost and therefore protects for the “worst case”. Based on the review of the alternatives, the preferred alternative is for the LRT alignment to use the existing East Transitway facility east of Blair Station. In reviewing the assumptions originally stated for the EA Study, the City of Ottawa decided that the LRT could use the existing Transitway structure under Blair Road as long as the future Cumberland Transition into the HWY 174 Median: BRT could be accommodated with an appropriate design. The Blair interchange area was therefore As noted above, the high structural costs associated with a transition into the median at Montreal Road investigated with respect to the needs of the East LRT and the Cumberland Transitway. An alignment and the poor subsurface soil conditions in that area led to the review of alternative transition locations. that follows the existing East Transitway east of Blair Station uses three existing structures (under It should be noted that the existing highway bridges over Montreal Road are approaching the end of Blair Road, the westbound off-ramp and the northbound to westbound on-ramp). This alignment their useful life and bundling the bridge replacement with the LRT project could be advantageous. involves back to back curves. The vertical alignment would follow the existing Transitway. Alternative alignments for the East LRT in this area were evaluated with the goal of reducing the cost Using the existing East Transitway facility for the East LRT, alternatives for the Cumberland BRT of the long LRT structure over westbound HWY 174 through the Montreal Road interchange. It was taken from the Cumberland BRT EA Study were assessed and refined (see Figure 4-8). Alternatives recognized that swinging into the median west of Montreal Road would incur costs associated with 1, 2, 3 and 4 shown on the figure were rejected in the original EA Study. As a result, Alternative 5 widening of the highway and these had to be compared with the costs associated with a long structure and a refinement of Alternative 3 were assessed by the Stage 2 team. However, an acceptable profile in poor soils. These new alternative alignments would result in a median station at Montreal Road and (vertical alignment) for the BRT was not attainable, given the available distances between the not require relocation of the Hydro Ottawa lines that cross through the interchange. structures. Therefore, Alternative 5 was selected as the preferred alignment for the Cumberland BRT. Three alternatives were evaluated, including a cut and cover (tunnel) option under HWY174 westbound The Cumberland BRT protected as part of the East LRT closely follows the geometry of the approved lanes just west of Montreal Road, a flyover (bridge) option just west of Montreal Road and a flyover Recommended Plan from the Cumberland Transitway EA study. North of the Pineview Golf Course, option in the vicinity of the existing eastbound Transitway structure over HWY 174 near Gloucester the BRT swings easterly over HWY 174 to position the Cumberland BRT immediately to the north of High School. the proposed East LRT.

The existing bridge under the westbound off-ramp will need to be modified or replaced, when the Cumberland BRT is constructed in the future. It appears that the bridge under Blair Road is wide enough to accommodate both BRT and LRT in the future. The existing Multi-Use Pathway (MUP) located underneath this structure may be accommodated by narrowing it slightly from 3.0m to 2.5m, by modifying the structure or by building a separate structure.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Figure 4-8: Alternative Alignments for BRT and Proposed Alignment for East LRT at Blair Road

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

The alignments for the Cut and Cover Tunnel Option, Flyover Option East and Flyover Option West profile would then drop into the highway median. Again the structure would be contained within are illustrated in Figure 4-9. The Median station at Montreal Road is illustrated in Figure 4-10. retaining walls in the median before reaching the same elevation as the highway.

Cut and Cover Tunnel Option: As with the other two options, the location of the Montreal Road station would be flexible, likely more Although tunnels are generally more expensive than bridge structures, given the poor soils in the area or less centered on Montreal Road. driving up bridge foundation costs, a tunnel option was investigated close to Montreal Road to minimize the costs associated with highway widening. Conclusion with Respect to the LRT Alignment from Blair Road to Montreal Road: Following analysis of the key indicators and the characteristics of the possible alternatives, the Flyover Retaining walls would be used where there is insufficient property available for earth slopes. The LRT Option West, which has the LRT enter the median of HWY 174 earlier than the Hybrid Alignment would cross under the westbound highway lanes in a cut and cover box approximately 50m long, Solution, was selected as preferred for the following reasons: before turning into the median and rising up to median grade west of Montreal Road. The LRT station would be more or less centered on Montreal Road, though the station location would be flexible.  Median or north side station locations are reasonably equivalent in terms of serving the residential area and the business park; Flyover Option East:  Supports city policies regarding intensification and community planning as well as transit- A flyover option just west of Montreal Road minimized the extent of median widening required, while oriented development; recognizing the poor soil conditions in the area. The requirements for construction staging of the  There is additional space for a multi-use pathway on the north side of HWY 174, connecting flyover would depend on the type of foundation selected. Spread footings, used to construct the into the community; existing HWY 174 structures over Montreal Road would be suitable, however, the significant size of  The structure carrying the LRT over westbound HWY 174 is located in an area of improved footings needed to support the structure on the poor soils would greatly impact HWY 174 lanes during subsurface foundation conditions; construction. This would necessitate significant staging or long bridge spans.  The structure carrying the LRT into the median would be further away from the residential area and the earth embankments/ retaining walls would also act as informal noise walls for a The LRT profile would have a relatively steep grade in this flyover option. The LRT would be contained portion of the traffic; within retaining walls due to the proximity of the highway and the adjacent residential area. The  Creates an opportunity to address issues with a portion of the concrete pavement along HWY structure would cross over the westbound highway lanes and swing into the median. Again the 174 that is deteriorating; retaining walls would be required in the median until the LRT reached the elevation of the highway  The design requires replacement of the bridges carrying HWY 174 over Montreal Road, median. providing an opportunity to address existing condition and clearance deficiencies; and  Results in cost savings. As with the cut and cover option, the location of the Montreal Road station would be more or less  A future station east of Gloucester High School can be protected, although the median centered on Montreal Road and would be flexible, as necessary. location will be more challenging to access.

Flyover Option West: The second flyover option evaluated was located near the existing Transitway structure. This location takes advantage of better foundation (soil) conditions and makes use of the existing embankment that carries the East Transitway up to the eastbound structure over HWY 174. This option will include a greater length of median widening to fit the LRT into the median. As well, this option swings into the median west of the potential future station in the vicinity of Trillium Park and the proposed pocket track. A pocket track may fit between Blair Road and the LRT flyover. The location of the future potential station would need to be shifted to the east, and moved to the median of the highway, when compared with the North Side Alternative.

The LRT would be contained within retaining walls where needed due to the proximity of the highway and then cross over the westbound lanes and swing into the median over a series of spans. The

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Figure 4-9: LRT Alignment Alternatives from North Side to Highway Median

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Figure 4-10: Montreal Road Interchange with Median Station

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

4.6.12 Reasoned Argument for the Overall Recommended Plan infrastructure, east of Montreal Road, the median LRT alignment requires fewer alterations to existing interchanges and infrastructure, with significant cost savings over the North and South Alternatives. Subsequent to the review of the East LRT alignment alternatives, the following discussion summarizes the rationale for the Recommended Plan for the LRT from Blair Station to Trim Road from the Biological: perspective of each of the criteria groups used in the evaluation. The alignment along the median is located between the lanes of an existing highway, in an already disturbed area. The Recommended Plan has fewer natural heritage features, fewer watercourse Social: crossings, less woodland area, less significant wildlife habitat and less habitat potentially used by The Recommended Plan has stations located to serve residential and employment land uses. A future species at risk than the North or South Alternatives or the Hybrid Alignment Solution. median station east of Gloucester High School can be protected. In Orléans, the median location is further from residences on both sides of the highway corridor that could be adversely impacted by the Physical: perception of a LRT corridor if it were located along the North or South Alternative alignments. The Slopes and ravines were the indicator retained for evaluating the alternatives’ impacts on the physical Recommended Plan is also located in a corridor that is already impacted by the presence of a highway, environment. Due to its location between lanes of an existing highway, the median alignment is less and therefore its impact, from a social perspective, is lessened. exposed to areas of unstable slopes and therefore has the least impact when compared with the other alternatives considered. Transportation: The Recommended Plan helps to achieve the transportation-oriented goals outlined in the City of With consideration for the results from the evaluation and the review, and the reasoned argument Ottawa’s Official Plan and Transportation Master Plan. It is highly compatible with these plans, as it presented above, the alignment identified as the Recommended Plan is described in the following has negligible adverse impact on existing networks and provides opportunities that will integrate well section. with future additions to the network. It provides equal opportunities to communities located to the north and south of the existing highway corridor to access the LRT. 4.6.13 Recommended LRT Alignment

Infrastructure: As a result of extensive investigation, the following LRT Alignment was carried forward as the The Recommended Plan in the median is located where fewer utilities have been installed, and Recommended Plan: therefore there are fewer impacts. The median station at Montreal Road eliminates the impact on the Ottawa Hydro lines that cross HWY 174 at the interchange and minimizes the impacts on the Hydro  Follow the existing East Transitway, passing under Blair Road and the westbound off-ramp One transmission line. The median alignment between the East Transitway and east of Montreal Road using existing structures. provides the opportunity for the City to address deficiencies with the concrete pavement between Blair  Climb up the existing East Transitway embankment to a new structure to carry the East LRT Road and Montreal Road and also allows the Montreal Road bridges that are at the end of their service into the median; lives to be replaced in a co-ordinated manner. East of Montreal Road, the Recommended Plan’s  Cross over the westbound lanes of HWY 174 and drop into a median, widened as needed to median alignment avoids extensive restructuring of existing highway interchanges through Orléans accommodate the LRT; that would be required with the North or South Alternatives.  Follow the median of HWY 174 through to the end of the East LRT at Trim Road;  Construct stations in the HWY 174 median at Montreal Road, Jeanne d’Arc Boulevard, Costs: Orléans Boulevard, Place d’Orléans, Orléans Town Centre, east of Tenth Line Road and at The Recommended Plan takes advantage of the existing right-of-way through the Blair Road Trim Road. interchange and locates the transition into the median in an area of better foundation materials, thus reducing costs. While the existing HWY 174 will require more reconstruction as the existing median is A potential future station east of Gloucester High School is protected in this plan, although the median not wide enough to accommodate the LRT, this pavement structure is nearing the end of its service location will be more challenging to access. life and reconstruction is required. The additional investment in the pavement structure of HWY 174 is less than the costs associated with building the structures required in the vicinity of Montreal Road and Blair Road with the Hybrid Alignment Solution. Also, the Recommended Plan would result in the future potential station east of Gloucester High School being located in the median of HWY 174, resulting in additional costs associated with a pedestrian structure needed for access. As noted under

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5 Maintenance and Storage Facility (MSF) 5.2 Alternative MSF Locations Alternative locations for an MSF were identified along the entire Confederation Line corridor. Site 5.1 Description of LRT Service and MSF Need evaluation criteria have been developed according to four main categories of site attributes: Site Characteristics; Facility Operations; System Operations; and Costs. The Confederation Line East and West extensions will use the same electrified technology and will operate as an expansion of the 12.5 km of the Confederation Line. Design of these extensions will 5.2.1 Site Characteristics therefore be influenced by operating requirements for the initial line, including, most notably, the need for a right-of-way that supports rapid transit service and provides sufficient capacity to meet future  Topography and Grade demand. The design will also need to ensure that, consistent with the TMP, LRT is not a barrier to The maintenance facility needs to be located on a level surface to maintain a constant catenary movement across the corridor by including pedestrian and cycling crossings and connections to and height and, as a safety precaution, to prevent vehicle movement in the event of brake failure. from surrounding communities.  Land Use Compatibility East of downtown during peak periods, trains will leave from Place d’Orléans Station every four to six The land chosen for the site would require the appropriate zoning to ensure ease of planning and minutes. Additional trains will begin at Blair Station, so that sufficient capacity is provided to meet the acceptance by the public. ridership demand at all points on the line. During the morning peak period, approximately three of every four trains will begin at Place d’ Orléans. At most off-peak times, trains will leave from Place d’  Expansion Capability Orléans Station every five to 10 minutes, and, with additional trains from Blair Station, will provide a The land chosen for the site would ideally be a single area of 15 ha and not several disconnected train every five minutes to Lincoln Fields through downtown. Late in the evening on weekdays and in parcels of land. Some sites may be examined that are smaller than this given unique development the evening on weekends, trains will run every eight to 15 minutes at all stations. potential, such as connections with existing facilities.

West of downtown during peak periods, trains will leave from both and Bayshore  Environment Station every six to eight minutes. Trains from both of those points will come together at the junction The selected site(s) should be free of any geographical, environmental and historical importance. south of , so that from Lincoln Fields Station through downtown, the trains will operate at a combined headway of every three to four minutes. At most off-peak times, trains will leave Human: Soil types and contamination are normal issues when planning the location of from Baseline and Bayshore Stations every 10 minutes, and will merge to provide a combined train an MSF. The positioning of the MSF not only needs to take into consideration service every five minutes from Lincoln Fields through downtown to match the five minute service the effects to local residents but also unauthorised access to the facility for noted for east of downtown. reasons of safety and security.

The design of the line will support the eventual operation of trains as frequent as every 1.5 minutes in Biological: Any choice of site should minimise the impact on its natural environment. each direction, to provide an ultimate capacity of 24,000 pphpd. Special track work such as crossovers and pocket tracks will be provided at key locations to provide a degree of flexibility and better ensure Physical: The selection of the site will require analysis to ensure that any faults, if present, reliability in the service plan, and allow for track maintenance during off peak. For passengers, the final are dormant. A further important aspect of the site selection process is the destination of the trains will be clearly indicated on the front and the sides of the trains and through the proximity to floodplains and the possibility of flooding. passenger information systems on station platforms. Bus transfer areas will be provided as required along the line with emphasis on terminus stations. 5.2.2 Facility Operations A Maintenance and Storage Facility (MSF) is essential for the operation and safe running of any LRT system. The MSF under construction along Belfast Road near the St. Laurent Bus Depot for the  Turnaround Loops Confederation Line will have the capacity to service the initial fleet and early expansion. However as A turnaround loop is essential for continuous and efficient operation and localised testing of the the fleet grows to accommodate Stage 2 and increased ridership forecasted in the TMP, another facility Light Rail Vehicle (LRV) and its associated systems. is required to service the additional trains.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

 Municipal Services, Utilities and Power  Operating and Maintenance (O&M) Costs The MSF and yard area require adequate drainage and positioning away from flood areas so as To reduce the overall operational and maintenance costs, the layout of the MSF yard is critical to to: minimise track corrosion and track bed degradation; maximise safety of personnel from ice build- ensure maximum operational efficiency. up in the winter or flooding during snow-melt and rainstorms; and prevent potential shock hazards from electrical system failure.  Property Ownership and Acquisition The sites chosen should reflect the lowest acquisition cost for the designated zone. The purchase  Efficiency of separate parcels of land from multiple owners is complex and should be avoided if possible. Road access is required for delivery of consumables and the retrieval of waste products generated by maintenance. The choice of site also needs to consider the location of the various M&S facility 5.2.5 Site Locations components to ensure that they are suitably located to maximize the efficiency of daily internal operations. Nineteen (19) candidate sites were identified and are shown in Figure 5-1:

 Track Redundancy and Reversal  Site 1: Woodroffe The area provided should allow a design and layout of the MSF Trackwork that will not block or  Site 2: Meadowlands hinder the movement of LRVs in the event of an LRV failure.  Site 3: Bayview (Considered in Downtown Ottawa Transit Tunnel (DOTT) EA)  Site 4: Pinecrest Garage 5.2.3 Systems Operations  Site 5: Pinecrest/Highway 417/Dumaurier  Site 6: NCC Holly Acres/Richmond  System Connectivity (Proximity to the intended new line)  Site 7: NCC Eastern Parkway (Considered under DOTT EA) The ideal location for the MSF is as close to the proposed alignment as possible. Of important note  Site 8: North 174 is the potential location of the facility near a station, which provides major benefits and efficiencies  Site 9: Trim North during commissioning.  Site 10: Trim South  Site 11: Pineview Golf Course along HWY 174  Efficiency  Site 12: Pineview Golf Course along Blair Close proximity to the proposed alignment is also beneficial because it prevents additional wear  Site 13: Pepsi Plant (Considered in DOTT EA as part of Belfast Site) and tear on vehicles, reduces maintenance schedules, and also minimises non-revenue ‘dead-  Site 14: Tremblay/St. Laurent former Works Yard (Considered in DOTT EA) heading’ movements of trains.  Site 15: Aviation Parkway (Considered in DOTT EA)  Site 16: Hurdman South (Considered in DOTT EA)  Freight Rail Connectivity  Site 17: /City Works The positioning of the MSF needs to take into account the potential delivery of equipment and  Site 18: Jeanne d’Arc West vehicles by rail, if feasible.  Site 19: Jeanne d’Arc East

Each of the sites has been reviewed to determine if it meets the basic screening criteria for a site. The 5.2.4 Costs major factors in determining whether a site is carried forward for evaluation are:

 Capital Costs  Adequate size and configuration The capital cost of the site is dependent upon the civil work expected and will vary with topography and location. Additional capital costs include the relocation of utilities and services, demolition, soil  Is the parcel large enough and shaped appropriately for efficient layout remediation, grading costs, landscaping, natural habitat reinstatement, road and pathway  No major environmental site issues such as known contamination

relocation, and reconstruction of roads.  Preferably not adjacent to residential areas unless buffering can be provided  Free of industrial contamination or prior use as a landfill  Not adjacent to sensitive natural features

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

 Reasonable costs to connect to the system, including reasonable costs to relocate existing businesses

 Balance of proximity with utility, considering the cost to construct access to and from the mainline track  Compatibility with long term land use plans

 On lands zoned for industrial or commercial activity

These factors are summarized in Table 5-1. Recommendations were made from both City Planning staff, as well as the Consulting Team. After discussion amongst the study team as a whole, it was decided to proceed with the recommendations in Table 5-1.

Figure 5-1: Candidate MSF Sites

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 5-1: Site Screening

Legend:  Meets Criteria  Somewhat meets criteria  Does not meet criteria

Site Characteristics Facility Operations System Operations Cost Site Topography Land Use Expansion Turnaround Municipal System Rail Environment Efficiency Redundancy Efficiency Capital O&M Property and Grade Compatibility Capability Loops Services Connectivity Connectivity Site 1: Woodroffe               Carry forward for further evaluation. The site is sufficient size and configuration to support the MSF, and while it is adjacent to a rail corridor there is no indication that the site is contaminated. The distance from the terminal station at Baseline is substantial but not too far. There are opportunities to buffer adjacent residential areas from the operational impacts of the facility. Site 2: Meadowlands               Not recommended for further evaluation. The site is relatively small and in an area of challenging ground conditions. While there is no contamination in the area the known running sands will pose significant risk. The protection for future Transitway extension will complicate the site and reduce the useful footprint, which is already confined due to the space occupied by the archives. The Urban Natural Features OP designation also poses a challenge to the suitability of this site. Site 3: Bayview               Not recommended for further evaluation. Bayview South is a smaller parcel of land and can only be suitably used in association with Bayview North, however recent changes reflected in the CDP and the desire to extend transit to Gatineau in this area would preclude an efficient MSF site. Portions of the site are contaminated and the land use designations are not appropriate. While the site is close to the Confederation and Trillium Lines, connections are challenging given the elevated station and horizontal curves at . Site 4: Pinecrest Garage               Not recommended for further evaluation. The size and shape of this parcel is marginal. Current owners will be challenging to relocate, thereby increasing the cost to obtain the site. While immediately adjacent to the Confederation Line West Extension the alignment would make connections challenging. Site 5: Pinecrest/             k  Highway 417/ Dumaurier Not recommended for further evaluation. The site is suboptimal for several reasons including the size and configuration, the presence of a former landfill in the northern portion of the site, challenges connecting to the mainline, and providing a viable for the adjacent communities as part of the Stage 2: Western LRT Extension. Site 6: NCC Holly Acres/               Richmond Carry forward for further evaluation. The site is relatively remote from the Confederation Line West Extension, and would require a complex crossing of Highway 417 and Holly Acres Road. However it is an ideal size and shape. The site is remote from residential neighbours and tucked in against the freeway interchange. While currently part of the Greenbelt, the site could be developed with supporting uses along the frontage to shield the facility. Site 7: NCC SGEC               Parkway Not recommended for further evaluation. The site is in the Greenbelt and is Class A Agricultural Land. While remote from residential neighbours it is also challenging to access as there is no local road or freight railway access. The site is close to the Confederation Line East Extension, which is good for connectivity, but the preference is for a west end site to balance operational needs. Site 8: North 174               Not recommended for further evaluation. North of Highway 174 is at the very east end of the ultimate terminal station for the Confederation Line East Extension, which is subject to the availability of funding. Additionally this site has many development constraints in being adjacent to environmentally sensitive lands along the Ottawa River. The zoning is acceptable but the presence of a creek along the western edge will limit development of the site. This site would require substantial extension of the tracks from the Stage 2 terminal station at Place d’Orléans or initial construction of the line to Trim Road. Site 9: Trim North               Not recommended for further evaluation. The site would displace a substantial portion of the existing Park and Ride and reduce the TOD potential at the station. There is also ongoing residential development adjacent to this site to the east, and more development intended in the area to the south. The zoning is adequate, and while there are no contamination issues at the site, it would require substantial extension of the tracks from the Stage 2 terminal station at Place d’Orléans or initial construction of the line to Trim Road. Site 10: Trim South               Not recommended for further evaluation. Development is proceeding in this area and the remaining land parcels are not adequate to support the MSF functions. This site would require substantial extension of the tracks from the Stage 2 terminal station at Place d’Orléans or initial construction of the line to Trim Road. Site 11: Pineview Golf               Course along HWY 174 Carry forward for further evaluation. The site is on the edge of the Greenbelt immediately adjacent to Highway 174 and the Confederation Line East Extension. While not ideally placed in proximity to the Belfast Site, it does offer a large parcel that is shaped properly and has few neighbours. Site 12: Pineview Golf               Course along Blair Not recommended for further evaluation. While this site is similar to Site 11, it would have the same environmental impacts but be closer to residential neighbours east of Blair Road. The site would not connect to the LRT as easily and require more land for a similar size facility.

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Table 5-1: Site Screening

Legend:  Meets Criteria  Somewhat meets criteria  Does not meet criteria

Site Characteristics Facility Operations System Operations Cost Site Topography Land Use Expansion Turnaround Municipal System Rail Environment Efficiency Redundancy Efficiency Capital O&M Property and Grade Compatibility Capability Loops Services Connectivity Connectivity Site 13: Pepsi Plant               Carry forward for further evaluation. This site is immediately adjacent to the Belfast facility currently under construction and would complete OC Transpo’s ownership of the block, providing fully optimized site efficiency. The site could be combined with a reorganized site to the east to improve its performance. The residential neighbours to the north would be buffered by a berm. Zoning on the site is good for this type of facility. Site 14: Tremblay/St. Laurent former Works               Yard Not recommended for further evaluation. This site was assessed previously and has access issues. An additional crossing the line would be required to access the site, which appears feasible but challenging. Development is underway as it is a designated TOD opportunity given the proximity to St. Laurent Station. Site 15: Aviation               Parkway Carry forward for further evaluation. The site is relatively undeveloped and is immediately adjacent to the Confederation Line. The large parcel has some constraints and could be impacted by plans to augment the interchange should the Kettle Island Bridge crossing be reconsidered. The CAW stormwater management facility also poses a challenge, as it will need to be upgraded in the future to support intensification in this area. Site 16: Hurdman South               Not recommended for further evaluation. The site is a former landfill with substantial challenges related to access and connectivity to the Confederation Line. The planned bus facility, the Alta Vista parkway and other constraints will limit the effectiveness of the site and increase the costs. Site 17: Walkley Yard/               City Works Not recommended for further evaluation. While this site is currently used for railway activities it is a long distance from the Confederation Line, would require double-tracking and electrification of the and cannot be easily connected to the LRT. The site has substantial contamination issues. Site 18: Jeanne d’Arc               West Carry forward for further evaluation. The site is currently zoned for light industrial activity and is not adjacent to residential neighbours. While it is east of the Belfast facility it is close to the Confederation Line East extension. There are no known contamination issues on the site. Site 18&19: Jeanne d’Arc               East and West Carry forward as part of Site 18 (Jeanne d’Arc West) for further evaluation. The site is too small to be considered on its own, but should be evaluated as part of a larger Site 18. It is appropriately zoned, but could have a large business relocation cost as the current use is as a car and RV dealership.

Six sites were recommended to be carried forward for a more detailed evaluation (Figure 5-2):

 Site 1: Woodroffe  Site 6: NCC Holly Acres/Richmond  Site 11: Pineview along Highway 174  Site 13: Belfast Site Expansion  Site 15: Aviation Parkway  Site 18 and 19: Jeanne d’Arc West and East – Carry forward both sites for consideration as one

As a result of the more detailed evaluation, MSF Site 18/19 within the East LRT study area was subsequently screened out. Further analysis and approvals of the MSF for the Confederation Line extension will therefore be considered within the scope of the West LRT, Environmental Project Report.

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Figure 5-2: Short List of Candidate MSF Sites

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

roadways to the north. Future transit oriented development (TOD) potential in the area, good station 6 Preferred Alternative spacing, and convenient access to Gloucester High School, the adjacent community centre and recreational facility will support eventual construction of this station. This section describes the preferred alternative for the East LRT corridor extending from Blair Road to Trim Road. The project includes 12.5 km of new electric light rail transit that will connect to the 6.1.1.2 Montreal Road Station Confederation Line at Blair Station. Seven stations are proposed, three of which will be new stations that have not been serviced via Bus Rapid Transit (BRT) previously. In general, the East LRT can be This Station will be located in the median of the HWY 174/Montreal Road interchange and centred accommodated in the existing road corridor with no additional property required. over Montreal Road. Passengers will access the upper-level station platform via stairs and elevators leading up from a sidewalk-level entrance concourse on both sides of Montreal Road. The following 6.1 Overview of the Preferred Alternative sketch illustrates the building components at the Montreal Road level. The platforms and LRT tracks would be located above Montreal Road at the same elevation as HWY 174. 6.1.1 LRT Alignment

The recommended alignment and station locations essentially follow the conceptual alignment outlined in the TMP, approved by Ottawa City Council in 2013. The refinements to the design, which arose during the functional design process, are described herein. The most notable change is the transition from the north side of the highway to the median east of the existing Transitway bridge in the vicinity of Gloucester High School, and the removal of the station at Taylor Creek Business Park station identified in the TMP. Refinements have been made to address local issues, improve constructability and help ensure that the project is affordable. Local highway widening is required where the existing median is not wide enough to accommodate the LRT, including at median station locations. The alignment is illustrated in greater detail in the functional design drawings provided in Section 12, and described below.

6.1.1.1 From Blair Station to Montreal Road Blair Station is the eastern terminus for the portion of the Confederation Line that is currently under 6.1.1.3 From Montreal Road to Trim construction and scheduled for completion by 2018. From this station, the LRT will continue along the East Transitway alignment, under Blair Road interchange and over the westbound lanes of HWY 174 The LRT continues east from Montreal Road and passes under the Sir George-Étienne Cartier into the median near the existing bus bridge. A continuous pathway from Blair Station to Montreal Parkway. A portion of the bridge abutment slope adjacent to each shoulder on HWY 174 will need to Road Station is proposed in the future and could be placed alongside the LRT alignment or through be replaced with a retaining wall to accommodate widening of the LRT track centres around the centre the local neighbourhood. pier of the Parkway bridge.

The future Cumberland Transitway connection was protected as this infrastructure was identified as a All stations beyond Montreal Road will be constructed in the median of HWY 174. There are two necessary part of the transportation network solution when the East Urban Community was expanded general configurations for median stations. The first option is to locate one end of the station at the south of Innes Road. cross-street or pedestrian bridge. This allows for a more compact building as the redundant dual elevators and stairs can all be located beside each other, across about 8 m of the platform width, Approximately 800 m east of Blair Station, protection for a future station (beyond 2031) is proposed in leaving enough room for emergency track access on either side. The second option centers the station the vicinity of Gloucester High School, in response to public comments regarding desirability for an underneath the overpass or pedestrian bridge. This provides 5 m of platform width for the stairs and additional station between Blair and Montreal Road. The station would need to be implemented in elevators while allowing 2.5 metres of passenger circulation between the elevators and the stairs and conjunction with future road realignment to provide sufficient median width to accommodate the each platform edge. In the second option the station house has to be longer with the elevators and platforms. Access to the station would need to be provided via adjacent properties to the public stairs in a row.

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Station design will be finalized in detailed design. Consideration will be given to passenger loading and offloading along the corridor to balance loadings at different points along the platform to optimize train utilization.

Consideration will be given during detail design to permitting transfers within a single fare-paid zone wherever possible, i.e. passengers transferring between buses and LRT without having to show a pass or proof of payment, but loading directly onto any bus or LRV awaiting departure.

6.1.1.4 Jeanne d’Arc Boulevard Station

Jeanne d’Arc Station is the first Confederation Line stop east of the NCC Greenbelt. The station spans under the existing bridge structure. There will be a station house on either side of Jeanne d’Arc Boulevard to allow direct access down to the station for passengers transferring to and from buses or from the pedestrian plaza on either side of the road. The interchange will be modified to remove the free flow ramp for northbound to westbound traffic and direct traffic through the intersection. This will improve bus, pedestrian and cycling connectivity at the station and slow down vehicular traffic turning onto the ramp.

This station ultimately requires the widening of Jeanne d’Arc Boulevard and the bridge structure to accommodate bus lanes, cycling facilities, and wider sidewalks for station access. Design of the station houses will need to consider this ultimate bridge configuration. In the short term, the existing four-lane bridge will provide adequate space for station access, although one lane in each direction will be converted to a transit priority lane to accommodate space for local bus connections. Existing travel demand is adequately provided by the one general purpose lane in each direction, with future widening opportunities identified post 2031. Bus connections will be limited to through routes as there is no space to accommodate bus lay-up or turnaround at this location, although opportunities to provide 6.1.1.5 Orléans Boulevard Station these in nearby locations could be explored at a later date should the need arise. Potential pathway connections to adjacent communities will require property acquisition for future pathway corridors As the LRT continues eastward at-grade, it approaches the Orléans Boulevard Station. It will be between existing homes to shorten the walking distance. centered under the existing bridge structure, with station access from either side of the road. With no highway access to/from Orléans Boulevard, this station is closer, more compact, and more accessible to the adjacent communities.

Orléans Boulevard currently has four general purpose lanes for traffic. Converting one lane in each direction for transit priority in the vicinity of the station will provide space for local bus connections at curb-side in front of the station. There is direct pedestrian and cyclist access in the southwest and southeast by virtue of a park and a dedicated pathway corridor. Pathway opportunities in the northeast and northwest would require property acquisition to provide direct pathway corridors into the community in the future.

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6.1.1.7 Orléans Town Centre Station

The at-grade median alignment continues eastwards to the next station located north of the Orléans Town Centre. Orléans Town Centre Station is a future station, and the decision of when to proceed with construction will depend upon ridership numbers and the cost of construction.

6.1.1.6 Place d’Orléans Station This station serves the Orléans Town Centre including amenities such as the Shenkman Arts Centre, Peter D. Clark Place, a hotel, restaurants, retail, medical and personal services, as well as an existing The LRT continues further eastwards at the same elevation as HWY 174 to Place d’Orléans station, higher density residential development. A new pedestrian overpass will link the communities from north the proposed Phase 2 terminus. As a terminus station, Place d’Orléans will include public washrooms and south of HWY 174. The station is positioned to allow access from existing pedestrian pathways in accordance with the Ontario Building Code. It will connect to the existing Transitway station north of on the north side that will be upgraded to multi-use pathway standards. This station will be similar to Place d’Orléans shopping centre (immediately south of HWY 174) and to the park and ride lot (to the Orléans Boulevard Station, and will be a locally focused station to serve existing and future north) via the existing pedestrian bridge. development planned for the area.

The new station is deliberately placed west of the Champlain Street bridge as there is insufficient space TOD of mixed use and higher density residential housing is currently under construction directly south to construct the station under the existing structure. While the existing bridge opening can of the highway and will be served by this station. As part of the development, a road network has been accommodate LRT tracks in the short term, a new bridge will be required to accommodate any future designed to connect to the station to support passenger drop off and pick up. highway widening. This location also aligns more directly with the centre of the existing park and ride and the bus platforms. A future connection from the east end of the platform directly to Champlain Street is recommended as the area becomes more urbanized. There is some limited capacity to 6.1.1.8 Tenth Line Station expand the park and ride lot. Tenth Line Station is a future station, and the decision of when to proceed with construction will depend

upon ridership numbers and the cost of construction.

As the LRT continues eastward at-grade, the next station will be nearby Tenth Line Road. Although the City’s TMP identified a station directly at Tenth Line Road, the HWY 174/Tenth Line interchange design with wide ramps poses challenges for station connectivity. Accordingly, an alternative station location 300 m east of Tenth Line is recommended with access via a pedestrian bridge. This station location is between two active development sites discussed in Section 3 that can be designed to provide pedestrian connections to the LRT. As there is no current bus service on Tenth Line Road (nor

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is any being planned), the transit oriented development potential of the future land uses warrants shifting the station to the east.

6.1.2 Special Trackwork

Special trackwork is required along the LRT alignment to support operation of the line. The location of 6.1.1.9 Taylor Creek Business Park Station special trackwork facilities was determined based on LRT operational requirements and includes:

This station, proposed in the TMP, has extremely low modelled ridership. Additionally, by shifting Tenth  Cross-overs to allow trains to switch from one track to another. These will be provided at Line Station 300 m to the east, there is now little separation between Tenth Line, Taylor Creek, and the terminus station; be it Place d’Orléans or Trim Road. Cross-overs are also provided Trim Road stations. As such, a station at Taylor Creek is not recommended for construction. every 4-5 km in strategic locations to allow for partial line operations during any service disruption and for future track maintenance. In addition to being located at the terminus 6.1.1.10 Trim Road Station station, cross-overs will also be located in the vicinity of Jeanne d’Arc Station.  Provision of tail-tracks east of the terminus station; be it Place d’Orléans or Trim Road, to Today, Trim Road at HWY 174 is an at-grade signalized intersection. A grade-separated Trim Road allow full operating speed into the station as well as to provide temporary storage of trains and HWY 174 interchange will be required to integrate with the new station and is included as part of and increase service reliability; and the extension of the LRT (if not implemented before the LRT extension to improve highway safety and operations). Highway ramps will be provided for all movements, positioned to allow for good access to  Pocket tracks to allow for ‘on-line’ storage of disabled/out of service trains, and to support the LRT station and permit some TOD nearby. This will allow the station to be placed under the new intermediate turnback operations. Suggested locations are Place d’Orléans or Trim Road Trim Road bridge structure with a pedestrian bridge connecting to the existing park and ride lot. A (as tail tracks), and also east of Blair Station. roundabout at Trim Road and North Service Road is recommended to optimize local access. 6.1.3 Electrical Substations Currently the bus loop is at the south end of the park and ride lot and will be relocated closer to the LRT station for greater connectivity. There is TOD or Park and Ride lot expansion potential for the A dedicated dual redundant electrical supply is required to provide power to the trains that will run development block on the north side, which is the former MTO works yard. along the line, as well as for the operation of station facilities, communications and safety equipment and lighting. The connections between the Hydro Ottawa power distribution grid and the LRT system occur at regularly spaced electrical substations (referred to as traction power substations - TPSS). These substations house the electrical machinery (transformer/rectifiers, switches and circuit panels) needed to convert high voltage AC power supplies from the main electrical grid in support operation of the LRT system. They are housed in single story buildings sized approximately 60 m2, and require

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service vehicle access. Substations can be provided at-grade or underground, but must be in close 6.1.4.2 Communications proximity to the LRT line. A centralized Operation Control Centre (OCC) will already be in place within the Maintenance and To meet power requirements, multiple electrical substations are required along the line to distribute Storage Facility at the time of East LRT implementation to support operation of the Confederation Line power in an efficient manner. The Confederation Line under construction is using 1500 V DC power. opening in 2018. The OCC will communicate with, supervise, and co-ordinate all personnel and trains A maximum spacing of 1.5 km to 2.0 km between electric substations is estimated. Based on the operating on the system during normal operations and be responsible for incident management in co- preferred alternative, eight TPSS stations are likely to be required as follows: operation with Emergency Services personnel. Communications points will be provided on all trains and at multiple points within stations to allow passengers to contact operating staff in the event of an  1.5 km east of Blair Station (access via Jasmine Park); emergency. Emergency operating plans and contingencies will be developed as part of implementation  Montreal Road Station; of the system.  East of Sir George Etienne Cartier Parkway (may require location on or access through NCC property); 6.1.5 Public Art  West end of Jeanne d’Arc Station area;  Orléans Boulevard Station; Public art is an important component of the project and will be accommodated within station and  Champlain Street (east of Place d’Orléans Station); runningway elements of the system. The City of Ottawa has a policy requiring that an amount equal to  Tenth Line Station vicinity; and 1% of an infrastructure project’s hard costs be dedicated to the provision of public art to enhance  Trim Road Station. communal spaces and make art accessible to everyone. In addition to the provision of stand-alone pieces of artwork throughout the system, public art will be integrated into the architectural elements of The final location and configuration of electrical substations will be determined during subsequent stations and runningways. If possible, the East LRT will take advantage of the opportunity provided by phases of design and in collaboration with staff from Hydro One and Hydro Ottawa. Wherever possible, passing through the Greenbelt with gateway features to enhance the perception of the natural the co-location of substations with station facilities will be pursued. landscape. The scope (including budget) of the public art program for the project, administered through the implementation of the City's Public Art Policy, will be addressed during the preliminary 6.1.4 Life Safety design process.

Provision of life safety features and systems will be governed predominately by standards developed 6.1.6 Stations Elements by the National Fire Protection Association (NFPA). This includes fire detection and voice alarm systems, smoke control and ventilation systems, communications systems, firefighting equipment and Stations will have similar look and feel to Confederation Line Stations, and be fully accessible, with fire fighters facilities, emergency lighting, and construction materials. NFPA 130: Standard for Fixed elevator redundancy. Stations located in the median of HWY 174 will be designed to mitigate adjacent Guideway Transit and Passenger Rail Systems – 2014 (NFPA 130) provides fire and life safety roadway noise impacts and provide safe and secure waiting areas for passengers. New or improved requirements for passenger railway stations and guideways. Detailed requirements of these systems pedestrian and cyclist connections across HWY 174 will be accommodated at station locations to will be investigated at the preliminary design stage of the project. Below is an overview of the major increase access and connect communities on both sides of HWY 174. elements to be provided. Seven stations are proposed along the East LRT line. Each station is currently designed at the same grade as HWY 174. Four of the stations will replace current BRT stations along HWY 174; Montreal 6.1.4.1 Emergency Access and Egress Road, Jeanne d’Arc, Place d’Orléans, and Trim Road will see stations built to accommodate the A walkway will be provided along the LRT alignment to allow for passenger egress along the line in median alignment as opposed to their current positions north and south of the 174. The existing BRT the event of an emergency. This walkway will also allow maintenance workers to access the corridor stations will be decommissioned, except for Place d’Orléans, which will continue to serve as a bus without obstructing normal LRT operations. The ballast serves as the walkway away from structures, transfer point. New stations will be constructed in the median at Orléans Boulevard, Orléans Town while in stations and other structures, the walkway surface will be of a uniform, slip resistant design Centre, and east of Tenth Line Road. and constructed of non-combustible materials. Stations along the line will have the following general elements in common:

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6.1.6.1 Station Entrances emergency communications will be provided. Placement and design of these amenities will be determined during the detailed design phase. Station entrances provide access from surrounding streets and buildings to the LRT platform. Entrances can be stand-alone facilities or integrated into existing structures or buildings. Station Platforms have been designed to an ultimate length of 120 m, with 90 m being initially activated for the entrances will be provided with combinations of stairs, and elevators to provide access to East LRT stations. Protecting for this length of station in the EA study ensures compatibility with the the LRT platform. Confederation Line tunnel stations, should that level of service someday be required east of Blair Station. In general, non-underground stations are expected to have an ultimate length of 100m. The 6.1.6.2 Accessibility station plans clearly indicate where the active platform areas are in relation to the ultimate 120 m length. All stations will be designed to provide barrier free access, according to or exceeding governing building codes and statutory requirements. Redundancy in elevating devices will be provided at access points to ensure wheelchair users are not inconvenienced when one elevator is out of service. Passengers with visual or cognitive disabilities will be accommodated through provision of design treatments that will provide for safe navigation through the station area. Specific designs will be developed during the detailed design process.

6.1.6.5 Bicycle Facilities

All stations will incorporate covered facilities for bicycles (e.g., bicycle racks). The location and facility requirements at each station will be determined during detailed design. At several locations, LRT stations will provide direct connections to existing or proposed multi-use pathways or dedicated bicycle facilities. Cycling advocacy groups are involved in determining ideal connections and services to be provided for cyclists.

6.1.6.3 Concourse 6.1.6.6 Bus Connection

More complex stations will have a concourse level to accommodate passenger transfers, connections Most stations along the line will provide for direct transfers between LRT and local or rapid transit to multiple entrances and passageways within the station area. Concourses will be designed to buses. There are some stations that are more localized in nature (e.g., Orléans Boulevard, Orléans accommodate fare collection/vending facilities and other facilities where appropriate. The concourse Town Centre) that may not have bus connections initially, but this will be reassessed once ridership level will be designed to act as an emergency refuge area should the platform area need to be numbers can be confirmed. Connections will range from on-street bus stops adjacent to station evacuated due to an emergency at track level. entrances to integrated bus terminals to handle major transfers between modes.

6.1.6.4 LRT Platform 6.1.6.7 Fare Collection

Stations along the East LRT will have a “centre platform” configuration. Within the platform area, The fare collection method to be implemented will be determined by the operator prior to amenities such as seating, litter and recycling, receptacles, telephones, designated waiting areas, and commencement of service, and will match that of the Confederation Line. Stations have been designed to accommodate provision of fare collection facilities, including ticket machines, fare collection barriers,

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

and information kiosks. Wherever possible, design will be provided so transit users can transfer to avoided. Full lighting to fill in gaps between intersections or interchanges should be provided for another train or local bus connection without having to show proof of payment. sections shorter than 500m for local, collector, arterial and expressway and for sections shorter than one kilometre along freeway sections. 6.1.7 Runningway Elements Lighting gaps in the existing illumination are present and would be addressed by fully illuminating the Runningways will consist primarily of new at-grade and elevated segments, with the following elements freeway and interchanges. in common. The design of illumination through and adjacent to the Greenbelt must avoid light trespass beyond the Track: road right-of-way to obtain NCC approval for the illumination. There are also residential areas in close LRT trains will run on standard gauge (1435 mm) track. On above-grade segments such as the proximity to the integrated corridor where options to reduce light trespass should be considered. elevated structure from the north side into the median, track will be directly fixed to the concrete deck. Options available to designers to reduce light trespass include the following: Between stations, tracks will be on tie and ballast with rubber mats under the ballast where vibration control is required. Within the stations themselves, track will be fixed to a concrete slab, with a  full cut-off optics with the use of Flat Glass luminaires for conventional illumination; transition zone at either end.  use of house-side shields for conventional lighting poles on the outside shoulders of the highway; Service/Emergency Access:  use of photometrics with internal shielding for high mast illumination; and Access points to allow service or emergency vehicles to gain access to the LRT corridor will be  use of external shields varying between 100mm to 375mm in length for high mast provided at key points along the LRT corridor. A walkway will be provided within the LRT alignment to luminaires. allow evacuation of passengers in an emergency and to allow maintenance workers to access the corridor without disruption to normal operations. During preliminary and detail design phases, these options should be investigated to reduce light trespass beyond the right-of-way. Overhead Power Supply: LRT trains will run on electrical power, delivered along the line from electrical substations via overhead 6.3 Drainage and Stormwater Management wires commonly referred to as an Overhead Catenary System (OCS). LRVs obtain power from the OCS by means of a device called a pantograph, attached to the roof of the LRV. The proposed stormwater management system will accommodate the drainage changes associated with the proposed East LRT and the proposed widening of HWY 174 to three lanes in each direction. On surface and elevated segments the OCS will be mounted on support poles located between or to The drainage design is a critical element of LRT construction staging. To construct the median LRT the side of the tracks. Exact location of support poles will be determined during detailed design of the without widening the full length of the highway to accommodate traffic during construction, the existing alignment. crown between the through lanes on HWY 174 will be removed and highway runoff will be directed to the outside ditches. The drainage system in the centre median will be limited to handling the runoff 6.2 Illumination from the LRT between the barriers.

An illumination warrant analysis for the integrated alignments for the East LRT and HWY 174 widening The East LRT drainage will consist of a longitudinal sewer, outside the tracks near the ballast walls. was completed in accordance with the Transportation Association of Canada warrant system, which The sewer will collect ballast drainage and will direct the stormwater to existing drainage piping that considers geometry, operations, environmental conditions and collision experience. The analysis currently connects the centre median to the outside ditches. The existing ditches on the outside of showed that full lighting along HWY 174 is warranted and is included as part of the eventual highway HWY 174 will be re-aligned and/or widened to accommodate the stormwater runoff associated with widening project. Although there is no requirement for lighting of the LRT corridor, the interaction and the additional asphalt with the widened 174, the change in imperviousness associated with the East impacts associated with freeway, LRT station and other corridor lighting should be verified. Highway LRT, the loss of the centre median ditch and the ballast drainage. In some places where there currently illumination may be required in areas affected by station lighting. is no defined ditch, a new defined ditch has been proposed to provide stormwater quantity control. The longitudinal slopes, low points and existing outlets to downstream watercourses within the ditch system Lighting is also warranted at intersections with traffic signals (including transition lighting leading to the will generally be maintained. Some existing centreline culverts will require extensions to accommodate intersection, where full illumination is not provided). Short gaps between sections of lighting must be the widened road and East LRT. Rock check dams are proposed within the ditches to control

6-7 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

stormwater runoff rates and to promote infiltration. Oil-grit separators will be provided at the main outlets to the downstream watercourses, including Green’s Creek, Bilberry Creek and Taylor Creek, to provide an “enhanced” level of stormwater quality protection as defined by the MOECC in the 6.6 Project Implementation and Staging “Stormwater Management Planning and Design Manual”. To maximize transit ridership, to capitalize on the recent federal and provincial funding announcements

and to derive project benefits as early as possible, the Stage 2 LRT project schedule is based on achieving The sections of highway that currently have catchbasins will continue to be drained in the same way, an overall revenue service date of 2023. Implementation of the East LRT project will consist of three with the catchbasins being relocated to match the design of the road. Catchbasins will be added in the primary phases: following areas:

1. Planning/Pre-construction  at underpasses where there is insufficient space for a ditch between the road and the 2. Construction bridge structure; 3. Operation  at LRT stations; and

 at sections of the road that are super-elevated where runoff will flow to the median. The following sections provide an overview of the major activities associated with each phase.

New catchbasins will have individual outlets to the ditch where possible. In areas where grades prevent direct outlet to the ditch, a storm sewer will be installed to connect the catchbasin leads and provide a 6.6.1 Planning/Pre-Construction single outlet to the ditch where grades allow. Prior to the start of construction, more detailed planning and design will have to be completed to The proposed stormwater management system will provide improved levels of stormwater quantity advance the project. This process is expected to take in the order of 2 years to complete and includes and quality control. the following steps:

 detailed geotechnical investigation and research of existing subsurface information to 6.4 Capital Cost Estimate confirm the nature of underlying materials and define changes in strata, including rock. In addition, groundwater water levels should be confirmed and soil samples tested to confirm The Stage 2 LRT Project is an extension of the City’s Confederation Line project currently under the requirements for dewatering, potential for contaminants and whether the excavated construction and cost-shared among the City and two senior levels of government. The budget in the materials require management; 2013 TMP for the East LRT to Place d’Orléans Station was $500 million. While outside of the TMP  preliminary and detailed design of the entire project, including design review; Affordable Network, the extension of the Confederation Line East from Place D’ Orléans to Trim Road  Peer Review and Value Engineering studies to be considered as the design work is estimated at $135 million (2013 dollars). progresses;  obtaining permits and approvals as required from federal, provincial and other agencies; 6.5 Park and Ride Lots and,  property acquisition, including temporary and permanent project needs for the following: The potential demand for park and ride spaces will be determined at a later date once ridership is  station facilities and alignment; established. Park and Ride Lots are currently in place and planned to remain at terminus stations  multi-use pathways and associated community/station connections; and (Place d’Orléans and Trim Road).  access/egress, staging and lay-down areas.

At Place d’Orléans, there is some land adjacent to the park and ride lot on the north side of HWY 174 It is currently expected that the proposed East LRT will be located entirely within the current right-of- for possible expansion or structured parking could be considered within the existing property, leaving way for the HWY 174 corridor. If, however, this changes during the design phase then property or an the undeveloped property for transit oriented land uses. easement will need to be acquired.

Developers for land east of the Town Centre noted the potential to acquire approximately 1.5 ha for parking; however park and ride lots are normally focused on the terminus of the line. Opportunities and demand for park and ride spaces will be assessed during and after LRT construction.

6-8 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

6.6.2 Construction 6.6.2.3 Construction of New At-grade Segments and Stations

A strategic and minimally disruptive staging and implementation plan will be a key part of any The majority of the proposed alignment is along newly built at-grade segments and stations in the successful bid to construct the East LRT. Construction of the project will include the following major HWY 174 corridor. For these stretches, new at-grade LRT corridors will need to be constructed. Where tasks: possible, activities will be timed to allow operation of the existing Transitway (including bus shoulder lanes) to continue as long as possible during construction. At-grade sections will employ typical track  construction of new at-grade LRT segments and stations; on tie and ballast, with a sub-grade to provide drainage.  construction of new elevated LRT segments and stations;  construction of highway modifications and the Trim Road interchange; At-grade runningway segments will have ballasted track, except in the station areas where track will  construction of related infrastructure such as electrical, drainage and pathways; be fixed to a concrete slab to facilitate maintenance. New platforms and station facilities (entrance  construction of contractor access/egress and laydown areas; buildings, stairs, escalators and elevators) will be constructed. Fully enclosed platform canopies  testing and commissioning of the new LRT system; and spanning over the platforms and tracks will be provided, the extent of which will depend on the level of  maintenance of transit operations during construction. use of the station. This will be finalized in the design process.

6.6.2.1 Construction Impacts and Approaches The cross section of the LRT was evaluated in comparison to the existing median width of HWY 174. It was determined that construction within the median can be undertaken for a significant portion of The varying conditions along the corridor and the introduction of a new facility adjacent to the highway HWY 174 but there will be some areas, in particular at stations and also west of Green’s Creek, where and into the median of the highway will require different staging and access to complete the work while widening to accommodate LRT construction is required. There will also be some disruption to traffic maintaining the existing bus rapid transit and highway traffic with minimum impact. The following is an during preparatory stages of the work when placing temporary barriers to protect the construction area. overview of the different construction impacts and approaches that are likely to be felt and implemented Installation of the barrier between the LRT and the highway can be done with midday, evening and in completing the project. weekend lane restrictions.

Construction of the project includes the retrofitting of the existing bus rapid transitway at interchanges One of the recommendations with respect to HWY 174 is to alter the cross section by padding the and stations at Blair Road, Montreal Road, Jeanne d’Arc and Champlain Street (Place d’Orléans) and median lanes to have the highway runoff in tangent sections drain to the outside. This reduces the construction of a new LRT on the north side of HWY 174 through the Blair Road interchange, crossing amount of runoff and associated drainage structures required at the median edge of HWY 174 while the westbound lanes of HWY 174 into the median and then within the existing median easterly to Trim also reducing the size and depth of pipes in the median required to convey drainage. Road. Drainage of the LRT ballast will be by sub-drains at the outer edges of the bottom of ballast. Longitudinally, the amount of flow gets greater and requires larger pipes at grades sometimes greater 6.6.2.2 Conversion of Existing Transitway than the grade of the LRT, such that the pipes will get deeper. Based on a review of highway gradient At Blair Road the new LRT will tie into the alignment and station that will be in place as part of the and drainage outlets, a section of the LRT was prepared based on typical pipe size and depth one Confederation Line currently under construction. Blair Station is being constructed as a terminal station would expect in some of the outlet areas. The pipes were set at an offset from the rails that would allow accommodating the transfer from buses carrying passengers from/to the LRT. for sub-excavation of the pipes if required for maintenance without undermining the rails and disrupting service. It was found that the standard LRT cross section could be accommodated within the median The LRT will follow existing East Transitway section through Blair Road allowing the East LRT to use of HWY 174 without pipe and ballast wall construction undermining the highway pavement. As the the existing structure under Blair Road and the westbound off-ramp. tracks widen approaching stations with centre platforms or at track crossovers, widening of the highway will be required to maintain the existing lane configuration. For the most part, the LRT alignment and stations will be independent of the existing East Transitway alignment and stations. At the Place d’Orléans station, the existing Transitway station area will be 6.6.2.4 Construction of Transition into the Median expanded to act as a main transfer facility but a new bus station area and pedestrian structure will be added to provide direct access to the new median LRT station fare paid zone. An elevated LRT segment will be constructed from the north side of HWY 174 in the vicinity of the bus bridge swinging over the westbound lanes into the median of HWY 174. This would likely be accomplished using one viaduct structure.

6-9 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

6.6.2.6 Duration of Construction Activities During preliminary and detailed design, consideration will have to be given to the location of structure piers and abutments and the span lengths to best maintain traffic movements below the work. Some While the final construction staging plan for the East LRT project will be the responsibility of the realignment or temporary staging of traffic below the structure under construction may be beneficial in implementation team and the contractor selected to construct the system, the East LRT EA functional optimizing the structure versus staging costs. design process did look at the general objectives of the staging and opportunities to provide logical break points between sections and phases of work. Estimated durations were also compiled to allow As the LRT elevation drops from the west to match the grade of the highway, care will be required to for schematic planning of the implementation process. At a general level, the project will be staged to manage drainage. The existing median drainage flows to the east towards Jasmine Creek. During minimize construction cost and disruptions to traffic and bus service; optimize cash flow; and maximize design, the need for storm drains and ditches to collect and direct the flow of runoff to the valley will contractor efficiency. be assessed. 6.6.2.7 Transit Operation during Construction 6.6.2.5 Construction of Access/Egress and Laydown Areas Transit operations during and after construction were a major consideration in the development of the During preliminary design, any constraints related to the number and location of construction accesses functional plan, although the actual transit operating plans will need further review during the and egresses allowed, the widths of lanes to be maintained on both HWY 174 and roads in the vicinity preliminary and detail design phases. Detour plans will be closely co-ordinated with construction of the project, and the timeframes and durations allowed for road or lane closures must be determined staging, and will identify temporary station facilities to maintain connectivity to local routes and major and provided for implementation in detail design and construction. During detail design, an approach trip origins and destinations, with consideration for construction activities. will be developed and enhanced with drawings and construction specifications to demonstrate a feasible approach within the established constraints. The Contractor may choose to implement this The sequencing of construction will be determined during detail design. Construction will be done in design approach or suggest an alternative within the pre-defined constraints, which will be subject to logical segments to maintain bus service along HWY 174 as long as possible, although construction the approval of the City. With respect to laydown areas, locations will be flushed out for feasibility and of the LRT alignment from the Blair Road interchange along the existing Transitway alignment to the approval for use from the appropriate road authority or property owners to be made available at the structure over HWY 174 will require closure of this portion of the Transitway. Once the section from Contractor’s discretion. Blair to the Transitway structure is closed for LRT construction, it will no longer be accessible to buses and they will need to use the Blair interchange ramps. Substantial work at all station locations, except At this stage of the planning process, it is expected that access for work where the LRT is located in for Montreal Road, can be accomplished without disruption to bus operations. There will be disruption the median will be from HWY 174 through median breaks with access to HWY 174 itself from adjacent to the westbound Montreal Road stop as the ramps are re-aligned and the interchange re-constructed. interchanges. It is expected that interchange and local road movements will have to be maintained. Localized highway widening at some stations is proposed to maintain two lanes of general traffic and Construction traffic will enter HWY 174 eastbound or westbound and will have to cross the through one lane for transit in each direction west of Place d’Orléans during station construction. As lanes to enter the median construction area through breaks in a median barrier placed to protect construction warrants, sections of the BRT lanes along HWY 174 may need to be opened to general construction. Median breaks placed for both access and egress must be located strategically relative traffic temporarily to provide space for construction activities associated with work in the median. to adjacent interchanges to allow sufficient distance for construction vehicles to safely cross all lanes. Given the lengths of the sections it is anticipated that three accesses and egresses will be provided in After construction of the entire line is complete, there will be a six to eight month period for station fit- each of the eastbound and westbound lanes between Blair Road and Place d’Orléans and a third in out, testing and commissioning before service commences. During this time, all affected bus services each direction between Place d’Orléans and Trim Road. will need to find alternative routes. The most likely route changes will see the buses accessing Blair Station mixing with general traffic through the HWY 174/Blair Road interchange. Laydown areas for storage of materials and staging of various components to be brought into each construction area will be required but opportunities are limited due to existing development and The bus network that is put in place after construction will need to reflect the ridership patterns in place restrictions associated with the Greenbelt. The Contractor may be able to lease underutilized parking at that time. Bus transfer facilities included in the functional plan were sized to reflect anticipated lots but these are limited as well. There will need to be a requirement to plan work and delivery of ridership with flexibility where possible for future growth. materials (in off-peak hours) and to manage work and storage within the construction area, all of which will be subject to City approval.

6-10 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

6.6.3 Operations Flexibility in operation is a key feature of terminal stations, so to allow for increases in the number and 6.6.3.1 Light Rail Operation diversity of routes over time. The number of bus bays and the allocation of space for buses and passengers provided will allow whichever terminus is chosen to operate at an appropriate level of Based on anticipated ridership, not every eastbound train will continue past Blair Station. The 2031 service consistent with OC Transpo practice. Should Trim Road be the terminal station, Place projected ridership (approx. 6500 persons in the peak hour/peak direction) indicates that a train d’Orléans will still serve as a major transfer station due to its central location and existing use. frequency of twelve trains per hour (equal to one train every five minutes) will be sufficient to meet demand during weekday peak periods. This equates to “every other train” continuing to Orléans during peak times based on projected Confederation Line frequencies at the 2023 (Stage 2 Opening Day) 6.6.3.4 Connecting Routes horizon year. However, to address potential load imbalance at Blair Station during the weekday morning peak period, it is recommended that approximately 75% of trains extend to serve Orléans The majority of the remaining stations will have some form of bus connection. A number of existing during peak times. Having the remaining 25% of service originate at Blair during the weekday morning routes will be reorganized once the line is operational. The modifications to connecting routes will be peak would help ensure availability of “seated capacity” for riders transferring from bus to rail at Blair done as the line approaches opening day. Changes in travel patterns, passenger volumes and Station. At other times, all service may continue to Orléans (e.g., when system is running on minimum changes in demand caused by the East LRT will all need to be considered as part of confirming these off-peak 15 minute headways) to maintain a basic level of service across the whole line. Turnback route changes. It is expected that this process will be part of OC Transpo’s annual service planning operations reduce operating costs and fleet requirements by matching service levels with demand. process.

6.6.3.2 Bus Operation

The introduction of the East LRT will have a substantial impact on the entire bus network in the City. Several major routes will need to be truncated at the terminal station of the LRT, and service reoriented to a north-south focus to move people to the rapid transit network. In doing so, the transportation network in the east end of Ottawa will be reorganized to better serve the local communities around stations, and resources reallocated to improve service outside the LRT corridor. Future bus operations cannot be planned in detail at this time as the exact arrangement of routes and service frequencies are dependent on the level and types of services being operated when the system opens.

6.6.3.3 Transfer/Terminal stations

Currently Blair Station is being constructed as the eastern terminal station of the Confederation Line. Once the East LRT is constructed, a new transfer/terminus will come into operation at either Place d’Orléans or Trim Road Station. Transfer/Terminal stations act as a focal point for bus routes beyond the end of the rail line and will have the most connections to existing BRT facilities or major groupings of local bus routes, and must be planned to accommodate the predicted number of bus transfers. The number of routes and the handling of passengers at these two stations are critical as they form the largest transfer points in the system.

During functional planning, the number of passengers predicted to use these stations and the likely number of bus routes and buses per hour that will need to operate to support the service was reviewed. The size and layout of the bus areas, including driveways, passing and turning lanes, platform space (for buses and passengers) as well as circulation elements between the bus platforms and LRT platforms was considered. The stations have been adequately sized to handle the volume of passenger traffic predicted for the 2031 planning year.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

7 Approach to the Assessment and Table 7-2: Existing Conditions Considerations Existing Condition Consideration Evaluation of the Preferred Alternative Infrastructure and  Infrastructure (Water services, sanitary sewers, storm sewers, water crossings) Utilities  Utilities (Hydro, gas, cable) Economic Environment  Business establishments The level of detail for the impact analysis of the North, South and Median alternatives, described in Natural Environment  Aquatic environment Section 4, was established to be able to determine which alternative was preferred for the study area. If  Terrestrial environment the resulting effects for a particular criterion were the same for each alignment, or no residual effects  Designated Natural Heritage Features were predicted, the results were not used to compare alternatives. These criteria, however, were still  Wildlife  Species at Risk considered during the comprehensive analysis/assessment of the identified impacts of implementing the Physical Environment  Geotechnical conditions. preferred East LRT alignment, described in this section.  Slopes and ravines.  Groundwater wells, aquifer vulnerability, and septic systems. The values and conditions identified in the documentation of existing conditions were used as the basis  Fluvial geomorphology. for assessing the effects of the preferred alternative on the natural, physical, social, economic, and transportation environments. The impact analysis involved applying the following steps, as presented 7.1 Interactions in Table 7-1. To understand the interactions between the project and the environment and to satisfy Step 1 outlined Table 7-1: Impact Assessment Approach in Table 7-1, it is necessary to consider all phases of the project: pre-construction/design, construction, and operation. Table 7-3 highlights the key activities associated with each phase, and identifies Step 1 Identify and analyze instances where the project, as described in Section 6.0, may interact with existing potential interactions with the environmental conditions within the study area described in Section 3. environmental conditions, as described in Section 3.0. Step 2 Acknowledge predetermined project activities that act as built-in mitigation measures. 7.2 Built-In Mitigation Practices Step 3 Identify the residual environmental effects, if any. Step 4 Identify opportunities for further mitigation of residual effects, if possible/practical. In this assessment, “built-in mitigation” is defined as actions or design features incorporated into the Step 5 Determine the significance of the residual environmental effects, after further mitigation. pre-construction, construction, and operational phases that have the specific objective of lessening the significance or severity of environmental effects that may be caused by the project. These can manifest Professional judgment and experience formed the basis for identifying environmental effects and as monitoring plans prepared before construction commences, design elements, or general site mitigation measures. The analysis was based primarily on comparing changes to the existing recommendations. environment, prior to, during, and after construction. The East LRT will be designed and implemented with the benefit of current planning, engineering, and The scope of the factors to be considered in the assessment includes the environmental conditions environmental management practices with regard for the legislation, policies, regulations, guidelines, and indicators described in Section 3, and summarized in Table 7-2. and best practices of the day. Where possible, mitigation measures will be prescribed in the construction contracts and specifications. Examples of practices that should be employed, based on Table 7-2: Existing Conditions Considerations current standards, are described below. These measures can be considered “built into” the preferred design for the East LRT. They will be updated and refined during the pre-construction, construction, Existing Condition Consideration and operation phases of the project. Social Environment  Planning policies  Heritage and archaeological resources  Noise and Vibration  Air quality  Views and Vistas Transportation  Existing road network/transit networks Environment  Existing pedestrian/cycling networks

7-1 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-3: Project Phase Interactions with the Environment

Project Activity Social Environment Transportation Environment Infrastructure & Utilities Economic Environment Natural Environment Physical Environment Pre- Field Investigations, surveys  Planning Policies (Private  Road/Transit Networks  Infrastructure  Aquatic Environment Construction Property)  Utilities  Terrestrial Environment  Natural Heritage Features  Wildlife and SAR Detailed design and contract drawings  Planning Policies  Property Acquisition  Planning Policies (Private  Business Establishments Property) Construction Construction of running-way (cutting and  Planning Policies  Road/ Transit Network  Infrastructure  Aquatic Environment  Slopes and Ravines filling, clearing and grubbing vegetation,  Archaeological Resources  Pedestrian/ Cycling  Utilities  Terrestrial Environment  Groundwater Wells site excavation and grading, removal of  Noise and Vibration Networks  Wildlife excavated material, and laying tracks)  Air Quality  Views and Vistas Relocating hydro, telephone, and utilities  Noise and Vibration  Road/ Transit Networks  Utilities for construction  Air Quality  Pedestrian/ Cycling Networks Installation of stormwater management  Noise   Infrastructure (Storm  Aquatic Environment infrastructure  Air Quality Sewer)  Terrestrial Environment Planting, sodding, and general landscaping  Noise   Terrestrial Environment activities  Air Quality Construction of detours  Noise and Vibration  Road/ Transit Networks  Infrastructure  Business Establishments  Air Quality  Pedestrian/ Cycling  Utilities (Hydro) Networks Construction of Blair Road underpass  Archaeological Resources  Road/ Transit Networks  Infrastructure (Culverts)  Business Establishments  Aquatic Environment  Geotechnical (bedrock,  Noise  Pedestrian/ Cycling  Utilities (Gas)  Terrestrial Environment groundwater)  Air Quality Networks  Wildlife Construction of elevated track structure at  Noise and Vibration  Road/ Transit Networks  Infrastructure (Culverts)  Business Establishments  Wildlife  Geotechnical (soft clays) Montreal Road  Air Quality  Pedestrian/ Cycling  Terrestrial Environment  Views and Vistas Networks Construction of Montreal Road station  Archaeological Resources  Road/Transit Networks  Business Establishments  Terrestrial Environment  Noise and Vibration  Air Quality Construction of transition from elevated  Planning Policies (Federal)  Road Network  Infrastructure (Culverts,  Aquatic Environment  Slopes and Ravines track onto 174 median  Noise and Vibration Bridge)  Terrestrial Environment  Groundwater Wells  Air Quality  Natural Heritage Features  Geotechnical (soft clays)  Views and Vistas  Wildlife and SAR Construction of Jeanne d’Arc station  Noise  Road/Transit Networks  Air Quality Modifications to Jeanne d’Arc underpass  Noise and Vibration  Road/ Transit Networks  Infrastructure (Culverts)  Business Establishments and interchange  Air Quality  Pedestrian/ Cycling Networks Construction of Orléans Boulevard station  Noise  Road/Transit Networks  Infrastructure (Water)   Air Quality Construction of Place d’Orléans station  Archaeological Resources  Road/Transit Networks  Infrastructure  Business Establishments  Aquatic Environment  Noise  Utilities (Hydro)  Terrestrial Environment  Air Quality Construction of Orléans Town Centre  Archaeological Resources  Road/Transit Networks  Business Establishments station  Noise  Air Quality

7-2 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-3: Project Phase Interactions with the Environment

Project Activity Social Environment Transportation Environment Infrastructure & Utilities Economic Environment Natural Environment Physical Environment Construction Construction of pedestrian bridge at  Archaeological Resources  Pedestrian/ Cycling  Infrastructure  Aquatic Environment  Slopes and Ravines (continued) Orléans Town Centre station  Noise and Vibration Networks  Utilities (Hydro)  Terrestrial Environment  Geomorphology  Air Quality  Wildlife Construction of Tenth Line station  Archaeological Resources  Road/Transit Networks  Noise  Air Quality Construction of pedestrian bridge at Tenth  Archaeological Resources  Pedestrian/ Cycling  Infrastructure  Aquatic Environment  Slopes and Ravines Line station Noise Networks  Utilities (Hydro)  Terrestrial Environment  Geomorphology  Air Quality  Natural Heritage Features  Wildlife Construction of Trim Road station  Archaeological Resources  Road/Transit Networks  Infrastructure and Utilities  Aquatic Environment  Noise  Terrestrial Environment  Air Quality Construction of underpass, pedestrian  Archaeological Resources  Road/ Transit Networks  Infrastructure (Culverts)  Business Establishments  Aquatic Environment  Groundwater Wells bridge and ramp structures at Trim Road Noise  Pedestrian/ Cycling  Terrestrial Environment  Geomorphology  Air Quality Networks  Wildlife  Views and Vistas Construction of electrical substations  Noise and Vibration  Utilities (Hydro)  Groundwater Wells  Air Quality  Views and Vistas Operations Provision of Light Rail Transit service  Planning Policies  Road/Transit Networks  Business Establishments  Aquatic Environment  Geotechnical Conditions and  Pedestrian/ Cycling  Wildlife (soft clays) Maintenance Networks  Soils (Vibration)  Groundwater Maintenance of major structures  Noise and Vibration  Road/Transit Networks  Infrastructure  Business Establishments  Aquatic Environment  Geotechnical Conditions  Air Quality  Terrestrial Environment (soft clays)  Wildlife Maintenance of way  Transit Network  Aquatic Environment  Geotechnical Conditions  Terrestrial Environment (soft clays) Maintenance of stations  Transit Network  Aquatic Environment  Pedestrian/ Cycling  Terrestrial Environment Networks

7-3 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

7.2.1 Emergency Response Plan construction, until a licensed archaeologist has completed an assessment and any necessary mitigation has been implemented. The preparation of an Emergency Response Plan to be used by the contractor will be included to allow full access to emergency services during the construction period, so that at any given time there is a 7.2.6 Construction and Traffic Management Plan method to access all adjacent land uses. Additionally, the Emergency Response Plan will include provisions for providing temporary services to end users in the event of a construction-related service A Construction and Traffic Management Plan will be developed and updated as needed to manage outage or other service disruption. the road’s transportation function for all travel modes including equipment and material deliveries at various times during the construction period. This will include a construction transit service 7.2.2 Construction Waste Management Plan management plan that will document procedures for ensuring transit service continuity, establishing detours, stop relocations and passenger access. During construction there will be excess materials that must be disposed of off the project site. These materials could include concrete rubble, asphalt, waste steel/metal structural components, earth, and The objective of the plan will be to maintain safe and clear pedestrian routes where appropriate and to road right-of-way appurtenances such as signs, lighting and utility poles. During the pre-construction maintain existing transit and traffic as close as possible to its current condition. The Plan will also phase, a Construction Waste Management Plan will be developed to emphasize that surplus or scrap outline the road signage and pavement marking requirements. material is to be recycled whenever possible, and to describe the methods to be used by the contractor for disposal of non-recyclable surplus material in accordance with provincial or local municipal 7.2.7 Geotechnical Investigations practices and guidelines. Geotechnical investigations will be required to confirm groundwater and subsurface conditions and the 7.2.3 Lighting Treatment Plan potential impacts that will need to be considered in the detail design phase of the project. Foundation investigation will be required for structural design of new structures and any possible extension of A Lighting Treatment Plan, in accordance with municipal standards, will be prepared during the pre- culverts. construction phase. This plan will include lighting fixtures and illumination along the various sections of the corridor. A lighting audit of the preferred lighting design plan may be conducted to confirm clear 7.2.8 Erosion and Sediment Control Plan sight lines and appropriate illumination. The purpose of the Erosion and Sediment Control Plan will be to document the degree of erosion and 7.2.4 Occupational Health and Safety Plan sedimentation that would occur under normally anticipated weather conditions during the life of the project, and to develop and describe mitigation strategies to control foreseen areas determined to be The preparation of an Occupational Health and Safety Plan by the contractor before any work begins predisposed to the problem. This would include: identifying planting and slope rounding specifications will be required, to ensure that proper protocols and recommendations are in place to protect workers within the contract; identifying and specifying seeding and sodding locations; identifying areas requiring against personal injury or loss of life. slope benching or retaining structures in the detail design process; and post construction monitoring and mitigation practices.

7.2.5 Archaeological Assessment and Monitoring 7.2.9 Environmental Protection Plan There are areas identified as having archaeological potential throughout the corridor as part of the HWY 174-CR17 study, some of which may be undisturbed. Accordingly, a Stage 1 Archaeological It will be the responsibility of the contractor to prepare an Environmental Protection Plan that details Assessment will be completed for the study corridor during design work for this study. A Stage 2 preventative measures to ensure that no contamination, waste or other substances, which may be Archaeological Assessment will be conducted prior to construction for those areas determined by a detrimental to terrestrial/aquatic life or water quality, will enter a watercourse or natural terrestrial licensed archaeologist to be undisturbed. The areas requiring Stage 2 Archaeological Assessment habitat as either a direct or indirect result of construction. The Plan will specify that any floating debris are expected to be limited as much of the LRT is in the existing highway median, which is disturbed. resulting from construction that accumulates on drainage channels towards area watercourses, is to With the results of the Stage 2 Assessment, during the actual construction, it may be necessary for a be immediately cleaned up and disposed of. The Plan will also specify that any debris resulting from licensed archaeologist to monitor deep excavations. Contract provisions will include protection of the construction that accumulates within terrestrial habitats, such as Green’s Creek provincially significant site from further disturbance, if archaeological resources are discovered during the course of Earth Science ANSI, is to be immediately cleaned up and disposed of. Any spills, contamination, waste

7-4 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

or other substances that may be detrimental to terrestrial/aquatic life or water quality is also to be Taylor Creek Business Park, lands adjacent to La Cité Collegial, the Trim Road City Works Yard, and immediately cleaned up. the Park and Ride at Trim Road.

At all times, construction activities are to be controlled in a manner that will prevent entry of deleterious 7.3.1.3 Noise materials to watercourses and terrestrial habitat. In particular, construction material, excess material, construction debris and empty containers are to be stored away from watercourses or drainage leading The contractor will be required to develop a strategy for mitigating noise, as feasible, with consideration to watercourses. for the noise limits specified in MOE NPC-115 and NPC-118 and City of Ottawa By-laws for Noise.

7.2.10 Spills Response and Action Plan The East LRT project includes design and construction of noise walls to address existing and future (2031) sound levels resulting from increased vehicular traffic on HWY 174. The LRT’s contribution to A Spills Response and Action Plan will be prepared and adhered to by the contractor. Spills or sound levels on its own is insignificant. discharges of pollutants or contaminants will be reported immediately. To avoid the release of any deleterious substances during construction activities, the construction manager must ensure that the The analysis of sound levels confirmed that noise walls will be required in some locations where no operation, refueling and maintenance of equipment with the use of toxic materials is performed off- walls or berms exist today and some locations with existing walls require improvement. The following site. Additionally, an adequate supply of clean-up materials shall be on-site with a work crew that is locations are recommended for noise mitigation along the East LRT corridor: fully trained to prevent and respond to accidental spills. Clean up shall be initiated quickly to ensure protection of the environment. In the event of a spill, MOECC Spills Action Hotline shall be contacted Location Recommendation (1-800-268-6060), as well as the NCC if the spill is adjacent to or could potentially affect federal lands. East Acres Road 5m wall (about 260m long) to replace existing steel wall North side east of Jeanne d’Arc Blvd 3.25m wall on 2m berm (about 670m long) 7.3 Site Specific Mitigation Measures North side west and east of Orléans Blvd 3.5 m wall on 1.5m berm (about 240 m long) South side west of Bilberry Creek 2.5m wall (about 200m long) After potential effects were predicted, mitigation measures were identified. Often, these mitigation North side west of Bilberry Creek 3m wall on existing 1.25 to 2m berm (about 500 m long) measures were sufficient to reduce potential negative effects to an insignificant or negligible status. North side east of Bilberry Creek to 5m noise wall (about 730m long) Mitigation included environmental rehabilitation and replacement of disturbed areas. Champlain Park & Ride Lot North side west and east of Orléans Town 3m (about 310m long) to 3.5m (about 120m long) to 3.75m wall Centre station (about 250m long) 7.3.1 Social Environment South side at Orléans Town Centre multi- 4.25 wall (about 510m long) unit buildings 7.3.1.1 Public Communications Plan South side east of Tenth Line Station 3m wall (about 340m long) The purpose of the Plan is to make residents and other stakeholders aware of scheduled road closures, (existing mobile home park) transit service modifications and other disruptions to normal service ahead of time to help them plan their activities with minimum disruption. The public communications plan will detail how to These locations are illustrated on the drawings of the preferred alternative in Annex A. communicate information about the work in progress to the public, what information should be disseminated, and at which project stage the communication should take place. 7.3.1.4 Vibration

The contractor will be required to develop a strategy to satisfy, as feasible, MOE NPC-119 and NPC- 7.3.1.2 Land Use 207 for ground vibrations. Areas adjacent to the proposed East LRT are in various stages of development and redevelopment. The planned land uses of future development areas will need to be considered and integrated during A vibration survey will be required before construction to confirm where the impacts of vibration from the future design stages of the East LRT to maximize land use opportunities. Examples include the the LRT will occur. Typical measures (sub-ballast blast mats or isolation slabs) to isolate the track will Canotek Business Park, Jeanne d’Arc Boulevard south, Champlain Street north, Orléans Town Centre, be implemented to reduce the vibration impact where necessary. Similar methods have been used effectively elsewhere and are planned for incorporation into segments of the Confederation Line.

7-5 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

 Perceived Proximity – Create clearly articulated spaces through the use of buffers and 7.3.1.5 Air Quality screens that provide visual separation between the LRT Corridor and its adjacent land uses. The contractor will be required to develop a strategy to satisfy, as feasible, the fugitive dust limits  Lighting – Use lighting to accentuate and unify the LRT stations with the adjacent specified in O. Reg. 419. Best practices will be followed to minimize dust emissions during landscape. construction. User and Community Acceptance: The future predicted pollutant levels produced by vehicle emissions fall significantly below the MOECC  Way Finding – Provide signage and landmarks that facilitate navigation to the LRT stations, recommended standards for all pollutants studied, which include carbon monoxide (CO), hydrocarbons and to the appropriate waiting area for trains. (HC), nitrogen oxides (NOX) and suspended particulate matter (PM). Favourable future air quality conditions are principally due to the improved technology of the light rail vehicles (LRVs), and the  Perceived Disturbance – Employ measures to minimize noise, and visual disturbances, to removal of bus traffic from the corridor. adjacent properties.  Rider Enjoyment – Foster and enhance design elements that add to the thermal comfort, 7.3.1.6 Landscape Plan visual appeal, and sense of belonging of potential riders.  Branding – Introduce a vernacular of landscape elements that identify and promote the The proposed East LRT corridor presents an opportunity to create a valuable community resource and East LRT as part of a larger transportation network. enhance/introduce civic elements that will help to strengthen the urban character of Orléans, specifically gateway features entering/exiting the Greenbelt and at station locations. Vegetated walls, sound barriers, and planted berms should be used to block noise and visual disturbances where necessary along the East LRT. Walls with trellises and vines, or plant material are Overall goals of safety/security, integration, and acceptance can be broken down into specific less visually obtrusive in the landscape than a standard noise wall or chain link barrier treatment, and landscape design principles. These principles represent key areas of consideration when developing they provide more environmental benefits such as dust control, shade, carbon sequestration and a detailed Landscape Plan. stormwater absorption. A Noise and Vibration Report has been completed for the East LRT alignment to inform this impact assessment, and is presented in Appendix E. Safety & Security:  Pedestrian Control – Implement measures to control and direct the safe and secure Signage and architectural detailing should be used to enhance and emphasize station locations and movement of pedestrians in and around the new LRT infrastructure. raise the awareness of the East LRT as a prominent and integrated landscape element. This will enhance awareness of the project as part of a comprehensive transportation network, and a valuable  Right of Way Encroachment – Deter people or objects from interfering with the safe operation of buses during Transitway closure. community resource.

 Lighting – Provide enhanced lighting for security and visibility. Stations should be treated as civic elements that will help to establish urban character in the  Enclosed Spaces – Minimize enclosed spaces in which persons or animals can hide or find surrounding communities. Visually unique stations, with variations of material or form, will facilitate shelter. way-finding for riders, and can be integrated into the surrounding landscape context. All stations should also have appropriate signage, directions, seating, and enclosed waiting areas for the thermal comfort Integration: of riders in all seasons and weather conditions.

 Urban Character – Develop an infrastructure aesthetic that will help to integrate the stations and station houses into the urban character of adjacent communities. 7.3.1.7 Property Impact  Planting – Introduce planting to soften the visual effects of the infrastructure and to Although no property requirements were identified in the preferred alignment, this may change during rehabilitate disturbed wildlife corridors, provide shade, dust filtration, and enhance the detailed design. Costs associated with acquiring property and property rights for the construction of urban forest. the East LRT includes actual property value, right-of-way preparation, legal and appraisal services, and land survey.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

7.3.2 Transportation This includes the identification, in the detail design phase, of the overall stormwater management 7.3.2.1 Traffic Management, Access and Pedestrian Control Plan system requirements, methods of detention and filtration, and any control mechanisms necessary to achieve runoff quantity and quality targets. Drainage systems and their components are sized and A Traffic Management, Access and Pedestrian Control Plan would be developed during the detailed designed in conjunction with the overall project, and retention or detention systems are then design/pre-construction phase and implemented in the construction phase. During construction traffic incorporated into the design to achieve Ministry guidelines for runoff quantity, quality, and total detours, ramp closures, and lane reductions will be required during construction of the LRT Corridor. suspended solids. This plan, when prepared during the detailed design phase, will take into account Traffic detours or lane reductions may be required at Blair Road, Montreal Road, Jeanne d’Arc the opportunity that exists to use existing locations within the identified right-of-way as retention areas Boulevard, Orléans Boulevard, Champlain Street, Tenth Line Road, Trim Road, and all along the to assist in the objective to improve stormwater runoff quality prior to further off-site (i.e., outside the HWY 174 corridor at times. The Contractor will be required to develop a Construction and Traffic right-of-way) treatment. Management Plan for all detours, as well as road and lane closures, which shall be monitored by the

City. The SWM plan for the study, when developed in subsequent design stages, should consult the most

recent data and reports in considering how a changing climate might impact the project. This may, for 7.3.2.2 Transit Operations example, consist of assessing the capacity of stormwater management works with the effects of climate change. A plan for detouring of buses where required during construction will be prepared during detail design in consultation with OC Transpo. Maintenance of bus lanes along HWY 174 and operation of the existing Transitway structure over HWY 174 east of Blair Road for as long as possible will be a priority 7.3.3.2 Hydro One Transmission Line consideration. Plans may include temporary or permanent relocation bus stops, route changes and Hydro One stated their requirement for a 15m offset from the lane line to the centreline of their temporary station facilities to provide good connectivity to local routes and major trip origins and transmission line to facilitate live maintenance. In general the need to relocate the line along the south destinations. side of HWY 174 in the vicinity of Place d’Orléans is expected to be triggered by highway widening

and not construction of the East LRT. 7.3.3 Infrastructure and Utilities

7.3.3.1 Stormwater Management Plan 7.3.4 Natural Environment

The purpose of developing and implementing stormwater management (SWM) strategies is to provide 7.3.4.1 Assessment of Cumulative Effects of Transportation Infrastructure on the National Capital adequate systems for the development in place and planned for the area. The LRT Corridor has been Greenbelt planned with consideration for the presence of, and locations of current and future stormwater To respond to the Joint Study on the Assessment of the Cumulative Effects of Transportation management systems. Infrastructure on the Greenbelt, the East LRT EA study team considered how the addition of the East

LRT extension to the HWY 174 corridor might impact on the cumulative effects identified in the Joint The current stormwater management strategy along HWY 174 will remain essentially the same. Study. Quantity and quality control of storm runoff will be modified slightly, and are anticipated to have minor net impacts. All road drainage will be redirected to the ditches and outlets along the outside edge of The 2013 Transportation Master Plan considered the affordability of the road and transit networks and, the highway. LRT drainage will be contained within the median and filtered through the track ballast as a result, the following planned and reasonably foreseen projects included in the Joint Study and and granular base before being conveyed to the highway outlets. Oil and grit separators are located in the vicinity of the Green’s Creek Core Natural area of the Greenbelt were deferred to beyond recommended at the outlets to manage quality. Outlet constraints will hold runoff in the track bed during 2031: major events to reduce peak flows.

 Cumberland Transitway (replaced with transit priority measures on Innes and Brian Colburn Supplemental to the overall stormwater management planning for the area is the Stormwater corridors); Management Plan for the East LRT itself. The purpose of the stormwater management plan is twofold;  Construction of the Innes-Walkley-Hunt Club connection; and, it identifies the rate and volume of anticipated stormwater runoff and the means to accommodate it,  Widening of HWY 174, Innes Road and Blackburn Hamlet Bypass and also identifies the means of achieving Ministry guidelines for water quality of stormwater runoff.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

The provision of quality rapid transit along HWY 174 may help defer the need for widening of HWY actions for their recovery. The Act establishes Schedule 1, as the official list of wildlife species at risk. 174 and perhaps other reasonably foreseeable projects identified in the ultimate transportation If the works include an activity involving species listed under the federal SARA on federal lands, a network. permit may be required.

The evaluation of alternatives for the East LRT explicitly considered Greenbelt impacts in the Blanding’s Turtle evaluation and the selection of the median location for the East LRT reduced the potential impact on Blanding’s Turtle were identified as having potential in the study area. Should this be confirmed in the the Green’s Creek Natural Area and the agricultural lands in the Greenbelt. It has been determined Ecological Site Assessment, the following measures should be deployed to avoid impacting Blanding’s that no property is required. The recommended plan for the East LRT does not directly impact on Turtles, and thus avoid a contravention of the ESA: Greenbelt lands outside of the existing right-of-way.  Install a fence for the life of the project to exclude turtles from the work site high risk travel areas In the development of the East LRT design and the mitigation measures, the precautionary principle to avoid harming any migrating turtles; was followed. Realistic mitigation measures to maintain functional connectivity were considered on a  All on-site employees will have Species at Risk (SAR) identification, safe handling, and reporting three-tiered hierarchy involving avoidance, minimization, and compensation, in order. For example, training for Blanding’s Turtle; the discussion of impacts and mitigation in this section consider how rehabilitation or replacement of structures may provide an opportunity to improve connectivity and ecological function. Wildlife crossing Should any species at risk listed on the Ontario Species at Risk List be discovered during construction locations were identified. Improving existing crossings allows compensation or enhancement to occur activities, work shall cease immediately and the species at risk present will be removed from harm and in the immediately affected area. There is a need for post project monitoring to verify the effectiveness positioned a safe distance behind the active operations (preferably along the tree line). Notes will be of mitigation measures, as describe in this section. made recording the locations where the individual species at risk was found and where it was relocated to, and the MNRF Kemptville District will be contacted immediately 7.3.4.2 Ecological Site Assessment 7.3.4.3 Tree Conservation Report An Ecological Site Assessment should be carried out to more thoroughly determine the presence and extent of natural heritage features, Significant Wildlife Habitat, SAR, and SAR habitat located along The purpose of the Tree Conservation Report is to retain as much natural vegetation as possible, the preferred alignment. Protection afforded to any identified species shall be in accordance with including mature trees, stands of trees, and hedgerows. The Tree Conservation Report will identify appropriate provincial and federal jurisdiction. and describe the vegetative cover on the site prior to construction, and will provide a professional opinion as to the priority that should be given to the conservation of the treed areas that are beyond Various potential Significant Wildlife Habitat and Species at Risk habitat were identified in the general the grading limit for the East LRT. This report will also provide an assessment of trees identified for study area. The nature of the corridor as a major transportation route, however, likely precludes the removal including health, and bat cavity suitability. presence of the species, as well as significant habitat. To confirm this, it is recommended that bird, reptile/amphibian and wildlife passage assessments be completed in preliminary design. Together with the Landscape Plan, the Tree Conservation Report will help ensure that trees will be retained where feasible, particularly along the alignment from Blair Station to Montreal Road, and that Design considerations to facilitate wildlife movement (e.g. deer movement) within the landscape should new trees will be planted to contribute to the City’s forest cover target and to address net tree loss of be determined for those crossings identified as Potential Animal Movement areas on Figure 3-17. a project site. The Tree Conservation Report will be prepared in accordance with the City of Ottawa Guidelines. It is important to consider maintaining or improving the ability of the natural environment The Ontario Endangered Species Act (ESA, 2007) is updated twice yearly. Prior to construction, the within the study area to remove carbon from the atmosphere. Retaining and potentially increasing the ESA should be reviewed and an update of the potential species present and their associated habitat vegetation in the atmosphere will support the ability to combat the effects of a changing climate and to should be completed. A SAR determination should be included in an Ecological Site Assessment for remove carbon from the atmosphere. any affected areas. If a SAR is observed during the works within the construction zone, the MNRF is to be immediately contacted and operations modified to avoid any negative impacts to the species or 7.3.4.4 Butternut Tree Survey and Management Plan their habitat until further direction is provided by the MNRF. Butternut trees have been identified as being potentially within the area. They are a protected species If necessary, permits will be obtained under ESA. The Species at Risk Act (SARA) is a federal due to the presence of a canker, which is a disease that is drastically reducing the natural Butternut government commitment to prevent wildlife species from becoming extinct and secure the necessary

7-8 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

population. The MNRF has a recovery and protection plan in place provincially and mitigation is  a structure such as a bridge, a beacon, a tower or a building (often chosen as a nesting spot by possible. Prior to construction of the East LRT, a survey of the trees that will be removed as part of the robins, swallows, phoebes, Common Nighthawks, gulls and others)” (CWS 2014). construction will be conducted to identify potential Butternut and a site-specific mitigation plan developed. Part of the consideration is that the presence and health of butternuts needs to be assessed Similarly, nest searches can also be considered when investigating the following: just prior to construction as this will change from year to year. Butternut may be impacted by some construction activities even if the tree itself is not removed (i.e. root damage from digging or  “conspicuous nest structures (such as nests of Great Blue Herons, Bank Swallows, Chimney compaction). The MNRF recommends that all Butternut within 100 metres of the construction site be Swifts); assessed. Please note that Butternut habitat is considered 50 metres from a tree to account for the  cavity nesters in snags (such as woodpeckers, goldeneyes, nuthatches); or seed dispersal zone.  colonial-breeding species that can often be located from a distance (such as a colony of terns or gulls)” (CWS 2014). This assessment needs to be completed by a certified Butternut Health Assessor trained by MNRF at In-Water Works and Fish Relocation (Fisheries Act) least within the last two years (since 2013) as the requirements for these assessments have recently Should there be in-water works associated with culvert extensions for watercourses, confirmation of changed. A Butternut Health assessment must be completed according to MNRF requirements for in–water construction timing windows with Ministry of Natural Resources and Forestry is necessary observed Butternut. Impacts to butternuts need to be managed in accordance with recovery strategies prior to any construction works. For potential fish relocation work, a License to Collect Fish for Scientific in place at the time of construction. Purposes is required from the Ministry of Natural Resources and Forestry as well. To protect fish spawning activity, in–water works are not permitted between March 15th and June 30th. An ESA permit may be required if the project is affecting retainable Butternut specimens. Blanding’s Turtle 7.3.4.5 Construction Timing Considerations Blanding’s Turtle were identified as having potential in the study area. Should this be confirmed in the Ecological Site Assessment, the following timing windows are recommended to avoid impacting All activities related to the construction should avoid certain timing windows dependent on the wildlife Blanding’s Turtles, and thus avoid a contravention of the ESA. that is present. Below presents an outline of timing windows that will be avoided.  Excavation of granular shoulder must occur outside of turtle nesting season of May 15 until Breeding Birds (Migratory Birds Convention Act) the June 30 with exclusion fencing in place prior to May 15; In order to remain in compliance with the Migratory Bird Act and Fish and Wildlife Act, it is  If a turtle nest is encountered on the granular shoulder between October 1st and May 15th recommended that any vegetation removal that may be required take place outside of the breeding (i.e. outside of the nesting and incubation period), the work shall cease immediately, the nest bird season for this region (April 1st to August 31st). and eggs shall be protected from further harm, and the MNRF shall be contacted for further direction; In most cases nest searches during the nesting season (April 1st to August 31st) are not recommended  No in-water work or dewatering of wetlands is permitted between Oct 15th and March 15th to within complex habitats, as the ability to detect nests is largely low while the risk of disturbance to protect turtle and amphibian species at risk overwintering. active nests is high. Disturbance increases the risk of nest predation and abandonment by adults. Therefore, nest searches are not recommended unless nests are known to be easy to locate without Bat Breeding Season (Endangered Species Act) disturbing them. Nests searches may be completed during the nesting period (April 1st to August 31st) Bat SAR species were not identified through assessments for this Environmental Project Report, by a qualified biologist within ‘simple habitats’ (CWS 2014). Simple habitats refer to habitats that however, these might be identified for the Ottawa area in the near future given the ongoing documented contain few likely nesting spots or a small community of migratory birds. prevalence of white nose syndrome. This is considering any removal of trees that contain potential cavities for bat roosts. According to the Bat and Bat Habitat Surveys of Treed habitat document Examples of simple habitats include the following: received from MNRF, it is recommended for tree removal to occur when bats are not using the habitat between the months of September to April.  “an urban park consisting mostly of lawns with a few isolated trees;  a vacant lot with few possible nest sites; If the above timing cannot be followed, tree removal cannot take place during the rearing of young  a previously cleared area where there is a lag between clearing and construction activities (and from June 1st – July 31st, however, can occur between April 30th to May 31st and August 1st to where ground nesters may have been attracted to nest in cleared areas or in stockpiles of soil, September 1st provided the following is completed: candidate roost trees should be monitored through for instance); or

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

exit surveys for evidence of maternity colonies 24 hours prior to the trees being removed. Should no 7.3.5.4 Pre-condition Survey for Vibration bats be observed using the cavity, the trees may be removed immediately the following day. Some of the construction operations (such as granular material compaction, excavation, hoe ramming, Fisheries Self-Assessments blasting) will cause ground vibration on and off of the site. The vibrations will attenuate with distance Changes to the Department of Fisheries and Oceans Canada (DFO) “Fisheries Act” in 2013, the from the source, but may be felt at nearby structures. Some areas along the corridor have been “Fisheries Act” is now proponent based and any in-water works will require self-assessment. From the identified with existing vibration issues from HWY 174 traffic. During detail design, the area where self-assessment process, the proposed in-water works are weighed against criteria set out by the DFO preconstruction surveys should be carried out will be defined with consideration for subsurface (http://www.dfo-mpo.gc.ca/pnw-ppe/index-eng.html), and using this criteria it is determined if works characteristics and known vibration-sensitive areas. Preconstruction surveys will be required on cannot avoid serious harm to fish and/or are not included in the criteria listed on the DFO’s website. If potentially-affected structures to document conditions before the start of construction. At the start of necessary, a “Request for Review” will be submitted to DFO and, if required, permits will be obtained construction, residents will be provided with contact information to register any complaints of vibration from the DFO. damage. Vibration monitoring will be required during construction so that any damage claims can be addressed in a fair manner. One of the main factors affecting the watercourses in the study area is that there have already been numerous modifications made to them, such as the burying or installation of gabion baskets throughout 7.3.5.5 Fluvial Geomorphology conditions the watercourse. These modifications have impacts such as the slowing down of the flow of water allowing for sedimentation, warming up the water, as well as creating connectivity issues for migrating The design of the East LRT (and eventual highway widening) provides an opportunity to consider fish species. As such, any opportunity for improvement to these watercourses should be considered. stream conditions at Green’s Creek, Bilberry Creek and Taylor Creek and how these conditions might progress in the future. Mitigation measures may be most effective if incorporated into the design at an 7.3.5 Physical Environment early stage. Should any creek crossings be identified for replacement during the East LRT construction, there may be an opportunity to improve stream conditions and the local environment 7.3.5.1 Management of Contaminated Materials detailed in the Fluvial Geomorphology Report (Appendix G).

The MOECC and the construction manager are to be notified immediately upon discovery of any At Green’s Creek, failing gabion baskets, groundwater discharge, channel degradation, bank scour contaminated material encountered within the construction area. If contaminated materials or and sedimentation need to be assessed with respect to the proposed embankment widening and contaminated groundwater are encountered within the construction limits, these are to be removed foundations. At Bilberry Creek there are similar problems with failed gabion baskets, channel and disposed of in accordance with all applicable acts and regulations. Treatment and discharge of degradation and channel movement that may be addressed in the design. At Taylor Creek, a beaver contaminated groundwater is to be in accordance with applicable legislation and regulations as well. dam upstream of HWY 174 is affecting sediment transport with the resulting risks of damage to the highway if the dam fails. At Taylor Creek there are also failed gabion baskets and an unstable channel 7.3.5.2 Phase 2 Environmental Site Assessment downstream of HWY 174.

The completion of a Phase 2 Environmental Site Assessment (ESA) along the preferred alignment is 7.3.5.6 Stray Current Assessment required in any areas with potential for contamination. Although the potential sources of contamination identified during the EA Study were generally located off-site, there is a need to confirm that the corridor A Stray Current Assessment is required in the next stages of design to document and evaluate the is free of contaminants for the safety and wellbeing of workers and the environment. impacts from the rail system design on the railway itself, as well as other assets such as bridges, culverts, sewers, watermains, and cables buried underground. The magnitude of the corrosion threat 7.3.5.3 Geotechnical Considerations posed by stray current can then be assessed, and mitigation methods through structure bonding, isolation or cathodic protection identified. Given the variability of the subsurface conditions encountered in the study area, an extensive program for further subsurface investigation should be carried out and more specific geotechnical guidelines 7.4 Monitoring provided. Preliminary geotechnical considerations have been completed as part of this EPR, and are presented in Appendix F. Monitoring is important to verify the accuracy of the prediction of environmental effects. Monitoring measures were recommended to determine what effects actually occurred with project

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

implementation, and may result in the modification of mitigation measures to improve their  Affecting a specific group of individuals in a population or community at a localized effectiveness. Identified monitoring measures included inspection and surveillance, and compliance area or over a short period; or monitoring.  Not permanent, so that after the stimulus (i.e., project activity) is removed, the integrity of the environmental component would be resumed.

7.5 Assessment and Evaluation Results “Significant” means an effect that may exhibit one or more of the following characteristics:  Widespread; As described in the methodology, an environmental effect requires consideration of the interaction of  Permanent transcendence or contravention of legislation, standards, or environmental the project (i.e., project activities) with the environment. Pre-construction, construction and operational guidelines or objectives; activities were assessed.  Permanent reduction in species diversity or population of a species;

 Permanent alteration to groundwater flow direction or available groundwater quality Professional judgement and experience formed the basis for identifying environmental effects and and quality; mitigation measures, satisfying Steps 1 and 2 of the assessment approach (Table 7-1). The analysis  Permanent loss of critical/productive habitat; was based primarily on comparing the existing environment with the anticipated future environment,  Permanent loss of important community archaeological/heritage resources; or during and after construction. The prediction of effects considered:  Permanent alteration to community characteristics or services, established land use

patterns, which is severe and undesirable to the community as a whole.  The interaction between the project and the environmental values;

 The effects of the project activities on the environmental values; and “Positive” means an effect that exhibits a beneficial outcome.  The combined effects of multiple activities and/or multiple effects.

The above definitions of significance were adopted for use in this assessment because many of the Within this context, consideration was given to: impacts cannot be quantified in absolute terms, although changes and trends can be predicted. The

definitions provide guidance and are intended to minimize personal bias.  The magnitude, spatial extent, and duration of effects;

 The proportion of a species population or the number of people affected; Project phases are identified as follows.  Direct or indirect effects;

 The degree to which the effect responds to mitigation; and P – Pre-construction/Design  The level of uncertainty about the possible effect. C – Construction In this assessment, “residual” environmental effects are defined as changes to the environment caused O – Operation by the project, and vice versa, when compared to existing conditions and taking into account all mitigation measures. Potential residual environmental effects are assessed as to their significance, Study boundaries serve to focus the scope of the assessment such that a meaningful analysis of including spatial and temporal considerations, and are categorized according to the following potential impacts arising from the proposed project can be made. Project boundaries are defined by definitions: the spatial and temporal limits of the proposed project activities, and their zones of influence:

“Negligible” means an effect that may exhibit one or more of the following characteristics: Planning/Pre-Construction:  Nearly-zero or hardly discernible effect; or  Affecting a population or a specific group of individuals at a localized area and/or over Spatial: The physical area that may be disturbed (directly, indirectly) by construction a short period. activities within 200 metres of the work areas, as well as the physical area of the alignment (a general width of 40 metres). “Insignificant” means an effect that may exhibit one or more of the following characteristics: Temporal: The duration of the active planning and construction phase of the project,  Not widespread; scheduled to occur over a number of months at any one location and 3 to  Temporary or short-term duration (i.e., only during construction phase); 4 years for the entire alignment.  Recurring effect lasting for short periods of time during or after project implementation;

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Operational: Spatial: The physical alignment of the LRT Corridor Temporal: The completed LRT extension is considered to be a permanent infrastructure, which will operate as constructed for the life span of the facility as determined by transportation needs in the City.

An environmental effect requires consideration of the project activities and their interaction with the environment, Table 7-4 describes the potential effects, mitigation, residual effects and their significance (Sig.), and monitoring recommendations for the preferred alternative. In doing so, the remaining Steps 3 through 5 are satisfied in the assessment approach.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation SOCIAL ENVIRONMENT Planning Detailed design and contract  Throughout corridor  The Class D cost estimate for project design  Develop future capital budgets in preparation for  Cost of East LRT is  Insignificant  Review capital budget Policies: TMP drawings: Completion of detailed  and construction is $500 million. More detailed design and construction. Undertake value outside budget envelope during design process and City design and contract drawings within detailed cost estimates developed in engineering exercise to determine potential cost and cannot proceed. Budgeting budget envelope identified in TMP. preliminary engineering and detailed design savings if necessary. could potentially exceed this amount. Planning Provision of Light Rail Transit  Throughout corridor  The project has been incorporated into  Consideration of LRT in accordance with TOD and  Construct Transitway in  Positive  Monitor development Policies: OP service.  planned development to provide the ability demand from developing communities accordance with demand applications to assess and TMP for the community to develop according to from developing timing of construction the Official Plan and Secondary Plans. communities Views and Construction of transition from the   Montreal Road interchange  Construction activities within the Greenbelt  Federal Land Use, Design and Transaction Approval,  Temporary disruption of  Insignificant  None required vistas north alignment at Montreal Road,  NCC Greenbelt are within the HWY 174 right-of-way but will if required views and vistas to the median alignment  Green’s Creek impact on views and vistas.  Landscaping Plan Construction of running-way;   Throughout corridor  Construction activities and equipment may  Design landscaping with consideration for the scenic-  Disruptions to the existing  Insignificant  None required. Construction of interchange at Trim  Trim Road impede the enjoyment of views and vistas entry designation contained in the Official Plan views and vistas in some Road;  Electrical substation locations along the scenic entry route identified within locations Construction of electrical the Official Plan on a temporary basis. substations. Construction completion –   Throughout corridor  New views/vista from the LRT  The LRT alignment from Blair to Orléans, including  Positive new Greenbelt  Negligible  None required Provision of LRT service  New infrastructure elements along the the elevated crossing into the median will offer new view from the LRT  Positive corridor views of the Greenbelt.  Views of infrastructure  Design landscaping where feasible at stations, softened electrical sub-stations and interchanges Heritage and Construction of LRT running-way:  Areas of archaeological  Construction in undisturbed areas identified  Conduct Stage 1 Archaeological Assessments  Due to the disturbed  Insignificant  Additional work, if Archaeological cutting and filling, clearing and  potential that are identified by as having archaeological potential may throughout the corridor in conformance with MTCS nature of much of the needed, as per Stage 1 Resources grubbing vegetation, site an archaeologist as disturb intact heritage and archaeological Standards and Guidelines for Consultant corridor, there is a low and 2 Assessment excavation and grading, removal of undisturbed. Possible areas resources. Archaeologists (2011). likelihood for the recommendations excavated material, and laying may be found along the new  Conduct Stage 2 Archaeological Assessment in disturbance of significant tracks. LRT alignment (Blair to undisturbed areas identified with archaeological archaeological resources Montreal) or new ramps at potential in conformance with MTCS Standards and Trim Road. Guidelines for Consultant Archaeologists (2011).  Consult with Algonquins of Ontario regarding scope and results of Archaeological Assessment.  Conduct Heritage Impact Assessment along corridor Construction of stations, station  Areas identified as undisturbed  Construction in undisturbed areas identified  Conduct Stage 1 Archaeological Assessments  Due to the disturbed  Insignificant  Additional work, if accesses, and modifications to  within construction area of as having archaeological potential may throughout the corridor in conformance with MTCS nature of much of the needed, as per Stage 1 ramp and interchange structures. station and structure locations. disturb intact heritage and archaeological Standards and Guidelines for Consultant corridor, there is a low and 2 Assessment Possible areas may be found resources. Archaeologists (2011). likelihood for the recommendations at the future potential station at  Conduct Stage 2 Archaeological Assessment in disturbance of significant Gloucester High School and at undisturbed areas identified with archaeological archaeological resources approaches to new bridges. potential by a licensed archaeologist in conformance with MTCS Standards and Guidelines for Consultant Archaeologists (2011).  Consult with Algonquins of Ontario regarding scope and results of Archaeological Assessment.  Conduct Heritage Impact Assessment Vibration Construction of LRT running way,   Entire corridor  Construction activities in close proximity to Compliance with MOECC NPC-119 and NPC-207  Temporary vibrations from  Insignificant  Monitor complaints stations, station accesses, inhabited areas may cause noticeable Contractor to ensure that: construction activities may  Pre-construction surveys supporting infrastructure, and vibrations.  accepted vibration limits (human annoyance and be noticeable. modifications to ramp and  Possible damage to buildings. building damage) are enforced. interchange structures.  construction activities and methods (accounting for proximity to structures not related to project) are appropriate and do not cause building damage.  construction vibration complaint process is detailed with an action plan to address vibration-related complaints where warranted.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation Vibration Maintenance of major structures:   Major structures throughout  Construction activities in close proximity to Compliance with MOECC NPC-119 and NPC-207  Temporary vibrations from  Insignificant  Monitor complaints Repair or replacement of any corridor: inhabited areas may cause noticeable  Contractor to ensure that accepted vibration limits construction activities may  Pre-construction surveys bridge structures, culverts, storm vibrations. (human annoyance and building damage) are be noticeable. drainage systems, or infrastructure.  Possible damage to buildings enforced.  Contractor to ensure that construction activities and methods (accounting for proximity to structures not related to project) are appropriate and do not cause building damage.  Contractor to have construction vibration complaint process detailed, and action plan to address vibration-related complaints where warranted. Operation of LRT vehicles along   adjacent to Sutton Place  Perceptible vibration exceeding  2-13 VdB reduction required in most cases. Can be  Vibration levels below  Insignificant  Measurements post the corridor  adjacent to East Acres and recommended guidance on vibration accomplished with various different options from recommended annoyance construction during Shefford Road annoyance at some specific locations if no resilient rail fasteners, to ballast mats. Detailed criteria commissioning to  adjacent to Burgundy Lane mitigation is installed. design to update analysis and select mitigation validate performance of  adjacent to Fortune Drive method. vibration mitigation.  adjacent to St. Jovite Ridge  One location (rail cross-over near East Acres Road)  Optional – Conduct  adjacent to Taffy Lane requiring roughly 21 VdB reduction. Maybe achieved vibration force mobility  track cross over near Place with non-typical floating slab design, or moving testing to refine vibration D’Orléans crossover to a non-sensitive location. Detailed prediction model.  adjacent to Elderberry and design to update analysis and select mitigation Pintail Terraces method.  adjacent to development just west of Taylor Creek Noise Construction of LRT running way,   Throughout corridor.  Noise levels produced by stationary and  Contractor to adhere to the City by-laws (2004-253).  Effects from construction  Insignificant  Conduct pre construction stations, station accesses, moving construction equipment (dozers,  Equipment is to be well tuned, moving parts activities can be baseline noise supporting infrastructure, and trucks, loaders, scrapers) can be disruptive. lubricated, unnecessary idling restricted. noticeable measurements for modifications to ramp and  Compliance with MOECC NPC-115 and NPC-118 investigative purposes interchange structures.  Contractor to have construction noise complaint during complaint process detailed, and action plan to address noise investigation. related complaints where warranted.  Monitor complaints process during construction Maintenance of major structures:  Major structures throughout  Noise levels produced by stationary and  Contractor to ensure that the City by-laws (2004-253)  Effects from construction  Insignificant  Conduct pre construction Repair or replacement of any  corridor: moving construction equipment (dozers, are upheld, activities can be baseline noise bridge structures, culverts, storm trucks, loaders, scrapers) can be disruptive.  Equipment is to be well tuned, moving parts noticeable measurements – for drainage systems, or infrastructure. lubricated, unnecessary idling restricted. investigative purposes  Compliance with MOECC NPC-115 and NPC-118 during complaint  Contractor to have construction noise complaint investigation. process detailed, and action plan to address noise  Monitor complaints related complaints where warranted. process during construction Operation of LRT vehicles in  Various residential locations  Imperceptible noise level increase with  Noise barriers meeting technical, economic, and  Imperceptible noise level  Insignificant  None required corridor adjacent to HWY174  throughout corridor project, many locations with noise decrease administrative justification along the corridor. increase. due to lower traffic volumes on HWY174. Locations as noted in Noise and Vibration Section  Exceedance of City of Ottawa noise drawings. guideline (overall level) at various locations  Noise Barriers must meet requirements noted in CSA along corridor due to highway traffic. standard Z107.9 Air Quality Construction of LRT running way,   Entire corridor.  Dust and equipment exhausts will increase  Dust limits specified in O.Reg. 419  Dust may be an irritant to  Insignificant  None required stations, station accesses, local pollution during the construction  Termination of operations during periods of high adjacent residents and supporting infrastructure, and period. winds pedestrians modifications to ramp and  Use of low dust generating technologies such as, interchange structures. vacuum surfaces to remove dust, use of temporary enclosures, and use of water/dust suppressants

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation Air Quality Maintenance of major structures:   Major structures throughout  Dust and equipment exhausts will increase  Dust limits specified in O.Reg. 419  Dust may be an irritant to  Insignificant  None required Repair or replacement of any corridor: local pollution during the construction  Termination of operations during periods of high adjacent residents and bridge structures, culverts, storm period. winds pedestrians drainage systems, or infrastructure.  Use of low dust generating technologies such as, vacuum surfaces to remove dust, use of temporary enclosures, and use of water/dust suppressants Provision of Light Rail Transit   Entire corridor  Electric locomotives are considered zero- None required.  Fewer vehicles on road  Positive  None required. service  Areas around parking lots emission vehicles from an operation network due to increased located at stations perspective, although their activity will transit ridership will generate wear-particles similarly to other decrease exhaust and means of transport (such as brake wear wear-particle emissions. particles).  Less congestion will  Increased circulation and idling of decrease emissions from conventional road vehicles (gasoline/diesel) remaining road vehicles. at stations and stations’ parking lots will create locations with increased exhaust emissions that might impact areas around stations. TRANSPORTATION ENVIRONMENT Road Network Field Investigations, surveys: Data  Entire corridor.  Field investigations may require temporary  Public Communications and Traffic Management  Traffic delays or more  Negligible  As per Public gathering to finalize construction  lane closures or detours. Plan for pre-construction activities as approved by traffic on alternative routes Communications and plans. the City during field investigations. Traffic Management Plan. Detailed design and contract  Entire corridor.  Integration of East LRT alignment, stations,  Detailed design including construction staging  Integration of LRT into  Negligible  None required. drawings: Completion of detailed  and ramp modifications into the existing drawings and traffic management provisions. road network. design and contract drawings within road network. budget envelope identified in TMP. Construction of: running-way;   Entire corridor.  Construction activities may require  Public Communications Plan.  Traffic delays or more  Insignificant  As per Construction and detours; stations; underpasses, temporary lane closures or detours along  Construction and Traffic & Transit Management traffic on alternative routes Traffic Management Plan overpasses, ramps, and HWY 174 and crossing roads. Plans for users of HWY 174 and Public interchange structures Communications Plan. Provision of Light Rail Transit  Entire corridor.  Provide high level of public transportation  None required.  Fewer or slower growth of  Positive  None required. service  within the HWY 174 corridor. vehicles using road network due to increased transit ridership. Maintenance of major structures:   Major structures throughout  Maintenance activities may require  Public Communications Plan.  Traffic delays or  Negligible  As per Construction and Repair or replacement of any corridor: temporary lane closures or detours along  Construction and Traffic& Transit Management Plans alternative routes for Traffic Management Plan bridge structures, culverts, storm major structures. for specific project requirements users during maintenance and Public drainage systems, or infrastructure. activities Communications Plan. Transit Network Field Investigations, surveys: Data  Entire corridor.  Field investigations may require temporary  Public Communications and Traffic & Transit  Traffic delays or  Negligible  As per Construction and gathering to finalize construction  lane closures or detours, potentially Management Plans for pre-construction phase as alternative routes during Traffic Management Plan plans. impacting transit service. approved by the City. field investigations. and Public  Communications with/approvals from OC Transpo Communications Plan. regarding Transit Operations Detailed design and contract  Entire corridor.  Integration of East LRT alignment, stations,  Detailed design incorporating input from OC  Integration of LRT into  Positive  None required. drawings: Completion of detailed  and ramp modifications into the existing Transpo. transit network. design and contract drawings within transit network.  Transit Operations including bus operations at LRT budget envelope identified in TMP. stations. Construction of: running-way;   Entire corridor  Construction activities may require  Public Communications Plan.  Traffic delays, bus stop  Insignificant  As per Construction and detours; stations; underpasses, temporary lane closures or detours a  Construction and Traffic& Transit Management relocations and/ or Traffic Management Plan overpasses, ramps, and impacting local bus services. Plans, including Transit Operations alternative routes for and Public interchange structures buses using affected Communications Plan. overpasses Provision of Light Rail Transit  Entire corridor.  Provision of high level of public  None required.  Increased transit ridership,  Positive  None required. service  transportation within the HWY 174 corridor. high level of service offered.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation Transit Network Maintenance of: major structures;   Major structures throughout  Maintenance activities may require  Public Communications Plan.  Disruption to transit  Negligible  As per Construction and Maintenance of way; and corridor: temporary lane closures, detours, and track  Construction and Traffic& Transit Management Plans service during Traffic Management Plan :Maintenance of stations: and station closures. for specific maintenance projects maintenance activities and Public Communications Plan. Pedestrian Detailed design and contract  Entire corridor.  Integration of East LRT alignment, stations,  Detailed design.  Integration of LRT into  Positive  None recommended Network drawings: connections to existing  and ramp modifications into the existing pedestrian network. and proposed pedestrian network pedestrian network. Construction of Stations,   Montreal Road  Construction activities may require  Public Communications Plan.  Disruption to pedestrian  Insignificant  As per Construction and modifications to underpasses,  Jeanne d’Arc temporary closures or detours of pedestrian  Traffic & Transit Management, Access and pathways during Traffic Management, overpasses, ramps, and  Orléans Boulevard pathways and sidewalks along the station Pedestrian Control Plans construction activities Access and Pedestrian interchange structures.  Place d’Orléans structures. Control Plan and Public  Orléans Town Centre Communications Plan.  Tenth Line  Trim Road Construction of pedestrian   Tenth Line Station  Construction activities may require  Traffic & Transit Management, Access and  Disruption to pedestrian  Insignificant  As per Construction and overpasses: Construction of  Orléans Town Centre temporary closures or detours of pedestrian Pedestrian Control Plans pathways during Traffic Management, pedestrian overpass, connections, pathways and sidewalks.  Construction phasing to minimize effects to traffic. construction activities Access and Pedestrian and access. Control Plan and Public Communications Plan. Integration with pedestrian systems  Entire corridor.  Good compatibility with existing and future  Upgrade of pathway connections with additional  Good integration with  Positive  None recommended  recreational trails and cycling routes and crossings of HWY 174 at Tenth Line and Orléans existing and future maintenance of continuity for recreation Town Centre, new grade-separated crossing at Trim pathways trails as per City and NCC planning Road as well as new multi-use pathways and documents. connections Cycling Network Detailed design and contract  Entire corridor.  Integration of East LRT alignment, stations,  Detailed design.  Integration of LRT into  Positive  None recommended drawings: Completion of detailed  and ramp modifications into the existing cycling network. design and contract drawings within cycling network. budget envelope identified in TMP. Construction of Stations, running   Entire corridor.  Construction activities may require  Public Communications Plan.  Disruption to cycling  Insignificant  As per Construction and way modifications to underpasses, temporary closures or detours of cycling  Traffic & Transit Management, Access and pathways during Traffic Management, overpasses, ramps and pathways and routes along the station Pedestrian Control Plans construction activities Access and Pedestrian interchange structures: structures. Control Plan and Public Communications Plan. Construction of pedestrian   Tenth Line Station  Construction activities may require  Traffic & Transit Management, Access and  Disruption to cycling  Insignificant  As per Construction and overpasses: Construction of  Orléans Town Centre temporary closures or detours of cycling Pedestrian Control Plans pathways during Traffic Management, pedestrian overpass, connections, pathways and sidewalks  Construction phasing to minimize effects to traffic. construction activities Access and Pedestrian and access. Control Plan and Public Communications Plan. Integration with cycling systems  Entire corridor  Good compatibility with existing and future  Upgrade of pathway connections with additional  Good integration with  Positive  None recommended  cycling network as per City and NCC crossings of HWY 174 at Tenth Line and Orléans existing and future planning documents. Town Centre, new grade-separated crossing at Trim pathways Road as well as new multi-use pathways and connections INFRASTRUCTURE AND UTILITIES Infrastructure Installation and operation of    Throughout corridor  Impact on the function and capacity of Stormwater Management Plan.  Disruption to existing  Negligible  As per Stormwater stormwater management (SWM)  At existing SWM facilities stormwater outlets and management Environmental Compliance Approval stormwater management. Management Plan and infrastructure: excavation and associated with Cyrville Drain systems in the corridor. ECA. installation of new SWM facilities and Taylor Creek watersheds and structures, construction of new connections to existing outlets

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation Infrastructure Construction of; running-way; At crossings of major  Construction activities done in proximity to  Detailed design will determine necessity of relocation  Potential relocation or  Insignificant  Settlement and other detours; stations; overpasses and  infrastructure (backbone major infrastructure along HWY 174 which or protection of existing infrastructure. protection of existing monitoring during ramps and interchange structures watermains and large diameter may have small movement/vibration  Geotechnical investigations will include areas where infrastructure. construction as collector sewers) tolerance. utilities may be potentially affected to support recommended during  At conflicts between the LRT detailed design. design and storm sewers/ culverts at  Stray Current Green’s Creek, Bilberry Creek, Assessment Report Taylor Creek and creeks in should be prepared. their watersheds (e.g. at Blair Recommendations on Rd, Jasmine Park) stray current mitigation  Existing watermains west of and protection of Montreal Rd, east of Orléans infrastructure adjacent to Blvd, west of Champlain St, running way should be east of Trim Rd included.  Proposed trunk watermains west of Montreal and Jeanne d’Arc  Existing major truck and collector sanitary sewer crossings west of Montreal, Jeanne d’Arc, Tenth Line, Trim, east of Champlain Construction of Terminus Stations:   Place d’Orléans  Terminus stations require connections to be  Detailed design will assess the capacity of the  Increased demand on  Insignificant  None required. Construction of station houses,  Trim Road made to water services and sanitary existing watermains and sewers to accommodate the existing municipal platform, and access. sewers. additional demands/flows from the stations. infrastructure. Construction of Orléans Boulevard  Orléans Boulevard  Construction activities done in proximity to  Detailed design will determine necessity of relocation  Potential relocation or  Insignificant  Settlement monitoring Station: Construction of station  major collector sewers (900mm diameter or protection of existing infrastructure in the vicinity. protection of existing during construction if houses, platform, and access. sanitary and 1800mm diameter) running  Geotechnical investigations to support detailed infrastructure. recommended during parallel to Orléans Boulevard, and crossing design will include station area where sewers may be design OR 174 which may have small potentially affected. movement/vibration tolerance. Utilities Relocating hydro, telephone, and  Throughout corridor  Relocation of utilities could potentially  Detailed design will determine necessity of relocation  Temporary disruption to  Negligible  None required. utilities for construction  disrupt service. and new location of utilities on drawings. services.  Utility locates will be completed prior to construction. Construction of running-way; At potential utility conflicts  Accidental damage to utilities could  Detailed design will determine necessity of relocation  Temporary disruption to  Negligible  None required. stations; bridges and detours:  throughout corridor. potentially disrupt service and provide accurate location of utilities on drawings. services.  Blair Road  Consult with utility companies and obtain approvals  Montreal Road for any relocations.  Jeanne d’Arc  Require underground utility locates prior to  Orléans Blvd construction.  Champlain St  Tenth Line LRT Station  Trim Road  Hydro One transmission line Construction of electrical  1.5 km east of Blair Station  TPSS connections may require upgrades to  Detailed design will determine exact TPSS locations  Additional construction  Negligible  Review further during substations: The construction and  (access via Jasmine Park) local hydro infrastructure to accommodate and potential impacts to local hydro grid and impacts impacts. detailed design process. connection to Hydro network of  Montreal Road Station power demands. TPSS locations in on other utilities. electrical substations.  East of Rockcliffe Parkway proximity to existing utilities may require  Consult with Hydro Ottawa and Hydro One and  West end of Jeanne d’Arc relocation. obtain approvals for substations. Station area  Require underground utility locates prior to  Orléans Boulevard Station construction in vicinity of substations.  Champlain Street (east of Place d’Orléans Station)  Tenth Line Station vicinity  Trim Road Station

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation ECONOMIC ENVIRONMENT Business Construction and modifications to   Blair Road  Access to businesses is disrupted due to  Public Communications Plan (to inform businesses of  Temporary disruption to  Insignificant  As per Public Establishments underpasses, overpasses, ramps,  Montreal Road temporary closures of ramp and interchange construction schedule and changes). the level of access from Communications and and interchange structures.  Jeanne d’Arc Boulevard structures and/or lane reductions.  Construction and Traffic & Transit Management HWY 174 to local Construction and Traffic  Trim Road Plans businesses. Management Plans Provision of Light Rail Transit  Throughout corridor.  Provision of high level of public  Increased use of transit, especially for trips  Addition of more pass-by  Positive  None required service  transportation within the HWY 174 corridor downtown. Transit passengers will have increased traffic is positive nearby business establishment. and easier access to Place d’Orléans shopping  Increased customer traffic to nearby centre and other businesses near stations. businesses Provision of Light Rail Transit   Throughout corridor.  Disruption to LRT service along alignment.  Public Communications Plan.  Temporary loss of service  Negligible  As per the Public service: System, communication, or  Emergency Response Plan. during repairs. Communications Plan track failure. and Emergency Response Plan Business Maintenance of major structures:   Major structures throughout  Disruption to LRT service during major  Public Communications Plan.  Temporary loss of service  Negligible  As per the Public Establishments Repair or replacement of any corridor: structure maintenance.  Construction and Traffic & Transit Management during repairs. Communications Plan bridge structures, culverts, storm Plans and Construction and drainage systems, or infrastructure. Traffic Management Plan. NATURAL ENVIRONMENT Aquatic Design of LRT under Blair   Blair interchange  New channel required for storm drainage  Fisheries Self-Assessment  See construction phase  Negligible  None required Environment interchange from Blair Place southerly under 174 to  Natural channel design and landscaping design Green’s Creek tributary Construction of running-way: cutting   At all watercourse crossings  Decrease in water quality and aquatic  Environmental Protection Plan  Effects to aquatic habitat  Negligible and filling, culvert retrofit, clearing  Green’s Creek and tributaries habitat due to sedimentation from  Erosion and Sedimentation Control Plan at watercourses that are and grubbing vegetation, site  Bilberry Creek and tributaries construction activities.  Fisheries Self-Assessments (where in-water work already highly disturbed excavation and grading, removal of  Taylor Creek and tributaries  Decrease in aquatic habitat due to shading anticipated) (the median areas) excavated material, and laying of watercourses within the median area.  Stormwater Management design including rock tracks.  Increase in hard surfaces will lead to check dams and oil-grit separators increased storm runoff, with increased sedimentation Installation of stormwater   Throughout corridor.  Decrease in water quality and aquatic  Stormwater Management Plan  Increase in potential  Negligible management infrastructure:  At all watercourse crossings habitat due to additional stormwater  Rock check dams within ditches to control runoff sedimentation and excavation and installation of new  Green’s Creek and tributaries management facilities. rates and to promote infiltration. contamination  Monitoring during SWM facilities and structures, as  Bilberry Creek and tributaries  Oil-grit separators at the main outlets to construction at well as construction of new watercourses, including Green’s Creek, Bilberry  Taylor Creek and tributaries watercourse crossings to connections to existing outlets. Creek and Taylor Creek. ensure erosion and  Erosion and Sedimentation Control Plan sedimentation measures Construction of Blair Road   Blair Road (across Tributary of  Decrease in water quality and aquatic  Environmental Protection Plan  New drainage channel  Negligible. are sufficient. underpass: Cut and cover Green’s Creek) habitat due to sedimentation from  Erosion and Sedimentation Control Plan  Temporary disturbance to construction through interchange. construction activities.  low sensitivity fish habitat. Construction of transition from   East of Montreal Road  Decrease in water quality and aquatic  Environmental Protection Plan  Temporary disturbance to  Negligible elevated track onto 174 median: (towards Green’s Creek habitat due to sedimentation from  Erosion and Sedimentation Control Plan high sensitivity fish facilitating the transition from the crossing) construction activities. habitat. north alignment, to the median of HWY 174 into the Greenbelt. Construction of pedestrian   Tenth Line Station  Decrease in water quality and aquatic  Environmental Protection Plan  Temporary disturbance to  Negligible overpasses: Construction of  Orléans Town Centre habitat due to sedimentation from  Erosion and Sedimentation Control Plan low-moderate sensitivity pedestrian overpass, connections, (Taylor Creek watershed) construction activities. fish habitat. and access.

7-18 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation Aquatic Construction of Orléans and Trim   Orléans and Trim Stations  Decrease in water quality and aquatic  Environmental Protection Plan  Increase in shading within  Negligible  Monitoring during Environment Stations (near tributaries) habitat due to sedimentation from  Erosion and Sedimentation Control Plan areas of watercourses that construction at construction activities. are already highly watercourse crossings to  Decrease in aquatic habitat due to shading disturbed (the median ensure erosion and of watercourses within the median area. areas) sedimentation measures are sufficient. Construction of overpass and ramp   Trim Road  Decrease in water quality and aquatic  Environmental Protection Plan  Temporary disturbance to  Negligible  Monitoring during structures at Trim Road onto the (Taylor Creek watershed) habitat due to sedimentation from  Erosion and Sedimentation Control Plan low-moderate sensitivity construction at 174: Construction of new overpass construction activities.  Stormwater Management Plan fish habitat. watercourse crossings to and ramp structures, replacing ensure erosion and current at grade intersection. sedimentation measures are sufficient. Provision of Light Rail Transit   At all watercourse crossings  Decrease in water quality due to  Emergency Response Plan  In rare case of accidental  Insignificant  None required. service: Accidental leakage or spills contamination from accidental spills or  Spills Response and Action Plan leakage or spills during during operation. leakages. operation. Temporary disturbance to fish habitat. Maintenance of major structures:  Major structures throughout  Decrease in water quality resulting from  Erosion and Sedimentation Control Plan  Temporary disturbance to  Negligible  Monitoring during Repair or replacement of any  corridor: maintenance activities. fish habitat. maintenance-related bridge structures, culverts, storm construction at drainage systems, or infrastructure. watercourse crossings Maintenance of stations  At stations throughout corridor.  Increase in hard surfaces will lead to  Stormwater Management Plan  Temporary disturbance to  Negligible and upstream of  increased storm runoff, with increased fish habitat. watercourses to ensure sedimentation from maintenance materials erosion and (i.e., salt, sand). sedimentation measures are sufficient. Terrestrial Construction of: running-way:   Throughout corridor.  Loss of terrestrial environment due to  Landscape Plan  Terrestrial habitat is  Insignificant  None required Environment underpass; overpass and ramp construction activities.  Ecological Site Assessment associated with edge structures  Tree Conservation Report habitat along an existing Construction of pedestrian  Construction Timing Considersions highway. overpasses: Construction of running-way:   At all watercourse crossings  Loss of terrestrial environment and impact  Landscape Plan  Terrestrial habitat is  Insignificant  None required clearing and grubbing vegetation,  Green’s Creek and tributaries to wildlife movement corridor due to  Ecological Site Assessment associated with edge site excavation and grading.  Bilberry Creek and tributaries construction activities.  Tree Conservation Report habitat along an existing Construction of transition from  Taylor Creek and tributaries  Construction Timing Considerations highway. elevated track onto 174 median  Terrestrial habitat throughout corridor Planting, sodding, and general  Throughout corridor.  Replanting of terrestrial environment.  Landscape Plan  Reconstructed terrestrial  Positive  None required landscaping activities  environment. Provision of Light Rail Transit   Throughout corridor.  Decrease in habitat quality due to  Emergency Response Plan  In rare case of accidental  Insignificant  None required. service: Accidental leakage or spills contamination from accidental spills or  Spills Response and Action Plan leakage or spills during during operation. leakages. operation. Temporary disturbance to terrestrial habitat. Maintenance of major structures:   Major structures throughout  Loss of terrestrial environment due to  Landscape Plan  Terrestrial habitat is  Insignificant  None required Repair or replacement of any corridor: maintenance activities.  Ecological Site Assessment associated with edge bridge structures, culverts, storm  Tree Conservation Report habitat along an existing drainage systems, or infrastructure.  Construction Timing Considerations highway. Maintenance of way: Regular and   Throughout corridor.  Decrease in habitat quality due to  Emergency Response Plan  Temporary disturbance to  Insignificant  None required. winter maintenance of tracks and contamination from winter maintenance salt.  Spills Response and Action Plan terrestrial habitat. ancillary features within the operating way of the East LRT. Maintenance of stations: Regular and winter maintenance of station houses, platforms, and accesses.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation Designated Construction of running-way:   Green’s Creek ANSI  Potential for construction works to  Landscape Plan  Terrestrial habitat is  Insignificant  None required Natural Heritage cutting and filling, clearing and negatively impact the quality of Green’s  Ecological Site Assessment associated with edge Features grubbing vegetation, site Creek ANSI.  Tree Conservation Report habitat along an existing excavation and grading, removal of  Construction Timing Considerations highway. excavated material, and laying tracks

Construction of transition from elevated track onto 174 median. Construction of pedestrian   Significant Woodlands  Potential for construction works to  Landscape Plan  Terrestrial habitat is  Insignificant  None required overpass at Tenth Line station: adjacent to Tenth Line Road negatively impact the quality of Significant  Ecological Site Assessment associated with edge Construction of pedestrian Woodlands.  Tree Conservation Report habitat along an existing overpass, connections, and access.  Construction Timing Considerations highway. Wildlife Construction of running-way:  Between Blair and Montreal  Loss of potentially significant habitat due to  Ecological Site Assessment  Wildlife movement is  Insignificant  Program which monitors cutting and filling, clearing and  Road: deer yarding area, deer construction activities. disrupted. the overall success of grubbing vegetation, site winter congregation area, and terrestrial crossing. excavation and grading, removal of bat maternity colonies. excavated material, and laying tracks Construction of Blair Road   Blair Road ramp structures:  Loss of potentially significant raptor  Landscape Plan  Limited wildlife habitat is  Insignificant  None required underpass: Cut and cover Raptor wintering area at Blair wintering habitat due to construction  Ecological Site Assessment associated with edge construction through Blair Road Road. activities.  Tree Conservation Report habitat along an existing ramp structures to facilitate LRT  Construction Timing Considerations highway. alignment. Construction of elevated track   Montreal Road Westbound on-  Loss of potentially significant: migratory  Landscape Plan  Limited wildlife habitat is  Insignificant  None required structure at Montreal Road ramp: migratory shorebird shorebird stopover habitat due to  Ecological Site Assessment associated with edge stopover area. construction activities.  Tree Conservation Report habitat along an existing  Construction Timing Considerations highway. Construction of transition from   Between Montreal Road and  Loss of potentially significant migratory  Landscape Plan  Limited wildlife habitat is  Insignificant  None required elevated track onto 174 median: Sir George Etienne Cartier shorebird stopover, deer yarding, deer  Ecological Site Assessment associated with edge facilitating the transition from the Parkway: Shorebird migratory winter congregation, and bat maternity  Tree Conservation Report habitat along an existing north alignment adjacent to stopover area, deer yarding habitat due to construction activities.  Construction Timing Considerations highway. Canotek Business Park, to the area, deer winter congregation median of HWY 174 into the area, and bat maternity Greenbelt. colonies. Construction of Orléans Town   Orléans Town Centre Station:  Loss of potentially significant raptor  Landscape Plan  Limited wildlife habitat is  Insignificant  None required Centre pedestrian overpass: Raptor wintering area at Blair wintering habitat due to construction  Ecological Site Assessment associated with edge Construction of pedestrian Road. activities  Tree Conservation Report habitat along an existing overpass, connections, and access.  Construction Timing Considerations highway. Construction of Tenth Line   Tenth Line Station: Migratory  Loss of potentially significant migratory  Landscape Plan  Limited wildlife habitat is  Insignificant  None required pedestrian overpass: Construction shorebird stopover area, raptor shorebird stopover, raptor wintering, deer  Ecological Site Assessment associated with edge of pedestrian overpass, wintering area, deer yarding yarding, deer winter congregation, and bat  Tree Conservation Report habitat along an existing connections, and access. area, deer winter congregation maternity habitat due to construction  Construction Timing Considerations highway. area, and bat maternity activities. colonies. Construction of overpass and ramp   Trim Road interchange:  Loss of potentially significant migratory  Landscape Plan  Limited wildlife habitat is  Insignificant  None required structures at Trim Road onto the migratory shorebird stopover shorebird stopover habitat due to  Ecological Site Assessment associated with edge 174: Construction of new overpass area. construction activities.  Tree Conservation Report habitat along an existing and ramp structures, replacing  Construction Timing Considerations highway. current at grade intersection. Maintenance of major structures:   Major structures within  Loss of potentially significant habitat due to  Landscape Plan  Limited wildlife habitat is  Insignificant  None required Repair or replacement of any potential significant wildlife construction activities.  Ecological Site Assessment associated with edge bridge structures, culverts, storm habitat  Tree Conservation Report habitat along an existing drainage systems, or infrastructure.  Construction Timing Considerations highway.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation Species at Risk Construction of transition from   Green’s Creek Area  Species at risk identified have potential to  Landscape Plan  Species at Risk habitat is  Insignificant  None required elevated track onto 174 median at be located within and disturbed by the  Ecological Site Assessment associated with edge Montreal Road adjacent to the proposed construction footprint.  Tree Conservation Report habitat along an existing Greenbelt.  Construction Timing Considerations highway. PHYSICAL ENVIRONMENT Geotechnical Construction of Blair Road   Blair Road  Proposed grades for the East LRT are below  Geotechnical Investigations  Minor groundwater  Insignificant  Groundwater level Conditions underpass reported groundwater levels. Long-term  Construction of rigid secant concrete pile walls or seepage from the base of monitoring groundwater seepage into cut sections from concrete diaphragm walls (i.e., “cut-off” walls) along the excavation should still  Pre condition surveys the soil/bedrock could result in permanent cut sections of the East LRT, if necessary to avoid be anticipated. groundwater lowering in the vicinity of the lowering of groundwater.  Long-term groundwater alignment. handling/disposal will be  Possible damage to nearby buildings due to required. swelling/heaving of unprotected shale  Increased construction bedrock if drying occurs. costs. Increased operating costs if water is collected and pumped. Widening of north side of existing    Jasmine Park Ravine  Long-term settlement of newly constructed  Geotechnical Investigations  Increased construction and  Insignificant  Pre condition surveys HWY 174 embankment embankments should be anticipated.  If the settlements cannot be tolerated, the use of operating costs  Possible damage to any buried structures lightweight fill material (e.g., expanded polystyrene, (i.e., culverts) located along the base of new Isofill, slag fill, etc.) as part of the embankment and existing embankments due to differential construction could be considered. settlement.  Regular maintenance of tracks Construction of approach    Montreal Road  Significant long-term settlement of newly  Geotechnical Investigations  Increased construction  Insignificant  Settlement and embankments in areas underlain by  Trim Road constructed approach embankments is  If the settlements cannot be tolerated, use of and operating costs porewater pressure thick deposits of sensitive silty clay anticipated. lightweight fill material (e.g., expanded polystyrene,  Increased time of monitoring during site  Settlement of approach embankments will Isofill, slag fill, etc.) as part of the embankment construction if site pre- pre-loading be entirely differential to the rigidly construction could be considered. Site pre-loading loading is carried out.  Pre condition surveys supported structures. (with or without wick drains) could also be considered  Depending on the location of HWY174, or to reduce post-construction settlements; however, any other infrastructure, relative to the pre-loading would not mitigate the potential for proposed embankments, construction of the settlement related impacts to HWY 174. approach embankments may result in  Regular maintenance of tracks and HWY 174 localized post-construction settlement of HWY 174 or any other infrastructure in close proximity to the embankments. Construction of structures in areas   Montreal Road  Deep foundations, which derive their capacity  Geotechnical Investigations  Increased construction  Insignificant  None required underlain by thick deposits of  Trim Road from the underlying bedrock, are required for  Evaluation of various foundation alternatives during costs, and increased time sensitive silty clay support of the proposed structures. The detailed design. of construction. bedrock surface is reported to be located about 39 metres below ground surface at Montreal Road and up to 80 metres below ground surface at Trim Road. Slopes and Construction of running-way Areas of unstable slopes:  Unstable slopes may impede proposed  Geotechnical Investigations and Slope Stability  Increased construction  Insignificant  None required Ravines adjacent to areas of unstable   Jasmine Park Ravine alignment, and increase costs and cause Assessments costs slopes delays of LRT construction.  Implement slope stabilization measures, where required.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

Table 7-4: Assessment of Environmental Effects

Project Level of Sig. Environmental Mitigation Measures Monitoring Project Activity Phase Specific Location Analysis of Environmental Effect Potential Residual Effect after Value Built In Mitigation Measure Recommendation P C O Mitigation Groundwater Construction of running-way:  Conflicts with alignment and  Study area is serviced by municipal water  The presence of wells in use along the corridor has  Replacement/relocation or  Insignificant  Preconstruction well wells, aquifer cutting and filling, clearing and  identified well records. services, so there exists no threat to not been established. abandonment of any wells surveys, if any wells are vulnerability, grubbing vegetation, site drinking water.  Hydrogeological Assessment will be completed as directly impacted by impacted and septic excavation and grading, removal of  Wells may be impacted by construction due part of Permit Take Water Application(s) construction. systems excavated material, and laying to encroachment onto land containing the tracks; well or to a lesser extent from nearby Construction of transition from construction activities, such as temporary or elevated track onto median; permanent groundwater lowering. Construction of overpass and ramp structures at Trim Road; Construction of electrical substations Construction of running-way: Fuel   Throughout corridor  Potential to contaminate surficial soils and  Spills Response and Action Plan  Reinstatement and  Insignificant  None required spills due to accidents during impact groundwater quality.  cleanup of impacted area. construction and general   Environmental Protection Plan construction activities. Provision of Light Rail Transit  Throughout corridor  Potential to contaminate surficial soils and  Spills Response and Action Plan  Reinstatement and  Insignificant  None required service: Accidental leakage or spills  impact groundwater quality. cleanup of impacted area. during operation. Fluvial Construction of new pedestrian   Tenth Line Station  Unnamed tributary may experience higher  Design of SWM facilities to maintain water quantity  Bed and bank erosion and  Insignificant For all activities related to Geomorphology overpasses: overpass,  Orléans Town Centre levels of erosion due to increased runoff  Erosion, Sediment and Control, Stormwater loss of habitat Fluvial Geomorphology: connections, and access. Management Plan  Monitoring cross- Construction of overpass and ramp   Unnamed Tributary  Unnamed tributary may experience higher  Design of SWM facilities to maintain water quantity  Bed and bank erosion and  Insignificant sections and erosion structures at Trim Road onto the immediately west of Trim Road levels of erosion due to increased runoff  Erosion, Sediment and Control, Stormwater loss of habitat pins downstream of 174 replacing current at grade Management Plan construction intersection. Stormwater management facilities:   Unnamed Tributary  Changes to the dimensions of the  Detailed design of SWM facilities/modifications  Bed and bank erosion or  Insignificant (to maintain the existing flow immediately west of Trim Road stormwater management pond could  Erosion, Sediment and Control, Stormwater sedimentation and loss of regime to receiving watercourses) influence the flow regime at downstream Management Plan habitat receiving watercourse Maintenance of stations   Watercourses throughout  Increase in hard surfaces along HWY 174  Design of SWM facilities to maintain water quantity  Bed and bank erosion or  Insignificant corridor corridor could alter flow regime and  Erosion, Sediment and Control, Stormwater sedimentation and loss of sediment supply to receiving watercourses habitat Management Plan

7-22 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

8 Future Commitments Drawings  Implementation / Staging and Detours  Alignment The East LRT EA is being undertaken under the Transit Project Assessment Process (TPAP). During  Removals the Preliminary Planning and Transit Project Assessment phase of the process, the City of Ottawa  Grading and Drainage worked closely with Technical Agencies to address any environmental concerns and issues. The  Geometry and General Layout potential impacts, mitigation measures and the associated net impacts were identified, evaluated and  Pavement Elevations assessed as documented in the previous sections. The ensuing implementation and design process  Ditches, Culverts, Sewers and SWM facilities will need to be implemented in accordance with the conditions noted in this EPR. In addition, there is  Services/Utility Relocations work that will need to be undertaken during both preliminary design and detailed design. This section  Pavement Markings outlines the future commitments that inform the development and implementation of the project.  Typical Sections  Non-Standard Details 8.1 Property Acquisition  Landscaping Plan  Electrical (Illumination / Street Lighting / Stations) The preferred alternative for the East LRT alignment is entirely within the right-of-way of HWY 174.  Mechanical (Stations) The City of Ottawa will confirm that there are no property requirements early in the design phase and,  Architectural Details (Bridges, Stations) if necessary, negotiate with affected property owners where property acquisition is required. Necessary  Structural Drawings (Bridges, Culverts, Retaining Walls, Stations) property will be acquired prior to the start of construction. Specifications The acquisition of temporary property needs, including temporary construction easements, will  Modified OPS General Conditions proceed as definitive property plans are developed.  PPQ Sheets  Special Provisions  Special Provisions General 8.2 Design Details  Standard Drawings and Standard Specifications

The alignment illustrated in this preferred alternative is functional in nature. Refinements to the In support of the preparation of the design, several additional investigations are recommended as preferred alternative will continue in subsequent stages of design to achieve the following: follows. Under a P3 project delivery approach, some of these investigations may be undertaken in

advance of the solicitation of bids for completion of the work to reduce Contractor and City risk and  improve operating characteristics; uncertainty:  reduce future maintenance requirements;

 minimize construction related impacts;  Where watercourse crossings potentially affect the watercourse, such as at Green’s Creek,  reduce capital and operating costs; and, undertake hydraulic assessments. Determine the appropriate construction methodology to  minimize impacts to adjacent properties. minimize impacts on the natural environment;

Refinements to the preferred alternative will be subject to the commitments and amending procedures  Refine and optimize on/ramp and overpass treatments to provide for the effective operation to be outlined in the Environmental Assessment approval for the East LRT project. of buses, pedestrian and vehicular traffic;  Develop a detailed Stormwater Management Plan; The City will decide on the project delivery mechanism for the East LRT; either a public-private partnership (P3) or conventional project delivery. A P3 approach is anticipated. The detail design  Undertake spring amphibian assessments following the marsh monitoring protocol to team will evaluate and assess construction methods and staging to undertake the project. The end determine if populations of various frog and toad species are located in the area; result will be project documentation that includes, but is not limited to the following:  Inventory areas of natural vegetation to confirm presence/absence of Butternut trees. Should any be observed, they will be assessed per the Butternut Health Assessment guidelines and the Ministry of Natural Resources and Forestry will be contacted;

8-1 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

 Undertake species specific surveys for all potentially affected SAR identified during 8.3.2 Provincial preliminary design and submit an Information Gathering Form to the Ministry of Natural Resources and Forestry. If the proposed work will result in damage or destruction of habitat 8.3.2.1 Environmental Compliance Approval and potential to harm and harass endangered or threatened species, a C permit for Overall Activities regulated under the Environmental Protection Act (EPA), R.S.O. 1990 and the Ontario Water Benefit will be submitted; Resources Act, R.S.O. 1990 must be carried out in accordance with those Acts. The Environmental  Undertake a Stage 1 and Stage 2 Archaeological Assessment and recommend further Compliance Approval (ECA) process has streamlined the former Certificate of Approval process action where needed; and whereby separate approvals were required for air, noise, waste or sewage projects. An ECA is required  Undertake detailed geotechnical investigations to design foundations and pavements. As for activities that fall under the EPA, Section 9 (activities that may discharge, or from which may be this project is along an Ottawa Road (OR 174) and not a provincially managed highway, discharged, a contaminant into the natural environment other than water, which includes most approvals are not needed from the Geotechnical Section of the Ministry of Transportation. industrial processes or modifications to industrial processes and equipment), EPA, Section 27 (Waste Management System or Waste Disposal Site), and or Ontario Water Resources Act (OWRA), Section 53 (sewage works). Due to the air quality impact and noise generated by construction activities, 8.3 Approvals approvals may be necessary before construction begins.

Approval of the EPR under the Ontario Environmental Assessment Act does not constitute approval under other legislation required to construct the project. Specific approvals will be required for 8.3.2.2 Permit-to-Take-Water (PTTW) components of the project. The following is a list of approvals and permits that may be required during Water takings in Ontario are governed by the OWRA and the Water Taking Regulation (O. Reg. the design and construction of the project that will be the responsibility of the City of Ottawa as the 387/04). Section 34 of the OWRA requires anyone taking more than a total of 50,000 litres of water in proponent. a day apply for a PTTW. This includes the taking of water for any use; whether agricultural, commercial,

construction, dewatering, industrial, institutional, recreational, remediation, water supply or other 8.3.1 Federal purposes. Construction activities may trigger the requirement for a PTTW due to many factors including dewatering. 8.3.1.1 Federal Land Use, Design and Transaction Approval Approval from the NCC under Section 12(1) of the National Capital Act may be required for this project 8.3.2.3 Ontario Endangered Species Act due to the work to modify the slopes adjacent to HWY 174 required on the Sir George Étienne Cartier Parkway structure, which is located on NCC land. To start this process, the City must submit to the The Ontario Endangered Species Act, 2007 addresses the protection and recovery of SAR in Ontario. NCC a Federal Land Use, Design and Transaction Approval (FLUDTA) application. Projects are If a species is listed on the Species at Risk in Ontario list as an extirpated, endangered or threatened evaluated in terms of their impact on Canada’s Capital Region. The NCC’s mandate is to ensure that species, the Act protects the species and their habitat. The ESA 2007 includes flexibility tools that land and building projects are planned and designed to standards appropriate to their significance and encourage good stewardship and benefit to species at risk. The Act also includes a permit process to location. The NCC also evaluates applications based on their alignment with relevant federal plans, authorize people to engage in an activity that may not otherwise be allowed under the ESA 2007. policies and legislation. Permits may be granted under the following circumstances:

NCC approval due to the federal funding commitment to this project may also be required.  The activity is necessary for human health and safety;  The purpose of the activity is to help protect or recover the species at risk; 8.3.1.2 Fisheries Act  The activity will result in an overall benefit to the species; and  Permits may also be granted for activities that result in significant social or economic The Department of Fisheries and Oceans Canada may review and confirm that works in or near benefit to Ontario. Even in these cases, the activity must not jeopardize the survival or Green’s Creek, Bilberry Creek, Taylor Creek, their tributaries and adjacent minor tributaries of the recovery of a species at risk. Ottawa River will not result in serious harm to fish, as per the Fisheries Act.

8-2 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

A permit under the ESA will be required as endangered species may be located within the East LRT alignment. The permit application will need to include justification for any required removals as well as Examples of encroachments include: a mitigation/ recovery plan.  Aerial encroachment – generally used to facilitate the use of tower cranes. When a crane 8.3.2.4 Ontario Heritage Act permit (aerial encroachment) is issued, securities are always checked before the permit is released; The Ontario Heritage Act gives municipalities and the provincial government powers to preserve the  Sub-surface encroachment – usually used for a tie-back, rock anchor, or other type of heritage of Ontario. Part VI of the Act deals with the conservation of resources of archaeological value. support placed under a street or highway to support an excavation wall; and The Stage 2 Archaeological Assessment report for this project will be submitted to the Ministry of  Surface encroachment – generally used for vehicles, materials, equipment, covered Tourism, Culture, and Sport (MTCS) who review archaeological reports and investigations to ensure sidewalks and hoarding. compliance with their requirements.

8.3.3.2 Road Modification Approval 8.3.2.5 Public Lands Act Where geometric modifications, or a change in the function of the existing road are required, delegated The Ministry of Natural Resources and Forestry (MNRF) is responsible for managing Ontario’s Crown authority will be required to approve the road work on City Council’s behalf in the form of a Roadway Public Lands Act land resources as outlined in the (PLA). If there is work in-water and/or disturbance Modification Approval. An Approval Report requires: a Key Map; Context Plan; Functional Design of the river bed and shoreline of a watercourse, including Green’s Creek, Bilberry Creek and/or Taylor Drawing; Turning Movement Counts; and Collision Information. Modifications covered in an Creek, a work permit from the MNRF may be required. During detail design, plans will be sent to the environmental assessment study may not require an RMA. MNRF for review and if required, a work permit applied for under the PLA.

8.3.3.3 Road Activity By-law Permits 8.3.2.6 Conservation Authorities Act The City of Ottawa Road Activity By-law 2003-445, often referred to as the "Road Cut" by-law, was Ontario Regulation 174/06 and 170/06 Development, Interference, with Wetlands and Alterations to established to ensure that any road cut within the road allowance is undertaken safely, with minimal Shorelines and Water Courses Regulation under the Conservation Authorities Act allows Conservation disruption, and that the reinstatement of the road cut meets City standards. A road cut is defined as: Authorities to regulate and restrict activities within floodplains, waterways, wetlands, beaches and “a surface or sub-surface cut in any part of the highway made by any means, including an excavation, hazard lands. The intent of this regulation with respect to natural heritage features is to 1) prevent the reconstruction, cutting, saw-cutting, overlaying, crack sealing, breaking, boring, jacking or tunneling destruction of natural heritage features and functions, 2) to prevent pollution of associated water operations”. systems, and 3) to promote restoration of natural heritage systems. Permits under the Regulation are authorized by conservation authorities after review of proposed works and evaluation of potential A road cut permit is required prior to undertaking any cut including road surfaces; sidewalks; and impacts and mitigation measures. Conservation authorities provide mapping that delineates areas that boulevards. To obtain a permit a contractor must be bonded and insured and, where the work may are subject to regulation within their respective areas of jurisdiction or watershed. impact traffic or pedestrian movement, the contractor must submit for approval a Traffic Management Plan. The by-law further establishes peak hour restrictions, establishes reinstatement standards and 8.3.3 Municipal imposes a duty on the contractor to protect City-owned trees when work is undertaken in close proximity. 8.3.3.1 Temporary Encroachment Permits Temporary Encroachment Permits are required for construction activities that temporarily encroach 8.3.3.4 Noise By-Law Exemption onto City of Ottawa rights-of-way. Such encroachments include placement of containers, stockpiling of materials, and parking of vehicles used in the construction process including aerial, subsurface and City of Ottawa By-law 2004-253 establishes the time restrictions for the operation of construction surface types. These permits ensure that all safety measures are taken; that the construction meets vehicles. The Contractor may apply for an exemption from the noise by-law where it is agreed that the City of Ottawa standards; and, in turn, the measures ensure that area residents and passers-by certain construction activities should take place overnight. are kept safe.

8-3 Environmental Project Report

Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

With respect to noise, the contract documents will also require compliance with MOECC NPC-115 and  The EPR subject to conditions set out by the Minister; or NPC-118.  The Revised EPR.

The proponent will also post the Statement of Completion on its project website. Construction or 8.4 Monitoring installation of the transit project subject to the TPAP cannot begin until the requirements of the TPAP have been met. Subject to these requirements, the transit project may proceed, subject to any other Monitoring is important to verify the accuracy of predicted effects. Monitoring measures may also required approvals. determine what effects actually occurred with project implementation, and may result in the modification of mitigation measures to improve their effectiveness. Identified monitoring plans from Section 7 will be developed and reviewed by the appropriate agencies prior to implementation. 8.6 Modifying the Recommended Plan Construction and post construction monitoring will be required. This Environmental Project Report is based on a functional design level of detail for the Confederation In addition, any monitoring identified through the application and receipt of permits and approvals will Line East Extension Planning and Environmental Assessment Study. The functional design level does be required. not provide as much detail as will be available during later stages of preliminary and detailed design. Nonetheless, the functional design does provide a sufficient level of detail to assess the environmental Compliance with the mitigation measures identified in Section 7 will be monitored by the proponent as effects of the Recommended Plan. The effects identified in the environmental assessment are a responsibility under the Environmental Assessment Act. The City of Ottawa will prepare a monitoring considered reliable for the Minister of the Environment and Climate Change to base a decision plan in accordance with subsection 9.2.8 of Ontario Regulation 231/08 to verify the effectiveness of regarding approval of the proposed project. the mitigation measures. The monitoring plan will be designed prior to the start of construction. It will outline responsibilities related to agency review and implementation of the monitoring report. Some aspects of the Recommended Plan may be subject to change as detailed plans are developed. Changes may arise in terms of study area conditions, the development of new technology or mitigation measures, cost control, or the identification of previously unknown information. These changes may 8.5 Statement of Completion be consistent with the EPR in that they:

The Transit Project Assessment Process (TPAP) is completed when the proponent submits a  Do not fundamentally affect the identified impact or mitigation measures; Statement of Completion to the Director of the Environmental Assessment and Approvals Branch of  Do not change the landowner notification requirements; the MOECC and the MOECC Regional Director, excluding any unforeseen circumstances that may  Do not include additional approval agencies. require a change to the transit project.

All changes that are inconsistent with the Environmental Project Report require an addendum however The proponent will submit the Statement of Completion under one of the following circumstances: not all changes require a Notice of Environmental Project Report Addendum. If the proposed change to the project is not anticipated to be significant (i.e., minor change), the City will consult with 1. The Minister gives a notice allowing the proponent to proceed with the project in accordance appropriate agencies and potential stakeholders to finalize the design of the undertaking and all with the EPR; mitigation measures required. Should a minor change be required, the City will prepare an addendum 2. The Minister gives a notice allowing the proponent to proceed with the project in accordance to the Environmental Project in accordance with Section 15(1) of the TPAP legislation. with the EPR, subject to conditions; 3. The Minister gives a notice requiring further consideration of the transit project and The addendum to the EPR will contain the following information: subsequently gives a notice allowing the proponent to proceed with the project in accordance with a Revised EPR; or  A description of the change and the reasons for the change; 4. The Minister gives no notice within 65 days of the proponent giving the Notice of Completion.  The proponent’s assessment and evaluation of negative impacts that the change might The Statement of Completion must indicate that the proponent intends to proceed with the have on the environment; transit project in accordance with either:  A description of any measures proposed by the proponent for mitigating the negative impacts that the change might have on the environment;  The EPR;

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 Documentation of any agency or public consultation undertaken concerning the change; and  A statement of whether the proponent is of the opinion that the change is a significant change to the transit project, and the reasons for the opinion.

The proponent will be responsible for assessing the significance of the proposed change(s), which will be reviewed by the MOECC. The proponent’s assessment will generally be based on further technical assessments and consideration of applicable policy as well as public and agency input as required. This does not apply to a change that is required to comply with another Act or regulation.

If the proponent is of the opinion that a change described in the addendum is a significant change to the project, the proponent shall prepare a Notice of Environmental Project Report Addendum. The Notice will contain the following:

 A description of the change.  The reasons for the change.  Information as to where and how members of the public may examine the addendum and obtain copies.  A statement that there are circumstances in which the Minister has authority to require further consideration of the change to the transit project, or to impose conditions on the change, if he or she is of the opinion that,  the change may have a negative impact on a matter of provincial importance that relates to the natural environment or has cultural heritage value or interest, or  the change may have a negative impact on a constitutionally protected aboriginal or treaty right.  A statement that, before exercising the authority referred to above, the Minister is required to consider any written objections to the change received within 30 days after the notice is first published

The notice must be provided to the Director and Regional Director of the MOECC, every property owner within 30 metres of the site of the change, Aboriginal communities that were given a Notice of Commencement, and any other person the proponent determines may be interested in the change to the transit project. The process and timelines following the notice are the same as the process leading to the Notice of Completion.

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Confederation Line East Extension (Blair Station to Trim Road) Planning and Environmental Assessment Study

appearances. The Notice was also posted on the project website and distributed to property owners 9 Consultation within 30m of the project.

Consultation has been an integral part of the Confederation Line East Extension Planning and Interested parties, government agencies, Aboriginal communities and the general public were given Environmental Assessment Study since its initiation. Agency, Business, and Public consultation an opportunity to comment on the project for 120 days (to March 24, 2016). Comments received were groups, the public at large, interest groups, community associations, and First Nations have all been considered and appropriate changes made to the EPR prior to issuing a Notice of Completion. involved in communications/meetings to date. This consultation has helped to shape the alternatives and ultimately the Recommended Plan. This section provides information on the consultation program and activities undertaken to date. 9.2 Public Open Houses

An essential component of the EA process is the co-ordination of public consultation. The planning 9.1 The Consultation Approach and co-ordination of the infrastructure and the environmental mitigation requirements for the project, in consultation with the community, has helped to ensure that the objectives of the City, the community, The main objectives of public consultation are to provide equal opportunities for any interested party other approval authorities and stakeholders have been fulfilled. to participate in the study, to promote a high level of public awareness and knowledge of the study, and to facilitate a sharing of knowledge and information. To accomplish this, a multi-faceted approach Table 9-1 provides an overview of the public consultation program that has taken place throughout the to public consultation was chosen that used the following methods: web site, notices, public open study. This project is serving many inhabitants to the east of Ottawa’s core. As such, and because of houses and presentations, meetings of consultation groups, and City Council and Committee the joint EA being done for the widening of the HWY 174/ CR 17, each open house consisted of three Meetings. sessions to provide geographic fairness: one in each of Orléans, Cumberland, and Clarence-Rockland. The same material was presented at each open house. More detailed information on “what we heard” 9.1.1 Project Website from the public at these information sessions has been provided in the public consultation reports, including all supporting material, presented in Appendix H. A project website (www.ottawa.ca/easternLRT in French and English) was established at project initiation. The website contains information on the background, study area and design as well as open Table 9-1: Public Open Houses house display boards, presentations and summaries. Consultation efforts will continue as the study progresses to the next phase of this project. POH Date & Location Purpose 1 February 5, 2013 Prior to the LRT study commencing. Existing Cumberland Village – Maple Hall conditions of the road corridor in which the East 9.1.2 Notices February 6, 2013 LRT alignment is located were presented, as Orléans – Sir Wilfrid Laurier Secondary School well as the need to protect for a dedicated Formal notices of public open house meetings were published in both English and French in multiple February 7, 2013 transit facility. newspapers, and were posted to the City’s website. The formal Notice of Commencement and Notice Clarence-Rockland – City Hall Council Chambers of Completion will be posted as required by governing regulation, and will be sent to landowners within 2 February 3, 2015 Existing Conditions and Planning Objectives; Cumberland – R.J. Kennedy Community Center Need and Justification; Identification of 30 metres of the project as well as people on the study mailing list. The notices will also be published February 4, 2015 Alternative Corridors; Corridor Evaluation in newspapers in both English and French and posted to the City of Ottawa website. Copies of the Orléans – Bob MacQuarrie Recreation Complex Methodology. notices are included in Appendix H. February 5, 2015 Clarence-Rockland – Guy Faubert Hall 3 April 20, 2015 Provide an overview of the preferred plan; focus 9.1.3 Notice of Commencement Consultation Orléans – Community Pentecostal Church on functional design recommendations; April 21, 2015 introduce construction staging; and outline next Cumberland – R.J. Kennedy Community Center steps. The pre-planning and assessment for this project has been completed and the Notice of April 23, 2015 Commencement was distributed to the MOECC Regional Director; every assessed land owner within Clarence-Rockland – Clarence Creek Arena 30 m of the project; Aboriginal communities with a potential interest in the project; and other persons who expressed an interest during consultation. The Notice of Commencement was published in the EMC (City wide) and Le Droit, on November 23, 2015 and December 3, 2015 for a total of 4 published

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9.3 City Council and Committee Meetings alternatives; and to ensure that the City of Ottawa adhered to procedures, legislation and appropriate policies. Members of the ACG include City of Ottawa, federal, provincial, regional, and other various On Monday, June 29, 2015 the Finance and Economic Development Committee voted in favour of the technical representatives. Two meetings were held with the ACG. The meeting dates and purpose are proposed Stage 2 plans, including the East LRT alignment, Western LRT extending from Tunney’s listed in Table 9-2. Pasture to Bayshore and Baseline stations, as well as the extension of the Trillium Line further south. Thirty delegates addressed the committee with various messages of concern and support. Table 9-2: Agency Consultation Group Meetings

On Wednesday, July 8, 2015 Ottawa City Council unanimously approved the Stage 2 plans, including Meeting Date & Location Purpose the East LRT alignment. 1 January 27, 2015 Existing Conditions and Planning Objectives; Need and Justification; Colonel By Room Ottawa City Hall Identification of Alternative Corridors; Corridor Evaluation Methodology City Council and Committee agendas and dispositions are included in Appendix I. 2 April 13, 2015 Overview, Preferred Alternative, Construction Staging, and Next Steps. Honeywell Room Ottawa City Hall

9.4 Consultation Groups 9.4.2 Business Consultation Group

As noted, to facilitate consultation with interested and affected stakeholder groups, three consultation A Business Consultation Group (BCG) was established for the East LRT for the purpose of gathering groups were established to inform and obtain feedback from Agency, Business and Public input to the study and to obtain advice and comments from a local business perspective. Members of organizations. The Consultation Groups met with the Study Team (city staff and consultant) at key this group represented businesses, business associations, business improvement areas (BIAs), stages during the study in order to review work to date and to provide an opportunity for consultation institutions and developers with an interest in the area. Two meetings were held with the BCG. The group members to comment on study activities, issues, and concerns. meeting dates and purpose are listed in Table 9-3.

Details regarding the composition of the Consultation Groups, information distributed, meeting notes Table 9-3: Business Consultation Group Meetings and comments received at Consultation Group meetings are provided in Appendix H. Specific roles and responsibilities for the Consultation Groups included: Meeting Date & Location Purpose  Represent the interests of their department, agency or organization; 1 January 29, 2015 Existing Conditions and Planning Objectives; Need and Justification; Chateauneuf Room, Bob Identification of Alternative Corridors; Corridor Evaluation Methodology  Attend all Consultation Group meetings to ensure consistent communication throughout MacQuarrie Recreational Center the study; 2 April 14, 2015 Overview, Preferred Alternative, Construction Staging, and Next Steps. 255 Centrum Boulevard  Identify planning and design issues early in the study so that they may be addressed in a timely manner; 9.4.3 Public Consultation Group  Review information provided by the Study Team in advance of each meeting; The Public Consultation Group (PCG) was formed to enable community and interest groups to provide  Disseminate this information within their departments, agencies or organizations; direct input to the study and provide comments on technical and local issues/concerns. PCG members  Provide feedback on information provided and comment on ideas and issues raised at included representatives from community associations adjacent to the study corridor, interest groups meetings; and and various advisory committees. Two meetings were held with the PCG. The meeting dates and  Work towards a consensus to allow the City to achieve project milestones. purpose are listed in Table 9-4.

Table 9-4: Public Consultation Group Meetings 9.4.1 Agency Consultation Group

An Agency Consultation Group (ACG) was established for the East LRT with the intention of Meeting Date & Location Purpose addressing technical issues; obtaining comments on the studies required to fully assess the various 1 February 2, 2015 Existing Conditions and Planning Objectives; Need and Justification; 255 Centrum Boulevard Identification of Alternative Corridors; Corridor Evaluation Methodology

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2 April 16, 2015 Overview, Preferred Alternative, Construction Staging, and Next Steps. with the Algonquins of Ontario as described above, instead of participation in the ACG meeting or the 255 Centrum Boulevard February Open House sessions. Minutes of the January ACG Meeting were forwarded to each community on March 23, 2015. 9.5 Aboriginal Consultation Notification of the April Open House was sent via email to all contacts on the project mailing list, The Ministry of Environment and Climate Change (MOECC), Environmental Approvals Branch including the above noted First Nation groups, on March 30, 2015. A follow-up email was sent directly provided guidance regarding consultation with Aboriginal Communities. On the advice of the MOECC, to each of the First Nation groups on April 8, 2015 inviting them to take part in the ACG that would be Aboriginal Affairs and Northern Development Canada (AANDC) and the Ontario Ministry of Aboriginal held in advance of the April Open House sessions. No First Nation representatives took part in the Affairs (MAA) were contacted via letter on September 3, 2014 to request a list of Aboriginal ACG meeting or the April Open House sessions. Minutes of the April ACG Meeting were forwarded to communities that may have an interest in the project. Record of Aboriginal Consultation is contained each community on June 6, 2015. in Appendix H. An email was sent on September 10, 2015 inviting the First Nations groups to review a draft version Initial contact was made on September 3, 2014 via hard copy letter to the following First Nations groups of the Environmental Project Report (this report) prior to the Notice of Commencement being who had been involved in the Highway 174 study. published. This email also requested their preference for receiving a copy of the draft EPR as a digital copy or as a print version, and how many copies they might require. After receiving no responses, a  Algonquins of Ontario Consultation Office follow-up email was sent on September 21. A response was received from the Algonquins of Ontario  Algonquins of Pikwakangan with their preferences and copies were mailed out to them on September 23, 2015. No comments on  Kitigan Zibi Anishinabeg First Nation the draft EPR were received from any First Nation communities.  Métis Nation of Ontario  Quebec Métis Nation A Notice of Commencement was sent via email to all contacts on the project mailing list, including the above noted First Nation groups, on December 2, 2015. Follow-up emails were sent directly to each The initial letter informed them that, going forward, the OR174/CR 17 Class EA Study would be of the First Nation groups on December 22, 2015 to confirm receipt of the Notice of Commencement. conducted in coordination with the Eastern LRT Transit Project Assessment Process and that they No responses were received. were invited to continue being involved. The letter included an invitation to have a representative of their communities participate in the ACG, which meets in advance of each Public Open House. Following the Notice of Completion all identified aboriginal groups will additionally be circulated notices for the availability of this document for public review. A digital copy will be sent to the Algonquins of Following receipt of this notification letter, the Quebec Métis Nation indicated (in a letter sent via email Ontario, given their interest in the draft version. on September 18, 2014) that it did not have an interest in the proposed project. As a result, no further notifications were provided to them. No other responses were received.

In early 2015 (February 6th) as part of the second round of consultation, the study team met with representatives of the Algonquins of Ontario to discuss the property that sits adjacent to the OR174 that was identified as part of the Algonquin settlement lands. This property sits outside of the East LRT study area and no other settlement lands were identified within the study corridor, as shown in Figure 9-1. Representatives confirmed that they had no further property interests within the East LRT study area. Details of the meeting and correspondence regarding the property parcel can be found in Appendix H. Given their interest in this property parcel, an email was sent to representatives from the Algonquins of Ontario regarding the availability of the Stage 2 Environmental Assessment and Functional Design Report on June 23, 2015. The study team continues to work with the Algonquins of Ontario Consultation Office with respect to their interests along the OR174/CR17 corridor.

Notification of the February Open House was sent via email to all contacts on the project mailing list, including the above noted First Nation groups, on January 9, 2015. A separate meeting was set up

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Figure 9-1: Algonquin Land Claim in the City of Ottawa

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the authority to require further consideration of the transit project, or to impose conditions on it. These 9.6 Comments Received Since Public Events include if the Minister is of the opinion that the transit project may have a negative impact on: Following the publication of the report covering the April consultation events, an additional 4 comments  Matters of provincial importance that relate to the natural environment or has cultural heritage were received by mail or email past the deadline for comments to be incorporated. In addition, value or interest; or seventeen comments were received following publication of the Notice of Commencement. A summary of these comments is provided in Table 9-5 and copies of the submissions, excluding personal  A constitutionally protected Aboriginal or treaty right. information, can be found in Appendix H. Before exercising the authority referred to above, the Minister is required to consider any written objections to the transit project that he or she may receive within 30 days after the Notice of Completion Table 9-5: Summary of Comments Submitted Since of the EPR is first published. Publication of Consultation Report #3 If there are objections to the project, a written submission to the Minister of the Environment and Climate Change can be submitted with the 30 day review period. All submissions must clearly indicate Before Notice of Following Notice of Number of that an objection is being submitted and describe any negative impacts to matters of provincial Description of Comments Commencement Commencement Comments by importance (natural/cultural environment) or Aboriginal rights. Correspondence (#) Correspondence (#) Topic Noise & vibration, archaeology/heritage 1, 2, 3 3, 5, 8, 10, 12, 13, 14, 17 11 issues Property Impacts (Expropriation, Access, 1, 2, 3, 4 7, 9, 10, 11, 16 9 Valuation and Compensation) Information Request 1, 6, 7, 10, 11, 12, 15 7 (General/Alignment/Consultation) Construction Timing 5 1 Add to mailing list 1 1, 3, 4, 5 5 Environmental issues – Geotechnical 2 1 Cycling/Pedestrians 4 4 2 Consultation/Website Issues 9 1 LRT Stations 9 1 Parking/Park and Ride Facilities 9 1 Alternative Designs 2 1 Safety 4 1

Forty-five requests to be added to the mailing list were also received during this period of time, and these stakeholders were added to the study’s contact database.

9.7 Notice of Completion Consultation

The Environmental Project Report (EPR) was prepared according to the Transit Project Assessment Process as prescribed in Ontario Regulation 231/08, Transit Projects and Greater Toronto Transportation Authority Undertakings.

The EPR will be made available for a 30-day review period at the MOECC offices and local libraries. There are circumstances where the Minister of the Environment and Climate Change has

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created during this detail design phase. The project will then be tendered and constructed in 10 Summary and Conclusion accordance with the plans and details.

Projects such as the East LRT have the potential to affect the surrounding environments. The purpose of this environmental assessment is to predict those changes and suggest measures that may be taken to minimize the negative effects and enhance or broaden the positive effects.

In this study, the Purpose and Need for the project were presented, existing conditions were described, alternatives were identified and evaluated, and section-by-section plans demonstrating the Preferred Alternative were produced. Throughout the process, the project benefited from public and agency feedback stemming from Public Open Houses, Agency, Business and Public Consultation Group Meetings, and presentation to the City’s Finance and Economic Development Committee. In part from the feedback from these meetings, the Project Team was able to identify and mitigate, where possible, localized impacts for both future East LRT users, residents/landowners nearby the proposed project, and the natural environment within the project area. This involvement also maximized, to the extent possible, public and agency confidence in the selection of a Preferred Design, as well as the process that led to the relevant decisions.

During the construction phase, traffic disruptions, noise, dust and visual interruptions will be inevitable. Ongoing communications by the City of Ottawa with the affected public will help alleviate potential concerns and ensure that information about the project is disseminated in a timely and effective manner. Following the construction phase, there will be positive effects related to the operation of a higher form of public transit, including a cleaner environment, a more enjoyable user experience, and an efficient and reliable way to travel through Ottawa.

While the East LRT has the potential to have some negative effects on the human and biophysical environments in its vicinity, these effects will be mitigated with prescribed design features and sound environmental management practices, wherever possible and practical. By incorporating the mitigation measures identified, no “significant” adverse environmental effects are expected to remain after mitigation. Additional approvals that may be required as part of the subsequent detailed design process have been identified.

In accordance with the provisions of the Ontario Transit Projects Assessment Process, the study results are documented in this Environmental Project Report, which will be made available for public review. During this period, there will be an opportunity for an individual or group to provide a written submission to the Minister of the Environment and Climate Change. All submissions must clearly indicate that an objection is being submitted and must describe any negative impacts to matters of provincial importance (natural/cultural environment) or Aboriginal rights.

Once approvals are in place, the project can proceed to the detail design phase. This will culminate in the completion of detail designs, specifications, and tender documents, as well as other associated approvals for the initial stage of construction. The detailed project mitigation features and plans will be

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City of Ottawa, March 2011: 11 References Characterization of Ottawa’s Watersheds: An Environmental Foundation Document with Supporting Information Base. AECOM, November 2012: Ottawa Road 174/Prescott-Russell Environment Assessment Business Impact Assessment – Cumming Cockburn Ltd. and Golder Associates, 1987: Existing Conditions Report. Bilberry Creek Storm Water Management and Erosion Control Study.

AECOM, November 2012: Cumming Cockburn Limited, 2001: DRAFT: Natural Environment Report, Ottawa Road 174/Prescott-Russell County Road 17 Supplementary Report to the Master Drainage Plan and Environmental Study Report, City of Environmental Assessment Study. Cumberland East Urban Community Expansion Area.

AECOM, November 2012: Geomorphic Solutions, 2007: DRAFT: Fluvial Geomorphology Report, Ottawa Road 174/Prescott-Russell County Road 17 Bilberry Creek Geomorphic Assessment, Prepared for the City of Ottawa. Environmental Assessment Study. Geomorphic Solutions, 2007: AECOM, November 2012: Cardinal Creek Geomorphic Assessment, Prepared for the City of Ottawa. DRAFT: Existing Conditions Report – Transportation. Ottawa Road 174/Prescott-Russell Golder Associates, 25 February 2013: County Road 17 Environmental Assessment Study. Stage 1 Archaeological Assessment Ottawa Road 174, Prescott-Russell County Road 17, AECOM (as Totten Sims Hubicki Associates Limited), 2007: Geographic Townships of Gloucester, Cumberland and Clarence Carleton and Russell Highway 417 (Ottawa Queensway) from Highway 416 Easterly to Anderson Road Preliminary Counties. Design Study and Environmental Assessment; Transportation Environmental Study Report. Houle Chevrier Engineering Ltd., 2012: Canada Wildlife Service, Waterfowl Committee, July 2014: DRAFT Geotechnical Inventory Ottawa Road 174/Prescott-Russell County Road 17 Proposed Migratory Birds Regulations in Canada. Roadway Improvement Measures.

City of Ottawa and Cumberland Community Association, 2011: Houle Chevrier Engineering Ltd., 2016: Cumberland Village Visioning Report. Preliminary Geotechnical Considerations, Environmental Assessment Study, Ottawa Road 174 / Prescott- 17 Widening. City of Ottawa, 2006: Environmental Noise Control Guidelines. Houle Chevrier Engineering Ltd., 2016: Phase I [Environmental Site Assessment], Environmental Assessment Study, Ottawa Road 174 City of Ottawa, 2008 and 2013: (from the Split to Rockland). Transportation Master Plan. JTB Environmental Systems Inc., and J.F. Sabourin & Associates, Inc., 2009: City of Ottawa, 2008 and 2013: Green’s Creek Watershed Integrated Fluvial Geomorphological and Hydrological Study. Cycling Plan. Prepared for the National Capital Commission and City of Ottawa.

City of Ottawa, 2009: JTB Environmental Systems Inc., 2011: Official Plan. Green’s Creek Watershed Fluvial Risk Mapping. Prepared for the National Capital Commission, Ottawa. City of Ottawa, 2009 and 2013: Pedestrian Plan. Ministry of Natural Resources. 2012: Endangered Species Act Submission Standards for Activity Review and 17(2)(c) Overall Benefit Permits.

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Ministry of Transportation, January 2012: Environmental Guide for Assessing and Mitigating the Air Quality Impacts and Greenhouse Gas Emissions of Provincial Transportation Projects.

NCC, 1996: Greenbelt Master Plan

NCC, 1999: Plan for Canada’s Capital.

NCC, 2013: Greenbelt Master Plan Review

Province of Ontario, 1990: Environmental Assessment Act (R.S.O. 1990, Last Amendment: 2010).

Province of Ontario, 2014: Provincial Policy Statement

Rideau Valley Conservation Authority, 2007, 2008, 2009, 2010: City Stream Watch Annual Reports.

Rideau Valley Conservation Authority, 2011: Beckett’s Creek Summary Report.

R.V. Anderson Associates Limited. March 2007: Conceptual Study for the Realignment of Brisebois Creek from Place d’Orléans Dr. to Tenth Line Rd. Final Report. Report No. RVA 071326 to the City of Ottawa.

Stantec Consulting Ltd. June 2007: Phases 1 & 2 Class EA Report Taylor Creek Erosion Control. Report No. 1634-00727 to the City of Ottawa.

Stantec Consulting Limited, 2007: Memo: Taylor Creek Erosion Control Hydraulic Modelling – DRAFT.

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