1.         King Edward Avenue Renewal

 

            Renouvellement de l’avenue King

 

Committee Recommendations As Amended

 

Having held a public hearing, that Council approve:

 

1.                  The renewal of King Edward Avenue as per the Recommended Design and Streetscape Demonstration Plan described herein.

 

2.                  The filing of the Environmental Study Report (ESR) in accordance with the Environmental Assessment Act for the renewal of King Edward Avenue.

 

3.         That the 4-lane option for King Edward be reviewed for the feasibility of implementation when each of the:

a.         Transportation Master Plan

b.         The Rapid Transit Expansion Study;

c.         The East End Interprovincial Bridge Study; and,

d.         The implementation of the CN-CP proposal to twin freight lines between Ottawa and Toronto to carry inter-city truck traffic;

 

are brought forward to Transportation and Transit Committee.

 

 

Recommandations Modifiées du comité

 

Une audience publique ayant eu lieu, que le Conseil approuve:

 

1.                  Le renouvellement de l’avenue King Edward conformément à la conception recommandée et au plan de paysage de rue que décrit le présent rapport.

 

2.                  La présentation du rapport de l’étude environnementale menée conformément à la Loi sur l’évaluation environnementale, en vue du renouvellement de l’avenue King Edward.

 

3.                  l’examen de l’option à quatre voies pour l’avenue King Edward en ce qui concerne la faisabilité et la mise en place, quand :

a.         le Plan directeur des transports;

b.         l’Étude sur l’expansion des services de transport en commun rapide;

c.         l’Étude sur le pont inter-provincial de la partie est;

d.         la mise en place de la proposition de CN et de CP visant à jumeler les lignes de marchandises entre Ottawa et Toronto afin de transporter les marchandises acheminées par camion entre les deux villes;

 

auront été soumis au Comité des transports et des services de transport en commun.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Documentation

 

1.                  General Manager, Transportation, Utilities and Public Works report dated 14 June 2002 is immediately attached (ACS2002-TUP-INF-0016).

 

2.                  The following submissions were received and are held on file:

a.       Chair, City Centre Coalition letter dated 17 July 2002

b.      George T. Wilson letter undated

c.       Mr. & Mrs. Dey e-mail comments dated 10 July 2002

d.      Chair, King Edward Avenue Task Force letter dated July 17, 2002

 

3.                  Annexes A to F previously distributed to all members of Council.

 

4.                  A draft Extract of Minutes, 17 July 2002 will be distributed prior to Council and will include the voting record.

Report to/Rapport au :

Transportation and Transit Committee /

Comité des transports et des services de transport en commun

 

and Council/et au Conseil

 

14 June 2002/le 14 juin 2002

 

Submitted by/Soumis par:  R.T. Leclair, General Manager/Directrice générale

Transportation, Utilities and Public Works/Transport, services et Travaux publics

 

Contact/Personne-ressource:  Richard Hewitt, Director, Infrastructure
Services/Directeur des services et travaux publics

580-2424, ext. 21268, Richard.Hewitt@.ottawa.ca

 

 

 

 

Ref N°: ACS2002-TUP-INF-0016 0006  

 

 

 

SUBJECT:

KINg edward avenue renewalThe Realignment of nixon drive for Approximately 300 metres at the abandoned cpr crossing located 1.5 km south of main street in The Former Township of osgoode

 

 

 

OBJET:

Renouvellement de l'avenue King Edward

                                             

 

REPORT RECOMMENDATIONS

 

That the Transportation and Transit Committee recommend Council approve:

 

3.                  The renewal of King Edward Avenue as per the Recommended Design and Streetscape Demonstration Plan described herein.

 

4.                  The filing of the Environmental Study Report (ESR) in accordance with the Environmental Assessment Act for the renewal of King Edward Avenue.

 

 

RECOMMANDATIONS DU RAPPORT

 

Que le Comité des transports et des services de transport en commun recommande au Conseil d’approuver :

 

1.           Le renouvellement de l’avenue King Edward conformément à la conception recommandée et au plan de paysage de rue que décrit le présent rapport.

 

2.           La présentation du rapport de l’étude environnementale menée  conformément à la Loi sur l’évaluation environnementale, en vue du            renouvellement de l’avenue King Edward.

 

 

BACKGROUND

 

The City of Ottawa initiated the Planning and Environmental Assessment Study for the renewal of King Edward Avenue in early 2000.  The study area includes the King Edward Avenue corridor from Laurier Avenue north to Sussex Drive, the connections at the south end of the Macdonald-Cartier Bridge, and the King Edward Avenue intersection with Sussex Drive.  The study corridor is shown on Annexes ‘A’ and ‘B’.

 

King Edward Avenue is one of the principal roads within the eastern core area of Ottawa.  It serves as a direct arterial road connection to the Macdonald-Cartier Bridge crossing of the Ottawa River to the City of Gatineau and beyond.  It is the most direct freeway-to-freeway connection between provinces in the National Capital Region and is the primary inter-provincial truck route.  It also serves as a collector road distributing traffic to streets within Lowertown, the Byward Market, Sandy Hill and the University of Ottawa, forming an integral portion of the core area neighbourhood street network.

 

King Edward Avenue was identified as a project in the former Region of Ottawa-Carleton's Urban Rehabilitation Program due to,

·      The failed condition of the street's roadbed and pavement structure,

·      The requirement for sewer separation in some sections,

·      A need to replace the watermain along the length of the corridor.

 

As well, a 1999 Ontario Municipal Board (OMB) decision designated King Edward Avenue as a “First Priority” infrastructure project in the former Regional Official Plan.  The project is now a priority of the new City of Ottawa.

 

The study process also took into consideration the 1993 King Edward Avenue Community Improvement Plan and the 1996 King Edward Avenue Improvement Project Development Plan, which were approved by the former Region of Ottawa-Carleton and the former City of Ottawa.  These approved plans were intended to improve the street's social environment, visual character, and to encourage property investment and renewal along the corridor.

 

This study reinforced previous conclusions that there is a definite need to renew King Edward Avenue.  For purposes of this study, "renewal" has been defined as the replacement/upgrading of failed infrastructure and the creation of an environment within the corridor that will improve the safety of all travel modes and the environment and quality of life of residents and users of the corridor.

 

The study process has resulted in a “Preferred Design” for the renewal of King Edward Avenue and a “Streetscape Demonstration Plan” for the corridor.  Also developed, were options that show how the preferred design is compatible with possible roadway reduction to four lanes, should this be a recommended course of action at some future time.

 

In arriving at these recommendations, the study considered:

 

·          the traffic carrying function of the corridor (including all traffic modes and vehicle types) along and across King Edward Avenue;

 

·          the safety and security of all users of the corridor including pedestrians, cyclists and vehicle occupants;

 

·          the opportunities to reduce the adverse environmental affects of the current vehicular use of the corridor on adjacent residents, businesses, and users;

 

·          the potential adverse environmental effects caused by the construction of the project; and

 

·          the development of a streetscape demonstration plan and a strong urban design statement that reflects King Edward Avenue’s function as a civic boulevard and gateway into the Central Area.

 

The King Edward Avenue corridor currently operates at or over its vehicular capacity.  A premise of this study was the current volume of traffic had to be accommodated in the preferred renewal solution.  Lane reduction options that would reduce the road’s capacity and further decrease the existing poor levels of service were not recommended.  All other interprovincial bridge crossings are currently operating at or close to their capacity.  There are no short-term options to accommodate the magnitude of displaced traffic that a lane reduction scenario on King Edward Avenue would trigger.

 

The project has proceeded under the direction of the City of Ottawa with support from the National Capital Commission (NCC) and Public Works and Government Services Canada (PWGSC).  The project has benefited from the direct involvement and guidance of a Technical Advisory Committee (TAC) and a Public Advisory Committee (PAC).  Public consultation with corridor users, interest groups and the general public also formed an integral part of the entire study framework.

 

Given the potential effect of renewal of the corridor on federally owned lands, the study was planned in accordance with the requirements of the Canadian Environmental Assessment Act, the National Capital Commission's Environmental Assessment Policy, and the Ontario Municipal Engineers Association Municipal Class Environmental Assessment.

 

Once the preferred design solution was identified, it was determined that the renewal project was a Schedule ‘C’ Municipal Class Environmental Assessment (EA) and that Federal EA requirements had not been triggered.

 

DISCUSSION

 

The four sections, shown on Annex ‘C’ as South, Central South, Central North and North, best describe the King Edward Avenue study corridor.  Each section has unique characteristics and issues.

 

South Section

 

The South Section extends from Laurier Avenue north to Rideau Street.  This section has an existing right-of-way (ROW) of approximately 20 m, four traffic lanes and no median.  On-street parking is permitted along some blocks in off-peak periods.  The designated ROW in the Official Plan is 23 m. This section is located within the Sandy Hill community, just north of the University of Ottawa.  Low and medium density residential and institutional uses flank the roadway with predominantly small building setbacks.  Issues in this section include:

 

·          aged underground infrastructure needs replacing;

 

·          at-grade infrastructure including the road surface, curbs and sidewalks needs renewal;

 

·          narrow sidewalks;

 

·          traffic congestion during peak hours.

 

Pedestrian, bicycle, vehicle traffic and truck data along this section and at its two key intersections are summarized in Table 1.  There are no transit buses on this section of King Edward Avenue.

 

Table 1:  South Section Existing Traffic Conditions

 

Location

King Edward South of Rideau

Laurier / King Edward

Rideau / King Edward

Pedestrian volume

-         peak commuter hour

N.A

780

960

-         daily

N.A.

2,900

5,500

Bicycle volume

 

 

 

-         peak hour

N.A.

90

60

-         daily

N.A.

585

410

Heavy Truck traffic (two-way total)

-         peak

40      (2%)

N.A.

N.A.

-         daily

225     (1%)

N.A.

N.A.

Vehicle traffic (two-way total)

-         peak hour

1,650

N.A.

N.A.

-         daily

17,000

N.A.

N.A.

Intersection Level of Service

-         am peak hour

N.A.

F (failure)

E (capacity)

-         pm peak hour

N.A.

F (failure)

F (failure)

 

Central South Section

 

The Central South Section extends from Rideau Street north to Murray Street.  This section accommodates a six-lane roadway within an existing and designated ROW of 40 m.  There are auxiliary turning lanes at some intersections.  Residential, commercial, and institutional, vacant properties and properties with redevelopment potential flank the corridor.  Curb-lane parking is permitted in the off-peak periods.  Issues in this section include the same as those listed for the South Section plus the following:

 

·          a streetscape dominated by vehicles, asphalt, overhead power lines, traffic signals, and traffic information signs;

 

·          higher speed traffic, including a high percentage of truck traffic;

 

·          the lengthy queue of southbound STO buses in the afternoon peak period that use the curb lane as a time point to start their route;

 

·          a lack of roadside or median vegetation (trees);

 

·          a poor pedestrian environment in terms of comfort, mobility and safety.

 

Pedestrian, bicycle, transit, vehicle traffic and truck data along this section and at its two key intersections are summarized in Table 2.

 

Table 2:  Central South Section Existing Traffic Conditions

 

Location

King Edward South of Murray

York / King Edward

Murray / King Edward

Pedestrian volume

-         peak commuter hour

N.A.

200

110

-         daily

N.A.

1,510

910

Bicycle volume

 

 

 

-         peak commuter hour

N.A.

30

65

-         daily

N.A.

180

290

Heavy Truck traffic (two-way total)

-         peak

200     (7%)

N.A.

N.A.

-         daily

2,600  (8.5%)

N.A.

N.A.

Vehicle traffic (two-way total)

-         peak hour

2,800

N.A.

N.A

-         daily

30,600

N.A.

N.A.

Intersection Level of Service

-         am peak hour

N.A.

C

F (failure)

-         pm peak hour

N.A.

A

F (failure)

 

There are no OC Transpo buses on this section.  There are a number of Société de Transport de L’Outaouais (STO) bus routes including a major afternoon peak hour time point on the southbound direction adjacent to the west curb.  STO services comprise Regular Routes 30, 31, 33, 35, 48 and 44 and Express Routes 11, 17 and 83.  In the order of 10 to 15 buses can be queued at the time point in the afternoon peak period.

 

Central North Section

 

The Central North Section extends from Murray Street north to Boteler Street.  Its existing and designated ROW is 40 m., except from Bolton to Boteler where the existing ROW is approximately 46 m.  A six-lane road plus auxiliary turn lanes exist and curbside parking is permitted in the off-peak periods.  The main distinguishing characteristic of this area is it has a higher proportion of residential land uses, higher traffic volumes and traffic speeds than the Central South Section.  There are few large vacant sites and fewer redevelopment opportunities in this area.  The issues are similar to those for the Central South Section, although they are experienced more directly by residents due to the greater number of dwellings and their proximity to the roadway, higher traffic volume and higher speed.

 

Pedestrian, bicycle, transit, vehicles traffic and truck data along this section and at its two key intersections are summarized in Table 3.

 

Table 3:  Central North Section Existing Traffic Conditions

 

Location

King Edward North of

St. Patrick

St. Patrick / King Edward

St. Andrew / King Edward

Pedestrian volume

-         peak commuter hour

N.A.

85

65

-         daily

N.A.

460

340

Bicycle volume

 

 

 

-         peak hour

N.A.

40

70

-         daily

N.A.

180

170

Heavy Truck traffic (two-way total)

-         peak

200     (4%)

N.A.

N.A.

-         daily

2,600    (5%)

N.A.

N.A.

Vehicle traffic (two-way total)

-         peak hour

4,600

N.A.

N.A.

-         daily

50,000

N.A.

N.A.

Intersection Level of Service

-         am peak hour

N.A.

E (capacity)

C

-         pm peak hour

N.A.

F (failure)

C

 

There are no OC Transpo bus routes on this section.  STO routes include Regular Route 48 and Express Routes 11 and 17.

 

 

North Section

 

The North Section has a much different character and land use pattern.  There are existing on/off ramps to the Macdonald-Cartier Bridge and connections to Sussex Drive and Union Street.  The section has a sense of open space, benefiting from adjacent parkland and scenic views to the Rideau River (along the east side) and to the Ottawa River (along the north and west sides) and beyond.  Federal government buildings anchor a secondary employment node along Sussex Drive in this section.  An open space system with recreation paths exists along the Rideau River.  Issues in this North Section include:

 

·          the proximity of the southbound ramp to adjacent residences on Boteler Street;

 

·          the ramp connections and grade separations to and from the Macdonald-Cartier Bridge that promote higher speed vehicle movements along King Edward Avenue through the Central North Section;

 

·          pedestrian routes between the Central North Section and Sussex Drive are limited, especially along the west side of the King Edward Avenue corridor;

 

·          inefficient use of land due to the myriad of bridge ramps, overpasses, and connecting roads;

 

·          the lack of a “gateway” into the City of Ottawa for visitors travelling across the Macdonald-Cartier Bridge into Ottawa.

 

Pedestrian, bicycle, transit, vehicles traffic and truck data along this section are summarized in Table 4.

 

Table 4:  North Section Existing Traffic Conditions

 

Location

King Edward North of

St. Andrew

King Edward at Macdonald-Cartier Bridge

Pedestrian volume

-         peak hour

N.A.

20

-         daily

N.A.

120

Bicycle volume

-         peak hour

N.A.

60

-         daily

N.A.

380

Heavy Truck traffic (two-way total)

-         peak

200     (4%)

200     (3%)

-         daily

2,600  (5%)

2,600  (4%)

Vehicle traffic (two-way total)

-         peak hour

4,600

6,400

-         daily

50,000

67,250

 

There are no OC Transpo routes on this section.  STO routes include Regular Route 48 and Express Routes 11 and 17.

 

 

RENEWAL ALTERNATIVES

 

Early in the process, “renewal” was confirmed as the preferred solution compared to doing nothing, or incrementally upgrading sections of failed infrastructure.

 

The next step considered a wide range of alternatives to redistribute traffic away from King Edward Avenue and possibly remove traffic lanes from King Edward Avenue.  To facilitate renewal of the street at-grade, these alternatives included a number of tunnel options, an open cut option and a one-way pair option.

 

These are listed as follows:

 

·          a tunnel under King Edward Avenue from the Macdonald-Cartier Bridge south to Mann Avenue;

 

·          a tunnel under King Edward Avenue and Waller Street from the Macdonald-Cartier Bridge south to approximately Laurier Avenue;

 

·          a tunnel under Dalhousie Street from the Macdonald-Cartier Bridge to approximately Waller Street;

 

·          a tunnel from just north of St. Patrick Street to Nicholas Street just north of Laurier Avenue;

 

·          a tunnel beneath the Rideau River from King Edward Avenue to the Vanier Parkway;

 

·          a tunnel along the west side of the Rideau River from King Edward Avenue to intersect St. Patrick Street at approximately Beausoleil Street;

 

·          an open cut, four-lane road along King Edward Avenue from Boteler Street south to Mann Avenue;

 

·          conversion of King Edward Avenue and Dalhousie Street to a one-way pair;

 

·          an at-grade roadway through the park adjacent to the west side of the Rideau River to connect King Edward Avenue to St. Patrick Street at approximately Beausoleil Street.

 

These alternatives were evaluated against numerous criteria under the headings, Natural Environment, Economic, Social Environment and Transportation.  Based on a combination of community disruption, traffic operational issues at the tunnel portals, visual impacts of tunnel portals and construction costs (up to $250M for tunnels), none of the foregoing alternatives was recommended.

 

Other renewal alternatives included removing or adding traffic lanes to King Edward Avenue.  The existing four-lane section from Laurier Avenue to Rideau Street was analyzed as both a two-lane and a six-lane road.  The existing six-lane section from Rideau Street north to Bolten Street was analyzed as both a four-lane and an eight-lane road.

 

As background/input into the evaluation of these various traffic lane alternatives for King Edward Avenue, it is important to be aware of the following transportation related framework that guided the Planning and Environmental Assessment Study:

 

·          a new interprovincial bridge will not be in place for a number of years.  The King Edward Avenue corridor is scheduled for renewal over the next few years.  On this basis, the renewal alternatives were evaluated, in part, on their ability to accommodate current traffic volumes at the current, or acceptable, levels of service;

 

·          this study does not address truck bans or alternative corridors for interprovincial truck travel.  Until such time as an alternate interprovincial truck route is agreed to and in place, the renewal alternatives will be evaluated, in part, based on their ability to accommodate truck traffic in the short-term;

 

·          this study does not examine future Ottawa River bridge crossings and locations and whether a new bridge would redistribute traffic away from King Edward Avenue.  This study does identify the volume of traffic that would have to be removed from King Edward Avenue in order for it to operate acceptably as a four-lane road instead of the current six-lane road (Rideau to Boteler).

 

The key factors against providing more lanes were insufficient existing right-of-way, potential displacement of existing trees and buildings (some heritage), adverse pedestrian circulation impacts and minimal roadway capacity/operational improvements.

 

The benefits of providing fewer lanes would be an improved social environment due to shorter pedestrian crossing distances, more space for streetscaping and landscaping and increased separation of the road from the adjacent land uses.  These potential benefits, however, were offset by the significant adverse impacts on traffic flow within the existing congested corridor in peak periods.  As there are currently no viable alternatives for the King Edward Avenue traffic, the results would be a further increase in congestion, an extension of the peak traffic periods, increased travel time, adverse impacts on transit service and a further reduction in air quality.

 

With this framework, and using the aforementioned evaluation criteria, the recommendation of this evaluation phase was lane reductions or lane additions were not appropriate and the preferred renewal solution was to retain the current number of lanes on King Edward Avenue.  These lanes could be reconfigured but the number had to be retained.

 

Having determined the preferred renewal alternative for King Edward Avenue south of Bolton Street (South and Central Sections) was to retain the current number of lanes, in some configuration, the evaluation then focussed on the North Section.

 

Eight alternatives were identified/developed for the North Section and the same evaluation criteria/process was applied.  The alternatives included different versions of roadway relocation options, 'T' intersection options and a roundabout option.

 

The preferred renewal alternative for the North Section maintained a free flow King Edward Avenue but included significant roadway relocation.  It is shown on Annex ‘D’ and included:

 

·          location of the southbound ramp away from the Boteler Street residences;

 

·          relocation of the northbound ramp to a lower elevation and adjacent to the new southbound ramp;

 

·          realignment of the northbound connection to Sussex Drive away from the Rideau River and reduction from two-lanes to one;

 

·          realignment of the southbound connection from Sussex Drive to merge with southbound King Edward Avenue on the right and not on the left, as it currently does.

 

This alternative was recommended through the evaluation process as it maintains the critical current traffic carrying capacity in the North Section while resulting in significant improvements to the social environment and to the pedestrian and bicycling environments.  Annex ‘E’ depicts the combined preferred renewal alternatives for each of the four Sections of King Edward Avenue.

 

ALTERNATIVE DESIGNS

 

The next step was to develop alternative designs for the preferred renewal alternative.  To assist on this step, Planning and Design Principles were developed and documented.  These were reviewed by TAC and PAC.  Technical specifications were also used, some of which were based on the former Regional Road Design Guidelines, as were Official Plan policies and objectives related to walking, cycling, transit, goods movement, community values, views and vistas, streetscaping and gateway development.  The design will meet or exceed the current Sidewalk Technical Design Guidelines.

 

Technical design criteria used to develop the alternative designs for the preferred renewal alternatives included:

 

 

 

  width

·          through lane

…………

3.25 m

·          lane adjacent to curb

…………

3.50 m

·          bridge connecting lanes

…………

3.75 m

      curb-side shared-use lane

 

 

-  north of Rideau

…………

4.5 m

-  south of Rideau

…………

4.0 m

-  south of Rideau up the hill to Stewart

……………

4.2 m

·          left-turn lanes not adjacent to a curb

…………

3.25 m

·          one-way single lanes

…………

5.0 m

·          sidewalks (minimum)

…………

2.0 m

 

South Section

 

For the South Section (Laurier to Rideau), given the narrow right-of-way (approximately 20 m) and adverse impacts of widening this right-of-way, there was only one design alternative.  It is described as follows and is shown on Annex ‘E’.

 

·          one 3.25 m through-lane in each direction;

 

·          4.0 m curb-side shared vehicle/cycling lane in the northbound direction, and in the southbound direction between Stewart Street and Laurier Avenue (in the relatively flat portion) that could also be used as off-peak parking lanes in some locations;

 

·          4.25 m curb-side shared vehicle/cycling lane in the southbound direction between Rideau Street and Stewart Street (slightly wider for the uphill portion) that could also be used as off-peak parking lanes in some locations;

 

·          an approximate 2.5 m to 2.75 m road edge along each side, which would include a minimum sidewalk width of 2.0 m wherever possible.

 

In some locations the ROW narrows to 19 m in the South Section.  In addition, there are some building encroachments into the ROW that narrow it further.  In these locations, the sidewalks may be as narrow as 1.5 m.  All efforts were made to achieve the desired 2.0 m sidewalk, where possible.

 

Central South and Central North Sections

 

For the purposes of presenting and evaluating the alternative designs, the Central South and Central North Sections were considered simultaneously. This was primarily because these sections each have an existing and designated right-of-way of approximately 40 m and the preferred renewal alternative for each has been confirmed as a six-lane roadway.

 

Three Alternative Designs for the Central South and Central North Sections were identified as being reasonable alternatives worthy of detailed evaluation.

 

The major variable of each design is the median width.  The median width is either wide (8.0 m) or narrow (1.5 m), with the application varying between the Central North and Central South Sections.

 

The following is a description of each of the three Alternative Designs:

 

Alternative Design 1: Wide Median

 

The defining characteristics of Alternative Design 1 are:

 

·          8.0 m wide median wherever possible (median narrows to less than 8.0 m where turning lanes are required);

 

·          4.75 m (approximate) road edge (boulevard), which includes a 2.0 m sidewalk.

 

Due to the requirement for turning lanes in various locations along the corridor, the median remains 8.0 m wide only in the block between Cathcart Street and St. Andrew Street, and in the block between Murray Street and York Street.  In the blocks between St. Andrew Street and Murray Street, the median is reduced to 1.5 m where double left-turn lanes have been taken from the median.

 

In this Alternative Design, the vehicle lanes do not deflect and therefore remain straight (parallel to the road edge) between Rideau Street and Cathcart Street.  This is one of the defining characteristics of the alternative.

 

Alternative Design 2: Narrow Median

 

The defining characteristics of Alternative Design 2 are:

 

·          1.5 m wide median (median widens to 8.0 m between Murray Street and York Street to oppose the southbound double left-turn at St. Patrick Street);

 

·          8.0 m (approximate) road edge (boulevard), which includes a 2.0 m sidewalk.

 

The median width remains constant at 1.5 m except for the block between Murray Street and York Street, where it is expanded to between 4.0 m and 7.5 m to oppose the southbound double left-turn lanes at St. Patrick Street.  In this option, the through lanes deflect around turning lanes, but to acceptable design standards.

 

Alternative Design 3: Combination Wide/Narrow Median

 

The defining characteristics of Alternative Design 3 are:

 

·          between Rideau Street and Murray Street, the design uses the wide median option (as in Alternative Design 1);

 

·          between Cathcart Street and Murray Street, the design uses the narrow median option (as in Alternative Design 2).

 

Other Design Alternatives Considered But Screened Out

 

Two other options were considered but screened out before undergoing a detailed evaluation.  The first alternative was basically the opposite of Alternative Design 3, based on a narrow median between Rideau Street and Murray Street option (as in Alternative Design 2), and a wide median between Cathcart Street and Murray Street option (as in Alternative Design 1).  A wide median in the Central North Section would result in a narrow road edge and minimal separation of vehicle lanes and residences that basically would reflect existing conditions.  This alternative shares none of the benefits of Alternatives 2 and 3 in the Central North Section and also has none of the benefits of Alternative 1 in the Central South Section (wider median to oppose the southbound double-left turns onto St. Patrick Street).  For these reasons, this other alternative was not deemed to be a reasonable alternative for further detailed evaluation.

 

The second alternative considered but screened out an option with no median.  Having no median along the Central South and Central North Sections was deemed to be an unreasonable option and not worthy of detailed evaluation for two reasons.  Given the width of King Edward Avenue, medians are required to accommodate some of the traffic signal plant.  Medians are also required to restrict turning movements, particularly left-turn movements onto side streets, and left-turn movements from side streets across the roadway.  The failure to restrict these movements would severely disrupt the capacity and operation of the road during peak hours, thereby increasing vehicle congestion that would in turn lead to diminished neighbourhood air quality.  These movements would also reduce road safety for pedestrians and motorists.  Also, medians are required to oppose turning lanes at St. Patrick and York Street, even if painted, so under no scenario could the roadway be entirely free of medians of some type.

 

Central North and Central South Sections Preliminary Preferred Design

 

The Central Section design alternatives were evaluated against the following four primary criteria groupings: Natural Environment, Economic Environment, Social Environment and Transportation Conditions.  Within these groupings, there were a total of 31 criteria.

 

Alternative Design 2:  Narrow Median was by far the preferred alternative following evaluation.  It was the best for 16 of the criteria and equally preferred for 12.

 

The preliminary preferred design (narrow median) for the Central Sections is shown on Annex ‘E’.  The following are the key factors that contribute to the preferred narrow median option:

 

·          it relocates traffic lanes as far away from adjacent residences as possible, thereby maximizing the opportunity to improve air quality, noise, and vibration conditions for land uses along the corridor;

 

·          it provides a greater opportunity for gateway treatments;

 

·          it consolidates useable land in the road edge for use as landscaping, sidewalks, street furniture, and snow storage, as well as for the burying of overhead wires;

 

·          it provides the best conditions for greenspace and tree survival;

 

·          it provides the most pedestrian and transit friendly environment in the road edge;

 

·          by reducing crosswalk distances, it best integrates neighbourhoods on the east and west sides of the street;

 

·          it will have the greatest potential to calm traffic by presenting the sense of a narrower corridor thereby reducing vehicle speeds;

 

·          by improving environmental conditions along the road edge, it is more likely to provide the best stimulus for property investment and renewal along the corridor;

 

·          it provides the most flexibility for construction phasing and staging;

 

·          it maximizes opportunities to keep the transportation system as operational as possible during construction;

 

·          it provides more choices for possible future lane reductions along King Edward Avenue.

 

Alternative Design 2 was evaluated on the assumption that street light poles would be mounted on the median, with separate pedestrian level lights located in the road edge along the sidewalks.  The objective of this arrangement, if constructed, would be to use the light poles to create a strong, vertical, in-line design statement in the median, creating an opportunity for a linear gateway treatment as well as calming traffic by creating a “friction” along the median.  However, Alternative Design 2 can also be constructed with combination street/sidewalk lighting along the road edge.  This decision would be made during the project’s detailed design stage.  This modification would not diminish the overall benefits of Alternative Design 2, which would still be preferred over Alternative Design 1 by a significant margin.

 

The street light poles, luminaries and hardware used for King Edward Avenue, may form one of the principle elements of the gateway treatment along the corridor.  Ultimately this distinction may reflect in the selection of fixtures beyond those identified in the Residential Street Lighting Policy.

 

North Section

 

The preferred North Section renewal alternative relocates both connections to/from the Macdonald-Cartier Bridge and both connections to/from Sussex Drive.  This alternative shifts traffic away from adjacent homes, removes unnecessary pavement, significantly improves the area's pedestrian and bicycle environment and creates sizeable and useable land parcels adjacent to Boteler Street and the Rideau River.

 

Four alternative designs were subsequently identified for this preferred renewal scheme.  The primary differences between them were:

 

·          whether or not to retain the existing northbound connection (and structure) to the Bridge;

 

·          whether or not to relocate the northbound connection to Sussex Drive away from the Rideau River;

 

·          whether to take the southbound connection from Sussex Drive over or under King Edward Avenue.

 

Following detailed evaluation using the appropriate Natural, Economic, Social and Transportation Criteria, the preferred alternative design involved relocating both the northbound and southbound lanes, shifting the northbound Sussex Drive connection away from the Rideau River, lowering the northbound structure and taking the southbound connection under Sussex Drive.

 

North Section Preliminary Preferred Design

 

The following are the key factors that contribute to the preferred North Section alternative design as shown on Annex ‘E’:

 

·          it provides good opportunities to keep the transportation system operational during construction;

 

·          it is the second-most affordable alternative;

 

·          it provides an improved transition between the Macdonald-Cartier bridge freeway environment and the King Edward urban arterial environment;

 

·          it results in an efficient use of land and frees up three land parcels of significant size for use as green space or urban development;

 

·          it is all within City of Ottawa property;

 

·          it is adaptable for possible future modifications along King Edward Avenue;

 

·          it provides a range of opportunities for gateway treatments including architectural and landscape features;

 

·          by reducing the size and number of bridge structures, it has the least effects on the visual environment and views;

 

·          it improves noise, vibration, and air quality conditions for residents along Boteler Street and at the north end of King Edward Avenue;

 

·          it provides the opportunity for continuous, direct and safe pedestrian linkages to Sussex Drive and to lower town;

 

·          bicycle connections to and from Sussex Drive are provided along the outside curb lanes, with no lane crossing required;

 

·          it provides for a simple and functional connection with Boteler Street and Bolton Street;

 

·          with the recommended eastbound right-turn only connections of both Boteler and Bolton Streets with King Edward Avenue, it is recommended that the one block section of Cumberland Street between these two streets be converted back to two-way traffic in order to maintain local mobility options.

 

 

RECOMMENDED DESIGN

 

The preliminary preferred design alternatives for each of the four sections of King Edward Avenue have been combined to provide the Recommended Design for King Edward Avenue Renewal as shown on Annex ‘E’.  A section-by-section description of key aspects of the Recommended Design follows:

 

a)      South Section:  Laurier Avenue north to Rideau Street:

 

·        reconstruction of the existing four-lane road;

 

·        provision of widened 2.0 m sidewalks on both sides;

 

·        provision of wider shared-use curb lanes to accommodate bicycles, off-peak parking and peak period traffic flow;

 

·        burying of overhead utilities;

 

·        changes to the underground utilities including a new watermain and separation of the storm and sanitary sewers;

 

·        provision of new traffic plant at all currently signalized intersections.

 

b)      Central Sections:  Rideau Street north to Boteler Street:

 

·        reconstruction of the existing six-lane road, but with elimination of surplus pavement;

 

·        provision of a narrow 1.5 m median to allow the relocation of the road edge further from adjacent buildings, to reduce the pedestrian crossing distances and to provide space for enhanced streetscaping and landscaping;

 

·        provision of widened 2.0 m sidewalks separated from the road edge by a landscaped boulevard;

 

·        provision of 4.5 m shared-use curb lanes to accommodate bicycles, off-peak parking and peak period traffic;

 

·        modifications to the Boteler Street and Bolton Street connections to King Edward Avenue to function as an eastbound only right-turn movement onto King Edward Avenue;

 

·        conversion of the one block section of Cumberland Street between Boteler Street and Bolton Street to two-way traffic flow to improve local traffic circulation;

 

·        provision of “gateway” elements at key intersections;

 

·        burying of overhead utilities;

 

·        provision of a new watermain;

 

·        provision of new traffic plant at all currently signalized intersections;

 

·        the installation of the underground traffic plant at the King Edward/Cathcart intersection to accommodate possible future pedestrian-activated traffic signals at this location if/when warranted, or determined appropriate.

 

c)      North Section: Boteler Street north to Sussex Drive and north to the Macdonald-Cartier Bridge, including the complete reconfiguration of the ramps to/from Sussex Drive and the Macdonald-Cartier Bridge, in order to modify drivers’ perceptions of the corridor, to improve pedestrian and bicycle safety and to improve all aspects of the area’s social environment:

 

·        relocation of the southbound Bridge departure lanes and traffic away from Boteler Street residences;

 

·        relocation of the northbound Bridge approach lanes and traffic adjacent to the realigned southbound lanes to provide more of a Parkway, as opposed to a Freeway environment;

 

·        construction of the new bridge structure at a height of approximately 1.5 m to 2.0 m below the elevation of the existing northbound bridge structure;

 

·        reduction of the northbound connection to Sussex Drive from two lanes to one lane and shift it further away from the Rideau River to maximize the amount of waterfront property;

 

·        relocation of the southbound connection from Sussex Drive to merge with southbound King Edward Avenue on the right side adjacent to the curb, as opposed to its current merge on the left side adjacent to the median;

 

·        provision of 2.0 m widened sidewalks adjacent to both the northbound and southbound connections to Sussex Drive;

 

·        provision of wider shared-use lanes on both connections to/from Sussex Drive to accommodate bicycles and motorized vehicles;

 

·        modifications to the Boteler Street intersection with the new southbound connection from Sussex Drive to function as an eastbound only right-turn movement;

 

·        provision of a major gateway feature at the north end of the Corridor to announce entry to Ottawa and the beginning of a changed roadway environment;

 

·        provision of a new watermain north to Sussex Drive;

 

·        provision of a new storm sewer outflow to the Ottawa River to drain the new underpass.

 

With the resolution of the functional elements of this plan, the next step was to prepare a Streetscape Demonstration Plan that incorporates all the appropriate Planning and Design Principals into the preferred design alternative.  This Plan is shown as Annex ‘F’ and will be presented in full scale at the Transportation and Transit Committee presentation.

 

 

GENERAL ISSUES

 

The following is a summary of the most significant issues raised during the study process and how they were responded to.

 

Truck Traffic:  Many area residents expressed concern about the volume and effects of truck traffic on this corridor and want it removed.

 

Addressing interprovincial truck traffic is not within this Study's mandate.  Until an alternative bridge crossing of the Ottawa River and truck route is provided, King Edward Avenue will have to accommodate trucks.

 

Traffic Volume:  Many area residents expressed concern about traffic volume and the effect of all traffic in this corridor and want both the traffic and the number of lanes reduced.

 

Vehicle reduction would only be accomplished through significant modal split changes or the provision of a new interprovincial bridge.  Investigation of improved interprovincial transit and of new interprovincial bridges are not within this Study's mandate.  All existing bridge corridor's primary intersections are currently operating at, or over capacity.  Until a new corridor is provided there is no place for displaced traffic to go if King Edward Avenue were reduced to four lanes.  The Recommended Design for the Renewal of King Edward Avenue can easily be converted from six lanes to four lanes with minimum cost and without affecting the integrity of the recommended plan.

 

Maintain Traffic Flow:  Many users (commuters, truckers, transit) of the road expressed concern about the importance of maintaining traffic flow and mobility along the corridor.

 

The recommended alternative design does not reduce the number of lanes or the corridor's capacity.

 

STO Bus Time Point:  Many residents expressed concern about the presence and affect of the lengthy queue of STO buses along the southbound curb lane of King Edward Avenue in the afternoon peak hour.

 

This was brought to the attention of the STO representative on the Technical Advisory Committee, who following investigation, responded that they did not have an alternative that would not adversely affect bus scheduling and therefore bus ridership.  Alternatives to store buses elsewhere along this corridor were examined but no more desirable options were determined.  Hence, as this is an operational issue, which does not impact the design of the preferred renewal alternative, it was not investigated further in this study.

 

Vehicle Speed:  Many residents expressed concern about vehicle speed in the Central North and North Sections.

 

This is a complex issue as a freeway system is currently connecting into an urban roadway with very little distance to affect an appropriate transition.  It is hoped that with the recommended North Section design alternative including a gateway entry feature and a Parkway character, drivers will be made more aware of the changing nature of King Edward Avenue and its adjacent land uses and will reduce speeds accordingly.  The provision of a parking type "transition zone" will help to modify drive behaviour between the Macdonald-Cartier Bridge freeway environment and the King Edward Avenue urban arterial environment.

 

Pedestrian and Cyclist Safety:  There was expressed concern about pedestrian and bicycle safety along and across the corridor.

 

Measures incorporated in the Recommended Plan to better accommodate these travel modes include:

 

Pedestrians:

 

·          2.0 m sidewalks;

 

·          shorter pedestrian crossing distances across both King Edward Avenue and many side streets;

 

·          a textured, pedestrian-priority crosswalk system;

 

·          pedestrian level lighting;

 

·          a new sidewalk system in the north section linking King Edward Avenue to Sussex Drive, that provides protected crossings of King Edward Avenue;

 

·          the installation of an underground traffic plant at the Cathcart/King Edward intersection in the event that future monitoring determines this to be an appropriate location for pedestrian-activated signals.

 

              Cyclists:

 

·       wide shared-use curb lanes throughout the corridor;

 

·       shorter crossing distances across King Edward Avenue and many side streets;

 

·       relocation of the southbound Sussex Drive to King Edward Avenue roadway connection to merge with King Edward Avenue on the right side adjacent to the curb, and not on the left side adjacent to high speed traffic as currently exists.

 

Noise, Air Quality and Vibration:  This was an expressed concern of many adjacent residents, particularly in the North and Central North Sections.

 

The recommended North Section alternative design will result in significant noise and air quality improvements, as well as some vibration improvements.

 

Overall Hostile Corridor:  many expressed the unsafe and unattractive nature of the corridor as a whole.

 

The Recommended Design and Streetscape Plan results in a narrower roadway, improved lighting, burying of overhead utilities, extensive new streetscaping and landscaping and the introduction of strong gateway elements.

 

Overhead Utilities:  as mentioned above, overhead utilities contribute to the current unattractiveness of the corridor and take up valuable space within a very tight corridor.

 

This study recommended the burying of overhead utilities in accordance with Official Plan Policy 5.10.2 (c).  The Recommended Design and Streetscape Demonstration Plan reflect this recommendation.

 

Gateway Elements:  King Edward Avenue is one of the most important gateways into the City of Ottawa.  Gateway elements can enhance the visual appeal of a corridor, can announce arrival to and departure from Ottawa and this urban corridor, and can affect driver behaviour by clarifying the transition from the highway realm across the Macdonald-Cartier Bridge to the urban roadway and residential realm south of Boteler Street.  The City of Ottawa's Official Plan identifies King Edward Avenue as the first gateway to be improved in the City.

 

This study recommends the design and implementation of gateway elements in accordance with the former City of Ottawa Official Plan, Section 5.6.2 (r).  The Streetscape Demonstration Plan reflects this recommendation.

 

Surplus Property:  with the proposed realignment of King Edward Avenue in the North Section (north of Boteler Street), and of the road connections to/from Sussex Drive, there is surplus City land that is no longer required for roadway purposes.  There are many potential uses for these surplus lands, which are located adjacent to the north of Boteler Street and between the realigned road and the Rideau River.  There are also adjacent vacant NCC land parcels that raises the issue of consolidation.

 

This study recommends that the City initiate a study of land use opportunities related to the surplus property in the North Section, that results from the recommended relocation of the King Edward Avenue roadway connections to/from the Macdonald-Cartier Bridge and to/from Sussex Drive.

 

 

ENVIRONMENTAL IMPLICATIONS

 

The project has followed the requirements of a Harmonized Environmental Assessment Process (HEAP).  The effects on the surrounding environment (social, physical, biological, transportation) were comprehensively evaluated.  In general, the majority of the negative impacts related to the Recommended Alternative Design for the Renewal of King Edward Avenue are associated with the construction activities.  These are relatively short-term in nature and can be mitigated through Best Management Practices.

 

As the Recommended Design Alternative is located all on City of Ottawa property, there are no federal land use approvals required.

 

There are many longer-term effects of the project which are positive in nature including:  renewal of deteriorated and aging infrastructure, improvement to the corridor's pedestrian and bicycle systems, improvement in noise, air quality and vibration particularly in the North Section, potential traffic calming in the North Section and a more visually appealing corridor.

 

CONSULTATION

 

The project has been completed in accordance with the Environmental Assessment process and has included extensive public consultation.  Three Public Open Houses were held at the École secondaire publique De la Salle, 501 Old St. Patrick Street, on Wednesday, 07 March 2001, Thursday, 28 June 2001 and Wednesday 29 May 2002.

 

Methods of meeting notification and information provision included newspaper notices (local and community), distribution of flyers, placement of posters and the use of electronic roadway signs.  The Open Houses were very well attended, with sign-ins for each meeting being 121, 148 and 167 persons respectively.

 

Three focus group meetings were also held during the study with the King Edward Avenue Task Force/Rideau Street BIA, Boteler Street residents and Bolton Street residents to discuss issues of particular concern to each group on the appropriate time throughout the Study.

 

Numerous meetings were also held with the Technical Advisory Committee (TAC) and the Public Advisory Committee (PAC) at key times during the Study, including prior to each Public Open House.

 

The TAC was composed of representatives from the City of Ottawa, the Communité urbaine de l'Outaouais, Ministère des Transports au Québec, National Capital Commission, Ontario Ministry of Transportation, Public Works and Government Services Canada, Societé de Transport de l'Outaouais, and Delcan Corporation.

 

The PAC consisted of 25 members representing the King Edward Avenue Task Force, Community Associations, Business Improvement Areas, Special Interest Groups, the City of Ottawa, the City of Gatineau and Public Works and Government Services Canada.

 

As a general overview of public comment, there is a desire to have trucks removed from King Edward Avenue and to have a reduction in traffic volume.  There was mixed support for a reduction in traffic lanes.  In the absence of a new interprovincial bridge in the near term, which when provided could accommodate trucks and regular traffic, there was broad support for the King Edward Avenue Renewal's Recommended Design.

 

As required under the Municipal Act of Ontario regarding Public Hearings, a notice of the proposed King Edward Avenue Renewal has been placed in Le Droit and the Ottawa Citizen for four weeks on 14, 21 and 28 June and 5 July 2002.

 

 

CONFORMITY TO THE TRANSPORTATION MASTER PLAN

 

The guiding principle from the Transportation Master Plan is the provision of a modal hierarchy with emphasis on walking, cycling and transit usage.  This principle will be reflected in the detailed design of the sidewalks, pedestrian crossings, traffic signals and cycling facilities in the King Edward Avenue corridor.

 

 

VALUE ENGINEERING STUDY

 

Following the recommendation of the Preliminary Preferred Design, the City retained the services of a local firm to conduct an independent Value Engineering Study (VES) of the work done to date.  The findings of the VES were generally consistent with the recommendation of the King Edward Avenue Renewal project.  It was in agreement with the recommendations related to the narrow median option and to roadway realignments for the North Section.  Relevant recommendations related to the staging of and/or deferral of sections of the Renewal to defer costs and to design details that can be addressed during the next stage of the Study, which is Detailed Design and Contract Document Preparation.

 

 

CYCLING ADVISORY COMMITTEE

 

The Cycling Advisory Committee has been contacted at appropriate times throughout the study and representatives have attended PAC meetings.  Their comments on the Recommended Design Alternative have been incorporated, as appropriate.

 

 

FINANCIAL IMPLICATIONS

 

The preliminary construction cost estimate for the recommended King Edward Avenue Renewal Design is approximately $18M (in 2002 dollars).  A more accurate total project cost will be developed as detailed design is undertaken.

 

Funds to initiate design and construction have already been approved in 2001, and are shown in the Internal Order 900061, King Edward Avenue Renewal.

 

 

PROPOSED CONSTRUCTION SCHEDULE

 

Design is to be initiated in the later half of 2002 with construction likely to occur between 2003 and 2006.  A phasing plan will be developed during the detailed design phase, and it will be somewhat dependent on the timing of other major road and bridge rehabilitation projects in the immediate area.

 

ATTACHMENTS

 

Annex A     -           Corridor Aerial Photograph

Annex B     -           North Section Aerial Photograph

Annex C     -           Corridor Sections

Annex D     -           North Section Preferred Alternative Design

Annex E -   Recommended Alternative Design

Annex F -   Streetscape Demonstration Plan

 

A full size Streetscape Demonstration will be presented at the Transportation and Transit Committee meeting.

 

 

DISPOSITION

 

The Environmental Study Report (ESR) which documents the entire environmental assessment process and study recommendations will be prepared and filed for the 30-day public review period, in accordance with the provincial Environmental Assessment Act.

 

Subject to approval by Transportation and Transit Committee and Council and the outcome of the filing of the ESR document, the Department will proceed with the detailed design and subsequent construction.