1.                   TERRY FOX DRIVE - RICHARDSON SIDE ROAD TO GOULBOURN FORCED ROAD (ENVIRONMENTAL ASSESSMENT ADDENDUM)

 

PROMENADE TERRY-FOX - ROUTE SECONDAIRE RICHARDSON AU CHEMIN GOULBOURN FORCED (ADDENDA À L'ÉVALUATION ENVIRONNEMENTALE)

 

 

COMMITTEE RECOMMENDATIONs

 

That Council approve:

 

1.         The Environmental Assessment Addendum recommendation, as illustrated in Document 1 Recommended Addendum Alignment, to modify the roadway alignment, the roadway cross-section, and the property requirements for the future railway grade-separation of Terry Fox Drive between Richardson Side Road and Goulbourn Forced Road.

 

2.         The finalization and filing of the Terry Fox Drive - Richardson Side Road to Goulbourn Forced Road - Environmental Assessment Addendum Report detailing the above noted recommendations.

 

 
Recommandations DU COMITÉ

 

Que le Conseil municipal approuve :

 

1.         la recommandation de l’addenda à l’Évaluation environnementale, comme l’illustre le document 1 intitulé Addenda au tracé recommandé, en vue de modifier le tracé de la route, l’intersection ainsi que les exigences foncières pour aménager le futur croisement à saut-de-mouton de la promenade Terry-Fox, entre la route secondaire Richardson et le chemin Goulbourn Forced;

 

2.         l’achèvement et la présentation du Rapport d’addenda à l’Évaluation environnementale de la promenade Terry-Fox – de la route secondaire Richardson au chemin Goulbourn Forced – dans lequel les recommandations susmentionnées sont décrites.

 

 

Documentation

 

1.                  Deputy City Manager, Planning and Growth Management report dated 28 July 2004 (ACS2004-DEV-POL-0021), including additional information Memorandum dated 22 September 2004, attached to report as Document 7.

 

2.                  Extract of Minutes, 1 September 2004.

 

3.                  Extract of Draft Minutes, 6 October 2004.


Report to/Rapport au :

 

Transportation Committee

Comité des transports

 

and Council / et au Conseil

 

28 July 2004 / le 28 juillet 2004

 

Submitted by/Soumis par : Ned Lathrop, Deputy City Manager / Directeur municipal adjoint

Planning and Growth Management / Urbanisme et Gestion de la croissance

 

Contact Person/Personne ressource : Vivi Chi, Manager / Gestionnaire

Transportation and Infrastructure / Transports et infrastructure

(613) 580-2424 x21877, vivi.chi@ottawa.ca

 

Kanata (4)

Ref N°: ACS2004-DEV-POL-0021

 

 

SUBJECT:

Terry fox drive - RICHARDSON SIDE ROAD TO GOULBOURN FORCED ROAD (environmental assessment addendum)

 

 

OBJET :

PROMENADE TERRY-FOX - ROUTE SECONDAIRE RICHARDSON AU CHEMIN GOULBOURN FORCED (ADDENDA À L'ÉVALUATION ENVIRONNEMENTALE)

 

 

REPORT RECOMMENDATIONS

 

That the Transportation Committee recommend Council approve:

 

1.                  The Environmental Assessment Addendum recommendation, as illustrated in Document 1 Recommended Addendum Alignment, to modify the roadway alignment, the roadway cross-section, and the property requirements for the future railway grade-separation of Terry Fox Drive between Richardson Side Road and Goulbourn Forced Road.

 

2.                  The finalization and filing of the Terry Fox Drive - Richardson Side Road to Goulbourn Forced Road - Environmental Assessment Addendum Report detailing the above noted recommendations.

 


RECOMMANDATIONS DU RAPPORT

 

Que le Comité des transports recommande au Conseil municipal d’approuver :

 

1.         la recommandation de l’addenda à l’Évaluation environnementale, comme l’illustre le document 1 intitulé Addenda au tracé recommandé, en vue de modifier le tracé de la route, l’intersection ainsi que les exigences foncières pour aménager le futur croisement à saut-de-mouton de la promenade Terry-Fox, entre la route secondaire Richardson et le chemin Goulbourn Forced;

 

2.         l’achèvement et la présentation du Rapport d’addenda à l’Évaluation environnementale de la promenade Terry-Fox – de la route secondaire Richardson au chemin Goulbourn Forced – dans lequel les recommandations susmentionnées sont décrites.

 

 

BACKGROUND

 

The Terry Fox Drive Environmental Study Report (ESR), Eagleson Road to March Road was completed by the former Region and filed in October 2000.  Regional Council, on 27 September 2000, approved a report to advance several key infrastructure projects, in response to rapid growth, that included the preliminary design of Terry Fox Drive between Richardson Side Road and March Road.  The preliminary design recommended a number of modifications to the 2000 ESR to resolve conflicts, improve road design, improve safety, address the anticipated increased transportation demand, and reduce the impact on geographic features (rocky hill tops).  The proposed modifications were deemed to be significant enough to require the completion of an Environmental Assessment (EA) Addendum to the 2000 EA.

 

The 2000 ESR alignment of Terry Fox Drive, which generally follows the floodplain of the Carp River (west of the urban boundary), was adopted into the City's new Official Plan (OP) in May 2003.  The location of the approved alignment relative to the urban boundary raised the prospect that the urban boundary could/would be considered for expansion.  In accordance with Council direction at the adoption of the City's new OP a Special Study Area (SSA) was initiated to address the potential for the development of this land and provide for the protection of natural environment areas.  (See the Key Plan below)  The SSA applies to the land between the 2000 ESR alignment of Terry Fox Drive and the former urban boundary of the City of Kanata. 

 

The Terry Fox Drive EA Addendum analysis considered the findings of the SSA study, and the final recommendations of the EA Addendum reflect the staff recommendations on land use designations in the SSA.

 

                        

 

                                                                      Key Plan

 

 

DISCUSSION

 

Terry Fox Drive EA Addendum - Study Area

 

Since alternative alignments for Terry Fox Drive were already considered in the 2000 ESR, the primary study area for the Addendum was in the immediate vicinity of the 2000 ESR alignment from Richardson Side Road to Goulbourn Forced Road.  A secondary study area was also defined for the purpose of documenting and evaluating the surrounding environmental issues.

 

The secondary study area includes the area bounded on the south by Richardson Side Road, on the west side by the Carp River, on the north side by Klondike Road and on the east side by the future realigned Goulbourn Forced Road / Second Line Road.  The secondary study area includes the South March Highlands Wetland Complex, the headwaters of Shirley's Brook, Kizell Drain, the Carp River, and various wooded or farmland areas.   (See Document 1 - Terry Fox Drive EA Addendum - Study Area)

 

Recommended Modifications to the 2000 Environmental Study Report

 

Recommended Modifications to the Horizontal Alignment

 

The review of the recommended modifications along the corridor has resulted in a relatively small adjustment of the road to the west.  This shift in the alignment resolves conflicts with recently constructed farm buildings on the Richardson property (as noted on the Key Plan).  It also allows the development of a continuous curvilinear alignment that is more in keeping with driver expectations adjacent to an open rural/parkway setting.  The overall result will be a design that improves user safety by providing consistent and appropriate feedback to drivers about the road ahead.  (See Document 3 - Alignment Alternatives)

 

The westerly shift in the alignment of Terry Fox Drive will increase the encroachment of the road into the Carp River flood plain.  This proposed encroachment has been discussed with the Mississippi Valley Conservation Authority (MVCA), and the MVCA has agreed that the reduction in the flood plain will be addressed by a Compensation Strategy, to be prepared during the detailed design phase.  A separate rehabilitation strategy for the Carp River is also currently in development to address degraded condition of the river.  The Terry Fox Drive floodplain impact has been identified as an adjacent area that could be incorporated into this rehabilitation strategy.  The rehabilitation of the Carp River is a recommendation of the Carp River Sub-watershed Study and the Kanata West Concept Plan.

 

The westerly shift increases the size of the Special Study Area slightly and also increases the portion of environmentally significant land east of the roadway.

 

Recommended Changes to the Terry Fox Drive Cross-section

 

The original concept for Terry Fox Drive from Richardson Side Road to Goulbourn Force Road was a two-lane rural arterial undivided cross-section that included a 2.5m bicycle lane in each direction and a 2.0m sidewalk on the east/south side.  The 2000 ESR anticipated that the two-lane roadway could be expanded to four lanes beyond the 2021 planning horizon.  The updated 2021 development levels identified in the new OP confirmed that the two-lane cross-section will no longer be adequate to address the anticipated increased demand.

 

The Transportation Master Plan (TMP) long-range transportation model was adjusted to represent the planned growth predicted in the new OP for adjacent lands, and it was concluded that four general purpose traffic lanes would be required on the Terry Fox Drive corridor (Richardson Side Road to Goulbourn Forced Road) prior to 2021.

 

The evaluation of safety requirements for the four-lane roadway identified a center median as necessary to provide appropriate separation of traffic.  In order to minimize the impact of the four-lane divided cross-section various cross-section alternatives were tested to determine what combination would have the least impact on the Natural Environment Area (NEA) land while still providing acceptable standards for safety.

 


A reduced center-median width, and the use of an urban cross-section with storm sewers was the recommended solution to minimize the cross-section required for the four lanes, and avoid the extra width required for a rural open drainage design.  The four-lane urban cross-section significantly reduces rock removal costs and its reduced footprint reduces impacts through environmentally sensitive areas. (See Document 4 - Cross-Section Alternatives)

 

Recommended Railway Grade-Separation

 

The 2000 ESR did not address the future requirement for a grade-separation at the former CNR - Renfrew Subdivision railway line as it was initially found that a level crossing would be adequate for the road and train traffic then predicted.  The increased road traffic projections and the continued protection of the rail corridor for possible future transit has now supported the investigation of grade-separation requirements.   In addition, past and current OP's call for the identification of appropriate right of ways to accommodate future grade-separations at all active or potential road / railway crossings.  Therefore the Addendum includes design options for the railway crossing with various bridge configurations to determine the most appropriate right of way requirements at the crossing.

 

An overpass/short bridge option was selected as the most preferred grade-separation strategy, as it allows the efficient conversion of the initial at grade crossing to a future grade-separated crossing, while providing equally favorable environmental and transportation features to the other options.  (See Document 5 - Recommended Grade Separation)

 

 

ENVIRONMENTAL IMPLICATIONS

 

Environmental Impact Mitigation Strategy

 

In order for Terry Fox Drive to complete  the link between Richardson Side Road and Goulbourn Forced Road it is necessary for it to pass through a portion of the South March Highlands, one of the most significant land forms in the City.

 

The construction of Terry Fox Drive will result in five distinct impacts on the natural environment in the Study Area;

 

1.                  a barrier to ecological connectivity will be created between significant natural areas east and west of the Terry Fox Drive corridor;

2.                  the roadway footprint will remove a section of the Provincially Significant wetland complex southwest of the junction of Terry Fox Drive/ CNR rail line;

3.                  the roadway footprint will remove and disturb woodland habitat;

4.                  the aquatic environment of Shirley’s Brook and the Shirley’s Brook tributaries will be degraded due to channeling waterways into culverts to pass under the road and by roadway drainage; and

5.                  the roadway will reduce the Carp River floodplain volume.

 

Each of these impacts on the natural environment will be addressed in detail in a Mitigation Strategy to be completed during the detailed design phase of the roadway.

 

Nevertheless, during the 2000 ESR and the EA Addendum Study a combination of strategies have been proposed to mitigate:

·                                wetland impacts;

·                                woodland habitat impacts; and

·                                aquatic habitat impacts.

 

The alignment has been selected to minimize the fragmentation of the wetland complex, and the cross-section was developed to minimize the footprint of the roadway.  Further consideration will be given to opportunities to reduce the footprint through the wetland area during the detailed design.

 

The impacts on the aquatic habitats are to be addressed by compensation on adjacent development lands.  A joint initiative with the development area east of the recommended alignment and DFO proposes relocation and rehabilitation of Shirley's Brook to improve the quality of the habitat, by adding base flow to Shirley's Brook, which is beneficial given its current low base flows.

 

The impact on the Carp River floodplain will be compensated/mitigated in coordination with the MVCA in a detailed floodplain compensation plan for that will be prepared during the detailed design phase.  The compensation options can include identification/protection of replacement storage areas, modification of the Carp River to increase flood storage, or funding projects elsewhere on the Carp River that improve flood performance. Alternatively the floodplain compensation can be incorporated in the Carp River rehabilitation strategy.

 

Initial investigations undertaken during the Preliminary Design phase for Terry Fox Drive identified a series of ecological passageways as the preferred method to mitigate the barrier effect of the roadway and maintain ecological connectivity between natural areas.  The ecological passageway network consists of smaller wet and dry passageways in key locations along Terry Fox Drive and a single, larger ecological passageway to be located in the highlands area southwest of the CNR crossing. 

 

The Addendum Study identifies a large (20m wide by 3m high) ecological passageway under Terry Fox Drive as a possible method to mitigate the barrier effect of the roadway and maintain ecological connectivity between natural areas.  (See Document 6 - Terry Fox Drive Passageway)

 

Passageways such as the one proposed have been used in other jurisdictions (such as Banff National Park, Glacier National Park, Florida and Europe).  While, biologists involved with these projects have indicated that they believe the passageways to have been successful in reducing the impact of roadways on important natural environment features, proof of the benefits of such facilities can only be determined by long-term monitoring of ecological activity.  The estimated cost for the passageway is $3.2 Million and has provisionally been included in the overall cost estimate for the project.

 

An initial location for the large passageway has been established by a 3 month study of patterns of movement of uplands wildlife in the winter of 2001.  The location should be confirmed through further observation of movement patterns in other seasons.  A twelve month study of wildlife movements throughout a year would be the preferred method for confirming the passageway location.

The EA Addendum study has provided the opportunity to introduce the passageway and it was accommodated in the evaluation of all the relevant alignment alternatives.  The final decision on the appropriate size, location and design of the passageway will take place during the detailed design phase.

 

Several other small roadway culvert / environmental passage crossings are also recommended in other areas where a high incidence of wildlife activity has been documented.

 

Stormwater Management

 

Four stormwater management facilities are required to mitigate the impact of stormwater runoff from the new road.  The property requirements for the stormwater management facilities have been identified in the ESR Addendum.  The preliminary design allows for the maintenance of existing drainage patterns and overland flows, but opportunities for integrated stormwater management can be accommodated in the detailed design as dictated by adjacent land use.  This was considered important since the Special Study Area contemplated the development of some of the land east of Terry Fox Drive.

 

Changes to land use adjacent to the alignment

 

While the Addendum study was underway, staff were also involved in the Special Study Area (SSA) review which included public consultation and gave rise to alternative road alignment reviews.  The SSA review also proposed a change to the land use of some land immediately to the east of the alignment and a review of those lands deemed to be environmentally significant.  The analysis undertaken for the Addendum took into consideration that parts of the SSA may be subjected to future development.  This consideration has been built into the Addendum recommendations.

 

 

RURAL IMPLICATIONS

 

The impact on existing rural land uses, such as the impact on agricultural land, agricultural operations, wooded lands, and natural environment areas was included in the evaluation of alternatives in the original 2000 ESR and were updated in the evaluation of alternatives in the EA Addendum Study. 

 

The 2000 ESR acknowledged the loss of agricultural land and the fragmentation of farmland caused by the approved alignment.  The  EA  Addendum recommended alignment does not significantly change the nature of these impacts.

 

 

CONSULTATION

 

A comprehensive consultation process was undertaken for the EA Addendum.

 

Consultation activities included:

·        numerous Technical Advisory Committee meetings;

·        discussions with the Mississippi Valley Conservation Authority;

·        discussions with local landowners; and

·        a Public Open House.

While the Terry Fox Drive EA Addendum process was underway the Special Study Area review was also conducted. 

 

Assistance was provided at public meetings for the Special Study Area regarding issues related to Terry Fox Drive.  Several alternative alignment options were proposed by the public at SSA meetings and these were then reviewed in detail to determine their potential environmental impact.  See Document 3 illustrating the alignments that were reviewed. 

 

The reviews included an alternative alignment proposed by a landowner (referred to as the Roger's Pass alignment in Document 3) and the re-evaluation of the First Line road allowance (also know as option 4-2 Hydro Cut, see Document 3) alignment with the current four-lane requirement.  Each of the alternative alignments were reviewed together with the recommended alignment for their environmental impacts.   The recommended alignment proved to be the superior alignment on the basis of least environmental impact and least cost.

 

 

FINANCIAL IMPLICATIONS

 

The preliminary cost estimate to construct the extension of Terry Fox Drive from Richardson Side Road to Goulbourn Forced Road is approximately $34.9 million, excluding detailed design and property acquisition.  A more accurate total project cost will be developed as detailed design is undertaken.

 

The construction of Terry Fox Drive from Richardson Side Road to Goulbourn Forced Road is identified in Phase 3 of the TMP (after 2013 and by about 2021).  The construction of the initial 2 lanes may be required to provide access to new developments, therefore the timing of initial two lane construction may be dependent on the phasing of development in north Kanata.

 

 

SUPPORTING DOCUMENTATION

 

Document 1 - Recommended Addendum Alignment

Document 2 - Terry Fox Drive EA Addendum Study Area

Document 3 - Alignment Alternatives

Document 4 - Cross-Section Alternatives

Document 5 - Recommended Grade Separation

Document 6 - Terry Fox Drive Passageway

Document 7 - *NEW* - Additional information, Memorandum from Deputy City Manager, Planning and Growth Management, dated 22 September 2004


 

DISPOSITION

 

Following Committee and Council approval, the ESR Addendum Report documenting the addendum recommendations will be prepared and filed for the 30-day public review period, in accordance with the provincial Environmental Assessment Act.

 

Once the formal review period is over, and if there is no Part II Order request to the Minister of the Environment, the project will be considered approved.

 

The recommended modification of the Terry Fox Drive alignment will be included in the appropriate schedule(s) of the City’s Official Plan.

 


RECOMMENDED ADDENDUM ALIGNMENT                                                    Document 1

 

 


TERRY FOX DRIVE EA ADDENDUM STUDY AREA                                           Document 2

 


ALIGNMENT ALTERNATIVES                                                                                Document 3

 

 


CROSS-SECTION ALTERNATIVES                                                                         Document 4

 


RECOMMENDED GRADE SEPARATION                                                             Document 5

 


TERRY FOX DRIVE PASSAGEWAY                                                                        Document 6

 

 


                                                                                                                                        Document 7

 

M E M O   /   N O T E   D E   S E R V I C E

 

 

To / Destinataire

Councillor Stavinga, Chair - Transportation Committee

File/N° de fichier:  ACS2004-DEV-POL-0021-Additional Information

From / Expéditeur

Ned Lathrop, Deputy City Manager, Planning and Growth Management Department

 

Subject / Objet

Terry Fox Drive - Richardson Side Road to Goulbourn Forced Road (Environmental Assessment Addendum)

Date:  22 September 2004

 

 

The Terry Fox Drive – Richardson Side Road to Goulbourn Forced Road Environmental Assessment Study Addendum was presented to Transportation Committee at it’s 1 September 2004 meeting.

 

At that meeting, Committee directed staff to provide additional written information regarding the scope of the Environmental Assessment Addendum, public consultation, evaluation and mitigation of the Carp River floodplain issues, and the process for the evaluation and design of environmental passageways.  This memorandum has been prepared to expand on the information contained in the staff report and to address the concerns noted at Committee. 

 

Scope of the Environmental Assessment Addendum

 

The original Terry Fox Drive Environmental Assessment set out the basic elements for the roadway alignment and design for the extension of Terry Fox Drive from Richardson Side Road to March Road.  The EA was approved in 2000.  The EA Addendum was undertaken to address three significant changes to the 2000 Environmental Study Report:

 

·        Modifications to the roadway alignment

·        Modifications to the roadway cross-section, and

·        Specification of property requirements for rail grade-separation.

 

The Addendum was completed in accordance with the Municipal Class Environmental Assessment (June 2000).


 

Public Consultation

 

Project stakeholders were consulted during the development of the Addendum.  Activities included consultation with the following groups:

 

·        General Public

·        Technical Advisory Committee/ Approval Agencies

·        Landowners

·        Special Study Area

 

The number and type of consultation events, the issues or concerns raised, and the project team responses are described below.

 

General Public

 

The primary consultation event with the public at large was a Public Open House held on 3 December 2002 at the Kanata United Church located at 33 Leacock Drive in Kanata.  The Open House was a joint event; presenting the recommendations of both the Terry Fox Drive EA Addendum and the Kanata Lakes Development Serviceability, Environmental, and Recreation studies.  More than 150 people were in attendance, including Councillor Alex Munter and staff from a variety of City Departments.

 

The format of the Open House was typical of City events for EA studies.  A series of information boards were available for review and the Consultant Project Manager made a presentation.  The recommended alignment for the EA Addendum study was presented, along with the underlying rationale for the westerly shift from the approved ESR alignment.

 

Comments from the public on the study recommendations were collected in two ways:

(1)   a question and answer period following the formal presentations; and

(2)   comment sheets provided at the Open House.

 

The majority of the people in attendance at the meeting were concerned with the Kanata Lakes development proposal and the proposed compensation plan for the inadvertent removal of trees from protected Natural Environment lands.  Few comments were made regarding the EA Addendum study.  Comments that were received are summarized below, along with the study team’s response.


 

Comment

Response

Existing Goulbourn Forced Road needs to be reconstructed or the timing for the construction of Terry Fox Drive needs to be advanced.  The volume of traffic on March Road is excessive and there are currently no other viable options.

The 1997 RMOC TMP suggests that the extension/ widening of this portion of Terry Fox Drive will not take place before 2006.  With the EA approval in place, the City will be in a position to advance the timing of construction, should the need to do so be demonstrated.  The City monitors local traffic conditions and can re-evaluate its priorities.

The alignment recommended for Terry Fox Drive in the Addendum makes sense.

Comment noted.

Has the junction/ intersection of Terry Fox Drive and the future light rail line been adequately considered?

The EA Addendum identified a preferred design concept for a grade-separation at the junction of Terry Fox Drive and the CNR line.  The property envelope required to construct the grade-separation will be protected, to preserve the ability to implement a grade-separation in the future, should it be necessary.

Has consideration been given to the construction of a large transit station at the intersection of the rail corridor and Terry Fox Drive?

A transit station was not considered at this location.  It is more likely that any future transit station would be integrated with the community.

Terry Fox Drive should not be built in the recommended alignment.  It should proceed westerly from its current alignment until it meets the rail tracks, and then follow the rail tracks to Huntmar Road.

This area of the City is in need of north-south capacity, given that March Road/ Eagleson Road is the only existing north-south arterial.  An alignment that follows the rail tracks to Huntmar Road would not serve the underlying demand for north-south travel.

How will the 1.5 m diameter culverts serve the deer population (i.e., assist deer in crossing the road)? 

The smaller culverts (the 1.5 m diameter culverts) are intended to serve small-sized wildlife.  Deer are large enough to cross the roadway at-grade and they will likely do so.  (Headlight reflectors have become a standard method to warn deer of oncoming cars, and are employed on roads and highways where crossing incidents occur)

Selection of a floodplain alignment for Terry Fox Drive extends the urban boundary to the west.  This is a bad idea.  The current urban boundary should be maintained.

The location of the road and the location of the urban boundary are two separate things.  The roadway alignment has been chosen in a manner that will minimize environmental impact (considering all aspects of the natural, human, transportation, and cost environment).  The urban boundary will be located in a manner that makes sense, through an independent study of relevant factors.

 

No other comments have been received from the general public during the course of the EA Addendum study.

 

 

Technical Advisory Committee/ Approval Agencies

 

As is typical with EA studies for the City of Ottawa, a Technical Advisory Committee (TAC) was struck to provide guidance to the Terry Fox Drive EA Addendum.  Membership on the TAC consisted of representatives of the following groups:

 

·        Mississippi Valley Conservation Authority

·        City of Ottawa – Planning & Growth Management Department (Planning, environment and Infrastructure Policy Branch; Planning & Infrastructure Approvals Branch)

·        City of Ottawa – Public Works & Services Department (Infrastructure Services Branch)

 

Three progress meetings were held with the TAC.  Draft designs for the roadway and strategies for environmental mitigation were discussed and comments were incorporated into the design for Terry Fox Drive as it evolved.

 

Representatives of the Mississippi Valley Conservation Authority (MVCA) were in attendance at the TAC meetings and at a number of stakeholder meetings related to the preliminary design study.  The impact of the change in the alignment on the Carp River floodplain was discussed and accepted in principle (by the MVCA) subject to the development of an acceptable mitigation strategy during the detailed design phase.  The MVCA provided an opinion that the loss of floodplain storage will have a negligible effect on the Carp River's flow regime since the Carp River is wide and shallow in the vicinity of the proposed Terry Fox Drive alignment.

 

 

Landowners

 

During the EA Addendum study, two meetings were held with three major landowners adjacent to the Terry Fox Drive alignment (Minto, KNL Developments, Regional Group), and four additional meetings were held to discuss the details of the preliminary design...  Several of the landowners were active in the preparation of development concepts, and every effort was made to coordinate the design of the road and its ancillary facilities (e.g., stormwater management ponds) with the plans of subdivision.  The topics of the discussions fell into three general categories:

 

1.      One of the landowners was proposing a minor westerly shift in the alignment, just north of the Richardson Farm.  The proposed shift affected approximately 500 metres of the alignment and sought to push the road about 50 metres to the west, at the point of maximum shift;

 

2.      One of the landowners proposed an alternate alignment for Terry Fox Drive; one that would see the road generally shift 200 metres to the west in the vicinity of the CNR crossing.  This alignment alternative came to be known as the Rogers Pass alternative; and

 

3.      Many of the landowners wanted to know about design details such as location of proposed local road intersections, shifts in the proposed profile, etc.  As Terry Fox Drive within the study area was simultaneously subject to a preliminary design assignment, the majority of these concerns and questions were referred to the preliminary design team and were satisfactorily addressed.

 

The minor shift in the alignment north of the Richardson Farm was considered and the only negative effect would be on the floodplain.  The MVCA was consulted regarding this proposal and it was accepted in principle, subject to the development of an acceptable mitigation strategy.  The landowner requesting the shift was advised and concurred that he would be responsible for all mitigation to offset the additional floodplain impacts.

 

Six meetings were held with the proponent of the Rogers Pass alignment (Kanata Highlands Properties) to review the merits and potential impacts of the proposed westerly shift in the alignment.  Detailed evaluation of the options showed that the Rogers Pass alignment would have the following comparative effects:

 

·   the Rogers Pass alignment would have a greater impact on the natural environment than the recommended EA Addendum alignment, primarily as a result of the impacts on the wetlands in the vicinity of the CNR tracks;

 

·   the Rogers Pass alignment would remove 20,000 to 60,000 m3 more rock than the recommended EA Addendum alignment, primarily in the environmental sensitive area southwest of the CNR tracks known as “the Saddle”; and

 

·   the Rogers Pass alignment would have a construction cost of $37 Million, approximately $3 Million more than the estimated $34 Million construction cost for the recommended EA Addendum alignment.

 

The Rogers Pass alignment was dismissed as a result of these incremental impacts.

 

The design issues related to intersection location and roadway profile were referred to the preliminary design team and the interested landowners were incorporated into the consultation process for that study.

 

 

Special Study Area

 

The Terry Fox Drive EA Addendum study team acted as a technical resource to the Special Study of land use designations for the interstitial lands.  The City and Consultant Project Managers attended all three of the Steering Committee meetings and answered a range of questions from the participants.

 

The primary issue raised by the Special Study Area Land Use Study Steering Committee related to Terry Fox Drive was the request to re-examine the Hydro Cut alignment, in light of the conclusion that a four lane road would be required on this portion of Terry Fox Drive (the ESR have originally concluded that only two lanes would be needed before 2021).  The reasoning was that the right-of-way would be wider, possibly changing the conclusions regarding the relative merit of the Hydro Cut as a road alignment, compared to the floodplain alignment.

 

The evaluation of the Hydro Cut alignment options revealed the following:

 

·   the impact of the Hydro Cut alignment on the natural environment would be greater than the impact of the recommended EA Addendum alignment, primarily as a result of the removal of a significant area of woodland within the Compensation Land area;

 

·   the Hydro Cut alignment would require the removal of 8 hectares of land designated for development, as a result of trying to complete the west-to-south turn in Terry Fox Drive without impacting further on natural areas; and

 

·   the Hydro Cut alignment would have a construction cost of $38 Million, approximately $4 Million more than the estimated $34 Million construction cost for the recommended EA Addendum alignment.

 

 

Carp River

 

The Mississippi Valley Conservation Authority has reviewed the proposed road alignment on active farmland in the flood fringe adjacent to the Carp River.  The MVCA has confirmed that they have no objections to the proposed alignment and have identified no significant adverse impacts on the natural function of the river based on the road location.

 

Calculations were completed, during the preliminary design, to determine the loss of flood plain due to the new road alignment encroaching into the Regulatory (100-year) flood plain of the Carp River.  The cross sections from the existing Conservation Authority HEC2 backwater model were employed in the analysis. An estimated 45,000 cubic metres of floodplain storage area will be lost due to the proposed EA Addendum alignment.  The proposed EA Addendum alignment is approximately 18,000 cubic metres more than the 2000 ESR alignment that had a total impacted of about 27,000 cubic metres. The MVCA is aware of this additional floodplain impact, and have agreed that the loss of floodplain storage will have a negligible effect on the Carp River’s flood regime since the Carp River is wide and shallow in the vicinity of the proposed Terry Fox Drive alignment.

 

The general MVCA requirements for the Terry Fox Extension within the Carp River flood plain are as follows:

·        The road surface must be above the 100-year flood plain elevation to ensure appropriate flood proofing.

·        The loss of flood plain storage due to the roadway footprint will be compared to the additional flood plain storage created from the construction of any stormwater management and any required fish habitat compensation works.  Local grading that creates additional storage can be used to compensate for any residue loss of flood plan storage.

·        The cross culvert near Station 13+400 must remain to allow the existing backwater flood plain storage to remain upstream of the road.

 

These issues will be addressed during the detailed design phase.  Under Ontario Regulation 159/90 a permit will be required from MVCA for any fill placement and/or construction within the Regulatory flood plain of the Carp River.  This process will ensure that the flood plain issues will be addressed to the satisfaction of the MVCA.

 

 

Environmental Passageways

 

As noted in the staff report the location and function of the conceptual environmental passageways are subject to further refinement during the detailed design stage.  Additional studies of migration patterns are recommended to verify the type and location of passageways.  Decisions on land use within the Special Study Area will be a critical factor in the size, type and location of passageways.

 

It is important to note that the passageways depicted in the EA Addendum report are conceptual and can be accommodated or deleted/modified without further changes to the alignment or cross-section of the roadway.

 

Following further wildlife studies and subject to final land use adjacent to the road corridor, the actual environmental passageway plan will be presented to the public and to Transportation Committee during the development of the detailed design. 

 

 

Yours truly,

 

 

Original signed by Ned Lathrop

 

 

Ned Lathrop, Deputy City Manager

Planning and Growth Management

 

 

 

 


 

TERRY FOX DRIVE - RICHARDSON SIDE ROAD TO GOULBOURN FORCED ROAD (ENVIRONMENTAL ASSESSMENT ADDENDUM) / PROMENADE TERRY-FOX - ROUTE SECONDAIRE RICHARDSON AU CHEMIN GOULBOURN FORCED (ADDENDA À L'ÉVALUATION ENVIRONNEMENTALE)

ACS2004-DEV-POL-0021

 

Appearing before Committee to give a PowerPoint presentation and answer questions on this report were were Ned Lathrop, Deputy City Manager, Planning and Growth Management Department, Steven Stoddard, Senior Project Manager, Bruce Finlay, Planner II and Shawn Doyle, Dillon Consulting.  A copy of the PowerPoint presentation is held on file with the City Clerk.

 

In response to questions raised by Councillor Feltmate, staff explained that the alignment of the roadway is no more than 40 metres further west at the greatest point and the conceptual alignment of the road was used as the boundary for the special study area.  The alignment will only increase marginally the area of the special study in that regard.  With regards to the proposal for a passageway, staff advised that they looked at best practices to determine a strategy for mitigating the loss of connectivity for small animals between the areas east and west of the road.  There is insufficient scientific proof however, on the effectiveness of such passageways, as it can take generations for the effects to become obvious.

 

Continuing on this point, Councillor Legendre referred to the use of such passageways in other cities, particularly in Banff where these overpasses allow for the safe movement of large animals such as elk, across the highway.  However, in this situation, where the passageway is intended to permit the movement of both small animals and pedestrians, he did not see the two working compatibly together.  He also suggested the passageway would be better served by having it as an overpass instead of an underpass because a tunnel for an animal is visually confining.  While staff advised that the final design of the passageway is not yet known, it was noted that an underpass provides greater opportunity to maintain a natural state in terms of keeping a linkage for plant materials as well as grading and drainage.  With regards to pedestrian use, the Deputy City Manager advised that this would not be encouraged, although there would probably be walking trails throughout the area rather than a formal pathway.  The councillor suggested a mixed message was being sent because the detailed drawing in the report shows people walking along what appears to be a paved pathway.

 

Councillor Legendre was especially disappointed that the report did not include the comments received during the public consultation period and found the report to be unacceptable based on this serious omission.  Staff concurred that while it would be included in the final addendum report, such information should have been incorporated in the report before committee.

 

When asked whether approval of this report would see the urban boundary moved further west, Mr. Lathrop advised that prior to the new Official Plan (OP), the urban boundary was located on the hydro easement that formed the western boundary of the Marchwood Lakeside Community in Kanata.  However, when the EA for Terry Fox Drive was underway and staff realized that they were going to be recommending the Carp River alignment for the road, they began looking at the land use implications of that sort of road movement and thus recommended that part of that area become urban.  He added that the policies in Section 3.11 of the new OP require staff to come forward with a confirmed recommendation on the land use designations within that area and, as a consequence of that, the new urban boundary.  And, staff is looking at the potential for development based on the best way to develop the area, respecting existing floodplains and environmental protection areas.  Notwithstanding that, he advised that staff feel the best place to locate the road has been established and the Committee and Council will have the ability, upon consideration of the land use designations, to make the decision as to where the best place for urban development will be.  He confirmed that the boundary is not automatically going to be Terry Fox.

 

Ed Balys, Kanata Highlands Properties requested deferral of the matter because of the short time he and other landowners of the KHP were given to respond to the report.  Further, and while they accept the proposed route for the realignment, they were concerned about the intent towards the use of the severed lands.  They have been working with the community on a land exchange proposal on the basis that the lands severed and the lands inside the special study area will be unsustainable as a natural environment area.  The effect of the road and the tens of thousands of people that will come into this area with development, would not allow for the pristine conditions that constitute a natural environment area, but it could be sustained as an urban park.  If he receives confirmation that the Committee would keep an open mind about the land use in considering the realignment, he would withdraw his request for deferral.

 

Mr. Lathrop advised that the Planning and Environment Committee (PEC) would be responsible for considering the land use designation.  He reiterated the fact that this route is the most appropriate choice and results in the least amount of impact.  When asked to comment on the impact of deferral, he advised that there would be no value because the recommended route would not change dependant upon the land use designation as decided by the PEC and Council.  Mr. Balys accepted this statement and withdrew his request for deferral.

 

Chair Stavinga questioned the value of constructing a $3.2M passageway for small animals when there are scarce capital dollars available.  She recognized that in the national parks there are other ways of enhancing the effectiveness of these facilities, such as fencing along the highway to channel the large animals to the passageway.  Mr. Stoddard indicated that there are smaller passageways that can be used for smaller species of animals and confirmed that approval of this addendum does not mean approval of the passageway, although it was developed as a mitigation concept through the EA process.  In response to further concerns expressed by the Chair, he agreed to flag the budgetary concerns associated with the passageway in the addendum report itself so that the future Committees and Councils are aware of these details when the work comes back for approval in 2010.

 

Councillor Cullen pointed out that there are two passageways referred to as part of this realignment, including one for the CNR that should not be used by pedestrians.  He felt it would be wise to include a passageway that is designed for pedestrian usage.

 

Councillor Legendre expressed disappointment at the lack of information in the report on the following issues:

§         public consultation

§         the increase of the encroachment of the road into the Carp River floodplain and the compensation strategy that is intended to deal with this

§         the rehabilitation strategy for the Carp River currently in development

§         degradation of the river as a result of the Terry Fox alignment

 

Based on the information provided, he was of the opinion that the alignment of the road seems to be based on driver needs, not pedestrian needs or environmental protection and he was deeply concerned that staff are unsure about the feasibility and success of the passageway.  Mr. Lathrop agreed there was no pressing need to approve this report today and was inclined to accept deferral to allow staff the opportunity to provide clarification and the information requested.

 

Moved by J. Legendre

 

That the EA Addendum be deferred to 6 October 2004* pending receipt of the information developed during the public consultations and to allow staff to provide any further environmental information on mitigation and impacts.

 

CARRIED

 

That the Transportation Committee recommend Council approve:

 

1.         The Environmental Assessment Addendum recommendation, as illustrated in Document 1 Recommended Addendum Alignment, to modify the roadway alignment, the roadway cross-section, and the property requirements for the future railway grade-separation of Terry Fox Drive between Richardson Side Road and Goulbourn Forced Road.

 

2.         The finalization and filing of the Terry Fox Drive - Richardson Side Road to Goulbourn Forced Road - Environmental Assessment Addendum Report detailing the above noted recommendations.

 

                                                                                                            DEFERRED

 

*          It was agreed that this would be the first item of business that day.


TERRY FOX DRIVE – RICHARDSON SIDE ROAD TO GOULBOURN FORCED ROAD (ENVIRONMENTAL ASSESSMENT ADDENDUM) PROMENADE TERRY-FOX – ROUTE SECONDAIRE RICHARDSON AU CHEMIN GOULBOURN FORCED (ADDENDA À L’ÉVALUATION ENVIRONNEMENTALE)

ACS2004-DEV-POL-0021

DEFERRED FROM SEPTEMBER 1, 2004                                                               

 

Appearing before Committee to answer questions on this item were Ned Lathrop, Deputy City Manager, Planning and Growth Management (PGM), Steven Stoddard, Senior Project Manager, PGM, Shawn Doyle, Dillon Consulting, Dan Brunton, Brunton Consulting Services and Sue Murphy, Planner II, PGM.  The Committee received a memorandum from the Deputy City Manager, providing additional information as requested at the September 1 meeting, which is attached to the above-noted report and was distributed with the agenda of this meeting.

 

In response to questions and comments from Councillor Legendre about the passageway, Mr. Brunton responded that the point of the passageway is not to replicate an urban landscape but to facilitate communication between two sides of that natural area.  It would be large enough to facilitate large animals such as deer but this roadway is way too long through prime deer habitat to be able to effectively mitigate it against those hits and there will be lots of deer mortality along that road, which is unavoidable unless the whole road is elevated.  Fencing works reasonably well for large animals such as deer and elk but does not work well for wolves and smaller animals; they also cost millions of dollars to put in place and are not really ecological.  Ms. Murphy informed that the primary purpose of the passageway is to facilitate a connection in terms of the South March highlands for ecological function and drainage.  In response to Councillor Legendre’s expressed disappointment about the comments of the Mississippi Valley Conservation Authority (MVCA), Mr. Brunton stated that this is, ecologically, a terrible place to put a road but, on balance, in consideration of all other criteria, it has been decided that it is best to put the road there if a road must be built.  He stated that the passageway would not guarantee that there would be the desired connectivity but it will provide some potential for it.  He further noted that there will be losses in wetland habitat and substantial losses in upland habitat but conceded that the passageway attempts to reduce that to the greatest degree possible and keep in reasonable operation the most important functions for which the area was defined.  Mr. Lathrop added that staff relies on the MVCA, respects their ability to make valuable recommendations, and are satisfied about their comments with respect to the loss of land in the floodplain being minimal.  He pointed out that such losses are something that staff tries to minimize as much as possible and thus the reasoning for choosing this alignment. 

 

Chair Stavinga pointed out that she, like some other current Transportation Committee members, had not participated in this process prior to 2000 and she felt that the memorandum that had recently been provided by the Deputy City Manager was very helpful in alleviating some of her concerns and perhaps those of other members as well.  She suggested to staff for future reference that this type of background information should be provided to Committee when dealing with environmental assessments that have been approved by other bodies at another point in time.

 

Councillor Feltmate pointed out that Terry Fox is a very important transportation link in the west that is intended to be part of a network with many more links, some of which are still to be built.  She felt that it should proceed as quickly as possible given the development in the area that is depending on it.

 

Councillor Bloess suggested that there must be a better way of building this road and he opined that it will compound negative environmental impacts.

 

When queried by Councillor Cullen, Mr. Lathrop informed that the Official Plan designation for this area, dealt with by the Planning and Environment Committee on 14 September, will rise to Council concurrent with this report, on 27 October. 

 

Councillor El-Chantiry felt that every road in the area, not just Terry Fox, has deer problems and wondered why special consideration is being given to the matter in light of this.  Mr. Brunton concurred and pointed out that the impact of this passageway on deer populations will be negligible and that it will be more of an ecological passageway than a large animal passageway.

 

Ed Balys stated that the landowners have agreed to donate 120 acres of March Highlands to expand the City-owned park lands (the Regional Conservation Lands) and a further 20 acres of the north tip of the special study area as park lands.  His concern lies with the fact that 500m of Terry Fox Drive will run through this pristine escarpment area.  He conceded that it is not possible to make the road disappear, but he suggested that the impacts could be greatly lessened by the sinking it into the bedrock by about 2 metres, relocating the passageway to Shirley’s Brook and placing the storm water catch pond on the west side of Terry Fox.  Mr. Balys submitted written comments to this effect, a copy of which is held on file.  Councillor Feltmate pointed out that the comments submitted by Mr. Balys are a reflection of his own opinions and do not reflect those of most of the community.

 

In response to Mr. Balys’ suggestions, staff provided the following comments:

·        The profile of the area was set based on various constraints: a) engineering constraints to design a roadway profile as a continuous line because it must make sense in context of the overall roadway and not just the 500 metres that Mr. Balys has referred to; b) the necessity to choose a profile that respects the existing topography of the rock nulls as a key environmental feature; and c) consideration of cost construction and the need to balance the amount of material that would have to be removed to construct the roadway with the amount of material that would have to be brought in to support it.

·        The suggestion that the road could be narrowed through that area to 35metres is misleading.  The City’s standard for arterial roadways would require at least 45 metres and beyond that there would be engineering considerations requiring clear zones on the shoulders and to the rock face.

·        The profile can be looked at through the detail design phase and if there is an opportunity to change or lower it, to the overall benefit of the project, it can be accommodated outside of the Environmental Assessment Addendum process.

·        The stormwater catch pond is located at the east side of the roadway because of the existing topography of the land.  The roadway is passing through a large north to east curve and as it passes, the road surface tilts slightly and all of the water will drain naturally to the inside of the easterly part of the road.  It is possible to collect it and transfer it to the west side, but this was not considered because the east side is the most logical placement for it and a move to the west side might require a change in the profile of the road.

·        The location of the passageway was based on several studies that determined that it will not work elsewhere.  It was determined that, biologically, there is a need to allow the maximum amount of ecological connectivity across this one natural area at that location.

 

Councillors Legendre, Cullen, Bloess and Doucet were not in support of approval of this addendum and raised following points:

·        there seems to be some conflict between what was approved in 2000 and what is being presented now with respect to the way this road does/does not determine the urban boundary

·        it is difficult to consider the roadway design without considering the planning element.  Should Council approve the Planning and Environment Committee recommendation, a major part of the natural environment area will become developed

·        several projects in the past have been stopped or aborted because they did not protect green spaces and did not fit with the urban landscape and values of the time and there is still opportunity to change or stop this project, particularly as the capital has not yet been approved

·        mitigations being offered are not sufficient to offset the environmental impacts and damage that will be done and this roadway will compound previous mistakes

·        the world and its values have changed and the City will have to grow differently if costs and environmental impacts are to be reduced and that can be achieved by voting down projects such as this which harm the environment and spawn more growth

 

Councillors Bédard, El-Chantiry, McRae, Thompson and Stavinga were in support of the staff recommendations and raised the following points:

·        the majority of the community is in support of this project and would like it to proceed as quickly as possible

·        the MVCA have expressed their support of the mitigation measures

·        this is an addendum process and not the appropriate time to make changes to the overall project or try to stop it completely

 

Mr. Lathrop clarified that the roadway itself was approved in 2000 as part of the environmental assessment process.  The fact that there will be a route was stated as part of the Official Plan, the Transportation Master Plan, as part of the growth of the Kanata urban area and as a needed link in the transportation system around Kanata.  The Addendum attempts to mitigate environmental impacts by making specifications, such as those related to property requirements for the rail grade specifications which are needed in order to make sure that the east-west railway line can be grade separated for future light rail.  If this Addendum were not accepted by Committee, the road would still proceed but without the mitigation measures. 

 

The Committee then considered the report recommendation.

 

That the Transportation Committee recommend Council approve:

 

1.                  The Environmental Assessment Addendum recommendation, as illustrated in Document 1 Recommended Addendum Alignment, to modify the roadway alignment, the roadway cross-section, and the property requirements for the future railway grade-separation of Terry Fox Drive between Richardson Side Road and Goulbourn Forced Road.

 

2.                  The finalization and filing of the Terry Fox Drive – Richardson Side Road to Goulbourn Forced Road – Environmental Assessment Addendum Report detailing the above noted recommendations.

 

                                                                                                CARRIED

 

Yeas (5):    G. Bédard, E. El-Chantiry, M. McRae, D. Thompson, J. Stavinga

Nays (4):    R. Bloess, A. Cullen, C. Doucet, J. Legendre