|
Introduction Background Federal and Provincial
Environmental Assessment Coordination |
2 |
|
Study Purpose |
4 |
|
Study Objectives |
6 |
|
Policy Context |
7 |
|
Transportation and
Planning Overview |
8 |
|
Environmental
Conditions and Effects |
10 |
|
Process Scope Harmonization Transportation Alternatives Evaluation factors and Criteria |
10 |
|
Analysis and
Evaluation of Alternative Corridors and Alignments |
14 |
|
Preliminary Design |
15 |
|
Planning and EA
Process Federal Environmental
Assessment Requirements Ontario Environmental
Assessment requirements Quebec Environmental
Assessment requirements |
15 |
|
Harmonized Environmental Assessment Process |
17 |
|
Study Deliverables Phase One - Planning Feasibility and Needs
Assessment Phase Two – Environmental Assessment Deliverables by Consultant Team |
18 |
|
Consultation Plan Study Administration |
23 25 |
|
Study Duration |
26 |
|
Annex 1 |
27 |
|
Annex 2 |
28 |
|
|
|
Introduction
1.1
Background
Transportation
studies, principally the 1994 JACPAT
Study of Interprovincial bridges in the National Capital Region, and the 1999 Interprovincial Transportation Concept
Plan conducted jointly by the National Capital Commission (NCC), former
Region of Ottawa-Carleton, former Communauté urbaine de l’Outaouais, Ontario
Ministry of Transportation (MTO) and Ministère des transports du Québec (MTQ),
concluded that additional Interprovincial transportation capacity will be
required in the National Capital Region (NCR) to accommodate forecast growth in
the movement of people and goods in the 2021 planning horizon. The forecast growth in the movement of
people and goods is a result of population, employment and tourism growth in
the NCR.
On the basis of these past studies that have identified transportation
deficiencies, and having recognized the importance of integrated and
comprehensive transportation planning, the National Capital Commission, Ministère des transports du Quebec
and Ontario Ministry of Transportation have formed a funding partnership to
conduct an Environmental Assessment study of potential additional
inter-provincial transportation capacity (the “EA”).
This EA is
part of ongoing long term planning by federal, provincial and municipal authorities
in the NCR. It is an important step
toward enhancement of interprovincial and regional transportation
infrastructure and services in Canada’s Capital Region.
The NCC has prepared
this Statement of Work in consultation with its provincial partners as well as
with the City of Ottawa and Ville de Gatineau.
This document
will form the basis for subsequent preparation of Terms of Reference to be
submitted to the Ontario Ministry of Environment MOE for approval (hereafter
known as the MOE Terms of Reference).
It is the opinion of MOE officials that this Statement of Work is
comprehensive and could essentially serve adequately as Terms of Reference for
submission to MOE for approval.
The EA study shall examine and
define the nature of the problem, examine the deficiencies identified, develop
and assess a range of alternatives, identify impacts on all aspects of the
environment, suggest appropriate mitigation measures and estimated costs, and
recommend a plan having a level of design detail that is considered appropriate
to obtain all necessary environmental approvals from Quebec, Ontario and
Canada.
1.2
Federal and Provincial Environmental Assessment
Coordination
This Environmental Assessment must comply with the
requirements of the Canadian Environmental Assessment Act (CEAA), Ontario Environmental Assessment Act (OEAA),
and the Loi sur la qualité de
l’environnement du Québec (LQEQ). Canada, Ontario and Quebec have agreed to co-ordinate their respective EA
processes pursuant to the applicable environmental assessment legislations in
accordance with the principles and spirit of agreements on environmental
assessment cooperation between Canada and Quebec and Canada and Ontario.
The requirements of CEAA are triggered if the
project defined by this Study is a federal project, requires federal land, is
funded by a federal Agency, or requires an approval permit by a federal
Agency. For purposes of this EA, it is
assumed that the principal triggers include but are not limited to use of
Federal lands, and the requirement of permits under the Fisheries Act, and the
Navigable Waters Protection Act permits.
It is recognized that permits will not be obtained at the EA stage of
the Study, as more detailed design information would typically be
required. The EA report will
accordingly include enough information on potential impacts, mitigation
measures and conceptual compensation strategies to allow the federal agencies
to conclude on the significance of environmental effects.
This
document has been developed with expert advice, input and direction from
federal and provincial environmental authorities. This has been accomplished by consultation with the Canadian
Environmental Assessment Agency (CEAA), The Ministère du Développement durable,
de l’Environnement et des Parcs MDDEP), and Ontario Ministry of the Environment
MOE).
For purposes of this EA, CEAA will co-ordinate
federal environmental assessment requirements, while the Consultant will be
responsible for ensuring coordination between federal and provincial EA
requirements.
The integrated environmental, input and decision processes in schematic
form for this EA is illustrated Annex 3 of this Statement of Work and is
designed to guide the conduct of this EA.
The harmonized approach is designed to deal with the information
requirements of both federal and provincial environmental assessment Acts and
ensure effective and efficient coordination of the provincial and federal EA
processes.
It is
recognised by the CEAA, MOE and MDDEP that ongoing dialogue is required through
the EA process, and that it may be necessary for the EA to include additional
or more detailed information as the process proceeds. It is the intention of the Study partners to produce one
comprehensive package of documentation on environmental effects to meet all the
information needs of the federal and provincial governments, and the planning
framework of the City of Gatineau and City of Ottawa. Federal, Ontario Quebec , City of Ottawa and City of Gatineau
requirements regarding potential factors to be assessed in this Study have been
integrated in this Statement of Work.
2
Study Purpose
All levels of government in the NCR agree on the
importance of ensuring safe and efficient interprovincial movement of people
and goods. The NCC, MTO and MTQ
recognize that deficiencies will manifest themselves in interprovincial
transportation infrastructure capacity and continuity of interprovincial
transportation networks in the NCR, adversely affecting the future
interprovincial movement of people and goods.
Past transportation studies have suggested that the situation will
degenerate deteriorate with continued population, employment and tourism growth
in the NCR unless concerted efforts are made to enhance interprovincial transit
modal share, travel demand management (TDM) measures are put into practice, and
additional interprovincial transport capacity is provided for the efficient and
sustainable mobility of people and goods.
Past transportation studies, the 1994 JACPAT Study and the 1999 Interprovincial Transportation Concept Plan recommended different solutions to interprovincial transportation infrastructure capacity deficiencies. It is important that in the early phase this Study develops a comprehensive definition and conducts a review of the problem, identifies the relationship of the problem to the lack of appropriate approaches to interprovincial crossings, examines the nature of the deficiency, determine the magnitude of long distance compared to short distance travel and develop an understanding of the origins, destinations, travel patterns and demands.
Considering the significance of interprovincial
corridors to the local and provincial economies and quality of life, and
considering the adverse effects of poor interprovincial traffic conditions and
congestion, Canada, Ontario and Quebec are sponsoring this EA to help alleviate
growing future disruptions to interprovincial transportation in the NCR.
The purpose of this EA is to assess prospective
interprovincial transportation infrastructure capacity deficiencies in the NCR
by considering the provision of sufficient additional interprovincial transport
infrastructure capacity for a 20 year planning horizon and beyond. The EA will be conducted in two phases. Phase 1 will clearly define the problem(s),, assess the need and justification for new interprovincial transportation
capacity in the NCR, examine traffic circulation issues and possible solutions, identify and evaluate new optional interprovincial corridors, determine the role and
function of any new river crossing(s), develop conceptual designs for the
optional corridors and associated alignments, and recommend the technically
preferred corridor(s) and associated alignment(s). Phase 2 will assess the environmental,
social, economic, heritage, and planning impacts of the technically preferred
corridor(s) and associated alignment(s), prepare preliminary designs for the
technically preferred corridor(s) and associated alignment(s), including
property requirements and order of magnitude costs, will propose mitigation
measures and construction methodology at a level that is acceptable to obtain
Quebec, Ontario and Canada environmental approvals.
The specific need and description for any proposed
option(s) will be developed during Phase One of this Study through the
preparation of a Transportation Planning, Need and Justification Report. The Transportation Planning, Need and
Justification phase will include travel demand forecasting by way of the EMME/2
model and transportation analysis for the 2021 and 2031 planning horizons.
The scope of impacts and benefits likely to be
associated with the technically preferred option(s) may include, but not be
limited to –
§
Urban growth and development
benefits and impacts
§
Community and property impacts
§
Benefits and impacts on the
existing and planned transportation network
§
Impacts on water quality, on
existing terrestrial and aquatic vegetation, fauna and fisheries habitats
associated with the Ottawa River and any other waterway affected by the
interprovincial capacity upgrade and associated infrastructure
§
Impacts on terrestrial wildlife
§
Noise and vibration due to any
construction and any vehicular traffic associated with the upgrade to
interprovincial capacity
§
Nuisance during any construction
associated with the interprovincial transportation capacity upgrade and allied
infrastructure needs
§
Benefits to future
interprovincial movement of people and goods
§
Air quality
§
Economic impacts and benefits
§
Social impacts
§
Heritage impacts
Technical work associated with this EA will build
on and include a review of recent and past interprovincial transportation
planning work completed in the NCR, including the Rapibus study, the Ottawa
Transportation Master Plan, the NCC Core Area Plan, JACPAT Study and
Interprovincial Transportation Concept Plan.
All relevant issues and opportunities will be reviewed during this
Study.
3
Study Objectives
The various component studies associated with this EA shall -
§
Develop the Terms of Reference, required by the Ontario Environmental Assessment Act,
including public and agency consultation and approval by the Ontario Ministry
of Environment
·
Define the study area and illustrate on a map suitable for public
presentations
§
Describe
the purpose, need, justification and timing for additional interprovincial
transportation capacity by way of a new link or links in the 2021 and 2031
planning horizons;
§
Validate
existing and future interprovincial travel demands for the movement of people
and goods
§
Define
and analyse the range and types of alternatives to the development of
additional interprovincial link or links for consideration, including the
"status quo" scenario;
§
Define
and evaluate reasonable optional corridors and conceptual alignments for the
development of additional interprovincial transportation infrastructure
capacity, including mitigation plans and how these would be implemented; define
the appropriate environmental monitoring strategy using a Multi Attribute
Trade-Off System (MATS) evaluation
system; assess the environmental impacts and mitigation measures, aesthetic
significance, transportation impacts, community impacts, economic impacts and
all development costs, including management, maintenance, lifecycle and
operational costs of the technically preferred option(s);
§
Recommend
and prioritise the two (2) highest technically
ranked conceptual design(s) for subsequent detailed assessment;
§
Provide
a detailed consultation plan that clearly engages the public, Federal and
provincial agencies, municipal councils and special interest stakeholders, and
that follows at a minimum the environmental requirements of the Québec, Ontario
and Federal governments;
§
Identify
and implement requirements for co-ordinating the environmental assessment
processes of Quebec, Ontario and Canada
§
Estimate
the total cost and the benefits of the provision of any new interprovincial
link or links, and associated approach connections with local and provincial
transportation networks, including capital and maintenance costs
§
Identify
a level of design for the preferred link or links, including associated
approach connections with local and provincial transportation networks, that is
considered necessary to obtain environmental approvals from Canada, Quebec and
Ontario authorities
§
Identify
construction staging options and implementation strategy for construction of
the preferred link or links.
§
Obtain
the necessary environmental assessment approvals in accordance with
requirements of Canada, Ontario and Quebec authorities.
Vertical profile, grade separation and earthwork
issues would be examined in conceptual form for candidate interprovincial
corridors and links. Possible types of
structures and interchange configurations would be identified at a concept
level for the preliminary evaluation.
Environmental effects and mitigation measures would also be identified
at the concept design level, providing adequate information to proceed with
subsequent more detailed location, evaluation and design activities.
The Federal Department of Fisheries
and Oceans and Transport Canada has identified information requirements for the
construction of bridges with the expectation that authorisation in accordance
with the Fisheries Act and the
Transport Canada Navigable Waters
Protection Act will be required.
The information requirements are listed in the Supporting Documents
section of this Statement of Work. The
consultant is required to contact Fisheries and Oceans Canada to obtain the
appropriate documentation.
4
Policy Context
Existing plans and policy documents shall provide
the policy framework for this EA Study.
The documents listed in Annex 1 will be reviewed by the Consultant in
the initial stages of the EA to incorporate the most recent federal, provincial
and local policy directions.
There are a number of analogous principles in the
aforementioned documents and other planning, transportation and environmental
policy documents. These principles will
help guide the selection and evaluation of options and of the assessment of the
preferred option in this Study. The common
principles include –
§
Efficient management of economic
growth and vitality
§
Making effective and efficient
use of existing transportation infrastructure
§
Developing a safe and efficient
interprovincial transportation network for the movement of people and goods
§
Developing an integrated network
for interprovincial mobility that enhances sustainable urban transportation choices for the public
and that works to protect the environment
§
Transportation strategies and
technologies that promote a clean and healthy social and natural environment
§
Support
national and local clean air objectives
§
Improve
overall accessibility to and in the National Capital Region
§
Reduce
the impacts of interprovincial heavy truck transport on the core area
§
Discourage urban sprawl and promote smart growth
consistent with federal, Ontario and Quebec policy directions.
The Consultant must achieve a good
understanding of planning and transportation issues affecting the NCR over the
next two decades. The factors
that affect transportation in the NCR are affected by growth in population,
employment and tourism both in the NCR and in areas external to the NCR. This Study must include consideration of mid and long-term planning
horizons and a balanced examination of options that will help relieve
interprovincial traffic congestion, favour orderly and managed growth, and
promote integrated land use and transportation development. It must also take into account interprovincial
transportation network integration, inter modal linkages, and access to key
activity and growth areas. It must also take into account the transportation
planning framework in the NCR established by federal, provincial and municipal
levels of government.
The
City of Ottawa Official Plan (OP) adopted in 2003 projects a population
increase from 800,000 to 1,200,000 people by 2021. Transportation improvements are considered crucial by the OP in
accommodating this population growth and the associated increases in travel
demand. The OP proposes a growth
management strategy that emphasizes urban intensification and increased
mixed-use development centered on rapid transit as a means to deal with travel
demand and to discourage the use of single occupancy vehicles for peak period
travel. By minimizing the future need
for new and widened roads, while avoiding levels of congestions and air
pollution, this strategy supports the vision of sustaining the natural
environment, optimizing economic vitality and ensuring healthy communities. The City of Ottawa Transportation Master
Plan (TMP) was approved in 2003. The
TMP established a target for interprovincial transit modal share of 36%,
representing a substantial increase from the present estimate of 16%, thereby
requiring concerted measures to make transit more competitive. The TMP has also
indicated the City is prepared to work with the federal, Ontario and Quebec
governments and the City of Gatineau to determine the location of two new
crossings of the Ottawa River, and until such time has committed to prohibiting
development that could hinder the implementation of any identified potential
crossing locations, including those at Kettle Island, and between Orléans and
Angers.
Interprovincial heavy truck traffic
in the urban core of the City of Ottawa, including on King Edward Avenue, is a
key issue. King Edward Avenue is a
principal municipal route in the eastern core area of Ottawa and serves as a
direct connection by way of the Macdonald-Cartier Bridge with the Quebec
highway network in the Ville de Gatineau.
The MacDonald-Cartier Bridge represents the only direct interprovincial
link among the five existing interprovincial vehicular bridges to the Quebec
provincial highway network. Ottawa City
Council has endorsed a preferred plan for renewal of King Edward Avenue to a
4-lane facility that recognizes the need to accommodate a mix of modes, and
recognizes that the King Edward Avenue/Rideau Street/Waller Street/Nicholas
Street route will remain a truck route until such time as a new interprovincial
bridge is built and designated as an interprovincial truck route. City Council also agreed that the
feasibility of modifying the existing 6-lane configuration to a 4-lane option
shall be reviewed once this Environmental Assessment study is completed.
Other key transportation issues to be examined in this study include regional mobility for a range of trip purposes, existing and projected peak period congestion safety and security, links with provincial highway networks, and the method of financing including the principles of Private-Public Partnership and Design-Build-Operate.
The Official Plan for the City of Gatineau aims at ensuring effective transportation and transit services for all residents and employment areas, with special focus on the downtown Hull sector and downtown Ottawa, including alternative modes of mobility, such as bicycle, pedestrian, public transport, and taxis. The Plan has established a hierarchy of roadways, and defines a transit system strengthened by a comprehensive and growing network of High Occupancy vehicle (HOV) lanes. The City of Gatineau recognizes the Kettle Island corridor and Britannia-Deschênes corridor as potential axes for the establishment of future interprovincial crossing or crossings. It is committed to analyzing all potential corridors leading to a decision on the location of a new crossing or crossings.
The National Capital Commission (NCC) has a federal mandate and mission to build the Capital Region as a source of pride and unity for all Canadians. The NCC accordingly has a strong interest in projects that influence the image and livability of the National Capital Region. The Plan for Canada’s Capital was developed by the NCC in 1999 to provide overall guidance to planning and transportation decisions affecting federal lands in the NCR. The Plan envisions optimization of existing interprovincial bridges to support efficient mobility and use of infrastructure, and envisions a new crossing across the Ottawa River to link communities in Gatineau and Ottawa to facilitate access to visitor destinations and federal accommodations. The Plan focuses interprovincial access on facilitating the mobility of goods and people, and stress the need for cooperation amongst all governments to reduce demand for and determine the location(s) timing of, future river crossing(s), while minimizing community and environmental effects.
The NCC also recently prepared the Strategic Transportation Initiative (STI) White Paper that
articulates federal goals for sustainable urban transport in the Capital
Region. The STI builds on a number of recent federal initiatives that have been
directed at encouraging more sustainable communities and urban transport
choices. The STI focuses on categories
of Moving People, Moving Goods, System Integration, Symbolism, Federal Assets
and Infrastructure, and National and International Context that are supported
by strategies and actions that would be implemented by the Commission or
jointly with other levels of government and the community. Implementation of the strategies will be
subject to the availability of budget funding, and some would require more
study and evaluation while others would likely be reviewed over the lifetime of
the STI.
6. Environmental Conditions and
Effects
This Study shall use a process that aims to decrease or prevent
detrimental environmental effects. For
the purposes of this Study, "environment" will include natural,
social, archaeological, economic, heritage and cultural features. Specific mitigation measures and approaches
for management of environmental effects will be developed and defined as part
of the Study.
Secondary source environmental research will be required prior to and
during the preparation of Terms of Reference for MOE approval and preparation
of the Study Design for this EA. The
results of that research would enhance understanding of the existing
environment and principal environmental features in the Study area along the
entire Ottawa River corridor.
Supplementary environmental investigations, including field
investigations will be required during the Study. This environmental work will help further identify environmental
conditions features in more detail, and will assist in the assessment of
alternatives to the project and the generation and evaluation of alternative
methods. More detailed environmental
examination will be required as the study progresses and the range of candidate
interprovincial corridors becomes more focused.
7
Assessment Process
7.1
Harmonisation
The multi-partner and interprovincial
aspects are a unique characteristic of this EA. The intent of the partners is to conduct one body of work
pertaining to the generation, analysis, evaluation and recommendation of
options, and document the EA findings, conclusions and recommendations in a
format that is suitable for review by the partners, other authorities,
stakeholders, and the public.
The environmental requirements of
Canada, Quebec and Ontario will be applied to this Study. Where two or more processes may indicate
different levels of requirements, in order to achieve the same goal, the more
stringent and rigorous will must be applied.
While it is recognized that definitions, measurement methods, levels of
detail and consultation requirements of according to the different processes
may vary, and that the Study will satisfy the requirements established by CEAA,
MOE, and MDDEP., the Study must also satisfy other relevant Canadian, Ontario
and Quebec legislations.
7.1.
Transportation
Alternatives
Future interprovincial crossing
locations and associated links with roadway and highway networks in Ottawa and
Gatineau shall be determined following a study of all reasonable corridor
options that include but are not limited to Kanata-Aylmer, Britania-Deschênes,
Lemieux Island, Kettle Island, Petrie Island, MacLaurin Bay, and a link between
Cumberland and Masson.
The EA must
also include a consideration of alternatives to the undertaking, including but
not limited to –
Travel Demand Management
(TDM) strategies
that include measures to improve the function of the existing transportation
system by managing travel demand without expanding or providing new
infrastructure. TDM strategies are
aimed at reducing total demands on the transportation network, shifting demands
to time periods outside of the peak traffic periods, and shifting demands to
alternative modes of transportation, namely walking, cycling and transit.
Transportation Systems
Management (TSM) measures
designed to improve the efficiency and safety of the interprovincial
transportation system and optimize the use of existing and planned
infrastructure through a range of initiatives. Measures include transit
priority, intelligent transportation system strategies, high occupancy vehicle
(HOV) lanes, Park’n’Ride facilities and dedicated bus lanes.
Improved or New Bus
Transit Services designed to
enhance the capacity of the transit system by increasing services on the
existing transportation network, accommodating new transit services.
New Light Rapid Rail
Transit Systems for commuter and visitor travel along new corridors.
Diversion of Goods
Movement from the Core Area to peripheral areas of the NCR or by the potential
diversion of freight transport from trucks to rail, to encourage a greater proportion of interprovincial freight
movement outside the Core Area and thereby provide some relief to
transportation congestion along existing interprovincial corridors in the urban
area.
Improvements to
Interprovincial Networks whereby
capacity is improved on existing facilities or new facilities are provided to
increase capacity and improve the performance of the interprovincial
transportation network. Congestion is
alleviated through additional capacity on existing roadways or by adding
interprovincial capacity in new corridors.
Doing Nothing also considered as the status quo, where the
transportation system is limited to implementation of routine maintenance
initiatives to ensure the safe movement of people and goods.
7.3
Evaluation Factors and Criteria
The assessment of alternatives shall consider general factors and
criteria that reflect objectives aimed at tackling the transportation problems
and issues established by the Transportation Planning, Need and Justification
process, while evaluating potential impacts on the environment. The assessment of alternatives will use the
following list of proposed factors and criteria. These represent the minimum considerations for identifying the
utility and drawback of the various alternatives, and is subject to refinement
based on input obtained as part of the consultation for this EA Study.
Transportation
Factors including transportation safety, levels of service, mobility,
congestion, accepted codes and
standards, construction staging, interprovincial system continuity, linkage
with local and provincial roadway networks, travel time, freight movement
efficiency , transit modal share improvements.
The transportation analysis and functional design of alternative crossing alignments shall include
consideration of vertical and horizontal
clearances required to satisfy Transport Canada Navigable Waters Protection Act
requirements, pier protection, and interchange configurations to function at or
above acceptable levels of service to accommodate 2021 traffic demands. Specific
criteria may include but not be limited to -
§
Impacts of any proposed interprovincial transportation
system modifications on demands for the movement of people and goods.
§
Impacts of any proposed interprovincial transportation
system modification on growth in peak hour interprovincial travel and induced
demand
§
Extent to which any proposed modification to the
interprovincial transportation system resolves identified problems and issues.
§
Extent to which use of the existing road and transit
systems are optimized by the use of TDM and TSM measures.
§
Impacts of any proposed modification to the
interprovincial transportation system on enhanced network connectivity and
continuity.
§
Impacts of any proposed modification to the
interprovincial transportation system on improved modal choice and a more
balanced transportation system.
§
Impacts of any proposed modification to the
interprovincial transportation system on conformity with federal, provincial
and municipal plans and policies,
§
Impacts of construction on the existing or planned urban
transportation network in the NCR,
Economic
Factors
will be evaluated using primary and secondary sources, field observations and
possibly interviews with economic stakeholders, and will consist of and not be
limited to commercial and industrial environments, property requirements,
businesses, tourism; and the introduction of electronic tolling systems.
Specific
criteria may include and not be limited to impacts or benefits to -
§
agricultural activities
§
commercial and industrial areas
§
provincial, regional and
municipal economic policies regarding tourism and recreation.
§
land use and growth management
strategies in provincial, regional and municipal plans.
Social
Factors
may be evaluated using secondary sources, field observations and possibly
design simulation and virtual modeling to ensure context-sensitive design, and
will consist of but not be limited to consideration of landscape and urban
design, noise, community integrity, recreation potential, emergency services,
land use plans and policies, aesthetics and visual impacts, and property
requirements. Specific criteria may include but not be limited to -
§
Areas of residential development
§
Areas of institutional
development
§
Nuisance, impacts such as noise,
vibration and lighting
§
Community cohesion and character
§
Heritage and archaeological
sites
§
Cultural landscape features
§
Parks and recreation sites
Environmental
Factors to be evaluated include but are not limited to fisheries and aquatic habitats, wildlife, significant species of fauna and flora, significant natural areas such as watercourses and sensitive areas, vegetation, surface water, groundwater, air quality, contaminated sites, erosion and sediment control, storm water management and management of any surplus materials. Specific factors include and are not limited to -
§
Impacts on natural environment features, functions,
systems and communities.
§
Impacts on consumption of agricultural and sensitive
lands
§
Impacts on toxic and greenhouse gas emissions
§
Conformity with federal, provincial and municipal
environmental protection and green space policies,
§
Impacts on prime agricultural areas
§
Impacts on important fish habitat features including
spawning, rearing, nursery and feeding areas
§
Impacts on water quality
§
Impacts on significant wetlands and wetland functions
§
Impacts on vegetation, fish and wildlife species that
are endangered or at risk
§
Impacts on ecological corridors
§
Impacts on environmentally sensitive areas and areas of
natural interest
§
Air pollutants and GHG emissions
§
Contaminated sites
§
Forest lands and woodlots
Cost
Factors include but are not
limited to construction, maintenance, and property acquisition costs. Specific criteria may include but are not
limited to –
§
Property
requirements
§
Capital,
operating, and maintenance costs
§
Lifecycle
costs
8.
Analysis and Evaluation of Alternative Corridors and Alignments
This EA Study will evaluate
alternative corridors and conceptual designs and constructability of associated
interprovincial transportation infrastructure and facilities. The designs will be prepared at the level of
detail sufficient for analysis and evaluation of impacts for each
alignment. Effects on the environment
that will be caused or may possibly be caused will be identified. In addition, approval requirements,
mitigation or compensation measures and enhancement opportunities will be
reviewed with agencies and other stakeholders.
Comments from the public, key agencies and stakeholders will be
considered in the analysis and evaluation of the alternative corridors and
concept designs, resulting in refinement of the analysis as required.
The net effects
following mitigation of each alternative alignment on the environment will be
assessed in a traceable and objective manner and used to identify the
technically preferred alternative(s). An evaluation methodology that allows for
the comparison of quantitative and qualitative data shall be used. The methodology and analysis results shall
be presented to stakeholders and the public and documented in the EA Study
report. The analysis will identify the
recommended alternative corridor(s) to be carried forward for more detailed
assessment in the EA Study. The
technically preferred alternative(s) should best resolve the specified
interprovincial transportation infrastructure need and justification. A detailed rationale for the selection of
the technically preferred alternative(s) will be provided in the EA Study
report.
9.
Preliminary Design
A
preliminary design, including plan and profile, will be prepared for the
preferred alternative corridor(s) and alignment(s), The cumulative effects for the preferred corridor(s) and
associated alignment(s) will be determined.
The preliminary design plan(s) shall be prepared to a level of
engineering detail necessary for the development of mitigation measures in
consultation with the appropriate agencies, for approvals or decisions in
accordance with CEAA by the appropriate Federal regulatory authorities, for MOE
approval under the Ontario requirements, for approval by the Ministère du
Développement durable, de l’Environnement et des Parcs (MDDEP) in accordance
with Quebec requirements, and for approval by other federal and provincial
regulatory authorities. Mitigation or
compensation measures and enhancement opportunities will be determined in consultation
with federal and provincial regulatory agencies and other stakeholders as
required. Recognizing that there could
be a considerable time period between endorsement of the EA Study results by
the partners and implementation, a process will be developed through the EA
Study to identify potential revisions to the design(s) to reflect advancements
in engineering and environmental mitigation practices.
It must be noted from the multi partner
environmental assessment, input and decision process for this Study as
illustrated in Annex 3 that concurrence among partnering parties must be
achieved prior to proceeding from Phase 1 to Phase 2.. The multipartner feature and interprovincial
character of this EA requires several environmental assessment reports to be
completed and submitted for approvals to the various Canadian, Ontario and
Quebec authorities. The EA must be
flexible enough to allow enhancements to the process as required based on
findings of the Study as well as public and stakeholder input received during
the course of the Study.
10.1
Federal Environmental Assessment Requirements
It is expected that technical work associated with
this EA Study will provide adequate information to support a decision to
trigger the Canadian process and to allow federal authorities to make a
decision in accordance with CEAA.
Preliminary design of the technically preferred interprovincial
corridor(s) and route alignment(s) will accordingly be required as part of this
EA Study. It is anticipated that this
will assist federal and provincial authorities to make informed decisions in an
integrated fashion. It is recognized
that ongoing dialogue between the partners for this Study, municipal
authorities, and federal authorities including CEAA, Department of Fisheries
and Oceans, Transport Canada and others will be required throughout the Study
process as details of the project become more apparent.
10.2
Ontario Environmental Assessment Requirements
Ontario environmental assessment legislation requires
that proponents develop and obtain approval for Terms of Reference before
initiating an environmental assessment.
The Terms of Reference are subject to review by agencies, stakeholders
and the public, and are submitted to the Ontario Minister of the Environment
for approval. The proponent can
subsequently proceed with the environmental assessment in accordance with the
approved Terms of Reference.
10.3
Quebec Environmental Assessment Requirements
The principal authorizing agency for this Study in Quebec is the Ministère du Développement durable, de l’Environnement et des Parcs (MDDEP), who must issue a ‘Certificate of Authorization’ to proceed. Typically, a decision on the EA Study report and the certificate application including the notice for the eventual project along with opportunities for public consultation and input following completion of the environmental assessment study report could require up to 18 months, following completion of the EA Study. The process is usually triggered with the filing of a project notice,, followed by submission of the EA report for review by the MDDEP. The public consultation process can commence once the MDDEP accepts the EA Study report. A 45-day public consultation period is then announced by the Bureau d’audiences publiques sur l’environnement (BAPE). During the public consultation period, any individual may request a public hearing. The BAPE process takes four months, involving a public hearing with evidence presented by experts as well as by members of the public. The BAPE process is completed with a report to the Quebec Minister of the Environment.
The
Quebec Environmental Assessment Act (QEAA applies to bridge and roadway
projects that are defined as having a
length of at least one kilometre, a width of at least 4 lanes, a right-of-way
of at least 35 metres, that requires any digging, dredging, filling or
embankment works equivalent to at least 300 metres in length or 5000 m2.. In such circumstance, a conceptual
definition of the method of implementing the project must be provided.
Quebec environmental assessment authorities
require the definition of the project as the determinant of the trigger to
proceed with the environmental assessment.
In the case of this Study, where project information is not defined at
the initial stages, Quebec environmental assessment authorities have indicated
that the project definition and any decisions in accordance with the QEAA will
require a Planning,
Feasibility, Need and Justification report at the end of Phase 1, followed by
the Environmental Assessment of the technically preferred alternative for the
defined project in Phase 2. Quebec environmental assessment authorities have
agreed to participate until there is conclusive and certain information to help
them define the project and also with respect to their responsibilities
regarding the subsequent environmental assessment. Quebec environmental assessment authorities have also agreed to
deposit a notice of commencement for this EA Study as soon as possible, prior
to identification and definition of the project. This would allow Quebec environmental
assessment authorities to participate from the earliest stages of the
process. Official Quebec directives identifying
environmental assessment process requirements for roadways are included in the
list of supporting documents in Annex 2.
The document is intended to help define the process and scope and extent
of the evaluation of impacts. It identifies
the explicit information necessary to the environmental assessment process and
the process of authorization by the government.
11.
Harmonized Environmental Assessment Process
Recognising that the initiative to enhance
interprovincial transportation capacity will require approvals from Canada,
Quebec and Ontario, the partners for this Study are proposing to follow a
harmonized process that would satisfy the requirements of the respective
environmental assessment legislation of Canada, Ontario and Quebec, and
rerspect the environmental and transportation planning objectives of the cities
of Gatineau and Ottawa. The principles
of the Canada-Quebec agreement and Canada-Ontario agreement are attached as
Schedule E and Schedule F respectively.
A key common principle is that agencies, interest groups, community
groups and the public are provided the opportunity to participate and provide
input throughout this EA Study process.
The partners for this EA accordingly are committed to actively seeking
input from all stakeholders at key milestones in this Study. Another key principle requires the partners
for this EA Study to ensure that the more rigorous requirements are
incorporated where different processes may specify different requirements in
conducting the EA Study. The intent is
to conduct one body of work pertaining to feasibility, need and justification,
to analysis and evaluation of alternatives, and to the documentation of the EA
Study findings in formats suitable for review by regulatory authorities, by
stakeholders, and by the public.
12.
Study Deliverables
This Study will utilize a two-phased approach to examine alternatives, identify a technically preferred alternative, and complete the environmental assessment of the preferred alternative. Phase 1 will focus on preparation of a study design by the consultant, development by the consultant of Terms of Reference for approval by the Ontario Minister of the Environment, definition of the problem, need, rationale and justification for the studythe identification and assessment of alternatives to the project, and evaluation of alternative corridors and conceptual route designs to determine the technically preferred corridor(s) and conceptual alignment(s). In Phase 2, the environmental, social, economic, cultural, urban design and transportation impacts of the technically preferred corridor(s) and preliminary design(s) of the technically preferred alternative(s) shall be assessed, and mitigation measures proposed.
As the scope of alternative locations and alignments become more focused, more detailed environmental investigations shall be conducted. Impact assessment will be conducted at a more general and strategic level, based primarily on secondary source information when comparing alternatives to the proposed option(s) and in more detail when comparing alternative locations and alignments for the endeavor. The information collected will have to be supplemented with field data and additional research when evaluating alternative locations and alignments. Once the technically preferred corridor(s) and route alignment(s) are selected, more detailed data and inventories will be collected and analyzed.
12.1
Phase One - Terms of Reference, Planning Feasibility and Needs
Assessment
§
Prepare a Terms of Reference for submission to the
Ontario Ministry of Environment and notice of study commencement, and all
associated required public notices, and including public consultation reports
summarizing comments by review agencies and the public, as part of the
mandatory review of the Terms of Reference required by the MOE;
§
Review of background plans, studies and other applicable
information;
§
Identify need for any additional data or information
collection, including proposed methodology, need, purpose, and associated cost;
§
Document existing conditions including environmental,
transportation, social heritage, cultural, land use;
§
Prepare a Study design including detailed outline of
technical tasks, associated scopes, consultation program, timelines and
deliverables, to be disclosed for review by the public and stakeholders,
and refined as required following public and stakeholder input;
§
Develop an approach to meet the EA requirements of
Quebec, Ontario and Canada in a coordinated fashion, including proposed steps
and key milestones;
§
Prepare a notice of Study initiation for submission to
Ministère du Développement Durable, de l’Environnement et des Parcs(MDDEP) as
required by Quebec environmental legislation;
§
Describe the appropriate process for screening of all
reasonable options and alternatives;
§
Define a methodology, factors and approach for
evaluation of alternatives, including and not limited to engineering, planning,
geotechnical, social, transportation (including public transit, cycling and pedestrian needs), environmental and economic considerations;
§
Define a detailed consultation program including
identification of study advisory committees including membership, roles,
responsibilities, and timelines, stakeholders;
§
Make provision for presentations to the Study partners.
§
Identify in consultation with community, business,
interest groups, and industry stakeholders key economic, environmental,
technical, design and service issues and concerns, and seek input regarding
alternative corridors, concepts, evaluation factors and evaluation methodology;
§
Describe
the characteristics and rationale for the initiative, define the problem,
§
Define the initial range of alternative corridors,
conceptual infrastructure links, and alternatives to the endeavour including
but not be limited to the “status quo”, possible congested network option,
network improvement option, and concerted transit improvement option for the
2021 planning horizons;
§
Evaluate the alternatives to the
proposed option(s) to determine how well they satisfy the aforementioned
factors, including order-of-magnitude
capital and operational costs. The evaluation shall utilize a comparative
analysis process such as the Multi-Attribute Trade-off System (MATS) to allow
the study partners, stakeholders and public to evaluate trade-offs involved in
the evaluation and use of the resulting information in the decision-making
process. Sensitivity testing shall be
conducted to reflect the broad range of public, stakeholder and agency
values. This phase shall also
incorporate a peer review such as Value Engineering,;
§
Refine the preferred alternative(s) as a result of a
peer review process such as Value Engineering, including development of
mitigation plans;
§
Identify the technically preferred alternative(s)
including conceptual alignment(s) and approach route(s) designs plus associated
implementation strategy;
§
Prepare the Planning Feasibility, Needs Assessment and
Justification report for presentation to City of Ottawa Transportation
Committee, Ville de Gatineau Planning Advisory Committee, National Capital
Commission Executive Management Committee, and deposit the report for review by
stakeholders, federal and provincial regulatory authorities, and the public;
§
Prepare public and agency consultation reports that
describe the methodology for analysis and reply to public and reviewer
comments;
§
Define the process, scope, tasks, schedules,
deliverables and estimated costs for
the detailed environmental assessment in Phase 2 using a Work Breakdown
Structure (WBS) format.
12.2
Phase 2 – Environmental Assessment
§
Define detailed assessment methodology, factors,
criteria in consultation with the Study partners, stakeholders and the public;
§
Assess the environmental, transportation, transit,
social, design, economic, property, and planning impacts for the technically
preferred interprovincial transportation crossing(s) and associated conceptual
route alignment(s), including impacts during construction , cumulative impacts,
and mitigation measures.
§
Preliminary design for the technically preferred
alternative(s) including approach route(s) and intersection alignment(s) with
existing and planned transportation networks and transit services;
§
Identify property requirements in accordance with the
preliminary design for the technically preferred alternative(s);
§
Identify cost estimates for the selected alternative(s)
, to include capital, operational and maintenance costs, and defined as level of estimate with a precision of ±20% and
equivalent to a “Class C” estimate, prepared with the intention of confirming the cost of the recommended
option;
§
Identify a preferred implementation strategy using a
Work Breakdown Structure (WBS), including methods of financing such as private-public
partnerships and design-build-operate-handover, plus others;
§
Prepare the draft environmental assessment report for
consultations with stakeholders and the public to obtain input on the results of the
environmental assessment. Consultations
shall include but not be limited to meetings with various stakeholders to
discuss specific issues during the study process, public meetings open to the
broad public, public comment periods on specific aspects of the EA Study;
§
Prepare
public consultation and agencies consultation reports that describe expressed
concerns and responses to expressed concerns;
§
It is
considered that the draft environmental assessment report and consultation
reports will require four (4) iterations, including review and comments by NCC,
by study partners, by regulatory agencies, and by other stakeholders;
§
Prepare the final EA report incorporating comments and
adjustments as a result of the stakeholder and public review;
§
Obtain all necessary approvals from regulatory
authorities;
§
Present the EA report to City of Ottawa Transportation
Committee, Ville de Gatineau Planning Committee, the NCC Advisory Committee on
Planning, Design and Realty, NCC Executive Management Committee, MTO, and the
public.
The
Consultant will be responsible for ensuring that all presentations utilize MS
PowerPoint and be in bilingual format.
The deliverables by the Consultant for this Study will include, in their
final form, 20 bilingual copies each of the following –
MOE Terms of Reference and
associated supporting documents for approval by the Ontario Ministry of
Environment and notice of study commencement.
Study Design that represents essentially the
terms of reference for the Study, including a baseline schedule for all tasks associated with the Study, key milestones and all
activities to reach the milestones dates.
Schedules shall be updated monthly and be presented and reviewed by the NCC.
Deviations from the baseline schedule shall be discussed and the
Consultant will be responsible for adequate resources to retain the schedule on
track;
Draft and Final Planning Feasibility and Needs
and Justification Assessment Reports, including conceptual
alternatives, scoping of issues and parameters, detailed evaluation criteria,
results of evaluation of alternatives, identification of mitigation measures,
refinement of alternatives including environmental management plans,
preliminary cost estimates for comparative purposes, and selection of the
technically preferred alternative(s), alternative sources of funding, and
results of consultations with stakeholders and the public;
Draft and Final Environmental Assessment
Reports, including preliminary design for
the preferred alternative(s), property requirements, Class "C" cost
estimates for the selected alternative(s), corresponding implementation
strategy, and results of consultations with agencies, stakeholders and the
public documenting concerns raised and responses to concerns. The precise nature of the
documentation is to be determined through the development of a coordinated EA
process.
The
Consultant shall be responsible for organizing, preparing, attending and
recording all Technical Advisory Committee, Public Advisory Committee and Study
Team meetings. The Consultant shall
also be responsible for recording and distributing notes of any additional
meetings with other relevant stakeholders as required and as approved by the NCC Project Manager.
Meetings of
the Study Steering Committee, Study Team, Technical Advisory Committee and
Community Advisory Committee shall proceed in bilingual format with translation
services as required. The Consultant
will be required to prepare and deliver all meeting notes within ten (10)
working days. The Consultant must also
be prepared to take responsibility for written inquiries and requests for
technical information associated with the EA from these committees in a timely
manner with the approval of the NCC Project Manager.
The
Consultant will define the schedule of activities for the Study using MS
Project software. All activities shall
be clearly indicated, linked and critical activities indicated. The Consultant shall update the schedule monthly at minimum or with each billing
date at a minimum. All reports shall be reviewed and approved by the NCC.
The
Consultant shall develop a clear,
concise, traceable Quality Control plan as approved by the NCC Project Manager.
In addition
to printed copies, the Consultant will
provide digital copies of plans and reports in the appropriate format according
to Federal, Ontario and Quebec standards, including MS Word, and PDF for text,
AutoCAD for plans and maps, and any other format required by the NCC.
Draft and final reports and plans shall be produced in both English and
French.
Reports for
this study produced by the Consultant
shall be made available for the NCC
and its funding partners to access by way of a secure portal to a web site
developed by the Consultant for
this Study. The portal shall be
password protected and the Consultant
shall ensure all information is virus free on a daily basis.
The Consultant shall within twenty-one (21) calendar days of notification of the award of contract by the NCC, develop and submit to the NCC for approval, a records management plan outlining the strategies to be employed to ensure that proper records are maintained throughout the duration of the project. The records management plan, once accepted by NCC shall form the basis of all record keeping by the Consultant for records under their responsibility, throughout the duration of the project. The NCC has the right of access to these records at all times and the right to prepare copies at its discretion and cost.
13.
Consultation Plan
The EA
study will require a comprehensive public consultation plan to deal with issues
and interests among local residents, community stakeholders, First Nations
peoples, businesses and environmental groups. The purpose of the consultation
plan is to ensure that all public and stakeholder concerns and issues are
brought forward early and dealt with effectively and appropriately. Given the need for a comprehensive public
consultation process, the Consultant will be responsible for developing and
conducting an open and participatory public consultation process. There will be Public Advisory Committee and
Technical Advisory Committee meetings involving community groups, business
interests and special interest groups.
In addition, public consultation will be accomplished by various ways,
including meetings, information sessions, and the web to encourage and obtain
input from the general public.
The public shall be consulted in the
Gatineau and Ottawa portions of the study area. The study area is the Ottawa River corridor, defined by the urban
and non-urban areas straddling the Ottawa and Gatineau shorelines of the Ottawa
River within both municipal boundaries.
It is incumbent upon the Consultant to clearly define the public
consultation process that will engage the public and allow the public to be
integrated into the environmental assessment study process. The Consultant will also be responsible for
preparation of all public consultation sessions, including but not restricted
to preparing public notices and their media placement, contacts with the
community, web site updates, presentation materials, notes, and reports on the
comments and responses from the public consultations in bilingual format.
The provincial native affairs departments and
Indian and Northern Affairs Canada will be contacted by the Consultant to
review any First Nations presence within the Study aea. All potentially affected parties will be
contacted to seek their interest in participating in the consultation process
for this Study in the manner best suited to their needs.
The Consultant shall develop a comprehensive consultation process for this study that also identifies other stakeholders. The consultation process shall help identify and understand concerns and issues early in the study, document all issues and concerns; and document the consultation process. A key component of the consultation plan will be the development of a Web Site that will be hosted by the Consultant. Design, development and maintenance of the Web site for the Study, including both public and project management components, will be the responsibility of the Consultant. The Web site will satisfy NCC Web Standards as follows -
Public component of web site:
§ Design to incorporate the corporate identities of the Study partners, to be approved by the NCC
§ Universally accessible based on W3C standards at a minimum and GOL universal accessibility web standards
§ Incorporate meta-tags & search function
§ Ensure timely and up to date content
§ Provide for 600 X 800 resolution
§ Limit the size of PDF files to between 5 to 10 MB
Project Management Component
§ User-friendly interface (HTML or Programming knowledge not required by user)
§ Accessible and protected via password
§ Dedicated workspace with the ability to view/post documents and discussions
§ Multiple file uploads
§ Project data archiving (document management) at a minimum on CD – integration with NCC iRIMS
§ Ability to determine who gets access to different information
§ Information and technical support available 24/7, 365 days
§ E-mail notification to users
§ Ability to customize user profiles
§ Scalable, up-gradable, secure SSL encryption that is typically offered by financial institutions
§ Permissions management
§ Team management
§ Ability to assign tasks to users
§ Daily back-up of project files
§ Multiple project/sub-project hosting capabilities
§ Ability to upload and view video
§ Unlimited number of users
§ Provision of initial training of NCC on the use of the Web Site and on-going coaching through the project as required
§ Limited size of PDF files to between 5 to 10 MB
Hosting
§ 24/7, 365 days
§ Minimum 99% up time guaranteed
§ Provision of stats for public site on page views, unique visitors, visitor sessions, geographical regions, most popular pages; most downloaded documents, etc.
Information, updates, status reports
and notes from public meetings, schedules of Study tasks, and summary reports
at a minimum will be provided by the Consultant for the Web Site. The information
provided shall be in both official languages and also meet the requirements of
Federal, Ontario and Quebec disabilities legislations. The Consultant
shall also develop a web site for access by the NCC by way of a user password.
The site shall contain all notes of meetings and reports that are
developed during the course of the study. All web material shall be bilingual
and in PDF format where technically feasible.
The Web Site shall also identify all
consultation events, and shall be updated throughout the study process to
include reports, notifications and activities.
In addition, the Web Site shall permit comments to be directly submitted
to the NCC.
Public consultation session shall be
obligatory on both sides of the Ottawa River, convened in the east, central and
west sectors, and to be scheduled at key milestones and decision points in the
Study. Bilingual Consultant personnel shall be available for all sessions.
A Study Team coordinated by the NCC consisting of staff from the
MTO, MTQ the City of Ottawa and the Ville de Gatineau will be responsible for
providing advice and guidance to the Consultant on the study process,
assumptions, methodologies, and deliverables, overseeing the public
consultation process and input received from the public, and providing advice
to the NCC Project Manager on the administration of the Study.
A Study
Steering Committee coordinated by the NCC and including senior management
representation from the NCC, the Quebec Ministry of Transportation, the Ontario
Ministry of Transportation, City of Ottawa and the City of Gatineau will
provide administrative guidance, will have oversight responsibility on the
deliverables associated with the Study, will provide advice to decision-makers
on the conclusions and recommendations of the Study, and will aim for consensus
on financial issues associated the Study in accordance with the tripartite
funding Agreement for this Study.
A Technical Advisory Committee
shall be established by the Consultant to provide technical guidance and advice
to the NCC Project Manager and Consultant.
The Technical Advisory Committee will include but not be limited to
staff from the NCC, Transport Canada, Fisheries and Oceans Canada, Canadian
Environmental Assessment Agency, Environment Canada, Health Canada, City of
Ottawa, Ville de GatineauMOE, MDDEP, Ontario Ministry of Transportation, Quebec
Ministry of Transportation, Société de transport de l'Outaouais, OC Transpo,
Public Works and Government Services Canada.
It is anticipated that this Committee will be actively involved
throughout this study in providing technical advice to the Consultant and
reviewing technical reports produced by the Consultant.
A Public
Advisory Committee shall be established and coordinated by the Consultant
and shall include representatives of business associations, community associations
that provide a regional perspective, environmental groups, heritage groups,
transportation groups, trucking associations and any other relevant groups from
both sides of the Ottawa River. The
purpose of the Public Advisory Committee will be to provide comment on the
study assumptions, alternatives, evaluation factors, evaluation methodology,
conclusions, and recommendations.
The duration of both Phase 1 and Phase 2 of this Environmental Assessment
study will be determined as a result of the detailed Study Design to be
prepared by the Consultant, Adequate
time shall be allocated to ensure comprehensive examination and evaluation of
all factors and alternatives, and to provide for effective stakeholder and
public consultations, as well as review of deliverables.
Annex 1
Reference Documents
Greenbelt Master Plan (National Capital Commission
(1996)
Plan for Canada’s Capital (National Capital
Commission, 1999)
Gatineau Park Master Plan Review-Draft Document
(National Capital Commission, 2005)
Strategic Transportation Initiative (STI) Draft
White Paper (National Capital Commission, 2005)
Ottawa Transportation Master Plan (City of Ottawa,
2003)
Ottawa Municipal Official Plan (City of Ottawa,
2003)
Rapibus - Un
système rapide de transport en commun pour l’Outaouais (Société
de transport de l’Outaouais (2004)
Politique sur l'Environnement du Ministère des Transports du
Québec (Transports
Québec, 1994)
Plan de
développement durable du Québec – Document de consultation (Gouvernement du
Québec, 2004)
Ontario Provincial Policy Statement (Ontario
Ministry of Municipal Affairs and Housing, 2005)
Bill 136,
Places to Grow Act (Government of Ontario, 2004)
Eastern Ontario Strategic Transportation
Directions Study(Ontario Ministry of Transportation, 2002)
Annex 2
List of Supporting Documents
1.
Fisheries
and Oceans Canada Information Requirements, Bridge Construction (Government of
Canada)
2.
Environmental
Protection Requirements for Transportation Planning and Highway Design,
Construction, Operation and Maintenance (Ontario Ministry of Transportation, April
2004)
3.
Ontario
Operational Statement Habitat Management Program – Clear-Span Bridges
(Fisheries and Oceans Canada, Valid to March 2006)
4.
Directive
pour la réalisation d’une étude d’impact sur l’environnement d’un projet de
route (Direction des évaluations environnementales, Environnement Québec, 2003)
5.
Procédure
d’évaluation et d’examen des impacts sur l’environnement, Prévision
d’échéancier (Ministère du Développement durable, de l’Environnement et des
Parcs du Québec)
6.
Guide
d’évaluation environnementale (Transport Canada).
7.
Advice
to Proponents at the Terms of Reference Stage for a Coordinated
Federal/Provincial Environmental Assessment Process (Canadian Environmental
Assessment Agency, January 2005)
Annex
3
Schematic
Plan
of Combined
Environmental Assessment Inputs, Regulatory Approvals and Decisions by Partners