Official site of the City of Ottawa

Open House Road Map (September 2005)

Board 1 [ pdf ]	Welcome Welcome to our third Public Open House for the Bank Street Functional and Preliminary Design Study. Please feel free to view the presentation material and the background reports at the Resource Table. Should you have any questions regarding the material, or any other aspect of the study, please speak to any of the City, Technical Advisory Committee or Consultant team members in attendance. We encourage you to provide your comments in writing. Comment sheets are available at the registration desk. Please deposit completed forms in the comment box or mail/fax/e-mail to the address at the bottom of the form. Finally, we ask that you record your attendance on the sign-in sheet. Aims and Objectives of Public Open House No. 3 This third Public Open House will: Present preferred preliminary design details for the corridor Present streetscape and streetlighting preferred preliminary designs for the corridor Present a preliminary construction strategy Identify next steps to be undertaken in the project Identify areas for further review and next steps. Obtain your comments Background Bank Street between Wellington Street and the Rideau Canal is a major north-south urban undivided arterial in the City of Ottawa. Within the limits above, the City of Ottawa has identified a requirement for the rehabilitation/replacement of portions of its aging watermain distribution system, sanitary, combined and storm sewers, and road and sidewalk structure. Due to the size and the complexity of the project, a functional and preliminary design study is required prior to beginning the detail design and tender of the project. Initial funding was provided in 2004 for the start of functional design and Environmental Assessment (EA) work associated with renewal requirements for this length of Bank Street. Future funding requests will provide authority for final designs and implementation of the works. This Functional and Preliminary Design study will provide environmental clearance for the City to proceed with future construction following the requirements of a Schedule "C" Project under the Municipal Class EA.
Board 2 [ pdf ]	What is the Problem? The problem, or opportunity this project has addressed is "how should we rehabilitate Bank Street?" The core requirement of this project is to rehabilitate the aging and deteriorating municipal infrastructure on Bank Street. This includes: Rehabilitation/replacement of the watermain. Rehabilitation/replacement of the sanitary, storm and combined sewers. Rehabilitation/replacement of the road structure and sidewalks. Rehabilitation/replacement of the traffic control signal system and street lighting. Identification of modifications and corridor selection as required for private utilities. Using the Downtown Urban Design Strategy 2020 as a basis, the City will develop a Streetscape Plan. The project will also provide an opportunity to identify and implement minor traffic operational improvements, transit priority measures, changes to the roadway cross-sectional elements and other features deemed beneficial to the project. So ….. "If we are going to fix it, make it better" Study Purpose The purpose of this study will be to define a recommended Functional and Preliminary Design for Bank Street that will provide the City with a detailed scope of work, functional/preliminary designs, a construction phasing and staging strategy and secure environmental clearance for the project in advance of detailed design, tender preparation and construction.
Board 3 [ pdf ]	Environmental Assessment Process This project is being undertaken as a Schedule "C", Class Environmental Assessment (EA) in accordance with the Municipal Class EA document, 2000, a copy of which is available at the Resource Table. Where a project consists of multiple components having differing status under the Class EA if carried out separately, the entire project shall take on the status of the component requiring the most rigorous treatment. For example, for this project the replacement of the watermain and sewers would be a Schedule "A" activity on its own. However, the streetscaping and roadway modifications being considered, on their own, would either be Schedule "B" or Schedule "C" activities (dependent on the costing of the works). Accordingly we are planning the project under Schedule "C", the most rigorous schedule. This study will also be harmonized to satisfy the requirements of the Canadian Environmental Assessment Act, if triggered by this project. There is opportunity at any time during the environmental assessment process for interested persons to provide comments and review outstanding issues. If after participating in this project, and at the conclusion of the study, you still have serious environmental concerns, you have the right to request the Minister of the Environment to reclassify the project as a Part II order (or bump-up) to an Individual Environmental Assessment.
Board 4 [ pdf ]	Study Organization PUBLIC Community Associations Interest Groups BIA's CITY COUNCIL   OTHER AGENCIES National Capital Commission Ministry of Transportation City of Ottawa - EPSD Fire Services Branch City of Ottawa - EPSD Emergency Medical Services Branch City of Ottawa - Ottawa Police Services City of Ottawa - Economic Development City of Ottawa Light Rail Office Rideau Valley Conservation Authority Ministry of the Environment Ministry of Culture Ministry of Tourism and Recreation Ministry of Health Ministry of Economic Development and Trade Ministry of Municipal Affairs and Housing Ministry of Community and Social Services (Eastern Reg.) Parks Canada, Rideau Canal Division Ontario Trucking Association Ottawa Carleton District School Board Ottawa Carleton Catholic District School Board Conseil des Ecoles Catholiques de Langue Francaise Conseil des Ecoles Publiques de l'est de L'Ontario The Greater Ottawa Chamber of Commerce Ottawa Tourism & Convention Authority OSWATCH Ottawa Bus Central Greyhound Canada Public Works Government Services Canada (PWGSC) PROJECT TEAM City of Ottawa - PWS Construction Services - West CCL/IBI Ottawa David McManus Engineering Ltd. Corush Sunderland Wright Williamson Consulting Inc. PUBLIC ADVISORY COMMITTEE (PAC) City of Ottawa Community Associations Business Owners/BIA's Interest Groups Various Advisory Committee Members Individuals TECHNICAL ADVISORY COMMITTEE (TAC) TPO - Safety & Traffic Services TPO - Mobility & Area Traffic Mgt. TPO - Parking Operations TPO - Street and Community Lighting Transit Service PGM - Infrastructure Approvals PGM - Area Planning and Design PGM - Community Environment PGM - Heritage Planning PGM - Development Review PWS - Surface Operations PWS - Utility Services PWS - Needs and Programming Parks and Forestry Services Real Estate Services Lansdowne Park - Real Property Asset Management Arts and Cultural Department Consultant Team UTILITIES Bell Canada Hydro Ottawa Rogers Ottawa Ltd. Enbridge Gas Persona Communications 360 Networks/Group Telecom Telus Communications Plantec Inc. Videotron Telecom Ltd. Allstream Hydro One Telecom Ottawa Esso Home Comfort Study Stages This Functional and Preliminary Design Study will include the following four key phases: Study Commencement - Phase 1 Information Gathering and Generation of Alternatives - Phase 2 Analysis and Evaluation of Alternatives and Recommended Plan - Phase 3 Documentation - Phase 4 Future Steps: Initiation of Detailed Design - Date(s) to be determined Construction - Date(s) to be determined. It is estimated that the construction value of this project is in excess of $25 million. It is anticipated that construction will commence, subject to funding approval by council, in 2006 and could be completed in 3 or more subsequent phases.
Board 5 [ pdf ]	Development of Design Concept Alternatives Based on the feedback from Public Open House No. 2 (POH 2), the recommended road cross sections for each of the zones in the Bank Street corridor were well-received and endorsed by the public. Comments received from the City and other technical agencies during the subsequent finalization of the preferred design have been incorporated in the preferred design proposals included in Boards 6, 7, 8 and 9. Particular comments from the finalization of the preferred design included the following: Wellington to Gladstone There were no changes required to the recommended cross sections endorsed by the public from POH 2. Rideau Canal to Gladstone Pedestrians The existing sidewalk widths are approximately 2.25m and 2.7m, in comparison with the former Regional Regulatory Code calculated minimum requirements of 2.55m. A high priority of the public, from previous Open Houses, is to provide widened sidewalks to accommodate enhanced streetscaping. The recommended designs from Public Open House No. 2 provided generous sidewalk widths of 3.0 m and 3.15m at the expense of cycling and transit operations. In finalizing the preferred design the sidewalk widths of 3.0m remain well in excess of the requirements of the Regional Regulatory Code and also provide for the inclusion of street trees and other streetscaping items. Cycling It has been recognized through the functional design process that a dedicated on-road cycling facility or shared lane cannot be accommodated within the narrow right-of-way. However, it is also recognized that Bank Street is used frequently by commuter cyclists and therefore the preferred cross sections need to provide adequate width for them. Traffic and Parking Operations Branch have indicated that sections A2 and A2a do not provide acceptable widths for cyclists. Transit Services Transit Services Branch indicated its strong reservations related to the aggressive narrowing of traffic lanes proposed in the cross section shown at POH 2, shown below as A2a. These centred on Transit Services Branch's serious safety concerns regarding bus operations on reduced width traffic lanes. In particular, with the current bus widths of 3.3m (between outer tips of wing mirrors), there is a potential risk of collision for adjacent or opposing bus movements. This may result in damage to wing mirrors, causing both buses to stop for damage assessment creating passenger delays and the subsequent need to take buses out of service for up to three days for repair, together with the associated cost of replacement parts. To avoid collisions bus drivers would proceed with extreme caution, leading to reductions in overall levels of service. General Traffic Bank Street operates currently with one travelled lane and one parking lane in each direction in off-peak conditions. During the peak period, the parking lane operates as a travelled lane, providing two travelled lanes in the peak direction. The two travelled lanes in the peak direction are required to provide the Levels of Service stated in the Transportation Master Plan. A road cross-section that provides only one travelled lane in each direction at all times would not meet the requirements of the Transportation Master Plan in terms of Level of Service and transit priority opportunities. Summary Based on the above, the preferred preliminary design cross section for the study corridor between the Rideau Canal and Gladstone Avenue is shown below. As indicated in Boards 6 to 9 inclusive, it is still recommended to include street trees at strategic locations within the 3.0m sidewalk.
Board 6 [ pdf ]	Design Palettes - Streetscaping Concept
Board 7 [ pdf ]	Plan View - Streetscaping Concept
Board 8 [ pdf ]	Plan View - Streetscaping Concept
Board 9 [ pdf ]	Plan View - Streetscaping Concept
Board 10 [ pdf ]	Individual Utility Requirements Correspondence and meetings with the individual private utilities have been held to confirm the status of each utility and to assess the potential impact of the proposed reconstruction on each utility. Plan and Profile presentation of the existing utility systems are available for viewing at the resource table. The following is a brief outline of the requirements for each utility in the corridor: Bell (Telephone) The existing system is an underground system. Bell does not have any plans to expand their system within the project limits in the near future. The road rehabilitation however, will require that certain lengths of the existing duct structure be reconstructed, as well as, a number of manhole structures. The details will be developed coincidental with the detailed design phase for the rehabilitation. Rogers (CATV) Generally, Rogers shares duct structure with Bell and any improvements that Bell requires, Rogers will coordinate with Bell. Rogers do not have any plans to expand their system within the project limits in the near future. Enbridge Gas (Natural Gas) Enbridge Gas has an intermediate pressure main between the Rideau Canal Bridge / Holmwood Avenue that is vital to the distribution for the area. Appropriate protection measures will be required during construction. Enbridge Gas does not have any immediate plans for new installation in the near future. Hydro One (Electricity) Hydro one has a communication installation along Bank Street that controls controlling breakers and switches for two major sub-stations within the city. Appropriate protection measures will be required during construction. Hydro One has a 115kV line encased in pressurized oil filled carrier pipe that crosses Bank Street at Nepean Street. Appropriate protection measures will be required during construction. Allstream, Videotron, Telus &Telecom Ottawa These utilities generally lease space in the Bell or Hydro Ottawa duct structures and will coordinate any modifications to their systems directly with the appropriate utility company. Hydro Ottawa (Electricity) The project length for Bank Street is 3100m. The corridor is an underground hydro system from Wellington to Gladstone/McLeod and from Holmwood to the Rideau Canal Bridge. This leaves a 1400m length of aerial system, with a gap of 150m at the Queensway, for a net overhead system length of 1250m. Typically, the conversion from an overhead system to an underground system does not form part of the scope of work for integrated road, sewer and water projects completed by the City. The overwhelming feedback from Public Open Houses No. 1 and 2 indicated that the design for the rehabilitation of Bank Street should provide for the conversion of the balance of the overhead system to an underground system. The general sentiment was "if you can't bury the hydro, don't do the reconstruction". As a result of a staff inquiry and a request from the local councillor, by letter dated April 5, 2005, Hydro Ottawa provided an initial estimate of approximate $8,000,000 to convert the balance of the overhead system to an underground system. This was a very preliminary estimate and can only be refined through the completion of a functional design. As requested by the City, Hydro Ottawa has completed a series of second level estimates for conversion of the overhead system to an underground system. The estimates follow and are based on designs that provide the most cost effective solutions for underground conversion along Bank Street. Full Underground Conversion - $8,300,000 (+25%/-10%) This price includes costs associated with the burial of overhead lines from Holmwood Avenue to Gladstone Avenue. The proposed design assumes the overhead crossings at Gladstone Avenue and Strathcona Avenue can be maintained. Underground Conversion Holmwood to First Avenue - $5,200,000 (+25%/-10%) This price includes costs associated with the burial of overhead lines from Holmwood Avenue to First Avenue. The proposed design assumes the existing crossing at First Avenue will be maintained and used to re-feed the existing overhead line north along Bank Street. This design requires that a civil infrastructure be installed from Holmwood to Chamberlain to accommodate the possibility of future underground wiring from First Avenue to Chamberlain. Underground Conversion Holmwood to Catherine - $6,300,000 (+25%/-10%) This price includes costs associated with the burial of overhead lines from Holmwood Avenue to Chamberlain. The proposed design assumes the overhead crossings at Strathcona Avenue can be maintained. Underground Conversion Catherine to Gladstone - $2,000,000 (+25%/-10%) This price includes costs associated with the burial of overhead lines from Catherine to Gladstone Avenue. The proposed design assumes the overhead crossings at Gladstone Avenue will be maintained. Funding to this degree remains outside the scope of work for the City's Public Works and Services Department. The Study Team acknowledges that conversion from an overhead system to an underground system would be an aesthetic improvement and would assist in "de-cluttering" the roadway; a desired project goal. However, since there is no current City policy on hydro burial, the conversion cannot be included at this time for funding through the general project funding mechanisms for integrated road, sewer and watermain projects. Funding to this degree remains outside the scope of work for the City's Public Works and Services Department. The Study Team acknowledges that conversion from an overhead system to an underground system would be an aesthetic improvement and would assist in "de-cluttering" the roadway; a desired project goal. However, since there is no current City policy on hydro burial, the conversion cannot be included at this time for funding through the general project funding mechanisms for integrated road, sewer and watermain projects. Next Steps There are a number of main streets identified in the City Official Plan including Bank Street, as well as other important streets such as certain arterial and/or collector roads in the Downtown, Villages and elsewhere, which could be appropriate for enhanced right-of-way design including underground utility systems. To address this increasingly-discussed public issue, the Planning and Growth Management Department (PGM), in consultation with Public Works and Services Department (PWS), intends to prepare a right-of-way design policy for Council approval that will address such street design changes including underground wiring, sidewalk design and amenities, right-of-way lighting and street trees. In preparing this policy, criteria will be established to determine which roads and streets should have underground wiring, or other changed features, are included in an integrated road, sewer and watermain reconstruction project. It is expected that PGM will submit a report outlining policy details for consideration by the Planning and Environment Committee and the Transportation Committee in the near future.
Board 11 [ pdf ]	Road, Sewer and Watermain Rehabilitation/Replacement – Preliminary Design Plan & Profile:
Board 12 [ pdf ]	Road, Sewer and Watermain Rehabilitation/Replacement – Preliminary Design Plan & Profile:
Board 13 [ pdf ]	Road, Sewer and Watermain Rehabilitation/Replacement – Preliminary Design Plan & Profile:
Board 14 [ pdf ]	Construction Phasing Considerations: A nominal length of 750 metres has been identified as the typical preferred maximum length of urban arterial roadway to be reconstructed in a single construction season, typically May to October inclusive. Specific utility relocations and/or adjustments may be completed in advance of this period. The phasing presented was developed respecting the known sewer outlets. Phase 2, 3A &3B are dependant on the recommendations of the O'Connor Drainage Area - Flood Control Study, currently being undertaken by the City of Ottawa. Study recommendations are expected to be known by December 2005. Separate Public Open Houses will be held for each phase of construction prior to the construction period to solicit construction related input and to present a traffic management strategy for that phase.
Board 15 [ pdf ]	How Can You Remain Involved in the Study? You can remain involved in the Bank Street Functional and Preliminary Design Study by: Requesting that your name be added to our study mailing list. Providing a written comment sheet. Reviewing the Environmental Study Report which will be available at particular City offices at the end of November, 2005. Contacting consultant or City staff at any time during the study. Any of our representatives can assist you in completing the above activities Next Steps Following this Third Public Open House we will: Review your comments. Respond to your questions. Finalize the road preliminary design. Finalize the preliminary design, including refinement for landscape, streetscape, lighting & underground servicing designs. Prepare for the Transportation Committee scheduled for November 2005. Following this Third Public Open House we will prepare an Environmental Study Report (ESR). When the ESR is complete, it will be presented to Council and filed with the Ministry of the Environment. After the ESR is filed, there will be a 30 Day review period for public input and comment. The ESR will also be available at local municipal locations.