Queensway Coalition

Project: Highway 417, from west of Highway 416 easterly to west of Anderson Road
Agreement #4005-A-000090
G.W.P. 663-93-00
TSH No. 42-91026
Meeting Date: Tuesday June 1, 2004
Meeting Time: 7:00 p.m. – 10:00 p.m.
MEETING REPORT No. 4 Recorder: Valerie McGirr

LOCATION: Richmond Room, City Hall, 110 Lisgar Street

1.0 Phil Pawliuk noted that the purpose of the meeting was to obtain comments from PAC
on the Technically Preferred Alternative (TPA). He noted that the TPA had been
presented to the annual general meeting of the Glabar Community Association last
week (with concentration on west end alternatives) and would be presented to the City’s
Transportation Committee on June 2, 2004.

2.0 B. Ruck provided an update of the project and noted that the wall displays illustrated the
aggregate TPA for the corridor. A copy of the presentation material, the results of the
evaluation and sensitivity testing were provided to attendees, along with small plans of
the alternatives. These can be provided on request to PAC members who do not have
access to this material.

3.0 The following discussion, questions and concerns were noted (italics represent
comments by PAC members):

· Given that safety is the primary driver, what consideration has been given to a
speed limit reduction? MTO Head Office is examining this issue, including the
experience in other jurisdictions. The results of their work will be forthcoming.
MTO

· Where is pavement being added? The black areas on the plans indicate where
additional pavement is required. Existing pavement is being used to the extent
possible. For example, though there is widening from Highway 416 to Carling
Avenue, the area near Woodroffe is not widened throughout as segments are
already 4 lanes.

· Where are the receptors for the air quality assessment and where are the criteria
defined? What has been done about cumulative effects? The assessment looked at
background air quality to assess the cumulative effect. The air quality work will be
described in more detail at the PICs and an air quality specialist will be there to
answer questions. Receptors include schools, day cares, hospitals and retirement
homes (any place with concentrations of younger or older people or those sensitive
to air quality).

· What are the dashed lines on the plans? These indicate where property is required.
Noise walls will be relocated where necessary.

· ML-8 does not show a new noise wall at Parkdale for Reid Avenue residents.
MTO is examining this issue as part of this study, in particular, during the next
phase, preliminary design. The project team will identify what needs to be
replaced and added. After the study is completed, the work can be programmed.
Because of the condition of this noise barrier and the presence of a gap, the work
may be done under this study or may be done separately under the MTO’s noise
wall retrofit program.

· In the Nicholas to 174 section, is the proposal for four basic lanes in each
direction, five lanes where auxiliary lanes are required? Yes. In the westbound
direction this means that the two existing lanes that enter Highway 417 from 174
will both be continuous past St. Laurent Boulevard.

B. Ruck explained the process for sensitivity testing and how submissions from PAC
were incorporated into the work. Separate tests were only performed where the PAC
weightings fell outside of the range selected by the evaluation team. About seven
submissions were received from PAC members. In many cases, such as the strategic
widening of the mainline, the preferred alternative scored significantly better than the
alternative(s) and the results were not very sensitive to changes in weights. In some
cases, the scores were not substantially different between alternatives and further
examination was needed to select the technically preferred alternative.

P. Pawliuk noted that the Class EA Study for the widening of Highway 417 from
Highway 416 westerly to Highway 7 was approved recently. It includes four lanes in
each direction between Palladium Drive and Highway 416 (the median lane is proposed
to be an HOV lane) and three lanes in each direction between Highway 7 and Palladium
Drive.

· Will the shoulder be available for use by buses? The Reserved Bus Lanes will be
in place until the Transitway is extended to Kanata.
B. Ruck noted that the project team has made a commitment to the City to review the
operation of ramp terminal intersections during preliminary design, to determine where
free-flow ramp ramps can be reasonable removed.

· Will free-flow ramps also be looked at for removal at Moodie Drive intersection?
At Moodie Drive and Eagleson this can be looked at in detail design.
MTO

B. Ruck reviewed each of the TPA elements and described the reasons for the result. In
general, the selection of the “do nothing” alternative means that the project team will
look at less intrusive ways to improve the existing conditions. This may be better
signage and pavement markings or advanced traffic management measures to provide
positive guidance to drivers.

The “do nothing” alternative applies to both the Holly Acres Road ramp (from Highway
416 northbound and from Highway 417 eastbound) and the Richmond Road ramp from
the westbound Queensway. At Richmond South side, a new ramp is recommended.
OC Transpo has noted their support for a ramp configuration that provides them with a
good interface for transit.

· As Holly Acres Road is part of the City’s cycling network, was cycling considered
in the evaluation? Yes. There was a tradeoff between improving cycling on
Richmond Road through the elimination of free-flow on-ramps and cycling of
Holly Acres Road. The Project team would like comments for the preliminary
design process regarding cycling treatments. There was some discussion on the
length of the right turn lane on Holly Acres Road and this will be reviewed during
preliminary design.

· Does the N-W ramp stay at Richmond? Yes, but there will be a grade separation
(structure) once the West Transitway is constructed.
· The bus stop at Greenbank Road on-ramp needs a widened area. The bus stop will
be included in the preliminary design. The project team will work with OC
Transpo.

· The prohibition of cyclists on the off-ramp to Greenbank from Ashley Street is a
concern. A pathway to the ramp terminal intersection would be helpful. It is not
desirable from a safety perspective to have cyclists merge with high-speed traffic
exiting the freeway via this ramp. A separate path on the Queensway ROW will
not be considered.

· What lane arrangement is proposed at the new ramp terminal intersection on the
north side at Woodroffe? This new intersection is safer for pedestrians and cyclists
due to the elimination of the free-flow ramps and provides an opportunity for
pedestrians to cross at a signal. We are currently showing a left, a right and a
combined left/right. The benefits to pedestrians and cyclists were considered
important.

· Given the life span of recent improvements to the Maitland structure, the selection
of the widening alternative does not imply a timing? Correct. The project team
will be developing a recommended sequencing for MTO’s consideration and
changes at Maitland would likely be longer term.

P. Pawliuk noted that the Planning Study for the replacement of the “thin slab” bridges
between Clyde Avenue and Island Park Drive is underway and more information will be
provided as the work progresses. These bridges have priority and it may be in the
2006/7 timeframe that replacement occurs.

· Will the new bridges accommodate the widening recommended in the TPA? The
width needed to stage the work and provide three lanes in each direction during
structure replacement will provide the width needed for the subsequent widening.

· What happened with the screened out alternative for the north side of Carling
Avenue? The operation of the signal at Kirkwood and Carling made the barrier
separation alternative unacceptable. The project team is working with the City as
they explore options on their road to improve traffic operations.

B. Ruck explained that some alternatives were “screened out” during the evaluation
where they have unacceptable impacts and would not be implemented as part of this
study. This includes Carling north side, Vanier Parkway and some Island Park Drive
alternatives.

· Is property required between Maitland and Carling? A sliver of property is needed
near the eastbound off-ramp to Carling.

· The existing situation at Carling and Kirkwood is a significant issue. The solution
at Island Park Drive, adding the move to southbound Merivale Road, is expected to
provide some relief to the Carling off-ramp and also to Parkdale by providing an
alternative route. The City can implement improvements to Carling Avenue as
soon as ideas are formulated and plans are developed.

· What is the reaction of NCC to the proposed roundabout at Island Park Drive?
The selected alternative was put forward by the NCC. There is some uncertainty
about the land ownership in this area.

· What has been done about the pedestrian/cyclist issue at roundabouts? Further
research has indicated that the design selected for the roundabout is favourable to
pedestrians and cyclists as speeds are slow and they have the right-of-way across
the legs.

· There is an informal path that crosses the new ramp. Will this be preserved or re-
routed? Yes. The path will be re-routed. The design of landscaping will be
negotiated with the landowners. The removal of trees will be minimized.

· Will commercial vehicles be restricted on the ramp? We will be clarifying with
NCC whether or not commercial vehicles will be allowed to use the route to
Merivale Road. The roundabout has been designed to accommodate fire and
emergency vehicles.

· What are the noise impacts if trucks were allowed? We will check to see what
volume of commercial vehicles was included in the noise analysis.

· Will pavement that is no longer required be removed? Yes. Areas of removals
will be landscaped. NCC will have influence in the Island Park Drive area. A
landscaping plan will be part of the preliminary design phase to come. The new
structures also have opportunities for enhancing their appearance.

· How will traffic operate? A modern roundabout has yield signs for traffic entering
the roundabout.

· Does the proposed ramp for Parkdale north relate to the ongoing development of
Lebreton Flats and other new development north of the Queensway? Emergency
Services and Public Works and Government Services Canada objected to the
closure of the E-NS ramp at Parkdale because of the importance of access to the
hospital and Tunney’s Pasture and other development. The closure alternative was
screened out.

· This will not help traffic on Parkdale Avenue. The City is responsible for traffic
issues on Parkdale Avenue. This study is focused on solving problems related to
the Queensway and cannot solve all problems related to crossing roads.
· If the connection to Merivale is provided at Island Park Drive, the E-NS exit at
Parkdale could be restricted to emergency vehicles only. While there will be
natural diversion away from Parkdale Avenue due to the new connection at Island
Park Drive, closure would result in unacceptable impacts at adjacent interchanges.

· The alternative with an exit to Booth Street was discarded? It was considered but
not selected.

· Booth is a residential street north of the Queensway. The Parkdale ramp will not
change and traffic on Parkdale will not increase as a result of the ramp re-
alignment. There will be traffic infiltration if the Parkdale ramp is closed. This
area around Booth Street cannot handle more traffic. Shifting the Queensway exit
to Booth is not a solution.

B. Ruck noted that all people who are potentially affected (i.e. where homes are
required) by the TPA received a hand delivered letter today. He clarified that east of
Parkdale, the Melrose homes shown with an “X” are not required. The one home at
Nicholas Street that is required is due to Queensway widening, while other home
impacts are due to interchange improvements.

· The Civic Hospital Neighbourhood Association has gone house to house along the
south side of Westmount Avenue and most people contacted prefer the re-
alignment option. All but two residents contacted accept the alternative requiring
them to sell. The Association will provide a report to the Project team.

B. Ruck noted that the TPA is not at the approval stage yet. Comments are being
solicited at PAC and at the PICs to be held later in June.

· The south side off-ramp at Parkdale is currently used as a two-lane ramp. This
arrangement will be formalized, requiring a minor widening towards the
Queensway.

· Many people go to the Emergency Room at the Civic via the Queensway Ramps.

· Speed management to slow vehicles on the exit ramp is required. A signing
strategy will be developed for the Queensway.

· Some people exit at Parkdale thinking it is a route downtown. More signing to
downtown is required. MTO could also sign the route to the Civic Hospital via
Carling Avenue from the west. The City is planning long-term transit
improvements on Carling that would impact on capacity along this route.

· The closure of the Lyon on-ramp will be popular with downtown residents. What
did City staff say about the traffic diversion? This could lead to increased traffic
on some streets. We estimated that about 30% of traffic currently using Lyon
Street will divert to O’Connor in the peak and 70% will divert to Bronson via a
number of routes (including southbound Bronson and westbound Catherine). City
staff is concerned about traffic operations at the intersection of Bronson and
Catherine. Staff were part of the evaluation team.

· The intercity buses will now have to travel to Bronson. The weave on Catherine
between the Bronson off-ramp and the Bronson intersection is a concern. The
TPA is a tradeoff between capacity at Bronson and Catherine and high-speed
collisions on the Queensway.

· Lyon is the main exit from the hotel district and good signing is required for
unfamiliar drivers. Noted.

· What were the technical issues that resulted in the Booth Street exit alternative not
being selected? City staff and others noted Bronson as the main access to the
University, the airport and other major trip generators. This was one factor in the
decision.

· Traffic could loop back to Bronson. The resulting traffic infiltration was not
supported.

· Where are the PAC weightings in this area? They were covered within the
Evaluation teams weightings.

· The realignment of Chamberlain through the old OBE building is an excellent
idea.

· Chamberlain Street should have traffic calming to reduce traffic speeds. The City
will have input into measures such as traffic claming. City staff also mentioned
that they might close Imperial Avenue at Bronson. The decision regarding the
configuration of City streets will lie with the City. The MTO plans will indicate
that the “connection to be decided by the City of Ot tawa”.

· The right-turn lane northbound on Bronson is a pedestrian / cyclist concern.
Details will be examined with the City during preliminary design.

· The MTO resistance to a connection for the Alta Vista Transportation Corridor
(AVTC) is welcome. MTO have not “resisted” a connection to a possible future
AVP, but they have told the City that the AVTC connection is their responsibility.
The study team has not seen any plans on this yet.

· There is a concern about through traffic on Chestnut if the Lees Avenue off-ramp is
aligned with this local street. Chestnut is not a through street so the desire to
infiltrate is negligible. (The option to do so exists today and doesn’t appear to be a
problem)

P. Pawliuk noted that there would be short-term community impacts during construction
to build retaining walls, etc. There are locations where noise walls must be taken down
in order to build new retaining walls. In the location east of the Rideau Canal and
immediately north of the Queensway, there is an older three-story apartment building
that may be impacted during construction. Construction access to the south side of the
Queensway at Hawthorne may result in short term community impacts. More detailed
work on the requirements for construction is required to properly identify the impacts.

· Are there impacts on the park that was willed to the City for park use? Widening
is planned in this area.

· Why was the Vanier alternative screened out? That was a mutual decision with the
City, as the alternative did not address the problem.

B. Ruck noted that at St. Laurent Boulevard, about one third of the westbound exiting
traffic originates on Highway 417 and two-thirds originates on OR 174. The decision
was made to prohibit traffic from Highway 417 from exiting at St. Laurent, thus
eliminating the weaving issue. Highway 417 traffic must use Aviation Parkway or
Innes Road to access St. Laurent Boulevard.

· What are the alternative routes for traffic currently using the S-E ramp on the
south side of St. Laurent Boulevard and why close it? Both Innes Road and
Ogilvie Road are potential alternative routes, depending on the traveler’s
destination. The ramp traffic is involved in a disproportionate number of collisions
on the Queensway as they make their way to the OR 174 exit.

· Please notify the PAC once the Air Quality Report is available on the web site.

7.0 The PIC locations are provided in the presentation material (Civic Centre, Nepean
Sportsplex and Pineview Golf Course). The next PAC will be in the fall, in advance of
the series of public involvement centers on the preliminary design.