The funding milestones are as follows:

1. Seed funding, research and background documentation $50,000 (paid)

2. Final route selection with all legal agreements in place $100,000

3. Construction of boat launch ramps started $75,000

4. Issuance of tender for the operational equipment $50,000

5. Completion of all remaining works $75,000

Total $350,000

Two alternatives have been reviewed. Route 1 (see document 5) traverses the Morris Island Conservation area and goes through the centre of the Village of Fitzroy Harbour. Environmental issues (and appropriate compensation) have been identified in the event this route is chosen. Substantial community concern has been expressed with this route vis à vis environmental and traffic issues and its potential impact on the Village of Fitzroy Harbour itself. This resulted in the eventual recommendation that route 3 (see Document 4)be selected as the preferred location for the Bypass.

Route 3 will place the bypass on the City’s rural roads avoiding the Morris Island Conservation Area and the Village of Fitzroy. This route has been evaluated by the City’s Traffic Safety Division and is viewed as a safe route for the boat bypass operation. The route travels between the Lavergne Bay and Willola Beach launch sites and will include Dewolfe Street, Loggers Way, Galetta Side Road, Canon Smith Drive to Willola Beach Road. The Boat Bypass operation requires a license of occupation to access the closed road allowance at Willola Beach.

The Willola Beach launch site is the preferred downstream input/take out location. Some work may be required within the Ottawa River and will be subject for approval by the provincial and federal review agencies. Given the conditions of funding and the operational constraints associated with the project, no other feasible launch site location down river from the dam has been identified at this time. This site will be reviewed by the Ministry of Natural Resources (MNR), the federal agency overseeing the Navigatable Waters Protection Act and the Department of Fisheries and Oceans (DFO). It is uncertain whether a formal Federal EA process will be required by DFO however if one is needed the City would of course be prepared to participate. MNR has indicated that this review cannot start until a preferred overland route is recommended and all of the approvals for this route are in place.

RÉSUMÉ

Le projet du système de contournement pour bateaux de Fitzroy Harbour constitue une demande de SuperCroissance qui a reçu un financement de partenariat approuvé par la Ville d'Ottawa en juillet 2002 basé sur la proposition du tracé qui traverserait le barrage Chat en passant par son réservoir jusqu'au village de Fitzroy puis au parc provincial Fitzroy. Ce tracé a, par la suite, été rejeté par Hydro en raison des victimes qu'il y a eu dans le réservoir Madawaska. Le Conseil n'a imposé aucune condition à ce projet et le promoteur suit depuis plus de deux ans la procédure établie afin d'évaluer les divers tracés possibles et de recommander un tracé privilégié.

Le financement sera principalement le suivant :

1. Fonds de lancement, recherche et rapport de synthèse 50 000 $ (payés)

2. Sélection du tracé final et accords juridiques en place 100 000 $

3. Construction de rampes de mise à l'eau entamées 75 000 $

4. Lancement de soumission pour l'équipement opérationnel 50 000 $

5. Achèvement du reste des travaux 75 000 $

Total 350 000 $

Deux solutions possibles ont été examinées. Le tracé 1 (voir document 5) traverse la zone de conservation de l'île Morris et passe par le centre du village de Fitzroy Harbour. Les questions environnementales (et la compensation adéquate) ont été définies dans le cas où ce tracé serait choisi. La communauté a exprimé une grande inquiétude à propos de ce tracé en ce qui a trait aux questions liées à l'environnement et à la circulation ainsi qu'à ses répercussions possibles sur le village même de Fitzroy Harbour . Cette inquiétude a conduit à la recommandation que le tracé 3 (voir document 4) soit choisi comme emplacement privilégié pour la voie de contournement.

Le tracé 3 situera la voie de contournement sur les routes rurales de la Ville en évitant la zone de conservation de l'île Morris et le village de Fitzroy. Ce tracé a été évalué par la Division de la sécurité routière de la Ville et est considéré comme sécuritaire pour l'exploitation d'un système de contournement pour bateaux. Le tracé passera par les emplacements pour la mise à l'eau de la baie Lavergne et de la plage de Willola et incluera la rue Dewolfe, la voie Loggers, le chemin de traverse Galetta, la promenade Canon Smith et le chemin Willola Beach. L'exploitation du système de contournement requiert un permis d'occupation pour accéder à l'emprise routière fermée de la plage Willola.

La rampe de mise à l'eau de la plage Willola est l'emplacement privilégié en aval. Certains travaux pourraient être requis dans la rivière des Outaouais et devront être approuvés par les organismes examinateurs provinciaux et fédéraux. En raison des conditions de financement et des contraintes opérationnelles associées au projet, aucun autre emplacement de mise à l'eau possible en aval de la rivière à partir du barrage n'a été défini à ce jour. Cet emplacement sera examiné par le ministère des Richesses naturelles (MRN), l'organisme fédéral chargé de l'application de la Loi sur la protection des eaux navigables et le ministère des Pêches et des Océans (MPO). Il n'est pas certain si un processus officiel fédéral d'évaluation environnementale sera requis par le MPO. Toutefois, la Ville sera bien sûr prête à y participer le cas échéant. Le MRN a indiqué que cet examen ne pourra pas commencer sans la recommandation d'un tracé terrestre et la mise en place de toutes les approbations connexes pour ce tracé.

BACKGROUND

In 2001, the Ottawa River Project Inc. (ORPI) made a request to the City of Ottawa to become a funding partner in a SuperBuild project that proposed to develop a boat by-pass around the Ontario Power Generation (OPG) hydroelectric dam immediately up river from the Village of Fitzroy Harbour. Subsequent to receiving this request, staff prepared a report to Council and on July 24th, 2002, Council approved a $350,000 contribution to the project. The recommendation in the 2002 report reads as follows:

That the Corporate Services and Economic Development Committee recommend Council approve the request for the City of Ottawa to provide partnership funding in the amount of $350,000 over a two-year period to support the implementation of the Fitzroy Harbour By-pass.

For further details and clarification please see Document 1, which contains the Council Report ASC2002-DEV-BUS-0010. Since this funding approval, city staff have monitored the progress of the project, established funding milestones and evaluated and assisted the proponent in consulting the community on the various options for the boat by-pass route.

The purpose of this report is to update Council on the Fitzroy Harbour Boat By-pass Project. The report provides an overview of the efforts undertaken to date to consult with the public on the various by-pass routes, the consultant’s preferred route as well as staff’s position.

Chronology of the Current Fitzroy Harbour Project

As previously noted, the City of Ottawa was approached in 2002 to become a funding partner in a SuperBuild project proposing to develop a boat by-pass around the dam at the Chats Falls Power Generating Station. This by-pass would ultimately become the sixth by-pass on the river and would form the final link in the 500km waterway between Ottawa and Notre-Dame-du-Nord. This waterway would allow recreational boaters the opportunity to travel the entire northern section of the Ottawa River. The broader vision for this system is to open up the river through the City of Ottawa and create an unobstructed link that would connect to the Rideau Canal, the Great Lakes as well as the St. Lawrence Seaway. For a more detailed description of the Ottawa River Waterway and its management structure, please refer to Document 2 - History of the Ottawa River Waterway.

It is important to note that what is being proposed is not a City of Ottawa project. Instead this project is being undertaken by a federally incorporated not-for-profit organization set up specifically to build and operate this by-pass. Called the Ottawa River Project Inc. (ORPI), this organization is governed by a Board of Directors who have in turn hired a manager for this by-pass project.

The City of Ottawa’s interest in this project lies in the potential opportunities the project could create vis a vis recreational, tourism and historical activities in and around the Ottawa region. In addition, this project is in keeping with the recommendations of the City's Rural Tourism Study (2002) as well as the Ottawa River Study (2003). Both studies recognize the need to encourage develop and promote the recreation and tourism potential of the Ottawa River.

In 2002, Ottawa City Council made a commitment to this project by agreeing to become a funding partner along with the County of Renfrew, Outaouais Economic Diversification Corporation (OEDC), OntarioPower Generators Inc. (OPG), Temiskawa Waterway, and the provincial and federal governments through the SuperBuild Corporation. Following the funding arrangement, ORPI, in conjunction with the funding partners, agreed to certain terms of reference to find a suitable consultant to produce the required Environment Assessment (EA). It should be noted that the proposed by-pass required an EA because it was going to be using land located within a provincially designated park. As such, provincial legislation required the completion of an EA to proceed with the project. Robinson Consultants, representing the proponent, were hired as a result of this effort and proceeded to prepare a Municipal Class Environmental Assessment.

During the initial research stages of the EA, it was determined that due to environmental constraints, the shoreline located within Fitzroy Provincial Park could not facilitate the development of the boat launching facilities. Therefore, ORPI was forced to look for another suitable site outside the confines of the park. At this point, ORPI was notified by the Ministry of the Environment that it could proceed with the Municipal Class EA process, but that it was no longer required by legislation to complete such a document. In addition, ORPI was informed that it could no longer call the environmental evaluation or any subsequent document produced, an Environmental Assessment Report. Essentially, ORPI then proceeded to complete an environmental review of the proposed project in order to select a preferred route and boat launching facilities. The end product (Project Design Report) was an ORPI document, which carried with it no legal requirement or enforcement for further public comment or review.

As such, the Project Design Report has been created for the funding partners, as well as the approval agencies for their review, comment and approval. Essentially, the report evaluates a number of possible routes and access points to the river and provides a rationale for the preferred location of the upper and lower boat ramps as well as the preferred land by-pass route.

Project Design Report

An extensive final report that captures a large amount of research and an equivalent amount of environmental information comparable to that of a municipal class environmental assessment has been completed by Robinson Consultants and has been reviewed by municipal staff. This document will also be reviewed by federal and provincial authorities for the proposed works at the shoreline and in the Ottawa River. The proposed boat launch sites, their design considerations and the various land-based routes that were analysed for the by-pass project are captured in this report. As well, the report speaks to a) the need for the by-pass system, b) the rationale for choosing the proponents preferred launch sites c) route location and d) the level of environmental, social, archaeological and economic impacts expected by the project. Measures to mitigate the impacts associated with implementing the proposed launch sites and route scenario are also presented in the Project Design Report. Comments and issues raised by the public are summarized in the report and in the attached Document 7 to this Council report. Staff's comments on these issues are also captured in the table.

ANALYSIS

The proposed boat by-pass around the Chats Dam will provide an important link for recreational boaters interested in travelling on the Ottawa River from the City of Ottawa to Lake Temiskaming. This historical river formed an early route for explorers and merchant traders wishing to enter this part of Canada in this country's early days. Later, large steam paddle wheel ships transferred passengers from Ottawa (Britannia Bay) to the Chats rapids and were then taken by horse and wagon around the rapids to a waiting paddle ship, which would bring them up the river to Arnprior, Pembroke and other locations. As one of only three federal rivers (Ottawa, Mackenzie, Fraser Rivers) in Canada, the Ottawa River offers an exceptional boating experience that will be more actively pursued if it can be connected to larger boating communities such as the one in Ottawa and beyond.

Through the City of Ottawa, most of the river frontage is under private ownership with a limited number of parks, marinas and docking facilities where public access to the river maybe possible. The proposed Fitzroy Harbour boat by-pass will allow boaters from Ottawa and points further south including the United States to access and traverse for the first time the Ottawa River from Britannia Bay all the way to Lake Timiskaming. A longer-term vision held by the National Capital Commission includes canals that will allow boats to circumvent the four remaining sets of rapids in Ottawa and access the Rideau Canal/Great Lakes System and the St. Lawrence Seaway. This will draw more tourists and boaters away from the Rideau Canal System which is experiencing heavy summer use. It will also create new economic stimulus for various municipal jurisdictions up the river who have been supporting the vision of an interconnected waterway system for a number of years and investing in water front improvements to accommodate boaters.

The Fitzroy Harbour Boat By-pass project complies with the recommendations of the Ottawa Tourism Study (2002) and the Ottawa River Study (2003). The Ottawa River Study produced an integrated development plan for the Ottawa River corridor within the cities of Ottawa and Gatineau. Together with these municipalities, the National Capital Commission and two economic development agencies within Quebec proposed that the recreational potential of the Ottawa River be pursued. Activities such as a boat by-pass system will comply with this report provided it is sensitive to the environmental features of the river, meets the needs of the local residents and visitors and provides some economic stimulus. All of these requirements are expected to be satisfied by this project.

LAUNCH SITES AND TRANSPORTATION ROUTES CONSIDERED

The proposed boat by-pass system around Chats Dam requires the establishment of a single route for travel by a “Suburban” vehicle pulling a boat on a trailer, with a maximum length of thirty feet. A number of exit and entry points to the river were explored for this function, along with several proposed overland routes around the dam. Prior to conducting detailed route impact evaluations, a number of river access points were disqualified from consideration due to either boating safety concerns, lack of sufficient water depth (1.5metres in most cases), inadequate room for docking facilities, safe manoeuvring of the truck and trailer, fast current, bank slope or property owners who were not interested in leasing or selling the necessary river frontage for a commercial boat by-pass operation.

The following list of upstream/downstream launch sites and overland transportation routes were evaluated as to their social, economic, safety and environmental impacts. Two separate matrices were designed with different weightings for the launch sites and transportation routes. A separate archaeological study was commissioned for the launch sites and interviews were undertaken with residents abutting existing by-pass sites on the Ottawa River. These interviews provided important insight into the existing operations to determine the degree of usage of the system, the various impacts on the communities, the impacts on residents and their experiences with the system.

Launch Sites-Upstream of the Dam

- The public boat launch in the Town of Arnprior

- Lavergne Bay off Dewolfe Street in Vydon Acres

- Marshall Bay off Dewolfe Street in Vydon Acres

- Pickerel Bay off Logger's Way

- Norway Bay

Launch Sites - Downstream of the Dam

- The public boat Launch at Fitzroy Harbour

- Victoria Island, Ontario Power Generation property

- The Quyon Ferry Site

- Helen Island, Fitzroy Provincial Park

- Butternut Island, Fitzroy Provincial Park

- Willola Beach Road

- The Snye Channel, Fitzroy Harbour

- Town of Quyon

Route Alternatives

- R1 Willola Beach to Lavergne Bay via Fitzroy village and Morris Island

- R2 Willola Beach to Lavergne Bay via Galetta Rd., Harbour St. and Morris Island

- R3 Willola Beach to Lavergne Bay via Canon Smith Road and Galetta Road

- R4 Willola Beach to Lavergne Bay via Harbour St., Galetta Road and Logger’s Way

- R5 Willola Beach to Arnprior via Fitzroy village, Galetta Road and Highway 17

- R6 Willola Beach to Arnprior via Canon Smith Rd. Galetta Road and Highway 17

- R7 Norway Bay to Quyon via Warf Road and Highway 148

Please see Document 4 attached to this report for an illustration of possible boat by-pass routes and the seven routes described above.

The above list of launch sites includes additions from the community as a result of public consultation in December 2003.

ALTERNATIVE ROUTE ANALYSIS - ENVIRONMENTAL, SOCIAL, TRAFFIC IMPLICATIONS

In evaluating the potential impact associated with each of the alternatives proposed, decision criteria were employed with relative weightings for:

· Natural environment – impact on significant plants, aquatic habitat, water and air quality and wildlife;

· Social environment – impact on neighbourhoods, recreational lands and archaeological resources;

· Safety considerations for pedestrians, vehicle traffic and boats; and

· Project cost factors, both capital and operating.

ENVIRONMENTAL AND SOCIAL IMPACTS

City staff have confirmed that the evaluation matrix has fairly assessed the potential impacts of the proposed by-pass on the surrounding social and natural environments. Although a very useful evaluation tool, it should be noted that such matrices tend to be subjective. It is therefore very important for the criteria and assigned weightings to be explained in order to reach a common understanding of the decision process. In the case of the evaluation conducted on alternative routes for this project, the consultant has provided a rationale for the relative weightings of the factors as well as for the values assigned for each of the routes. Given that two routes, R1 and R3, are very close in their final rating, it would be possible to successfully make a case for slightly different ratings for these factors with a different outcome, i.e. a different preferred route. Feedback from the community on this project led staff to conduct a relatively detailed assessment of the ratings attributed to traffic safety and impact on recreational lands, natural environment and neighbourhoods. The results are described briefly below.

Route 1

Of the seven alternative routes evaluated, the proponent is of the opinion that due to the required distances that would need to be travelled, operational cost factors, potential traffic safety issues, etc., only one route is preferable for the boat by-pass. This route, R1 (see Document 5) that passes through the Morris Island Conservation Area and through the village of Fitzroy, obtained the lowest impact ratings when evaluated according to the above criteria, which places a high weighting on traffic safety. City staff note that this route would not be the preferred route from an environmental perspective, or when considering some of the social aspects, due mainly to:

- the need for vegetation and tree removal along the abandoned railway line trail within the Morris Island Conservation Area;

- disturbance to recreational use of this area; and

- concerns regarding the nature of and increase in traffic that would pass through the village of Fitzroy Harbour.

This route is strongly opposed by the village residents who attended the community meetings and responded in writing to the proposal.

Route 3

Although more preferable from an environmental criteria perspective, the proponent's second route (R2) (see Document 4) which utilizes Galleta Side Road is assessed by Robinson Consultants to be less desirable from a traffic impact point of view. Routes R1 and R3 are considered "safe" by the City's Traffic Safety Division, however, a comparison of the traffic safety criteria for both routes by the proponent and city staff identifies the Morris Island Conservation Area route as a safer transportation route than the Galetta Side Road alternative. This is an important consideration for the proponent and Robinson Consultants who believe that there remains a potential safety issue with transporting boats at a slower speed on Galetta Side Road and other rural collector roads.

Routes 2, 4, 5, 6 and 7

The report argues that like route 3, all of the remaining routes evaluated involve rural collector roads. According to the proponent, vehicles travelling on these roads are maintaining higher speeds, creating potential safety and liability issues for the by-pass operator who will be transporting the boats with the clients in the suburban trucks. With the exception of a small stretch of highway up near Bryson, which could not be avoided in Quebec, the remaining by-pass operations avoids rural collector roads due to the potential safety issues associated with mixing slow moving boat traffic (maximum 60 km per hour) with higher speed commuter/local traffic. In the case of Galetta Side Road, up to 70% of the existing vehicles are travelling at speeds which are higher than the posted 80 km/h maximum speed limit.

TRAFFIC SAFETY

Safety and Traffic Services Division has reviewed the report prepared by Robinson Consultants and has no technical objections to the “preferred” route the consultant has selected.

However, several alternative routes are available for the overland transport of boats between Lavergne Bay and either Willola Beach or the Quyon Ferry site, and while the preferred route via DeWolfe Street, Loggers Way, Morris Island/OPG Lands, Clifford Campbell Street, Harbour Street, Fitzroy Street, Canon Smith Road and Willola Beach Road is certainly the most direct, none of the others should be rejected on the basis of traffic safety alone.

In evaluating the alternative routes, the collision records for the six-year period ending 31 December 2003 were reviewed. That review considered only the months between May and October when the boat bypass would be in operation and revealed that there were no collisions relating to traffic mix or speed differential resulting from exposure of high-speed vehicles to low-speed vehicles. This appeared to be a concern to the consultant in view of the topography in the area and, in some cases, the resultant limitations in sight distance along certain routes.

This finding led to the development of a structured traffic engineering route analysis making use of the concepts (factors) of traffic mix/speed differential, land use (and the presence of vulnerable road users - pedestrians and cyclists), traffic operational conditions (turning movement analysis/potential for conflict) and, roadway geometric characteristics. It revealed that:

1. If the boat bypass were constrained to public roads only, the best route between the Lavergne Bay and Willola Beach would be via Loggers Way, Galetta Side Road and Canon Smith Drive; and,

2. If use of Morris Island/OPG Lands were permitted, the best route would be from Clifford Campbell Street to Galetta Side Road and Canon Smith Road.

In both of those scenarios, the passage of boat bypass vehicles through the centre of the Village of Fitzroy Harbour would be avoided.

The methodology, route definitions and resultant assessment matrix are provided as document 8. Route profile maps have also been produced for each route and form document 9 to the report.

It should be noted that the City’s Safety and Traffic Services Division evaluated a variety of routes some of which included the proponent’s routes as well as others such as Ferry Road to Lavergne Bay.

Based on this analysis, staff reiterate that any route consisting of public roads in the area is safe and may be used for boat transfer operations.

MITIGATION

Depending on which route is supported by the City, mitigation measures which are identified within the Project Design Report, as well as the following additional measures for Morris Island and Willola Beach maybe required to be implemented during the development of the proposed boat by-pass project.

MORRIS ISLAND CONSERVATION AREA

The majority of the natural environment and recreational land use impacts associated with the proposed R1 route will occur within the Morris Island Conservation Area. The proponents preferred route is proposed to follow the abandon railway bed that traverses the southerly portion of the Morris Island Conservation Area. Currently this trail supports some pedestrian, bicycle, stroller and wheelchair use. While park maintenance vehicles are on occasion using this trail, additional vehicular traffic will require measures to be put in place to maintain the users experience and safety. These measures were developed by city staff in consultation with representatives from the MVCA and will ensure compliance with the objectives of the current Master Plan for the conservation area. These objectives are to:

1. Preserve and manage a section of the Ottawa River shoreline in its natural state for the benefit and enjoyment of the public;

2. Provide a natural year-round environment, that will act as a day-use recreation site, with facilities for integrated handicapped users; and,

3. Promote the conservation ethic and the principles of wise water management with the public.

It should be noted that this Master Plan was developed in 1987 through a partnership with the former Regional Municipality of Ottawa-Carleton, the Mississippi Valley Conservation Authority (MVCA) and the Ministry of Natural Resources. Responsibility for implementing the plan rests with the MVCA.

Should Route R1 be supported, staff are confident that these measures will protect the objectives of the master plan and note that the boat by-pass project will only be generating traffic through this area over a 100-day period with approximately 5 to 10 boats per day using the abandon railway corridor. The boat by-pass trucks will be required to travel at low speeds (Maximum speeds of 4.5 km/hour – walking speed) while they are in the conservation area and when the trailers are empty they will return to the launch sites using alternate routes.

Compensation Measures

Measures to compensate for the dual use of the trail and to ensure the safety of pedestrians where developed by city staff in consultation with representatives from the MVCA. These measures also incorporate the public concerns. They include:

- Provide intermittent pedestrian lay-bys (waiting areas) along the entire length of the abandon railway route. In particular, the land sector to the east is narrow with ditches on both sides and will not accommodate waiting areas for pedestrians without site modifications;

- Provide signage at the start of the trail (near the parking lot) clearly indicating that the boat by-pass operates on the abandon rail bed. This signage should include a photo with a description of the operation including frequency or schedule, length of time for the truck to make its way along the rail bed, locations of the "pedestrian wait zones", and "rules of the road", i.e. who yields;

- Increase the profile of the trails on the island so that the abandon rail bed forms part of the network but is not the dominant trail;

- Provide a detailed trail map that describes the various trails, distances, level of difficulty and key features;

- Increase the visibility and attractiveness of the trail heads to clearly direct users to the islands in the conservation area;

- Improve the connections between the islands with bridge(s) to create a more complete network of trails;

- Develop, if feasible, a trailhead and trail system at the eastern end of the abandon rail bed. At present, the rail bed route dead ends; and,

- Provide interpretative information on the dam and its operation which can be viewed from the conservation area. This material can as well encourage greater use of the conservation area. This would include general information on the dam and hydroelectric generation, impacts on the environment and the landscape (describe what they are looking at), and risks to visitors using the area (i.e. strong currents caused by fluctuating waters in the head pond of the dam).

Staff understand that the proposed route through the Morris Island Conservation Area is likely not a permanent measure, as eventually a solution may be found to replace the proposed truck and trailer by-pass method. One concept that has been discussed includes the completion of the existing Pontiac Canal on the Quebec side of the dam which was started in the 1800's, abandoned and later obstructed by the dam face. This work on the Quebec side of the river would need to be part of a larger tourism initiative that would recognize the abundance of history in this area and the various attempts to bridge the Chats rapids prior to the dam’s construction in the 1930’s.

Until such time as a permanent by-pass solution is put in place, the City should update its Management Plan for the Morris Island Conservation Area and recognize new uses that maybe compatible with the stated objectives. In the 15 years that the site has been developed, the visitation to the area appears to have remained low. If approved, the new plan should anticipate the increased visitation expected by the exposure of the boat by-pass project. It should also consider the City's tourism and economic development initiatives for this part of rural Ottawa and where possible integrate the site's natural attributes and location with the longer term principles and objectives of the City's Greenspace Strategy. This strategy is currently under development with a draft projected for circulation and public comment by the end of 2004. Preparation of a new Master Plan for Morris Island would require looking not only at the conservation area but also the surrounding villages, country lot residences and farm operations. For example the potential exists for a larger network of trails for hikers, cyclists, equestrian riders possibly linking the Conservation Area to Ottawa's rural villages and businesses. Morris Island also offers an "ecotourism" destination that could meet the needs of the City’s future population.

From a natural environmental perspective, the proposed route through Morris Island has previously been disturbed as a result of the past construction of the railway line with the rail bed remaining as the accessible trail base. Along much of this trail, natural vegetation has established itself and will be impacted to a measured degree. Proposed mitigation will include:

a) Avoid mature tree removal along the abandon rail bed wherever possible. Where this is not possible, trees that are to be removed are either to be relocated in the conservation area or new trees planted at the proponent’s expense. City and MVCA staff are to coordinate this exercise;

b) Ensure attention to material disturbance and use of appropriate construction practices and monitoring that will prevent impacts to water quality within the watercourse for any viewing platforms that are built along the causeway, as noted in the Project Design Report; and,

c) Some provincially rare (i.e. River Quillwort (Isoetes riparia), American Waterwort (Elatine Americana) and endangered (Ginseng (Panax quinquefolium) vegetation species have been noted close to the parking lot within the conservation area. Preparation of the detailed site plan for any vegetation removal along the abandoned rail bed must confirm the location of these species and their associated habitats are not disturbed during the required modifications to the existing trail. In addition, the detailed site plan must include more detailed documentation on wildlife presence and bird nesting areas and propose appropriate mitigation measures for avoidance through timing of construction activities and location of lay-bys.

Willola Beach

Regarding the preferred downstream access location at Willola Beach Road, the proponent has hired a W.F. Baird and Associates Ltd. to undertake a Hydraulic and Sedimentation Analyses report. This report evaluates two proposed concepts for a structure in the Ottawa River - a short berm that would extend 60 metres into the Ottawa River from the City's closed road allowance, and a longer berm that would extend approximately 150 metres into the river. This longer berm would allow for sufficient water depth for the launching and loading of boats and would avoid the need for dredging. Both berms would be constructed with a hammer head at the terminus of the structure in the river allowing the truck and trailer to turn around and back the boat in or pick a boat up out of the river. Navigation markers will be provided at the end of the berm. A narrow road with a gate at its entrance would be constructed across the unopened road allowance, which could be accessed if requested by the local community. Waste receptacles and a picnic bench for boaters who are awaiting the shuttle will be provided. Hours of operation are only throughout the day and storage in the water for approximately 2 boats will be provided.

Baird has undertaken extensive modeling and is confident that the existing rate of sediment build-up will not increase as a result of the installation of the longer berm structure in the river. Currently the area is experiencing sedimentation loading due to the Carp River outlet immediately upstream from the Willola Beach area. According to Baird, the dam is effectively obstructing the sedimentation that is being carried down the Ottawa River. The proponent will propose in their work permits to MNR and DFO that the longer berm be approved.

Additional environmental, social, traffic, etc. issues raised by the residents along Willola Beach are captured in Document 7 attached.

APPROVALS REQUIRED TO COMPLETE THE PROJECT

The Department of Fisheries and Oceans (DFO), the Ministry of Natural Resources(MNR) and to a lesser extent the Mississippi Valley Conservation Authority(MVCA) will play a role in reviewing and in some cases approving the project as it steps into the river once the overland route is supported. The MVCA will work with staff ensuring all of the mitigation measures in the Morris Island Conservation Area are implemented if the by-pass route is supported through this area. As well the remaining conditions in the MVCA board’s directive, which forms Document 6 to this report are to be satisfied. This directive came from an MVCA meeting that was held on May 27th, 2004 wherein staff presented the proposed mitigation measures for the boat by-pass through the Morris Island Conservation Area. The board subsequently supported these measures.

With respect to works within the water, the MVCA will also review these works or refer these proposals to MNR and DFO for a final determination.

As the proposed berm at Willola beach is attached to city property, MNR work permits will need to be applied for by the proponent but executed by city staff. These work permits are a requirement for shoreline (below the high water mark) and in-water works and must be filed before these agencies undertake their review. MNR has indicated they will only review one set of launch sites (upper and lower) once an overland route is selected. As an approval authority, they also have the ability to either trigger an environmental review (through a four stage screening process), dismiss, amend or support the project as proposed. DFO can as well trigger a national environmental review if they believe fish habitat, etc. is negatively impacted. The review by MNR and DFO is expected to take a reasonable amount of time if an environmental review is not triggered. For now, all works proposed in the river remain conceptual according to MNR and DFO.

City Approval Requirements

The City of Ottawa’s Real Property and Asset Management Services Branch in Corporate Services will prepare ORPI a license of occupation to access the City-owned portions of the abandoned rail corridor, which runs through the Morris Island Conservation Area, if this route is supported. A license will also be prepared for the unopened road allowance at Willola Beach if this launch site is supported. These Licenses will not be implemented until such time as all required approvals (i.e. MNR, DFO, MVCA, Navigatable waters Group, etc.) are granted to the project. The current lease with the MVCA will need to be altered to reflect a new license of occupation with ORPI in the Morris Island Conservation Area. As well, a yearly variance application will be required for the portion of the Canon Smith Road used for the boat by-pass that is not a trucking route outside of the village of Fitzroy should the route to Willola Beach be supported.

Boat By-pass Construction Timeline

Should an overland route be supported and the MNR work permits applied for in September, the proponent is expecting that all approvals maybe in place by the end of 2004. Construction could then commence in the winter of 2005 and be completed by early summer. This assumes that no further environmental review processes are triggered.

CONSULTATION

Public Consultation and Comments

The proponent undertook a series of public meetings, which were advertised in the local papers. As outlined in the Project Design Report, public meetings were held on May 29th, 2003, September 18th, 2003 and October 16th, 2003. It should be noted that the proposed boat by-pass route discussed at these meetings involved going through Fitzroy Provincial Park and the head pond of the dam. These launch sites were later abandoned. Summaries of the final two public meetings conducted by Robinson Consultants are as follows.

The second public meeting for the proposed Fitzroy Harbour Boat By-pass was held at the Fitzroy Harbour Community Centre on September 18th, 2003. A presentation was made that consisted of display boards and a verbal explanation of the project. The approval process was explained to the public and a lengthy question and answer period was offered.

The audience was requested to complete a questionnaire that was designed to seek their feedback on the project and to gauge their opinion. The majority of the comments received were not in support of the project going through a residential street (Kedey Street) in Fitzroy Harbour. A number of comments were presented that indicated a commercial launch facility in Fitzroy Provincial Park as a negative intrusion into their community. There were also comments that showed a negative bias toward the Willola Beach site.

In terms of the transportation route, the majority of respondents did not want to see large truck-trailer combinations travelling through Fitzroy Harbour. Most people were of the opinion that the project was proposing semi-trucks with trailers and were not aware of the size of the proposed suburban and boats trailers. There was very little comment or concern expressed about the Morris Island Conservation route for the boat by-pass operation as well as the Lavergne Bay launch site. The vast majority expressed concern for the by-pass operation utilizing the existing boat slip in Fitzroy Harbour, which is currently owned by the Federal Government immediately down river from the dam. This launch facility is used by local residents to gain access to their properties and has a steep approach to the water and is located on part of the river that has many shoals and obstructions.

At the third meeting that was held on October 16th, 2003, the public received the news that the Kedey Street and Provincial park option were no longer being considered by the proponent, but that Willola Beach was now the preferred alternative. The public was negative toward this option, as well as to the transportation route through the village. Again Morris Island and Lavergne Bay were not singled out for attention at this meeting.

In addition to the public consultation process undertaken by ORPI, the City of Ottawa has received comments illustrating both concern and objection to the project as well as comments illustrating overwhelming support. City staff, along with the ward Councillor have also met with local residents on December 30th, 2003 and later on June 8th and June 17th, 2004 wherein the draft Project Design report was discussed and questions from the audience addressed on the document. At these meetings a number of issues were raised that staff committed to seek answers to prior to the matter going back to Corporate Services and Economic Committee. Over the last few months staff have been working with the consultant and others to ensure these matters have been addressed and appropriate answers provided in this report. Comments/ questions from these sessions are captured in the staff report and Document 7 attached. Where possible staff and the consultants have provided a reply.

FINANCIAL IMPLICATIONS

Ottawa City Council approved partnership funding in the amount of $350,000 in July of 2002. This funding resulted in the City becoming a partner in a SuperBuild project that was to be funded under the following scenario:

The Outaouais Economic Diversification Corporation (OEDC) $150,000

Ontario Power Generators Inc. (OPG) $200,000 (in kind)

The Temiskawa Waterway $185,000

The County of Renfrew $ 50,000

SuperBuild portion (Provincial & Federal Combined) $500,000

The City of Ottawa $350,000

Total Contributions $1,435,000

All partners agreed to this funding arrangement and as a result, SuperBuild approved its share of the project. This funding was based on the original concept of utilizing a by-pass route over land that would see the construction of the downstream boat ramp in Fitzroy Provincial Park and the upper ramp in the headwaters immediately above the Chats Falls hydroelectric dam.

With respect to the initial route proposed, ORPI suggested using the municipal road exiting Fitzroy Provincial Park via Kedey Street, then travelling on other municipal roads through the Village of Fitzroy Harbour until entering OPG Hydro property near the hydroelectric dam. Once on OPG property, the boats were to have been transported along the side of the dam and returned back to the water immediately in the head pond above the dam.

Unfortunately, due to the fatalities on the Madawaska River as a result of operations at another OPG hydroelectric dam, ORPI was given notice that the proposed by-pass could no longer access the head pond of the OPG hydroelectric dam at Fitzroy Harbour. As a result, ORPI was given an additional $700,000 from the Ministry of Culture, Tourism & Recreation and $200,000 from OPG to examine other routing options to accommodate the by-pass. As such, the final approved funding for this project totals $2,335,000, which is made up of cash and in-kind contributions.

With respect to the City of Ottawa’s 2002 funding commitment, $50,000 has already been released to the project in the form of seed funding. ORPI has also committed approximately $350,000 of OPG, SuperBuild (1st source of funding) and other partnership funding to advance the design report and planning stages of the project. Any portion of the remaining $300,000 in City funding will only be released upon the proponent demonstrating that the project has achieved the following milestones:

1. Seed funding, research and background documentation $50,000 (paid)

2. Final route selection with all legal agreements in place $100,000

3. Construction of boat launch ramps started $75,000

4. Issuance of tender for the operational equipment $50,000

5. Completion of all remaining works $75,000

Total $350,000

It should also be noted that the City of Ottawa has agreed to fund only the development portion of this project. There is no requirement on the part of the City of Ottawa to subsidize any operational costs incurred by this project, or any other aspect of the Ottawa River Waterway. The proponent is aware of this. In fact, ORPI is legally obliged through the SuperBuild contract, to provide the operational support for this by-pass for the next 25 years and the City through its license of occupation will impose a similar requirement. As well should the by-pass operator declare bankruptcy, the assets, according to the proponent, of the ORPI will be marketable and the infrastructure designed for an extended life cycle. Operational experience up the river indicates that over time the local community does accept and utilize these facilities due to their proximity and convenience.

Business Plan

A five-year pro forma for the Fitzroy Harbour Boat by-pass has been reviewed by staff. Expected revenues take the form of day and season passes and have been adjusted to today's standards and expenses which will take the form of wages, benefits, maintenance, storage, insurance, fuel, licenses, etc. As discussed in Document 2 to this report, anticipated revenues suggest that with the Ottawa link in place, all by-passes will generate enough revenue to be financially self-sustaining. However clearly the Ottawa River Waterway will not be a large revenue generator, but will provide indirect stimulus to the jurisdictions up the river and other tangible benefits previously discussed.

Staff Position

After careful review, staff are of the opinion that the proponent’s preferred choice for a route (please see the attached Document 5 in the report) does have merit but unfortunately remains quite controversial with the community. An alternate route, which will place the by-pass on the City’s rural roads avoiding the Morris Island Conservation Area and the Village of Fitzroy, is supported by staff. This route has been evaluated by the City’s Traffic Safety Division and is viewed as a safe route for the boat by-pass operation. This route between the Lavergne Bay and Willola Beach launch sites will include Dewolfe Street, Loggers Way, Galetta Side Road, Canon Smith Drive to Willola Beach Road. The Boat By-pass operation will be required through a condition of the license of occupation to access the closed road allowance at Willola Beach to stay on this route as long as the by-pass system is in operation in this part of rural Ottawa.

With respect to the launch site at Willola Beach, staff support this location subject to the works within the Ottawa River being approved by the Provincial and Federal review agencies. Given the conditions of funding and the operational constraints associated with the project, no other feasible launch site location down river from the dam could be identified at this time. This site will be reviewed by the Ministry of Natural Resources (MNR), the Federal Agency overseeing the Navigatable Waters Protection Act and the Department of Fisheries and Oceans (DFO). MNR has indicated that this review cannot start until a preferred overland route is recommended and all of the approvals for this route are in place (conditional approval to access the City's real estate will be accepted). Should the proposed berm at this location in the river be denied, an alternative location in the river will need to be considered or the project abandoned. For now it is important that the project proceed and the review of the in-water works be initiated. According to the proponent, further delays in bringing on-stream the sixth by-pass operation will create additional financial burden on the smaller municipalities up-river who have had to step forward to cover the operational shortfalls in an attempt to keep the system going.

SUPPORTING DOCUMENTATION

Document 1 - Council Report - ACS2002-BUS-DEV-0010 (On file with the City Clerk and distributed separately)

Document 2 - History of the Ottawa River Waterway

Document 3 - The Ottawa River Waterway

Document 4 – Alternative Routes Considered

Document 5 - The Proponents Preferred By-pass Route

Document 6 - MVCA Board Resolution dated May 27, 2004

Document 7 - Public Participation - Ottawa River Boat By-pass

Document 8 – City of Ottawa Route Evaluation Matrix

Document 9 – City of Ottawa Route Profiles

DISPOSITION

Upon acceptance of this report staff will proceed with issuing a licence of occupation to ORPI, subject to the noted conditions for access and use of the unopened portion of Willola Beach road.

Should the route through the Morris Island Conservation Area be supported, staff will proceed with issuing the required license of occupation to ORPI for the use of the portions of the abandoned rail corridor owned by the City. Staff will also amend the current lease with the MVCA to acknowledge this new use in the Morris Island Conservation Area.

PUBLIC PARTICIPATION – OTTAWA RIVER BOAT BY-PASS Document 7

Concerns/ Issues	Response/Action Taken
Final Information report on the project was not available to the public (e.g. consultant’s report, project business plan)	Staff have encouraged the proponent to release the background information so that the public can be informed. As a third party document, the City must seek the permission of the proponent to release the final report and he has declined this request.
Insufficient analysis/documentation of the project’s social impact	The consultant’s final report incorporates a description of the social impact analysis undertaken and has been evaluated by staff. The analysis is complete and acceptable to staff
Report did not accurately reflect the “existing environment”. For example, the Willola Beach homes are not “cottages”.	The final report has addressed the terminology to accurately refer to the existing homes at this location and acknowledges that these are permanent residences.
Information not provided on the alternative routes and the associated traffic safety issues.	Seven proposed routes were included in the City’s engineering analysis. All of these routes included passage on the City’s rural collector roads and through this analysis were deemed to be safe for the boat by-pass operation. This analysis is included in the staff report.
Aquatic/ecological health of the river and impacts on its shoreline habitat, upstream and downstream, have not been adequately considered	The consultant’s final report has been revised to address concerns raised regarding potential shoreline habitat and fisheries impacts from the two launch sites, and particularly with the proposed berm to be built out from Willola Beach. Hydraulic modelling has been conducted to determine the changes to water flow and erosion and sedimentation that would result from establishment of a berm. This information is being considered by the aquatic habitat consultant with an opinion to be forwarded to the Ministry of Natural Resources, the Mississippi Conservation Authority and Department of Fisheries and Oceans for their consideration of required approvals for all in-water works associated with this project. In addition, the consultant’s report will address the potential project impacts upon significant vegetation within the Morris Island Conservation Area, as referenced by the Ottawa Riverkeeper. It is understood that additional mitigation measures would be explored to protect significant vegetation at the detailed site design stage. Should the route through the Morris Island Conservation Area be followed, the City and the Conservation Authority would be consulted in the preparation of the detailed site plan and would approve the final design.
Disagree with a “private” undertaking being exempt from the EA process - note that this project is receiving significant public moneys from all levels of government therefore should be subject to EA process	Both Ontario’s Environmental Assessment Act and the Canada Environmental Assessment Act are set out to apply to undertakings by a public entity. Although this project is seeking government funding from various sources, the project as it relates to choosing an overland route, is still classified as a private undertaking and is not subject to the requirement for completing an Environmental Assessment report. However the proposed works within the river will go through a screening process that may trigger an environmental review.
Question applicability of City tax $ being provided to this project when the municipality is experiencing fiscal constraints, i.e. closing community centres, reducing other services to the community	City Council approved funding for this project in 2002 with many other public funding partners who believed in opening this waterway and its long term potential to become a significant national heritage resource that will stimulate the tourism industry in much the same way as the Rideau Canal System.
Requirement for a sensitivity analysis of the route evaluation matrix	Although a detailed sensitivity analysis has not been conducted for the evaluation matrix, review of the criteria weightings does indicate that some of the routes are very close. In other words, the final score for some routes may not be significantly different when minor changes are applied to the evaluation criteria. The final report from the consultant for this project outlines the weightings criteria in greater detail than previously reported. It should be noted however that all evaluation matrices will demonstrate a certain level of subjectivity in assessing potential impacts. The evaluation matrix was used as a tool to help evaluate several potential bypass routes. Ultimately the proximities of the route was the major criteria. This could not be easily evaluated through the matrix. Factors relating to traffic safety and client experience have been addressed the main text of this report.
Question the “need” for the project - there are existing boat bypass options on Quebec side	MRC Pontiac in the late 1990'attempted to operate their own system taking boats from Quyon all the way up to Bryson. This operation failed due to high costs. The Warden of MRC Pontiac provided a letter confirming that this operation was no longer in existence. Other commercial by-pass operators are available, however, the ORPI is proposing to establish an on-demand low cost by-pass system.
Status of this route as “temporary” vs. permanent	The overland route selection is intended as a permanent solution for the foreseeable future. The ultimate objective is to build upon the success of the overland route and continue to seek a waterway route around the dam and the other down river obstructions. A final waterway route will require substantial investment from the Provincial and Federal Governments.
Concerned with lead levels on unopened road allowance at Willola Beach and at both launch sites; request to view results	The final report indicates the bore hole testing for the unopened road allowance at Willola Beach resulted in levels at the launch sites being below Ministry of Environment Guideline’s for soil contamination.
City should conduct social and economic impact analysis of the project - on community at Willola Beach and in Fitzroy Harbour, for school safety, children’s safety, property values, air quality, etc.	The proponent has undertaken a social and economic impact analysis for this project. On the social impact side, for example, generally accepted methods were applied for this project. These included assessing the land use fabric and population density along the proposed route and investigating the experience of individuals in similar situations along already established boat bypass routes.
Requirement for performance bond if the project fails	There is no performance bond for the operational component or on investments made by any of the funding contributions made by the funding partners so far for the development of this project. There is an ability to put a clause in the License of Occupation agreement that will require lands to be returned to their original state if the operations cease to exist. However, reinstatement requiring removal of the berm will not be possible.
Adequately evaluated the potential for introduction of invasive species, such as zebra mussels	An opinion on the potential impact of invasive species to the Ottawa River was sought from the aquatic habitat biologist retained for this project, Muncaster Environmental Planning. Although zebra mussels are known to be abundant within the Rideau River system, the consultant is not aware of any colonies of zebra mussels within the Ottawa River. The consultant argues that the low calcium content in the Ottawa River reduces the ability for these mussels to exist.
Question user safety on abandoned rail bed trail?	The design plans for upgrading the abandoned rail bed trail for passage of trucks and boat trailers is being evaluated by the City’s traffic engineers for safety as part of the license of occupation permit. If the design upgrades are insufficient for the intended use, the City’s traffic engineers will recommend further upgrades prior to the issuance of the license of occupation permit.
Suggest expropriation of more appropriate launch site(s).	Ontario’s Expropriation Act (R.S.O. 1990) provides authority to various public agencies to expropriate lands for which they have an interest, under specified conditions. This private undertaking for a boat bypass would not meet these requirements and could not therefore, be applied.
Describe the business and operating plans for this project?	The business plan is modeled on the basis of the experience of 5 existing upper bypasses in operation over the last10 years. The proponent submitted the business case during the SuperBuild 2001 selection process and it was approved by the Province. The business plan has been adjusted to reflect the increases in costs. The current expected fees for transporting boats at Chat's Falls is expected to be $50 per lift. With the Chats Dam by-pass in place, the operating plan identifies an annual surplus.
What are the capital costs of the proposed routes?	The preferred route will cost approximately $1 million dollars. The cost of developing all other routes is below this number due to their heavier reliance on existing public roads.
What are the Highway safety requirements of a boat hauled on city and provincial roads as proposed by the proponent?	Legal requirements exist and are set out in the Highway Traffic Act and the City of Ottawa By-law 2003-497 for vehicles and loads having certain height and weight dimensions. The Highway Traffic Act specifies that the maximum width without a permit is 2.6 m and height is not to exceed 4.15 m. A minimum of one escort vehicle and special warning lights are required when widths exceed 3.99 m or the trailer boat combination exceeds a height of 4.86 m.
What are the specifications /model of the proposed suburban and trailer to be used	The system is designed for boats to a maximum size of 10 metres in length that will be pulled by a suburban vehicle, which is a 4 door 9 passenger sport utility vehicle. This vehicle is 2 metres in width and 1.9 metres in height.
What will be the economic impact of the project as submitted to the Superbuild?	A proprietary business plan was submitted to “Superbuild” which laid out the economic parameters of the boat by-pass project. This submission identified the expected number of person years of employment, primary and secondary local spending and indirect benefits such as boat equipment, fuel sales etc. “Superbuild” accepted the business plan.
Why is there no municipal EA requirement for this project	The Municipal Class Environmental Assessment process has been developed for routine municipal projects for water supply, collection of sanitary sewage or transportation. This proposed project is not a municipal project nor is it a transportation project that has be been identified as routine within the Class EA planning and design process.

SUBJECT:	STAFF UPDATE ON THE PROPOSED FITZROY HABOUR BOAT BYPASS

OBJET :	MISE À JOUR DU PERSONNEL CONCERNANT LA PROPOSITION DE SYSTÈME DE CONTOURNEMENT POUR BATEAUX DE FITZROY HARBOUR

	ROUTE
FACTOR	1	2	3	4	5	6	7	8
Traffic Mix & Speed Differential	L	M	H	H	M	H	H	H
Land Use	H	M	L	H	H	M	L	H
Traffic Operational Conditions	M	H	L	H	H	M	L	H
Geometric Characteristics	H	L	M	H	H	L	M	H

EXECUTIVE SUMMARY

SUPPORTING DOCUMENTATION

Response/Action Taken

Chats Falls Marine By-Pass – Route Definitions

Traffic Volume, Vehicle Classifications, Speed Differential (interference)

Land Use

Reflects surrounding environment including potential Pedestrian/Cyclist Exposure

Traffic Operations Conditions

Route Geometric Profile

ROUTE

	- DENOTES BEST PUBLIC HIGHWAY ROUTES

	- DENOTES PREFERRED “OFF-ROAD” OPG ROUTES