Report to/Rapport au :

 

Transportation Committee / Comité des transports

 

and Council / et au Conseil

 

06 June 2007 / le 06 juin 2007

 

Submitted by/Soumis par : Nancy Schepers, Deputy City Manager/Directrice municipale adjointe

Planning, Transit and the Environment/Urbanisme, Transport en commun et Environnement

 

Contact Person/Personne ressource : Michael Wildman, Acting Manager/Gestionnaire intérimaire, Infrastructure Approvals/Approbation des demandes d'infrastructure

(613) 580-2424, 27811  Mike.Wildman@ottawa.ca

 

Kanata North (4)

Ref N°: ACS2007-PTE-APR-0137

 

 

SUBJECT:

GOULBOURN FORCED ROAD AND KANATA AVENUE ENVIRONMENTAL ASSESSMENTS

 

 

OBJET :

ÉVALUATIONS ENVIRONNEMENTALES DU CHEMIN GOULBOURN FORCED ET DE L'AVENUE KANATA

 

 

REPORT RECOMMENDATIONS

 

That Transportation Committee recommend Council:

 

1.                  Receive the results of the Goulbourn Forced Road and Kanata Avenue Environmental Assessments, as shown in Documents 2 and 6, that were developed in accordance with the requirements of the Ontario Environmental Assessment Act and Municipal Class Environmental Assessment.

 

2.                  Request staff prepare the Environmental Study Report for the Goulbourn Forced Road and Kanata Avenue Environmental Assessments for the 30-day public review, in accordance with the Ontario Environmental Assessment Act.

 

 

RECOMMANDATIONS DU RAPPORT

 

Que le Comité des transports recommande au Conseil :

 

1.                  De prendre acte des résultats du rapport sur les évaluations environnementales du chemin Goulbourn Forced et de l'avenue Kanata, figurant aux documents 2 et 6, réalisées conformément aux exigences de la Loi sur les évaluations environnementales de l'Ontario et de l'Évaluation environnementale municipale de portée générale.

 

2.                  De demander au personnel de préparer le rapport d'évaluation environnementale du chemin Goulbourn Forced et de l'avenue Kanata pour les fins de la période d’examen public de 30 jours, conformément aux dispositions de la Loi sur les évaluations environnementales de l'Ontario.

 

 

EXECUTIVE SUMMARY

 

Assumptions and Analysis:

 

The Goulbourn Force Road is an unimproved forced road through the Marchwood/Lakeside Communities in Kanata. In the early 1980s, a Concept Plan for Marchwood/Lakeside prepared by Campeau Corporation showed a requirement for a major collector roadway in the approximate location of the current Goulbourn Forced Road, south of the Nepean-Arnprior railway. The segment north of the Nepean-Arnprior railway envisioned a realignment to the west side of the lands defined in the City’s Urban Natural Area Environmental Evaluation Study as an Urban Natural Feature (UNF), to intersect with Terry Fox Drive opposite Second Line Road. The Concept Plan alignment has been reflected in all major planning documents since the late 1980s, including the 1990 City of Kanata Official Plan (OP), the 1997 Region of Ottawa-Carleton OP and the current OP.

 

KNL Developments Inc. (KNL) submitted applications under the Planning Act for Draft Plan of Subdivision approval for two large subdivisions in the Marchwood/Lakeside area. The KNL application is one of many development projects anticipated in Ward 4 over the next 20 years.

 

A major realignment of the existing Kanata Avenue/Richardson Side Road from Goulbourn Forced Road to Terry Fox Drive was identified in the October 2000 Terry Fox Drive Environmental Study Report. Significant grades on the Carp River escarpment necessitated a new alignment for the east leg of Kanata Avenue at its intersection with Terry Fox Drive. Portions of the new alignment for Kanata Avenue were constructed as part of the extension project of Terry Fox Drive north of Campeau Drive in 2003; however, the Terry Fox Drive Environmental Study Report did not address the functional design requirements or Environmental Assessment (EA) approval requirements for the realignment and reconstruction of Kanata Avenue east of Terry Fox Drive.

 

Financial Implications:

 

 

Public Consultation/Input

 

The EA studies were undertaken as Class EAs for Municipal Road Projects under a Schedule C project. The public consultation events for both projects were held simultaneously and the details are listed below:

 

 

 

RÉSUMÉ

 

Hypothèses et analyse :

 

Le chemin Goulbourn Forced est un chemin rudimentaire aménagé dans les collectivités de Marchwood/Lakeside, à Kanata. Au début des années 80, le plan conceptuel de Marchwood/Lakeside préparé par la Corporation Campeau prévoyait la construction d’une grande route collectrice à peu près au même endroit que le chemin Goulbourn Forced actuel, au sud de la ligne de chemin de fer Nepean‑Arnprior. On envisageait pour la partie nord de la ligne de chemin de fer Nepean‑Arnprior un réalignement du côté ouest des terrains définis dans l’Étude d’évaluation environnementale des espaces naturels urbains comme étant une caractéristique naturelle urbaine (CNU), qui permettrait de croiser la promenade Terry Fox en face du chemin Second Line. L’alignement proposé dans le plan conceptuel se retrouve dans tous les grands documents de planification depuis la fin des années 80, y compris le Plan officiel (PO) de la Ville de Kanata de 1990, celui de 1997 de la région d’Ottawa‑Carleton et le Plan officiel actuel.

 

KNL Developments Inc. (KNL) a présenté, en vertu de la Loi sur l’aménagement du territoire, des demandes d’approbation des projets d’aménagement de deux grands lotissements dans le secteur Marchwood/Lakeside. La demande de KNL n’est que l’une des nombreuses demandes pour des projets prévus dans le quartier 4 au cours des vingt prochaines années.

 

Le rapport sur l’évaluation environnementale de la promenade Terry Fox d’octobre 2000 faisait état de la nécessité de procéder à un réalignement majeur de l’avenue Kanata et du chemin de traverse Richardson entre le chemin Goulbourn Forced et la promenade Terry Fox Drive. Les pentes importantes de l’escarpement de la rivière Carp imposaient un nouvel alignement du tronçon est de l’avenue Kanata à son intersection avec la promenade Terry Fox. Certaines portions du nouvel alignement de l’avenue Kanata ont été construites dans le cadre du projet de prolongement de la promenade Terry Fox au nord de la promenade Campeau en 2003. Cependant, l’Étude d’impact de la promenade Terry Fox sur l’environnement ne s’est pas penchée sur les exigences conceptuelles fonctionnelles ou les exigences d’approbation de l’évaluation environnementale (ÉE) du réalignement et de la reconstruction de l’avenue Kanata à l’est de la promenade Terry Fox.

 

Répercussions financières :

 

 

Consultation publique/Commentaires :

 

Les ÉE ont été réalisées dans le cadre des évaluations environnementales de portée générale des projets municipaux de construction de routes de l’annexe C. On a organisé pour les deux projets des réunions de consultation simultanées dont voici le détail.

 

BACKGROUND

 

Description of Projects

 

The City has completed a Class EA Study for the reconstruction and realignment of Goulbourn Forced Road from Kanata Avenue to Terry Fox Drive and Kanata Avenue from Richardson Side Road to Goulbourn Forced Road. The study was undertaken to determine the alignment, profile and cross-section for both Goulbourn Forced Road and Kanata Avenue and establish the seek Environment Assessment Act approvals for the projects.

 

Report Organization

 

This staff report presents the results of two different EA studies, for both Goulbourn Forced Road and Kanata Avenue. While they are distinct projects, they are being presented together in this report as they are both located in the same vicinity in the west end of the city, they include overlapping sections (i.e. the intersection of Goulbourn Forced Road/Kanata Avenue) and have similar need requirements. As well, presenting them together allows any member of the public to address Transportation Committee about both projects at the same time.

 

This staff report is organized in the following manner:

 

 

Documents 1 to 7 identify the study area graphics, illustrations of the Recommended Plan, detailed summaries of the public consultation events and evaluation process for each study.

 

Planning Context for Both Studies

 

Goulbourn Forced Road, as it exists today is a forced road from Kanata Avenue to Terry Fox Drive and currently has a substandard road cross section for a collector road. In the late 1970s, Goulbourn Forced Road was identified as the possible key north-south transportation spine for the Marchwood/Lakeside communities of Kanata. In the early 1980s, a Concept Plan for Marchwood/Lakeside prepared by Campeau Corporation showed a requirement for a major collector roadway in the approximate location of the current Goulbourn Forced Road south of the Nepean-Arnprior railway. The segment north of the Nepean-Arnprior railway envisioned a realignment of the major collector to the west side of the UNF as described in the City’s Urban Natural Area Environmental Evaluation Study, to intersect with Terry Fox Drive opposite Second Line Road. The UNF lands are commonly referred to as the Trillium Woods and the Monk Environmental Park. The Concept Plan alignment has been reflected in all major planning documents since the late 1980s, including the 1990 City of Kanata OP, the 1997 Region of Ottawa-Carleton OP, and the current 2003 City of Ottawa OP.

 

Development has occurred on the east side of the segment of Goulbourn Forced Road from Kanata Avenue to the Kizell and Beaver Pond. Plans of Subdivision and a Plan of Condominium have been developed. When approving these developments, the plans took into consideration the future continued development within the Marchwood/Lakeside community and accounted for a future alignment of the Goulbourn Forced Road. The Plan of Condominium development has access directly onto the original forced road and will ultimately have access to the realigned Goulbourn Forced Road. Blocks within some of the plans have been created which will later be made into building lots once the final alignment of this southerly segment has been approved.

 

KNL and Richcraft Homes have submitted applications under the Planning Act for Draft Plan of Subdivision approval for three large subdivisions in the Marchwood-Lakeside area. The these subdivisions are many of the development projects anticipated in Ward 4 over the next 20 years, which could ultimately generate more than 7000 residential units and 278 700 square metres of business park development. The KNL Draft Plan of Subdivision showed an assumed alignment for Goulbourn Forced Road that was consistent with previous alignments.

 

A major realignment of the existing Kanata Avenue/Richardson Side Road from Goulbourn Forced Road to Terry Fox Drive was identified in the October 2000 Terry Fox Drive Environmental Study Report. Significant grades on the Carp River escarpment necessitated a new alignment for the east leg of Kanata Avenue at its intersection with Terry Fox Drive. Portions of the new alignment for Kanata Avenue were constructed as part of the extension project of Terry Fox Drive north of Campeau Drive in 2003; however, the Terry Fox Drive Environmental Study Report did not address the functional design requirements or EA requirements for the realignment and reconstruction of Kanata Avenue east of Terry Fox Drive. Given the potential for modification to the alignment, location and/or of the Kanata Avenue/Goulbourn Forced Road intersection as part of the Goulbourn Forced Road EA, it was determined that it would be appropriate for these two projects to proceed through the planning process together.

 

Official Plan Conformity

 

The OP supports development of lands adjacent to Goulbourn Forced Road and Kanata Avenue, which will drive the need to upgrade both roads to urban standards. Both roads are in the OP and designated as Major Collector roads. Both roads have been part of the planned Marchwood/Lakeside Community road network for more than 30 years.

 

Purpose of the Undertaking

 

The purpose of the undertaking is to respond to growth pressures by providing adequate transportation capacity in the study area. In addition, to support the growth within Ottawa as a liveable and economically viable city by planning infrastructure and services that are required to encourage sustainable land use practices, support desired modal shifts, prevent congestion and delay, and minimize air pollution.

 

SECTION A – GOULBOURN FORCED ROAD ENVIRONMENTAL ASSESSMENT

 

DISCUSSION

 

Goulbourn Forced Road is currently a rural collector roadway with horizontal and vertical design parameters (minimum curve radii, maximum gradient) below current design guidelines and has a cross-section that is narrow and without other features, such as shoulders and pedestrian facilities. Currently Goulbourn Forced Road has very limited development adjacent to its corridor; therefore, intersections and driveways are minimal in number. The assumed speed limit on Goulbourn Forced Road is 50 km/hr., as there is no posted speed limit.

 

There are a number of development applications for lands adjacent to the existing Goulbourn Forced Road between Kanata Avenue and Terry Fox Drive that will drive a significant change in the character of Goulbourn Forced Road. All of the lands between Kanata Avenue and the Kizell Pond and Beaver Pond on both sides of Goulbourn Forced Road are slated for development in that the OP designation is General Urban. Most of this land is subject to current development applications. Development will continue north of the Kizell Pond and Beaver Pond on both sides of Goulbourn Forced Road up to the Nepean-Arnprior Railway.

 

North of the railway the adjacent land use will depend on the alignment chosen for Goulbourn Forced Road. The existing forced road alignment splits the Trillium Woods/Monk Environmental Park UNF. The originally planned realignment of Goulbourn Forced Road to the west side of the Trillium Woods would have land use on the west side of Goulbourn Forced Road being a mix of commercial, residential, and institutional uses.

 

Several intersections are proposed with the new Goulbourn Forced Road including (from south to north):

 

Document 1 illustrates the Goulbourn Forced Road Study Area.

 

Problem/Opportunity Statement

 

The roadway structure of Goulbourn Forced Road needs to be improved to carry the volume of traffic forecasted for the post-development scenario in Ward 4 and to provide an adequate road base for a typical Major Collector road cross-section.

 

The horizontal and vertical geometry of Goulbourn Forced Road needs to be modified to meet current City of Ottawa road design guidelines for Major Collector roads. The KNL Draft Plan of Subdivision also provides the opportunity to realign the northern segment of Goulbourn Forced Road to the west edge of the UNF as has long been intended, to reduce the impacts of the road on the important natural feature.

 

The projected traffic volumes for the future traffic on Goulbourn Forced Road indicate that once Goulbourn Forced Road is reconstructed to typical municipal standards for a two lane Major Collector road, there will be no additional road capacity requirements. Reconstruction of Goulbourn Forced Road to typical Major Collector road design parameters will provide sidewalks and bicycle lanes on both sides of the road between Kanata Avenue and Terry Fox Drive.

 

Alternative Planning Solutions

 

The Class EA for Municipal Roadways requires that alternative solutions be identified for the problem/opportunity. For roadway capacity deficiencies, the Class EA suggests that the following alternatives be investigated:

 

 

Drawing on the policies and recommendations of numerous supporting documents such as the OP and Transportation Master Plan (TMP), the Terry Fox Drive Environmental Study Report and the Kanata North Neighbourhood Transportation Study, the following addresses the extent to which each of these alternatives could solve the problem taking into account their potential environmental impacts and costs.

 

 

 

 

 

 

 

Preferred Solutions

 

The preferred alternative solution, as originally identified in the TMP and the Kanata North Neighbourhood Transportation Study, includes a combination of: TDM/TSM measures; alternative transportation modes (i.e. increased walking, cycling and transit); and reconstruction of Goulbourn Forced Road.

 

Analysis and Evaluation Process

 

It was possible to divide Goulbourn Forced Road into two distinct segments based on the range of logical alternatives to be considered:

·        Section 1 - Kanata Avenue to Walden Drive, where there were no centreline options, and alternatives focused on different methods for crossing the Kizell and Beaver Ponds; and

·        Section 2 - Walden Drive to Terry Fox Drive, where there were a number of centreline options.

 

The centreline profiles associated with the range of design alternatives were reviewed and it was determined that the profiles for all options could easily be made to match at the boundary between the segments (i.e., Walden Drive); therefore it was concluded that design options within each segment could be generated and evaluated independently, without the decisions in one segment prejudicing the decisions in the other.

 

Document 3 contains a detailed description of the analysis and evaluation process, including illustrations of the various alternatives considered.

 

Section 1 - Kanata Avenue to Walden Drive

 

Centreline Options

 

The Richcraft and KNL Draft Plans of Subdivision suggested a centreline alignment for Goulbourn Forced Road between Kanata Avenue and Walden Drive that rationalized the property impacts between Richcraft, Urbandale, and KNL and provided acceptable horizontal curve radii for this segment of Goulbourn Forced Road. No other centreline options were considered for this segment.

 

It was suggested by some stakeholders that an alignment be considered for Goulbourn Forced Road that would create an aligned four-leg intersection with either, the most westerly driveway to All Saints High School or the middle driveway to All Saints High School. An alignment that accommodated either of these accesses would have significant property impacts on either the Richcraft subdivision (the westerly access) or the existing Urbandale commercial property in the northeast quadrant of the Goulbourn Forced Road/Kanata Avenue intersection. The impetus for either of these suggested options was to allow full access to the school through both driveways and maintain acceptable traffic operations in the vicinity of the Goulbourn Forced Road/Kanata Avenue intersection. There are a number of existing on-site access and circulation issues that should be resolved with All Saints High School, which will likely lead to changes in the access and circulation pattern. The construction of these collector roads will not resolve the internal concerns. Given this, and the impacts that would result from realigning Goulbourn Forced Road to match the location of the school driveways, these options were dropped without detailed evaluation.

 

Design Options for Crossing the Kizell Pond and Beaver Pond

 

Goulbourn Forced Road currently crosses the Kizell Pond and Beaver Pond via a causeway with a culvert to accommodate flow between the Ponds. Two design options were developed for the future Goulbourn Forced Road crossing of the Ponds:

 

1.      Construct a bridge over the “valley” that would provide superior access and safety for pedestrians walking on the recreational pathways adjacent to the Ponds; and

2.      Replace the existing causeway/culvert with a new causeway/culvert.

 

No differences were identified between the options with respect to the Natural Environment and Transportation Environment. The advantages and disadvantages of the two crossing options, including analysis and evaluation details, are discussed in Document 3.

 

Section 2 - Walden Drive to Terry Fox Drive

 

Four centreline options were identified for Goulbourn Forced Road, between Walden Drive and the future Terry Fox Drive extension. They are described as follows:

 

The Existing Goulbourn Forced Road Alignment

 

This option follows the existing Goulbourn Forced Road alignment from Kanata Avenue to Terry Fox Drive. While this option attempts to follow the existing alignment as closely as possible, current geometric standards result in the new roadway diverting from the existing alignment in several locations.

 

The existing Goulbourn Forced Road Alignment alternative was dismissed from consideration without detailed evaluation as a potential alignment option for the following reasons:

 

·        Reconstruction of Goulbourn Forced Road on its existing alignment would increase the already significant impact of Goulbourn Forced Road on Trillium Woods/Monk Environmental Park;

·        The existing alignment is inconsistent with long range planning documents and current developments adjacent to the Goulbourn Forced Road corridor. These future developments would still require the construction of north-south collector road west of Trillium Woods;

·        The alignment does not provide a suitable intersection location at the northern terminus of Goulbourn Forced Road (i.e. at the Terry Fox Drive/Flamborough Drive/Innovation Way intersection); and

·        The alignment provides no clear net advantages.

 

The KNL Alignment

 

This alignment option would see the northern segment of Goulbourn Forced Road realigned to the west side of Trillium Woods to intersect the Terry Fox Drive extension at the future Second Line Road allowance. This alignment alternative was established through long-range planning exercises such as the former City of Kanata OP, the current Ottawa Official and Transportation Master Plans. The rationale for the realignment of the northern segment is to reduce the impacts of this road on Trillium Woods/Monk Environmental Park. This alignment is consistent with KNL’s proposed development concepts along Goulbourn Forced Road.

 

The Westerly Shift Alignment

 

Following the same rationale as the KNL Alignment, this option would also see the northern segment of Goulbourn Forced Road realigned to the west side of Trillium Woods and intersecting the Terry Fox Drive extension at the future Second Line Road allowance. The major difference between the two options is that the realignment of the northern segment in the Westerly Shift Alignment is more severe than the realignment in the KNL Alignment (i.e., Goulbourn Forced Road is pushed further to the west). The rationale for doing so is to avoid all possible impacts on Trillium Woods/Monk Environmental Park. While this alignment option is consistent with long-range planning documents, it deviates from proposed development concepts along Goulbourn Forced Road.

 

The Far West Alignment

 

This alignment option would see the northern segment of Goulbourn Forced Road realigned west of Trillium Woods and intersect the Terry Fox Drive extension approximately 300 metres west of the future Second Line Road allowance. When compared to the location of the other alignment alternatives, the Far West Alignment is located significantly west of the other options as the location of the KNL Alignment and the Westerly Shift Alignment are only subtly different when compared to the Far West Alignment.

 

The Far West Alignment alternative was established to minimize the impact on both private property owners and on Trillium Woods/Monk Environmental Park. This alignment deviates from proposed development concepts along Goulbourn Forced Road.

 

The advantages and disadvantages of the various alignment alternatives, including analysis and evaluation details, are discussed in Document 3.

 

Recommended Plan

 

Goulbourn Forced Road will be divided into four phases. Phase 1 includes the section of Goulbourn Forced Road from Kanata Avenue to Keyrock Drive (just north of Keyrock Drive). Phase 1 will be constructed in conjunction with Phase 1 of Kanata Avenue, in the fall of 2007. Phase 2 includes the section of Goulbourn Forced Road from Keyrock Drive (just north of Keyrock Drive) to Kanata Rockeries driveway. Phase 2 may be constructed in conjunction with Phase 1, subject to availability of existing capital authority. Phase 3 includes the section of Goulbourn Forced Road from the Kanata Rockeries driveway to Walden Drive South. Phase 3, is currently expected to be constructed in 2011 subject to Council advancement of budgetary funding. Phase 4 includes the section of Goulbourn Forced Road from Walden Drive South to Future Terry Fox Drive extension 300 meters west of Second Line Road allowance. Phase 4 is currently expected to be constructed post 2016 subject to availability of funds and will be coordinated with the construction with the future Terry Fox Drive extension.

 

Section 1 - the Causeway/Culvert Option was selected as the technically preferred design treatment for the Goulbourn Forced Road crossing of the Kizell Pond and Beaver Pond due to a significantly lower capital cost.

 

Section 2 – the Far West Alignment was selected as the preferred design for Section 2 because it does not impact the Terrestrial Habitat of Trillium Woods and because it has the least impact to existing residences.

 

The Recommended Plan and cross-section are illustrated in Document 2.

 

Document 5 summarizes property impacts and mitigation measures.

 

 

CONSULTATION

 

The Goulbourn Forced Road EA was carried out in accordance with the Municipal Engineer’s Association Class EA Process for Municipal Road Projects (2000) as a Schedule C project. During the course of the study, regular update meetings were held with the ACG and PCG to seek input, direction and concurrence on the study findings and recommendations.

 

The following is a list of public consultation activities for this study:

 

·        “Notice of Project Commencement” advertised in local newspapers;

·        Public Open House #1 – March 2, 2006;

·        PCG/Stakeholder Meeting – June 21, 2006

·        Public Open House #2 – June 29, 2006;

·        Public Open House #3 – December 12, 2006;

·        One-on-one meetings with the OCCSB, All Saints High School Parent Council, Community Association Executive Committees, private landowners, area developers, etc;

·        ACG Meetings – throughout the course of the study;

·        Various inquiry contacts; and

·        Transportation Committee – June 20, 2007.

 

The public consultation efforts for this study were successful. The various committees, public associations and public groups/individuals were kept informed of the ongoing activities of this study as well as the outcome through the events listed above. At the conclusion of the study, the majority of comments received from members of the public were of a positive nature.

 

Consensus was reached on almost all issues, with the exception of:

 

  1. Treatment of pond crossing; and
  2. Assumed treatment of future rail grade-separation.

 

The concerns that were raised are:

 

Pond Crossing:

 

Goulbourn Forced Road currently crosses the Pond complex (i.e., Beaver Pond/Kizell Pond) via a causeway with a culvert to accommodate flow between the Ponds. Two design options were developed for the future Goulbourn Forced Road crossing of the Pond complex:

 

1.      Construct a bridge over the “valley” that would provide superior access and convenience for pedestrians walking on the recreational pathways adjacent to the Ponds; and

2.      Replace the existing causeway/culvert with a new causeway/culvert.

 

The primary opposition identified by members of the public to the preferred Causeway/Culvert Option is focussed around their opinion that this option does not provide for convenient recreational access to the ponds. While it is acknowledged that the bridge option would provide a superior recreational crossing, the options have been rated on a number of criteria. They indicated that it was their impression that the Bridge Option would be more environmental friendly for any opportunity for wildlife to travel from one pond area to another. No differences were identified between the options with respect to the Natural Environment and Transportation Environment criteria groups.

 

The advantages and disadvantages of the two crossing options are as follows:

 

·        The Bridge Option ranked highest under the Existing Recreational Features criterion in that it provides an unconstrained crossing of the pond complex. While the Culvert Option maintains the existing crossing condition, which is an at-grade crossing with adequate user safety, no option provides the same level of convenience to recreational users as the Bridge Option; and

 

·        Due a significantly lower overall estimated capital cost, the Causeway/Culvert Option ranked highest (i.e. $100,000 for the culvert/causeway structure versus $1,600,000 for the bridge structure).

 

As a result of the above, the Causeway/Culvert Option is selected as the preferred design treatment for the Goulbourn Forced Road crossing of the Pond Complex.

 

Nepean-Arnprior Railway Crossing

 

Stakeholder consultation identified a desire to consider designing the grade-separated crossing of the Nepean-Arnprior Railway utilizing reinforced earth walls in place of berms on the bridge approaches to minimize property impacts/requirements. The concern expressed related to the potential loss of development land should an earth embankment design be utilized. Under a reinforced earth wall design treatment the required ROW for the overpass would remain at, or close to, 26 metres. The current design treatment utilizes earth embankments, which require in excess of an 80 metre ROW at certain locations.

 

The preferred design treatment for the crossing was determined by comparing trade-offs between the capital costs of the reinforced earth walls and the total cost of berm construction (including capital costs and value of the property consumed by the earth embankment treatment). The cost to construct the structure assuming reinforced earth wall is significant higher ($7.5 million) than the earth embankment treatment ($2.2 million). As such, the earth embankment treatment was selected as the preferred design for the grade-separated crossing of the Nepean-Arnprior Railway.

 

Based on the analysis completed through the evaluation process, it is felt that the preferred alternatives satisfy the roadway design requirements in a satisfactory manner and meets or exceeds a majority of issues raised through the public process. Document 4 provides additional detail with respect to consultation activities held over the course of the study.

 

SECTION B – KANATA AVENUE ENVIRONMENTAL ASSESSMENT

 

 

DISCUSSION

 

Kanata Avenue between Richardson Side Road and Goulbourn Forced Road is currently a rural collector roadway with a cross-section that is without a number of desirable features, such as bicycle lanes and pedestrian facilities. This section of what is now called Kanata Avenue is the original Richardson Side Road that has a rural collector status in the OP. When the road was originally built it was not placed within the legal road right-of-way due the presence of a large rock outcrop. With the development of lands south of the existing road, the southerly edge of the future road allowance was established. The current road corridor has well established back‑lotted development on the south side. Through the Draft Plan Approval for lands north of the current road, the City will acquire the full road right-of-way and Kanata Avenue will have development backing onto both sides of the right-of-way. Currently, intersections and driveways are minimal in number. The assumed speed limit on this portion of Kanata Avenue is 50 km/hr, as there is no posted speed limit. East of the study area Kanata Avenue is posted at 40 km/hr; west of the study area Kanata Avenue has a posted speed limit of 70 km/hr.

 

The Draft Plan of Subdivision for the Richcraft lands on the north side of Kanata Avenue, west of Goulbourn Forced Road will generate a fourth leg to the existing Kanata Avenue/Stikine Drive intersection. The Richcraft subdivision will occupy all of the land between Goulbourn Forced Road and Richardson Side Road. The design concept is for back-lotted residential dwellings; therefore there will be no direct driveways to Kanata Avenue.

 

Document 6 illustrates the Kanata Avenue Study Area.

 

Problem/Opportunity Statement

 

The construction of the planned Richcraft subdivision on the northwest corner of the intersection of Goulbourn Forced Road/Kanata Avenue will eliminate the unopened road allowance for Kanata Avenue. A new road allowance/ROW is required for Kanata Avenue between Richardson Side Road and Goulbourn Forced Road.

 

Projected traffic volumes suggest that no additional road capacity is required on Kanata Avenue beyond that which can be expected from the reconstruction of Kanata Avenue to typical municipal standards for a two lane Major Collector road.

 

Reconstruction of Kanata Avenue to typical Major Collector road design parameters will provide sidewalks and bicycle lanes on both sides of the road between Richardson Side Road and Goulbourn Forced Road.

 

Alternative Planning Solutions

 

The Class EA for Municipal Roadways requires that alternative solutions be identified for the problem/opportunity. For roadway capacity deficiencies, the Class EA suggests that the following alternatives be investigated:

 

 

Drawing on the policies and recommendations of numerous supporting documents such as the OP and TMP, the Terry Fox Drive ESR and the Kanata North Neighbourhood Transportation Study, the following addresses the extent to which each of these alternatives could solve the problem taking into account their potential environmental impacts and costs.

 

 

 

 

 

 

 

Preferred Solutions

 

The preferred solution includes a combination of: TDM/TSM measures; alternative transportation modes (i.e. increased walking, cycling and transit); and reconstruction.

 

Analysis and Evaluation Process

 

Given that the purpose of the Kanata Avenue EA is to establish a legally acceptable right-of-way for an urban Major Collector road, no other alterative solutions are capable of solving the problem/opportunity.

 

No centreline options were considered for Kanata Avenue within the study area. Development approvals for the adjacent lands have, over time, established a 34 metre wide corridor for Kanata Avenue centered on the existing centreline. There was no compelling rationale for considering alternative centrelines, as any other option would have increased potential traffic-related noise impacts on the existing residents, and there were no problems with the existing centreline that needed to be resolved.

 

Recommended Plan

 

Kanata Avenue is split into two phases. Phase 1 consist of the intersection modifications at Kanata Avenue and Goulbourn Forced Road (includes section of Kanata Avenue from Stikine Road to east of Goulbourn Forced Road). Phase 1 is expected to be constructed in the fall of 2007. Phase 2 consists of the section of Kanata Avenue from Stikine Road to Richardson Side Road. Phase 2 is currently expected to be constructed in 2010 as build out occurs, subject to Council advancement of budgetary funding.

 

Reconstruct/realign the section of Kanata Avenue, from Richardson Side Road to Goulbourn Forced Road, as a Major Collector road with a 34 metre right-of-way (existing sections of Kanata Avenue within and outside of the study area include a 34 metre right-of-way).

 

The Recommended Plan and Cross Section are illustrated in Document 7.

 

Document 5 summarizes property impacts and mitigation measures.

 

 

CONSULTATION

 

The Kanata Avenue EA was carried out in accordance with the Municipal Engineer’s Association Class EA Process for Municipal Road Projects (2000) as a Schedule C project. During the course of the study, regular update meetings were held with the ACG and PCG to seek input, direction and concurrence on the study findings and recommendations.

 

The following is a list of public consultation activities for this study:

 

 

The public consultation efforts for this study were successful. The various committees, public associations and public groups/individuals were kept informed of the ongoing activities of this study as well as the outcome through the events listed above. At the conclusion of the study, the majority of comments received from members of the public were of a positive nature.

 

Consensus was reached on almost all issues, with the exception of potential impacts to circulation and access patterns at All Saints High School. The City has committed to working with OCCSB to resolve circulation and access patterns; however, potential solutions are beyond the scope of the EA study.

 

Document 4 provides additional detail with respect to consultation activities held over the course of the study.

 

 

FINANCIAL IMPLICATIONS

 

The total estimated cost for the construction of Kanata Avenue and Goulbourn Forced Road and total estimated operational impact to the City is summarized in the following tables.

Project Cost

Total Estimated Cost Based on EA

 

Goulbourn Forced Road- Kanata Avenue to Terry Fox Drive

$ 15,200,000

Kanata Avenue- Richardson Side Road to Goulbourn Forced Road (approximately 750m)

$   3,000,000

Total

$ 18,200,000
Account Number Summary For Phase 1 Construction

Account Number

Existing Capital Authority

Amount

(90% DC Funded, 10% City Funded)

903891, Kanata Ave/Goulbourn Road

2006

$    740,000

 

2007

$ 3,544,000

903253, Traffic Signals and Intersection Improvements Program

2007

$    175,000

Total

 

$ 4,459,000

 

The City’s Long Range Financial Plan and Development Charge By-law will be updated to reflect the Capital Funding in excess of the current funding approval.

 

 

SUPPORTING DOCUMENTATION

 

Document 1      Goulbourn Forced Road EA Study Area

Document 2      Recommended Plan and Cross-Section for Goulbourn Forced Road

Document 3      Goulbourn Forced Road EA Analysis and Evaluation Details

Document 4      Goulbourn Forced Road EA and Kanata Avenue EA Public Consultation Details

Document 5      Property Impacts and Mitigation

Document 6      Kanata Avenue EA Study Area

Document 7      Recommended Plan and Cross-Section for Kanata Avenue

 

 

DISPOSITION

 

DISPOSITION – FOR SECTIONS A AND B

 

Planning, Transit and the Environment Department to prepare the Environmental Study Report for Goulbourn Forced Road and initiate the 30-day public review period.

 

Planning, Transit and the Environment Department to prepare the Environmental Study Report for Kanata Avenue and initiate the 30-day public review period.

 

GOULBOURN FORCED ROAD EA STUDY AREA                                         DOCUMENT 1

 

 


RECOMENDED PLAN AND CROSS SECTION                                              DOCUMENT 2

FOR GOULBOURN FORCED ROAD

 

 








GOULBOURN FORCED ROAD EA ANALYSIS AND                                     DOCUMENT 3

EVALUATION DETAILS

 

Impact Assessment and Comparative Evaluation of Pond Crossing Alternatives

 

Table 1 provides a summary of the comparative evaluation for the two crossing alternatives of the Beaver Pond and Kizell Pond.

 

As can be seen from Table 1, no differences were identified between the options with respect to the Natural Environment and Transportation Environment criteria groups. The advantages and disadvantages of the two crossing options are as follows:

·        The Bridge Option was preferred under the Existing Recreational Features criterion (Social Environment Criteria Group) in that it provides a more convenient, unconstrained crossing of the pond complex. It is important to note that this criterion does not represent pedestrian safety, which was determined to be equal between the options. It should also be noted that an at-grade pedestrian crossing of Goulbourn Forced Road would also need to be maintained with the Bridge option, due to potential personal security concerns by some user groups with pedestrian underpass treatments.

 

·        The Causeway/Culvert Option was preferred under the Capital and Operating Cost criterion (Engineering Environment Criteria Group) as the costs for this option were significantly less than those for the Bridge option (i.e. $100,000 for the culvert/causeway structure versus $1,600,000 for the bridge structure).

 

Based on these results, the Causeway/culvert option was selected as preferred.

 

Table 1

Summary of Comparative Evaluation

Beaver Pond/Kizell Pond Crossing Alternatives

Criteria

Group

Criteria

Bridge Structure

Causeway/Culvert

Natural Environment

All criteria

Rank: Equal

The Bridge Option will remove 0.6 ha of Terrestrial Habitat and 1.0 ha of Wetlands within UNF lands. The areas of loss are considered to be equivalent.

Rank: Equal

The Culvert Option will remove 0.5 ha of Terrestrial Habitat and 0.7 ha of Wetlands within UNF lands. The areas of loss are considered to be equivalent.

Social Environment

Impact on Existing Residences and/or Registered Plans of Subdivision

Rank: Equal

The Bridge Option removes approximately 400 square metres of registered lands from 2 registered lots within the Kanata Rockeries Condominium Development. It will also increase the profile of Goulbourn Forced Road through the Kanata Rockeries access by approximately 2 metres. The Bridge Option would impact the internal lot fabric, the internal street system and subdivision grading and drainage. All impacts can be mitigated.

Rank: Equal

The Culvert Option removes approximately 485 square metres of registered lands from 2 registered lots within the Kanata Rockeries Condominium Development. The Culvert Option will not increase the profile of Goulbourn Forced Road through the existing Kanata Rockeries access. All impacts can be mitigated.

Existing Recreational Features

Rank: First

The Bridge Option provides an unconstrained crossing of Goulbourn Forced Road. The Bridge Option improves the existing condition.

Rank: Second

The Culvert Option would at least maintain the existing crossing condition. With the Culvert Option, opportunities exist to enhance the existing crossing condition (i.e. pedestrian crossing signals); however, no option would provide the same level of safety as the Bridge Option.

Trans-portation Environment

All criteria

Rank: Equal

Rank: Equal

Engineering

Estimated Capital Cost

Rank: Second

The estimated capital cost of the Bridge Option is $1,600,000.

Rank: First

The estimated capital cost of the Culvert Option is $100,000.

Overall

SECOND

FIRST

 

Impact Assessment and Comparative Evaluation Alignment Alternatives

 

Evaluation Assumptions

 

Boundary of Trillium Woods – Urban Nature Feature

 

Schedule B of the OP designates Trillium Woods to be a UNF. According to Schedule B, the extent of Trillium Woods is approximately:

 

 

The OP notes that the boundaries of the plan are approximate and, unless otherwise noted, will be considered as general except where they coincide with major roads, railways, hydro transmission lines, rivers and other clearly recognizable physical features. As these boundaries are often subject to change with more localized planning studies (i.e. plans of subdivision), the OP also states that minor adjustments to boundaries will not require amendments to the OP.

 

Consistent with draft approved plans of subdivision and the City’s OP, an underlying premise of this EA is that the most westerly boundary of Trillium Woods is no further west than the Second Line Road allowance. In the evaluation of alignment alternatives, therefore, this EA assumed that any impacts to the areas east of the Second Line Road allowance would be impacts to an UNF.

 

The 40 per cent Agreement

 

The 40 per cent agreement is a legally binding development agreement between the City and KNL. It requires that KNL dedicate 40 per cent of their land holdings to the City in exchange for development rights on the remaining 60 per cent. Given that Trillium Woods is under the ownership of KNL, under the 40 per cent agreement a large portion of this UNF would be dedicated to the City. Other areas within the KNL plan of subdivision, such as UNFs surrounding the Beaver and Kizell Ponds, general open space and other active recreational areas, are also included within the 40 per cent agreement. The draft plan of subdivision submitted by KNL allocated the areas to be dedicated within the 40 per cent agreement.

 

Given that the 40 per cent agreement is fixed, an underlying premise of this EA is that a redefinition of one of the areas within the 40 per cent total would require a redefinition of other areas such that an overall dedication of 40 per cent is maintained. For example, should this EA determine the preferred alignment of Goulbourn Forced Road to be west of the Second Line Road allowance and consequently presents the opportunity to increase the overall area dedicated as Trillium Woods, a likely result would be the loss of open space, active recreational areas, or UNF in other areas of the KNL plan of subdivision.

 

Following the completion of this EA the City will redefine the areas to be included in the 40 per cent agreement through the subdivision approvals process.

 

Comparative Evaluation

 

Figures 20 to 23 illustrate the property envelopes and centreline profiles for the various alignment alternatives.

 

Table 2 provides a summary of the comparative evaluation of the “differentiating criteria” for the three primary alignment alternatives for Goulbourn Forced Road.

 

Table 2

Comparative Evaluation of Alignment Alternatives

Walden Drive to Terry Fox Drive

Summary of Comparative Evaluation

Criterion

Indicator

Alignment A

KNL Alignment

Alignment B

Westerly Shift

Alignment C

Far West Alignment

Natural Env’t

Loss of Terrestrial Habitat

Rank: Third

Removes 2.7 ha of Terrestrial Habitat within UNF lands, which represents a loss of 5% of the total area of the UNF.

 

Rank: Second

Removes 0.5 ha of Terrestrial Habitat within UNF lands, which represents a loss of 1% of the total area of the UNF.

Rank: First

Does not impact Terrestrial Habitat within UNF lands.

(i.e. removes 0 ha (0%) of Terrestrial Habitat)

Social Env’t

Existing Residences

Rank: Second

Significant impact on existing residential lots – removes existing residences

Rank: Second

Significant impact on existing residential lots – removes existing residences

Rank: First

Minimal impact on existing residential lots – does not remove existing residences

Area of Land Removed within an Approved Draft Plan of Subdivision

Rank: First

Least impact on the Approved Draft Plan of Subdivision.

Rank: Second

More of an impact on the Approved Draft Plan of Subdivision than Alignment A, but less than Alignment C.

Rank: Third

Most impact on the Approved Draft Plan of Subdivision.

Overall

SECOND

THIRD

FIRST

 

Comparison of KNL Alignment (Alignment A) to Westerly Shift (Alignment B)

No differences were identified between the alternatives with respect to the Transportation Environment and Engineering criteria groups.

 

The advantages and disadvantages of the two alignment options are as follows:

·        In terms of the loss of terrestrial habitat, the Westerly Shift Alignment ranked higher due to the loss of only one per cent of the total area of lands designated UNF compared to a five per cent loss of UNF lands under the KNL Alignment;

·        Both alignment alternatives ranked equally in terms of their impact to existing residences/residential lots; and

·        In terms of the area of land removed within an approved draft plan of subdivision, the KNL Alignment, which dovetails with surrounding planned development, was ranked higher than the Westerly shift which is expected to remove approximately 2.2 ha of land planned for development.

 

As a result of the above, the KNL Alignment is considered to have more advantages overall and is thus preferred and carried forward for the next comparison.

 

Comparison of KNL Alignment (Alignment A) to Far West Alignment (Alignment C)

No differences were identified between the alternatives with respect to the Transportation Environment and Engineering criteria groups.

 

The advantages and disadvantages of the two alignment options are as follows:

·        In terms of the loss of terrestrial habitat, the Far West Alignment ranked higher due to no impacts to lands designated UNF compared to a five per cent loss of UNF lands under the KNL Alignment;

·        In terms of impact to existing residences/residential lots, the Far West Alignment ranked highest in that no residences would be lost. The KNL Alignment is expected to necessitate the removal of two existing residences; and

·        In terms of the area of land removed within an approved draft plan of subdivision, the KNL Alignment, which dovetails with surrounding planned development, was ranked higher than the Far West Alignment which requires substantial changes to the plan of subdivision.

 

When comparing the trade-offs, the Far West Alignment was selected as the preferred design for Goulbourn Forced Road because it does not impact the Terrestrial Habitat of Trillium Woods and because it impacts existing residences the least.

 





GOULBOURN FORCED ROAD EA AND KANATA AVENUE EA                DOCUMENT 4 

PUBLIC CONSULTATION DETAILS

 

The public consultation process for these projects began early and throughout the study by obtaining input from the public, affected property owners, local interest groups and review agencies to help identify issues/constraints, select design features and identify alignment options. Later in the process, this input was utilized in the evaluation of alignment options and in the selection of a preferred alignment.

 

A proactive and flexible approach to public and agency consultation was adopted in keeping with the needs/interests of key stakeholders. Although the required points of public contact in the Class EA process are clear, the issues/concerns and level of interest by stakeholders often dictate the form and frequency of public contact.

 

The consultation program consisted of the following activities:

 

 

Public Open House No.1

Public Open house No. 1 was held on Thursday, March 2, 2006 from 4:00 PM to 8:00 PM at the John Mlacak Arena. The Public Open House presentation materials included information on:

 

Approximately 40 people signed the registration sheet at the Public Open House. Comments received were generally supportive of the projects.

 

Public Consultation Group Meeting

 

A PCG meeting was held on Wednesday, June 21, 2006 at the John Mlacak Arena. The meeting was scheduled one week prior to the date of Public Open House No 2.

 

The purpose of the meeting was to inform and solicit feedback from stakeholders who could be directly affected by the projects.

 

Invitations to attend the meeting were distributed to the OCCSB, the Kanata Lakes Community Association Executive Committee (KLCA), the Beaverbrook Community Association Executive Committee, the Briarbrook-Morgan’s Grant Community Association Executive Committee, the March Rural Community Association Executive Committee, private landowners, area developers and the local Ward Councillor.

 

There were 14 participants at the meeting that included an initial project overview presentation by the study team followed by an open discussion of issues most relevant to the participants.

 

Public Open House No.2

Public Open house No. 2 was held on Thursday, June 29, 2006 from 4:00 PM to 8:00 PM at the Kanata Recreation Complex, Upper Hall. The Public Open House presentation materials included information on:

 

Approximately 34 people signed the registration sheet at the Public Open House. Some attendees, and in particular some private land owners in the vicinity of the existing CN rail crossing of Goulbourn Forced Road (i.e. the Nepean-Arnprior rail line), suggested that the preferred alignment be shifted further to the west to lessen the impact of the alignment on private property owners.

 

Following Public Open House No. 2 a new alignment alternative was developed for Goulbourn Forced Road between Terry Fox Drive and the future Walden Drive to respond to stakeholder concerns regarding potential environmental and property impacts.

 

Public Open House No.3

Public Open house No. 3 was held on Tuesday, December 12, 2006 from 5:00 PM to 8:00 PM at the Kanata Recreation Complex, Upper Hall. The Public Open House presentation materials included information on:

 

Approximately 50 people signed the registration sheet at the Public Open House.

 

Summary of Public Comments

 

The public consultation efforts for this study were successful. At the conclusion of the study, the majority of comments received from members of the public were of a positive nature.

 

Consensus was reached on almost all issues, with the exception of:

 

  1. treatment of pond crossing; and
  2. assumed treatment of future rail grade-separation.

 

Affected stakeholders simply did not express support for the study conclusions regarding these items (pond crossing and rail grade-separation).

 

Table 3 presents a summary of the public comments collected over the course of the study. The comments presented in Table 3 were grouped into common themes. Table 3 also presents the study team’s response to the comments.

 

Table 3

Summary of Public Input

Comments

Responses

Goulbourn Forced Road – General

Support for reconstruction of Goulbourn Forced Road to municipal design standards

Noted

Support for cycling lanes and sidewalks/pedestrian facilities on Goulbourn Forced Road

Cycling and pedestrian facilities incorporated in design

Desire to reduce speed and improve safety on Goulbourn Forced Road

Traffic management measures incorporated in design

Desire for engineering measures (i.e. calming measures) to reduce traffic infiltration

Traffic management measures incorporated in design

Desire to accelerate the timing of the Terry Fox Drive extension. Several people expressed the desire to construct Terry Fox Drive prior to improving Goulbourn Forced Road.

Timing of Terry Fox Drive beyond the scope of this project; comment passed to Planning, Transit and Environment Department

Concerns related to ensuring that construction traffic is not routed through Beaverbrook community

Management of construction traffic beyond the scope of this project; comment passed to Traffic and Parking Operations Branch

Desire to minimize “light pollution”

Roadway lighting design consistent with City policies

Concerns related to existing levels of noise and dust

Noted. Noise impacts will be mitigated where required.

Desire to reduce/eliminate private property impacts resulting from new design

Property impacts considered in conjunction with all other potential impacts from design alternatives.

Desire to remove roundabouts from design

 

Desire for roundabouts at all intersections

Roundabouts proposed at the north and south “gateway” intersections are intended to control traffic and reinforce the intended role of Goulbourn Forced Road. Detailed design can consider further use of roundabouts where appropriate.

Goulbourn Forced Road –Kanata Avenue to Walden Drive

Desire for a formalized pedestrian crossing at the Beaver/Kizell Ponds

Formal pedestrian crossing of Goulbourn Forced Road connecting the recreational pathways adjacent to the Ponds incorporated into design

Desire for additional parking and signage for trail users

Facilities for recreational trails beyond the scope of this project; comment referred to RPAM and Parks and Recreation.

Desire to protect natural areas

Natural impacts considered in conjunction with all other potential impacts from design alternatives

Desire to cross Pond complex using a bridge rather than a culvert

Desire to cross Pond complex using a culvert/causeway rather than a bridge.

Detailed evaluation of designs with culvert and. bridge was completed; the culvert/causeway treatment was recommended due to lower capital cost and lack of safety concerns with at-grade crossing

Support for future traffic signal at Goulbourn Forced Road/Kanata Avenue intersection

Traffic signal included as part of the recommended design

Desire for attenuation measures to reduce/eliminate traffic noise impacts

Noise impact study indicated need for noise attenuation adjacent to Manning Court and Lot 1 of Kanata Rockeries

Desire to consider a wider Right-of-Way to allow for wider boulevards

26 metre Right-of-Way retained due to consistency with Official Plan policies and forecasted road width of Goulbourn Forced Road

Goulbourn Forced Road –Walden Drive to Terry Fox Drive

Objections to realign Goulbourn Forced Road from its current alignment/Support for current alignment.

Reconstructing Goulbourn Forced Road in its existing alignment was dismissed early in the planning process for the following reasons:

·             impacts on Trillium Woods

·             does not provide a suitable intersection with Terry Fox Drive at the northern terminus

·             the alignment is inconsistent with planned developments

·             the alignment provides no clear net advantages

Support to realign Goulbourn Forced Road to the west of Trillium Woods/Objections to upgrade Goulbourn Forced Road in its current alignment

All alignment alternatives realign Goulbourn Forced Road to the west side of Trillium Woods.

Desire to see the abandoned sections of Goulbourn Forced Road converted into a recreational trail

Disposition of residual section of Goulbourn Forced Road beyond the scope of this project; comment referred to RPAM and Parks and Recreation.

Desire to improve safety at the Goulbourn Forced Road/CN Rail crossing

All design alternatives improve the angle of intersection of Goulbourn Forced Road/rail crossing and protect for a future grade-separation, when warranted.

Desire to minimize the property envelope required for the future grade-separation at the Goulbourn Forced Road/CN Rail crossing

Design/construction approaches that reduce the property envelope will be investigated prior to finalizing the functional design.

Desire to protect natural areas

Natural impacts considered in conjunction with all other potential impacts from design alternatives

Kanata Avenue

Desire for a sidewalk/pedestrian path between Stikine Drive and All Saints High School

Sidewalks on both sides of Kanata Avenue included in recommended design

Desire to improve design and profile to improve safety and reduce speed

Kanata Avenue will be upgraded to typical urban standards

Desire to review and improve access into All Saints school for general traffic and school buses

Modification to on-site traffic circulation and access beyond the scope of this study; City of Ottawa has committed to work with OCCSB to review access and circulation patterns for All Saints High School

 

PROPERTY IMPACTS AND MITIGATION                                                     DOCUMENT 5 

 

General Impacts along the Corridor

Property impacts resulting from the design and construction of Goulbourn Forced Road and Kanata Avenue can be categorized in one of two ways:

  1. Property impacts which cannot be mitigated; and
  2. Property impacts that can be mitigated.

 

Property impacts, which cannot be mitigated, require the City of Ottawa to acquire the required ROW from current property owners. Properties that fall under this category are summarized in Table 4.

 

Table 4

Required Property

(Property Impacts Which Cannot Be Mitigated)

Property Identification

Description of the Impact and Required Area

Process

Goulbourn Forced Road

KNL Draft Plan of Subdivision

·                    Standard 26 metre ROW plus ROW for auxiliary turning lanes and sight triangles (2.75 ha/27,483 m2)

·                    ROW for grade-separated crossing of the Nepean-Arnprior Railway (1.12 ha/11,192 m2)

·                    Subdivision Approvals (Planning Act)

·                    Negotiations with private property owner(s)

Graham Property

·                    ROW for grade-separated crossing of the Nepean-Arnprior Rail Line (0.38 ha/3,848 m2)

·                    Negotiations with private property owner(s)

Richcraft Draft Plan of Subdivision

·                    ROW for auxiliary turning lanes and sight triangles (0.024 ha/246 m2)

·                    Subdivision Approvals (Planning Act)

Urbandale Property

·                    ROW for auxiliary turning lanes and sight triangles (0.025 ha/251 m2)

·                    Negotiations with private property owner(s)

Kanata Avenue

1491 Richardson Side Road

·                    ROW for Kanata Avenue (0.023 ha/237 m2)

·                    Negotiations with private property owner(s)

 

Property impacts, which can be mitigated, require the installation of measures, such as retaining walls, to eliminate impacts resulting from design and construction.

 

Properties that fall under this category are summarized in Table 5.

 

Table 5

Properties Requiring Mitigation

Property Identification

Description of

the Impact

Mitigation

Measure(s)

Goulbourn Forced Road

KNL Draft Plan of Subdivision

·                    toe of slope impacts (several locations) which fall outside of the standard 26 metre ROW

·                    Subdivision Approvals (Planning Act)

·                    Negotiations with private property owner(s)

·                    Subdivision grading

Kanata Rockeries

Unit 24

·                    toe of slope impacts which fall outside of the standard 26 metre ROW

·                    Retaining wall/grading

Kanata Rockeries

Unit 1

·                    toe of slope impacts which fall outside of the standard 26 metre ROW

·                    Retaining wall/grading

Manning Court Unit 75

·                    toe of slope impacts which fall outside of the standard 26 metre ROW

·                    Retaining wall/grading

Manning Court Unit 76

·                    toe of slope impacts which fall outside of the standard 26 metre ROW

·                    Retaining wall/grading

Manning Court Unit 77

·                    toe of slope impacts which fall outside of the standard 26 metre ROW

·                    Retaining wall/grading

Manning Court Unit 78

·                    toe of slope impacts which fall outside of the standard 26 metre ROW

·                    Retaining wall/grading

Richcraft Draft Plan of Subdivision

·                    toe of slope impacts which fall outside of the standard 26 metre ROW

·                    Subdivision Approvals (Planning Act)

·                    Negotiations with private property owner(s)

·                    Subdivision grading

Kanata Avenue

Richcraft Draft Plan of Subdivision

·                    toe of slope impacts which fall outside of the standard 34 metre ROW

·                    Subdivision Approvals (Planning Act)

·                    Negotiations with private property owner(s)

·                    Subdivision grading

 

Noise Impacts

 

Noise mitigation is required at the following properties:

 

 

Access to All Saints High School

 

All Saints High School is located in the southern quadrant of the Kanata Avenue/Goulbourn Forced Road intersection. Existing access to the school is provided at the following three locations:

 

The site is a joint-use high school/municipal park (Whalen Park) with common features shared by both the school and general public. Portions of the site fall under OCCSB ownership while other areas, including some parking areas and recreational fields, are under the ownership of the City.

 

During peak operating hours All Saints High School currently experiences on-site operational and circulation issues that are directly related to the design and layout of the site. The on-site deficiencies are compounded by existing conflicts between different users: safe, students, visitors, parents and buses.

 

Notwithstanding the Goulbourn Forced Road and Kanata Avenue EAs, All Saints High School is in need of significant changes to correct existing on-site problems.

 

The location of the Goulbourn Forced Road intersection with Kanata Avenue has historically been planned to occur at the location consistent with the preferred design recommended in the EAs. The development of properties adjacent to both roadway facilities has remained consistent with these plans. The location of the Goulbourn Forced Road/Kanata Avenue intersection cannot change without significantly impacting adjacent land owners.

 

Over the course of the EAs, several meetings were held with representatives of the OCCSB and consultation has occurred with the All Saints School Council Parent Advisory body. As a result of these meetings, the following features have been included in the design of Kanata Avenue to improve the safety of all users:

 

Given the recommended design of the Goulbourn Forced Road/Kanata Avenue intersection, the most optimal location for an alternative access to the school would be to create a fourth leg to the Goulbourn Forced Road/Kanata Avenue intersection. Safe ingress/egress to/from the site could be achieved at this location, notwithstanding other on-site changes that will be required to reflect a revised internal circulation pattern.

 

Following the resolution of on-site operational and circulation issues at All Saints High School, the recommended design will permit sufficient flexibility for the construction of a fourth leg (i.e. school access) to the new signalized intersection at Goulbourn Forced Road/Kanata.

 

Given the joint school/municipal site, potential on-site solutions will involve the City’s Parks and Recreation Department amongst other stakeholders. It is apparent that additional consultation with internal and public stakeholders is required to fully assess on-site alternatives. Resolving on-site operational and circulation issues, however, is beyond the scope of the EAs. Furthermore, potential solution sets may fall outside of the study area of the EAs.

 

KANATA AVENUE EA STUDY AREA                                                               DOCUMENT 6

 

 

RECOMMENDED PLAN AND

CROSS SECTION FOR KANATA AVENUE                                                      DOCUMENT 7