2. By-Town Bridges and Sussex Drive Reconstruction

Réfection des ponts bytown et de la promenade sussex

Committee Recommendations

Having held a public hearing, that Council approve:

1. The replacement of the Bytown Bridges (North and South), carrying Sussex Drive over the two branches of Rideau River, with new three span concrete box structures widened by 3.8 metres, mostly on the east side, to an overall width of 23.7 metres to accommodate bicycle lanes on the bridge;

2. Modifications to Sussex Drive, from King Edward Avenue to Princess Avenue as follows:

a. widening of Sussex Drive, from King Edward Avenue to Stanley Avenue including both bridges, and Green Island in between the bridges, to provide for a bicycle lane in each direction.

b. reconfiguration of the traffic lanes within the existing pavement width from Stanley Avenue north to the Rideau Gate from the existing four-lane cross-section to that providing for one bicycle lane and one through lane in each direction and centre left-turn lane.

c. reconfiguration of the traffic lanes within the existing pavement width from Rideau Gate to the Rockcliffe Parkway from the existing four-lane cross-section to that providing for one bicycle lane and one through lane in each direction.

d. removal of the channelization at the King Edward Avenue/Sussex Drive intersection.

e. installation of a pedestrian activated signal at the Sussex Drive/Stanley Street intersection.

f. construction of a roundabout at the Sussex Drive/Rideau Gate intersection.

g. provision of a southbound tour bus lay-by lane in front of the Canada and the World Pavilion.

h. incorporation of improvements including light standards, granite curbs and medians, concrete sidewalks and crosswalks and street furniture, to Confederation Boulevard Standards.

i. provision of access for a one-way vehicular drop-off in front of 111 Sussex Drive (former Ottawa City Hall).

3. That staff proceed with negotiations to acquire the property necessary for the construction of the project as will be identified in the detailed design.

4. That staff prepare and execute cost-sharing agreements with the National Capital Commission, Public Works and Government Services Canada and other affected agencies.

Recommandations du ComitÉ

Une réunion publique ayant été tenure, que le Conseil d’approuver :

1. le remplacement des ponts Bytown (Nord et Sud), permettant à la promenade Sussex de traverser les deux bras de la rivière Rideau, par de nouvelles structures en caisson comportant trois travées et élargies de 3,8 mètres, notamment du côté est, pour une largeur totale de 23,7 mètres afin d’aménager des pistes cyclables sur le pont;

2. les modifications de la promenade Sussex entre les avenues King Edward et Princess comme suit :

a. élargissement de la promenade Sussex entre les avenues King Edward et Stanley, y compris les deux ponts, et de Green Island entre les deux ponts, afin de permettre l’aménagement d’une piste cyclable dans chaque direction;

b. reconfiguration des voies de circulation sur la largeur de la chaussée actuelle entre l’avenue Stanley Nord et Rideau Gate afin d’aménager une piste cyclable et une voie directe dans chaque direction, ainsi qu’une voie centrale de virage à gauche au lieu des quatre voies actuelles;

c. reconfiguration des voies de circulation sur la largeur de la chaussée existante de Rideau Gate à la promenade Rockliffe afin d’aménager une piste cyclable et une voie directe dans chaque direction;

d. retrait des couloirs de circulation définis à l’intersection de l’avenue King Edward et de la promenade Sussex;

e. installation d’un feu de la circulation activé par les piétons à l’intersection de la promenade Sussex et de l’avenue Stanley;

f. Construction d’un rond-point à l’intersection de la promenade Sussex et de Rideau Gate;

g. Aménagement, en direction sud, d’une bande de stationnement pour les autocars affrétés devant le Pavillon du Canada et du monde;

h. Intégration d’améliorations au boulevard de la Confédération, y compris des lampadaires, des bordures et des terre-pleins centraux en granite, des trottoirs en béton, des passages pour piétons et du mobilier urbain;

i. Aménagement d’un accès à une voie de débarquement carrossable à sens unique en face du 111, promenade Sussex (ancien hôtel de ville d’Ottawa).

3. que le personnel procède aux négociations en vue d’acquérir les terrains nécessaires à la réalisation dudit projet, telles qu’elles seront déterminées dans la conception détaillée;

4. que le personnel prépare et conclue les ententes de partage des coûts avec la Commission de la capitale nationale, Travaux publics et Services gouvernementaux Canada ainsi que les autres organismes concernés.

Documentation

1. General Manager, Transportation, Utilities and Public Works report dated 25 February 2002 is immediately attached (ACS2002-TUP-INF-0007).

2. A draft Extract of Minutes, 20 March 2002, will be distributed prior to Council and will include the voting record.

Report to/Rapport au:

Transportation and Transit Committee/

Comite des transports et des services de transport en commun

and Council/et au Conseil

14 25 February 2002/le 14 25 février 2002

Submitted by/Soumis par: ~~Rosemarie~~ R.T. Leclair, General Manager/Directrice généraleTransportation, Utilities and Public Works/Transport, services et travaux publics

Contact/Personne ressource: Richard Hewitt, Director of Infrastructure Services/Directeur des services et travaux publics

580-2424 ext. 21268, Richard.Hewitt@city.ottawa.on.ca

Ref N°: ACS2002-TUP-INF-~~0006~~ 0007

SUBJECT:

bytown bridges and sussex drive reconstruction~~The Realignment of nixon drive for Approximately 300 metres at the abandoned cpr crossing located 1.5 km south of main street in The Former Township of osgoode~~

OBJET:

RÉFECTION DES PONTS BYTOWN ET DE LA PROMENADE SUSSEX

REPORT RECOMMENDATIONS

That the Transportation and Transit Committee recommend Council approve:

2. Modifications to Sussex Drive, from King Edward Avenue to Princess Avenue as follows:

a) widening of Sussex Drive, from King Edward Avenue to Stanley Avenue including both bridges, and Green Island in between the bridges, to provide for a bicycle lane in each direction.

b) reconfiguration of the traffic lanes within the existing pavement width from Stanley Avenue north to the Rideau Gate from the existing four-lane cross-section to that providing for one bicycle lane and one through lane in each direction and centre left-turn lane.

c) reconfiguration of the traffic lanes within the existing pavement width from Rideau Gate to the Rockcliffe Parkway from the existing four-lane cross-section to that providing for one bicycle lane and one through lane in each direction.

d) removal of the channelization at the King Edward Avenue/Sussex Drive intersection.

e) installation of a pedestrian activated signal at the Sussex Drive/Stanley Street intersection.

f) construction of a roundabout at the Sussex Drive/Rideau Gate intersection.

g) provision of a southbound tour bus lay-by lane in front of the Canada and the World Pavilion.

h) incorporation of improvements including light standards, granite curbs and medians, concrete sidewalks and crosswalks and street furniture, to Confederation Boulevard Standards.

i) provision of access for a one-way vehicular drop-off in front of 111 Sussex Drive (former Ottawa City Hall).

3. That staff proceed with negotiations to acquire the property necessary for the construction of the project as will be identified in the detailed design.

4. That staff prepare and execute cost-sharing agreements with the National Capital Commission, Public Works and Government Services Canada and other affected agencies.

RECOMMENDATIONS DU RAPPORT

Que le Comité des transports et des services de transport en commun recommande au Conseil municipal d'approuver :

2. les modifications de la promenade Sussex entre les avenues King Edward et Princess comme suit :

a) élargissement de la promenade Sussex entre les avenues King Edward et Stanley, y compris les deux ponts, et de Green Island entre les deux ponts, afin de permettre l’aménagement d’une piste cyclable dans chaque direction;

b) reconfiguration des voies de circulation sur la largeur de la chaussée actuelle entre l’avenue Stanley Nord et Rideau Gate afin d’aménager une piste cyclable et une voie directe dans chaque direction, ainsi qu’une voie centrale de virage à gauche au lieu des quatre voies actuelles;

c) reconfiguration des voies de circulation sur la largeur de la chaussée existante de Rideau Gate à la promenade Rockliffe afin d’aménager une piste cyclable et une voie directe dans chaque direction;

d) retrait des couloirs de circulation définis à l’intersection de l’avenue King Edward et de la promenade Sussex;

e) installation d’un feu de la circulation activé par les piétons à l’intersection de la promenade Sussex et de l’avenue Stanley;

f) Construction d’un rond-point à l’intersection de la promenade Sussex et de Rideau Gate;

g) Aménagement, en direction sud, d’une bande de stationnement pour les autocars affrétés devant le Pavillon du Canada et du monde;

h) Intégration d’améliorations au boulevard de la Confédération, y compris des lampadaires, des bordures et des terre-pleins centraux en granite, des trottoirs en béton, des passages pour piétons et du mobilier urbain;

i) Aménagement d’un accès à une voie de débarquement carrossable à sens unique en face du 111, promenade Sussex (ancien hôtel de ville d’Ottawa).

3. que le personnel procède aux négociations en vue d’acquérir les terrains nécessaires à la réalisation dudit projet, telles qu’elles seront déterminées dans la conception détaillée;

BACKGROUND

The existing Bytown Bridges, carrying Sussex Drive over the two branches of the Rideau River, were built in 1954. Both bridges are similar three-span, pre-cast, post-tensioned concrete girders supported by concrete abutments and piers on spread footings. These were among the first structures in North America to incorporate pre-stressed concrete technology.

The current structures were preceded by iron truss bridges dating back to 1885. The stone masonry of the older structures is embedded in the abutments of the existing structures.

Structural Evaluations undertaken in 1990 led to posting of restricted loads on the structures with recommendations to replace the superstructures in the next five years. Urgent repairs had to be undertaken in 1997 and again in 2001 to remove a failed line of exterior girders at the south bridge.

There are safety concerns at the curve on Sussex Drive at Rideau Gate. The Sussex Drive roadway is in a poor state of repair and needs to be reconstructed. This also provides an opportunity to improve the pedestrian and bicycle environment along and across this section of Sussex Drive, in keeping with the direction and priorities of the City’s Official Plan.

The watermains and sewers in this area are also in need of replacement and existing underground utilities need upgrading.

The National Capital Commission (NCC) wishes to upgrade this stretch of Sussex Drive to Confederation Boulevard standards and is redeveloping the Sussex Gateway entrance to Rideau Hall (Governor General’s residence) and the Sussex Drive/Rideau Gate intersection to reduce pedestrian/vehicular conflicts, to provide for more orderly traffic operations, to create a safer environment for all users and to create a Gateway to Confederation Boulevard from the north.

As well, Public Works and Government Services Canada (PWGSC) wish to redevelop the forecourt at 111 Sussex Drive (former Ottawa City Hall) and have identified the need for a one-way vehicular drop-off loop from Sussex Drive.

To address the above, the City of Ottawa (City), in partnership with the NCC, initiated a planning and environmental assessment study for the reconstruction of the Bytown Bridges and Sussex Drive. For the purpose of the study, the framework of the Harmonized Environmental Assessment Process (HEAP) is being followed. HEAP combines the requirements of Ontario Municipal Class Environment Assessment Act and Canadian Environmental Assessment Act as administered by the National Capital Commission.

The HEAP is required because portions of the proposed alignments are within Federal lands and due to possible impact on fisheries as a result of bridge construction activities in the Rideau River. Furthermore, the National Capital Commission Environmental Assessment Policy requires an Environmental Assessment prior to issuance of the Federal Land Use Approval.

This project is classified as a Schedule ‘C’ project under Ontario Municipal Class environmental assessment guidelines.

This one combined project provides the opportunity to coordinate all of the foregoing needs and activities for this section of Sussex Drive and to upgrade to Confederation Boulevard design standards. The Study Area is shown on Exhibit 1.

DISCUSSION

Bytown Bridges:

The Bytown Bridges located on Sussex Drive span the two branches of the Rideau River at its confluence with the Ottawa River and are key links in the City’s transportation network. These bridges also link the Official Residences of the Prime Minister and the Governor General to the Parliamentary Precinct in downtown Ottawa.

Engineering investigations have indicated that the complete replacement of the bridges is significantly more cost-effective than rehabilitation, from a life cycle perspective, to address the structural and functional deficiencies.

Sussex Drive:

The section of Sussex Drive from King Edward Avenue to Princess Avenue has a number of transportation-related issues and deficiencies that require resolution. These include:

· Operational problems at the Sussex Drive/Rideau Gate/Princess Avenue intersection (hereinafter called the Sussex Gateway) due to the poor road geometry and visibility plus the uncontrolled vehicle, tour bus and pedestrian activity at this intersection and at the Rideau Hall Forecourt;

· The collision history on this section of Sussex Drive at various intersections due to combination of high volume, traffic movements, unprotected intersections and foregoing poor road geometry and visibility at Sussex Gateway and Princess Avenue;

· No bicycle accommodation along this section of Sussex Drive;

· No protected pedestrian crossing of Sussex Drive between 111 Sussex Drive and Rideau Gate to link the amenities and attractions on either side of Sussex Drive;

· Tour bus parking in the southbound lane of Sussex Drive in front of the Canada and World Pavilion;

· A poor pedestrian and cycling environment at the Sussex Drive/King Edward Avenue intersection;

· Pavement structure failure on Sussex Drive;

· Deteriorated/outdated underground water mains, sewers and other infrastructure services.

Sussex Gateway:

The intersection of Sussex Drive, Rideau Gate and Princess Avenue marks the beginning or ‘Gateway’ of Confederation Boulevard.

A preliminary design concept was previously prepared for the Rideau Hall Forecourt in 1999 and included the provision of a traffic control signal at the Sussex Drive/Princess Avenue/Rideau Gate intersection. In conjunction with this signalization, the proposal to reduce the number of traffic lanes on Princess Avenue and Sussex Drive between the Rockcliffe Parkway and the Bytown Bridges from four (two in each direction) to three (one in each direction, a shared turning lane and bicycle lanes) was approved by Regional Council on 10 November 1999.

Since that time, the feasibility of a traffic roundabout at Sussex Gateway has been further investigated and found to be a viable traffic calming solution for the intersection while eliminating the requirement for traffic signals. As the roundabout geometry has an impact on the previously approved Forecourt design, a new Forecourt design was required to fully integrate the proposed roadway geometry.

In October 2001, the NCC undertook an update of the traffic impact and parking study prepared for Rideau Hall and Rideau Falls in December 1999. The report makes recommendations for accommodating long-term tour bus parking at the National Research Centre parking lot and providing a new bus lay-by at the Canada and the World Pavilion along Sussex Drive to accommodate tour buses. At Rideau Hall, it was proposed to provide 20 bus parking spaces as an extension to the existing on-site parking lot located at the east end of the grounds adjacent to Lisgar Street.

All on-site tour buses would be directed to leave the site via the Princess Avenue gate to reduce pedestrian vehicular/conflicts at the redesigned Forecourt. Rideau Gate has been made one-way (eastbound) and “No Tour Bus” signs have been installed at selected locations to enforce the one-way traffic circulation and to avoid bus circulation in residential neighbourhoods. An option was also developed to provide a 4 to 5 bay bus drop-off area on Princess Avenue northbound immediately north of the redesigned Forecourt.

111 Sussex Drop-off Loop:

As a result of a transfer in ownership, the use of this building has changed from former City Hall to that of an office building and conference centre for the Department of Foreign Affairs and International Trade (DFAIT). It has been determined that a vehicular drop-off loop located in the forecourt area of the building is required and that the existing lay-by lane can be eliminated.

Summary of Project Rationale and Need:

Reconstruction of the Bytown Bridges and Sussex Drive will have the following primary benefits:

· Renewal of the deteriorated infrastructure on a timely basis in keeping with prudent lifecycle management;

· Improved safety and reliability of the two bridges and the removal of current load restrictions;

· Improved functionality for all road corridor users through a revised traffic lane arrangement;

· Addition of bicycle lanes, a tour bus lay-by, a drop-off loop at 111 Sussex Drive, upgraded sidewalks, and a pedestrian-activated traffic signal at Stanley Avenue;

· Addition of a roundabout at the Sussex Gateway to provide traffic calming and a Gateway onto Confederation Boulevard;

· Implementation of design standards on Sussex Drive towards the completion of all sections of Confederation Boulevard.

ANALYSIS

Existing Conditions:

The subject section of Sussex Drive from King Edward Avenue north to Princess Avenue is approximately 725 m in length. It is a four-lane undivided arterial road from King Edward Avenue north to the Princess Avenue/Rockcliffe Parkway intersection. There are additional turning lanes provided at its intersection with King Edward Avenue. There are traffic control signals at the King Edward Avenue/Sussex Drive and 111 Sussex Drive/Sussex Drive intersections. All other intersecting streets are STOP sign controlled on their approaches to Sussex Drive. The posted speed limit is 60 km/h except on the approaches to the Sussex Gateway intersection where 30 km/h advisory signs are in place.

Pedestrians:

Sidewalks exist on both sides of Sussex Drive. Their widths vary from 2.3 m to 3.2 m, with the wider sections being on the bridges. There is a significant amount of pedestrian activity in the vicinity of the Sussex Drive/Stanley Avenue and Sussex Drive/Rideau Gate intersections due to the tourism attractions at these locations and the interaction between the two venues.

Also, the recreation path system along the east side of the Rideau River intersects Sussex Drive at Stanley Avenue.

Typical pedestrian volumes through the signalized Sussex Drive/111 Sussex intersection are approximately 95 in the midday peak hour and 205 for an eight-hour period. At the intersection of Sussex Drive/Rideau Gate, the highest volumes occur during the PM peak with 22 crossings and a twelve-hour volume of 122 pedestrians.

Bicycles:

This section of Sussex Drive, as it links downtown Ottawa with the Rockcliffe Parkway, and is adjacent to a number of sites of national interest, is well used by local, tourist and commuter cyclists. Bicycle lanes do not currently exist on this section of road, although the aforementioned recreation path system along the east side of the Rideau River is also used by cyclists.

Twelve-hour bicycle volumes on Sussex Drive are approximately 440 (two-way total).

Transit:

The only all-day regular OC Transport route on this section of Sussex Drive is Route 3. It runs on Sussex Drive north to John Street where it accesses the New Edinburgh community. There are no peak period routes on the subject section of Sussex Drive. The location of the bus stops is under review. Where necessary, it is proposed to provide Confederation Boulevard style bus shelters.

A significant issue in the study area has been tour bus circulation. During tourist season, tour buses use Sussex Drive to access the Rideau Falls, Canada and the World Pavilion, Rideau Hall, the Prime Minister’s residence and the Rockcliffe Parkway. Tour bus volumes at the Sussex Gateway intersection have been measured at up to 20 buses per peak hour and 80 buses over a twelve-hour period.

The issues relating to tour bus parking at Rideau Gate and in front of Canada and the World Pavilion are addressed as part of this project. The issues relating to tour bus circulation and parking on local streets are outside the scope of this project.

Automobiles:

The subject section of Sussex Drive was designated as an arterial road in the former Region’s Official Plan. It provides access to the important adjacent land uses and functions as a commuter route for those travelling to/from Rockcliffe Village, Manor Park and Orleans to Central Ottawa and Gatineau. It is a four-lane road with a posted speed of 60 km/h over most of its length through the area of study. In peak periods, the subject section of Sussex Drive from King Edward Avenue north to Princess Avenue operates at close to capacity. Morning and afternoon two-way peak hour volumes are 2240 vph and 2220 vph respectively.

With regards to collisions, the section of road from Alexander Street to the Princess Avenue/Rockcliffe Parkway intersection has experienced the most collisions due to poor road design, geometry and visibility combined with the volume and speed of traffic. Over a three-year period ending January 2001, there were a total of 60 collisions on this three-block section with one fatality.

The Sussex Drive/King Edward Avenue intersection is also a high collision location with 15 collisions over this three-year period. Both the Stanley Street and John Street intersections with Sussex Drive had 4 collisions each during this three-year period.

DESIGN PROPOSAL

The transportation objectives of this proposal were to provide improved safety for all travel modes, an improved pedestrian environment, on-street bicycle lanes, some accommodation for on-street tour bus parking at the Canada and the World Pavilion while at the same time maximizing traffic flow capacity.

A number of alternatives were considered for the Sussex Gateway and for the balance of Sussex Drive through the study area. They are described briefly as follows along with the preferred solution.

Sussex Gateway:

The alternative solutions included:

· Do nothing;

· Reconfiguring the existing intersection;

· Introducing traffic control and reconfiguring the intersection.

The preferred solution was to introduce traffic control and reconfigure the intersection. This solution was preferred, as it would best control traffic operations and speed, while better accommodating pedestrians and cyclists. With regards to the type of traffic control, a roundabout was preferred to a signalized intersection as it is self controlling with respect to vehicle speeds, physically separates opposing traffic, avoids unsightly overhead hardware, best facilitates Gateway treatment for Confederation Boulevard, and is compatible with the desire to replace one traffic lane on Sussex Drive with bicycle lanes.

Also, it was felt that the traffic signals will be predominantly green and will not help in reducing operating speeds at the curve. This objective can be achieved by introduction of the roundabout.

Sussex Drive: Stanley Avenue to Sussex Gateway:

For the section of Sussex Drive from Stanley Avenue north to Sussex Gateway, the alternatives included:

· Do nothing;

· Widen the road to accommodate bicycle lanes;

· Reconfigure the existing road to accommodate bicycle lanes within the existing pavement width.

“Do nothing” and the road widening alternatives were not considered to be acceptable. Road widening would compound the pedestrian problems, would not address the traffic operation issues, was not compatible with the preferred Sussex Gateway solution, and in some locations, the required right-of-way was not available.

The preferred solution for this section of Sussex Drive was to reconfigure within the existing pavement width. This took the form of a through-lane and a bicycle lane in each direction and a centre lane to accommodate left turns in both directions. This solution accommodates cyclists, avoids road widening, significantly improves the pedestrian environment and maintains the capacity of a two-lane, Rockcliffe Parkway south to Stanley Avenue. Alternative three lane scenarios were considered but were not acceptable as they entail left-turns occurring from a single through lane, which would be very disruptive to traffic flow.

In this section of Sussex Drive, particularly between Stanley Avenue and John Street, there is a tour bus parking issue and a pedestrian crossing issue.

Tour Bus Lay By

Four options were considered for accommodating tour buses in front of the Canada and the World Pavilion as follows:

· Do nothing;

· Allow on-street parking in the curb lane delineated by pavement markings;

· Provide a pocket inset in the curb with an island;

· Provide a lay-by inset into the site with no island.

The “do nothing” option was not recommended, as it did not address any of the tour bus parking problems.

The option of allowing on-street tour bus parking in the curb lane was not recommended as it would necessitate a “jog” in the alignment of the southbound through-lane and loss of the centre left-turn lane for southbound left turns onto Stanley Street. The “jog” is also problematic for cyclists.

The option of a lay-by lane into the site, with the lane separated from the southbound bike lane and through traffic lane by a median/sidewalk was not recommended due to property impact, maintenance issues, pedestrian exposure and disruption of the curb linearity.

The recommended option was development of a lay-by into the site’s frontage so that the southbound through-lane and bicycle lane would continue in a straight line and buses would not interfere with traffic flow. The lay-by would extend from John Street to the beginning of the Sussex Drive/Stanley Avenue intersection.

Pedestrian Crossing

Three options were also considered for accommodating pedestrian movement across Sussex Drive at the Canada and the World Pavilion as follows:

· Do nothing;

· Provide a traffic signal at the Sussex Drive/John Street intersection;

· Provide a pedestrian activated signal at the Sussex Drive/Stanley Street intersection.

The “do nothing” option was not recommended, as it did not address the recreation path discontinuity and pedestrian crossing issues.

A traffic signal at the Sussex Drive/John Street intersection was not recommended as it is one block removed from the recreational path and it would attract non-local traffic into the adjacent residential community.

The recommended option was a pedestrian-activated signal at the Sussex Drive/Stanley Avenue intersection. This crossing is on the current alignment of the Rideau River recreation path system, it aligns with the pedestrian entrance to the Pavilion, it would not attract non-local traffic into the adjacent residential neighbourhood (a full signal may), and it would not unduly impact Sussex Drive traffic flow as the flow would only be stopped when pedestrians or cyclists waiting to cross Sussex Drive activated the signal.

Sussex Drive: King Edward Avenue to Stanley Avenue:

With Sussex Drive at King Edward Avenue having four through-lanes, and Sussex Drive north of Stanley Avenue being recommended as two through-lanes, there was a need to drop a lane in each direction between these two points. The options identified and evaluated included:

· Dropping one northbound and one southbound through lane at the King Edward Avenue intersection;

· Dropping a through southbound lane at King Edward Avenue and dropping a northbound lane across the width of Green Island such that there would be a northbound through lane and a northbound right-turn lane at the signalized intersection at 111 Sussex Drive;

· Dropping a southbound through-lane at King Edward Avenue and dropping a northbound lane, via taper, between the signalized intersection at 111 Sussex Drive and Stanley Avenue.

The first option was not recommended as the King Edward Avenue intersection is currently operating at capacity and there is a need to continue to provide two northbound lanes through the intersection to avoid excessive delays and congestion. There was also a conflict with providing a northbound bicycle lane and having the current northbound curb lane becoming the dedicated right-turn lane onto King Edward Avenue.

The second option was not recommended as the northbound capacity at the 111 Sussex Drive intersection also benefited from maintaining two northbound lanes, plus dropping a lane at this location would result in the South Bytown Bridge being wider than the North Bytown Bridge.

The third option was selected as it maintained Sussex Drive traffic flow capacity as much as possible, it facilitated both bridges being the same width and it respects curb linearity through the bridge zone for Confederation Boulevard design standards.

In recommending this solution for the lane drop, all three options included removal of the existing channelization in the northeast quadrant of the Sussex Drive/King Edward Avenue intersection. Doing so reduces the pedestrian crossing distance, reduces pedestrian/bicycle/vehicle conflicts and facilitates northbound lane alignment through the intersection.

In order to meet the needs of the new owners, a vehicular drop-off loop is required in the forecourt area of 111 Sussex Drive. With the new use of the building, combined with the proposed removal of the northbound lay-by lane, there is a need to accommodate on-site passenger drop-off and pick-up. Two options were identified for the one-way loop concept.

The first option entailed both legs of the loop intersecting Sussex Drive on the section between the Bytown Bridges. As the north (outbound) leg of this loop would necessitate exiting vehicles having to make an unprotected left-turn onto Sussex Drive, it was considered unsafe and operationally unacceptable.

The second option removed this outbound connection directly to Sussex Drive and instead, extended the drop-off loop north across the forecourt to intersect with the site’s existing signalized driveway to Sussex Drive. By connecting in this manner, vehicles exiting the drop-off loop will have protected left-turn movements onto Sussex Drive.

Bytown Bridge Structures

A detailed condition inspection, structural evaluation and assessment of the existing structure was undertaken to consider the following:

Do Nothing
Rehabilitation
Replacement

“Do nothing” was not considered a viable option due to safety considerations and need to maintain the transportation link.

It was concluded that it was not economically viable to rehabilitate and strengthen the structure to meet the current requirements of the codes and functional needs.

Complete replacement of the structures, including the piers and abutments was deemed to be appropriate solutions from technical and lifecycle cost perspectives.

A number of structure types were considered. It was felt that the site constraints, dominance of 111 Sussex Drive building and heritage nature of Minto Bridges, located upstream of the Rideau River and low clearance above the high water levels, all indicated that the bridges at this location should continue to be low key and not be dominant signature type structures.

A number of structure alternatives were developed and assessed against a number of criteria including the following:

Meet the functional requirements for traffic lanes, bicycle lanes and sidewalks;
Comply with current design codes and standards;
Improve the freeboard (clearance above high water level);
Discourage bird roosting and pollution of the Rideau River;
Accommodate utilities suspended under the structure;
Provide a durable structure and reduce future maintenance costs;
Allow for staged construction and minimise the length of construction;
No false-work in the Rideau River.

The replacement structures for both bridges are proposed to be three-span precast, prestressed concrete box girders with a cast-in-place concrete deck. Whereas the existing bridge profiles are flat, a gentle vertical curve is being introduced on both bridges, by raising the profile by approximately 500 mm at the centre, to improve the freeboard, provide better drainage and improve the overall aesthetics of the bridges.

The deck cross-section is consistent with the roadway lane configuration, comprising four 3.25 m vehicle lanes (including the southbound left-turn lane on the South Bridge), a 1.5 m bicycle lane in each direction and a 3.2 m wide sidewalk on each side of the structures. The span arrangement and overall length of the two structures are similar to the existing bridges.

The design of the bridge railings, lighting and urban design elements is intended to complement the NCC’s Confederation Boulevard design standards. These elements are currently under review with input from Commission’s Advisory Committee on Planning Design and Realty (ACPDR) and will be further developed during the detailed design stage.

Design Criteria

Key design criteria used to refine the preferred design concept for this project included:

· Bridges designed to the Canadian Highway Bridge Design Code CAN/CSA-S6-00;

· 70 km/h design speed (posted at 60 km/h) south of Sussex Gateway.

Consolidated Summary of Recommended Roadway Design Concept

Following is a summary of the preferred design concept and recommended solutions for each section of the Sussex Drive project as depicted in Exhibit 2. The Bytown Bridges cross-section details are depicted in Exhibit 3:

· A one-lane roundabout at the Sussex Gateway.

· A reconfigured Princess Avenue from the roundabout north to the Rockcliffe Parkway from a four-lane road cross-section to a two-lane road with a bicycle lane in each direction.

· Further improvements to traffic operations at the Sussex Gateway intersection by reducing the amount of pavement (forecourt development) and by converting Rideau Gate to one-way eastbound.

· A reconfigured Sussex Drive from the Sussex Gateway south to Stanley Avenue from a four-lane road (two lanes in each direction) to a cross-section that includes:

– One through-lane in each direction;

– A centre lane for left-turn movements;

– A bicycle lane in each direction; and

– Wide sidewalks on both sides of the road.

· A tour bus lay-by on the west side of Sussex Drive between John Street and Stanley Street.

· A pedestrian-activated signal on the Stanley Avenue approach to the Sussex Drive/Stanley Avenue intersection.

· Wider structures for the reconstructed Bytown Bridges to accommodate four traffic lanes, a bicycle lane in each direction and wide sidewalks.

· The transitioning from three lanes on Sussex Drive north of Stanley Avenue to four lanes over the length of the North Bytown Bridge.

· 1.5 m cycling lanes south of Stanley (across bridges) and 1.8 m north of Stanley.

· 3.2 m sidewalks south of Stanley (across bridges) and 3.0 m north of Stanley.

· 3.25 m vehicle lanes south of Stanley and 3.3 m vehicle lanes north of Stanley to the Rockcliffe Parkway, except at the roundabout where the width of entry and exit lanes ranges from approximately 5.1 m to 6.4 m.

· Provision for a one-way access from Sussex Drive for a vehicular drop-off in front of 111 Sussex Drive.

· Improved pedestrian, bicycle and traffic operations at the Sussex Drive/King Edward Avenue intersection by:

– Eliminating the channelization at the northeast corner of the intersection;

– Reducing pedestrian crossing distances;

– Developing a northbound bicycle lane across the length of the DFAIT (Lester B. Pearson Building) site; and

– Providing a longer length of southbound left-turn lane and only one southbound through-lane.

ENVIRONMENTAL IMPLICATIONS

The project has followed the requirements of Harmonized Environmental Assessment Process (HEAP). The effects on the surrounding environment (social, physical, biological, transportation) were comprehensively evaluated. In general, the majority of the negative impacts are associated with the construction activities. These are relatively short-term in nature and can be mitigated through Best Management Practices.

The reconstruction of the Bytown Bridges over the North and South branches of the Rideau River involves the removal and reconstruction of two in-water piers and two abutments (in-water at the river edge) at each bridge. Construction of temporary cofferdams in the river and dewatering within the cofferdams will be required to facilitate this work. Approvals from the Department of Fisheries and Oceans/Rideau Valley Conservation Authority will be required and serve to ensure the mitigation of the impacts. Erosion and Sediment Control Plan, Traffic Control Plan, Phase 2 Environmental Site Assessment and Archaeological Monitoring programs have also been recommended to ameliorate the construction impacts.

There are many longer-term effects which are positive in nature including renewal of the deteriorated and aging infrastructure, provision of cycling lanes and pedestrian crossing, traffic calming and an enhanced visual experience conforming to Confederation Boulevard standards.

PROPOSED CONSTRUCTION SCHEDULE

It is proposed that the construction operations be undertaken in two phases as follows:

Phase I

Sussex Drive (Mackay Street to Princess Avenue) including the Sussex Gateway is scheduled to start in May 2002 and be completed by the end of September 2002. This part of the project is to be managed by the National Capital Commission in conjunction with the Sussex Gateway Redevelopment. This includes works to be undertaken on behalf of and reimbursable by the City.

Phase II

Sussex Drive (King Edward Avenue to Mackay Street) including the two Bytown Bridges is scheduled to start in May 2003 and be completed by the end of December 2004. This part of the project is to be managed by the City of Ottawa. This includes works to be undertaken on behalf of and reimbursable by the National Capital Commission (Confederation Boulevard upgrades and related works) and Public Works and Government Services Canada (111 Sussex Forecourt Development).

To minimize the impact on users, while maintaining access to abutting properties and facilities, a minimum of two lanes of traffic, one in each direction, and one sidewalk will be maintained throughout the construction operations.

Provisions will be made during construction to accommodate tour buses and tourists with alternative parking and access arrangements.

CONSULTATION

Public consultation was an integral part of the planning and environmental assessment process. Methods for consultation included newspaper notices, distribution of project information bulletins, meetings with Technical Advisory (TAC) and Public Advisory Committees (PAC) and Public Open Houses.

TAC was composed of representatives from the National Capital Commission (NCC), Public Works and Government Services Canada (PWGSC), Rideau Valley Conservation Authority, OC Transpo and the City of Ottawa.

PAC consisted of 28 members representing Community Associations, Special Interest Groups, Federal Government, South African and French Embassy Officials, and City of Ottawa staff.

To ensure broader community participation, government review agencies not participating on the TAC were also kept informed of progress on the assessment and invited to provide comments and technical assistance when warranted.

Input and advice has also been sought from NCC’s Advisory Committee on Planning, Design and Realty (ACPDR). Three presentations to this Committee have been made. Another presentation is scheduled for early April.

Two Public Open Houses were conducted to present the various stages of the study and related findings to the general public. Both Open Houses were advertised in local and community papers. Flyers were distributed to those homes and businesses within the study area boundaries. Roadside signs were also in position for a week prior to the Open Houses.

The first Open House was held on 22 November 2001 at the Canada and the World Pavilion. In total, 40 people attended and 17 submitted Comment-Questionnaires. A significant majority supported the preliminary preferred solutions and design concepts. The majority of comments were related to transportation issues.

The second Open House was held on Thursday, 07 February 2002 at 111 Sussex Drive. In total, 48 people attended and 19 submitted Comment-Questionnaires. A significant majority supported the preferred solution and design concepts. The majority of comments were transportation issues relating to the roundabout, bus parking and traffic management during construction.

Cycling Advisory Committee

The Cycling Advisory Committee has been involved in the project with representation on the PAC. No comments have been received in writing.

FINANCIAL IMPLICATIONS

The City’s share of costs for this project is to be funded from the following accounts:

Bytown Bridges – Sussex Drive (900084)

Existing Authority $ 2,217K

2002 – 2003 Capital Budget Request $12,200K

$14,417K

Sussex/Rideau Gate Project (901160)

Existing Authority $ 433K

2002 Capital Budget Request $1,060K

$1,493K

Detailed estimates will be developed as detailed design is undertaken.

The budget provisions include estimates for the City’s contribution to Phase I of the project, which is being managed by the Commission. Phase II also includes works to be undertaken on behalf of PWGSC and NCC on a cost recovery basis.

ATTACHMENTS

Exhibit 1: Study Area

Exhibit 2: Recommended Design Concept (three sheets)

Exhibit 3: Bytown Bridges Cross-Section

DISPOSITION

The Environmental Study Report (ESR) which documents the entire environmental assessment process and study recommendations will be finalized and filed for the 30 day public review period in accordance with the provincial Environmental Assessment Act.

Once the formal review period is over, and if there are no “bump-up” requests to the Minister of the Environment, the project will be considered approved.

Detailed design will proceed and the necessary utility relocations will be undertaken for this project. Construction will be undertaken in accordance with the previously described schedule.