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Ottawa Road 174-Prescott-Russell County Road 17 Study

Round #1 of Public Open Houses

Background

OR 174 and CR 17 were formerly Provincial Highway 17 and were transferred to the municipalities in 1997.

City of Ottawa has planned 174 improvements:

  • 2009 to 2015 Widen from 5 to 6 lanes from Highway 417 to Blair Road
  • 2016 to 2022 Widen from 4 to 6 lanes from Blair to Jeanne d’Arc Blvd

Challenges

  • Transportation problems (congestion and safety) have been identified for many years
  • Natural geographic constraints (e.g., Ottawa River and Mer Bleue Bog) limit the alternative east-west transportation routes
  • OR 174/CR17 is the only high capacity arterial in the area
  • Growth in Orléans, Cumberland and Rockland has continued to increase traffic volumes

The United Counties of Prescott and Russell, in partnership with the City of Ottawa, have initiated a Schedule C Class Environmental Assessment study for the roadway.

Study area

Planning and environmental assessment process

In accordance with the Municipal Class Environmental Assessment (2011), the widening of a road or construction of a new road/paved facility over $2.3M is a Schedule “C” project.  Schedule “C” projects require the preparation of an Environmental Study Report which will be made available for public review.

Planning and environmental  assessment process

Consultation

Effective consultation will play a key role in the success of this project. Three separate Consultation Groups representing various agency, business and public stakeholders, will provide direct input and feedback during the course of the study. 

Consultation with the following groups is occurring throughout the study:

Agency Consultation Group (ACG), comprised of representatives from federal, provincial, municipal and other approval authorities and agencies.   

Business Consultation Group (BCG), comprised of representatives from local businesses, business associations and institutions. 

Public Consultation Group (PCG), comprised of representatives from city councillors, community associations and special interest groups. 

General public

The general public will have the opportunity to build awareness, knowledge and understanding of the study through:

  • Public open houses and presentations
  • Media coverage
  • Newspaper notices
  • Study reports
  • Comment sheets-questionnaires
  • Written submissions
  • Study website and email

 Study schedule [ PDF 1.2 MB ] 

Needs assessment overview

Transportation problems in the area have been identified for many years. The Needs Assessment for this study has reviewed previous reports and utilized new information to assess:

  • Existing and future transportation (road and transit) capacity 
  • Safety improvement opportunities 
  • Impacts of new developments and expanded urban areas

  • Increasing traffic volumes between 1988 and 2031
  • Capacity of the road has been exceeded when the volume bars are above the capacity lines

Needs assessment – Capacity

Screenline - a line that crosses major transportation facilities in a sector for the purpose of analyzing capacity. These lines are typically drawn along a feature (river or railway) that limits the number of crossing points available.

A key component of the study was to evaluate the need to provide transportation infrastructure in the Study Area to meet the current and future transportation requirements. 

The analysis considered:

  • Existing travel conditions at key interchanges and specific screenlines
  • Various travel modes across these screenlines
  • Targets for transit and other non-auto travel modes in the relevant Official Plans
  • Future travel conditions related to  population growth targets
  • Future vehicular volume capacities of the screenlines
  • Strategies to address deficiencies in screenline capacity

 There is a need to provide additional transportation capacity.

Needs assessment – Safety

Another key component of the study was to evaluate safety concerns. 

The analysis of 174/17 considered:

  • Review of existing safety reviews and reports
    • Split to Trim – 1487 collisions
    • Trim to Canaan – 465 collisions
    • Canaan to Landry – 287 collisions
  • Comparison of the predicted number of collisions for a similar type of roadway and the expected number of collisions based on actual collision experience and statistical analysis
  • Significant contributors to collision experience:
    • Speed, roadside character, access, interchange and intersection geometry, lighting, positive guidance, passing opportunities, accommodating transit

There are opportunities for safety improvements in the OR 174-CR17 corridor

Existing conditions overview

Baseline environmental conditions were documented to provide a foundation for assessing how the environment might be affected by a transportation facility. The information will be used to:

  • Develop reasonable alternatives
  • Identify impacts
  • Evaluate alternatives

Information will be updated, as necessary, as the study progresses and more detailed information is required.

Social Environment - Land Use [ PDF 1.3 MB ]
Social Environment - Archaeology Potential [ PDF 1.4 MB ]
Social Environment - Views & Vistas [ PDF 1.3 MB ]
Transportation Environment [ PDF 976 KB ]
Transportation Environment Volume to Capacity [ PDF 1.8 MB ]
Transportation Environment AM Westbound Speeds [ PDF 748 KB ]
Transportation Environment PM Eastbound Speeds [ PDF 869 KB ]

Infrastructure and utilities

  • Watermains 300 - 1220 mm diameter
  • Sanitary sewers 200 - 825 mm diameter
  • Storm sewers >600 mm diameter
  • Hydro One Stations
  • Power transmissions
  • Gas pipelines
  • Gas mains > 100 mm diameter
  • Fibre optic cables
  • Culverts
  • Bridges

Economic environment

Business condition assessment

The most prominent business type along the OR 174-CR 17 corridor  is retail, followed by food, fuel and accommodation outlets.  

There is a higher concentration of businesses in Gloucester and the City of Clarence Rockland than in Orléans and Cumberland. 

Most prevalent business type:

  • Gloucester - Offices or Professional Services
  • Clarence Rockland – retail

Only a small proportion of businesses are primarily served by passing traffic. 

Natural Environment [ PDF 683 KB]
Physical Environment - Unstable Slopes [ PDF 1.8 MB ]
Physical Environment [ PDF 1.7 MB ]

Alternative solutions

There are capacity, safety and operational deficiencies in the study area.

  • Predicted traffic volumes are expected to exceed operational standards at the majority of key road crossings even with an increased transit ridership
  • An arterial-type lane is required in each direction to provide additional capacity in 2031 from Highway 417 to Rockland
  • There is potential for safety improvements in site-specific areas where higher than predicted collisions occur 

In order to address these deficiencies a long list of alternative solutions was developed.  

  • Do nothing
  • Enhance other modes and/or manage travel demand
  • Improve the existing corridor with transportation systems management (TSM)
    • Split to Trim Road: add interchange at Trim Road
    • Trim Road to Rockland: improve transition zone cross-section; improve intersection at bottlenecks such as Cameron Street in Cumberland, Quigley Hill Rd, Old Montreal Rd, Canaan Rd, Laurier Street and Landry Road; consolidate private laneways to one or more service road(s) from Meadow Lane Road to Quigley Hill Road; add passing lanes and/or reversible lanes
  • Provide additional road capacity
  • Expand the 174/17 existing corridor
    • Split to Trim Road: widen freeway from 4 to 6 lanes
    • Trim Road to Rockland: widen arterial from 2 to 4 lanes
  • Expand other east-west arterial roads such as Old Montreal Road, Wilhaven Drive, Frank Kenny Road, Trim Road and Innes Road
  • Construct new east-west roads:
    • From Trim Road easterly up the escarpment to south of Wilhaven Drive to Baseline Road to Landry Road
    • At Rockland, southerly bypass of existing development
  • Combination of the above solutions 

Screening of alternative solutions

Screening criteria were developed to assess the merits of the long list of alternative solutions.

The screening criteria are: 

  • The ability of the alternative to address the project need.  Alternative solutions must provide transportation capacity and improve safety 
  • Adherence to policies, regulations, and local standards of practice. Alternatives should not contravene provincial/federal policies or municipal regulations or policies 

Consideration of environmental impacts. Alternatives were reviewed to determine their high level impacts on the various environmental conditions. The ability to avoid /reduce /minimize impacts was considered

Screening of alternative solutions strategies

TDM Screening
  • Measures on their own do not address need
  • TDM measures included as part of overall solution
TSM Screening
  • Passing lane don’t address capacity needs.  Not  carried forward
  • Reversible lanes applicable to lower speed urban locations.  Not appropriate for rural areas.  Speeds and driveways create unsafe conditions for motorists and residents.  Not carried forward
  • Other TSM measures included as part of overall solution 
Solution Result
Do NothingDoes not address the need
Transportation Demand Management (TDM)Does not address the need
Transportation Systems Management (TSM)Does not address the need
Additional road capacityMay address the need
Combination of alternativesMay address the need 

Screening of Alternative Solutions - Split to Trim Road [ PDF 1.3 MB ]
Screening of Alternative Solutions - Trim to Rockland [ PDF 1 MB ]
Screening of Alternative Solutions - Rockland [ PDF 848 KB ]

Shortlist of alternative solutions

We will refine the short list of alternatives and undertake a more detailed evaluation of the impacts and benefits of the alternative solutions carried forward to arrive at a preferred alternative solution.

Split Trim

  • Widen existing 174 to 6 lanes 

Trim to Rockland

  • Widen existing 174/17 to 4 lanes
  • Widen/new route Innes-Baseline
  • Build new route south of Wilhaven 

Rockland vicinity 

  • Improve existing 17
  • Build new route south of Rockland 

The methodology of evaluating alternative solutions will address the following objectives. Evaluation of alternative solutions carried forward

  • Use of Criteria: Criteria/indicators (i.e., features or considerations) should be used as the basis for the evaluation of the alternative solutions
  • Weighting or Ranking of Criteria: An ordering (i.e., weighting or ranking in terms of importance) of the criteria should be the basis for the evaluation 

Sensitivity Analysis: Some form of sensitivity analysis should be completed as part of the evaluation process (i.e., to test the results of the evaluation and to verify the influential factors in the results of the evaluation)

Examples of evaluation criteria

Evaluation criteria are specific factors or considerations which are used to compare alternatives. Factors that need to be considered in a development of criteria include: 

  • The nature of the project
  • The expectations of stakeholders
  • An understanding of the existing conditions
  • The delineation of boundaries
  • The issues related to the proposed project

The study team will develop the criteria to be used in this assessment with the stakeholders. 

Let us know what you think is important and should be considered in the selection of an alternative.

Criteria Group

Examples of Criteria

Biological Conditions

•  Wildlife

•  Fisheries

•  Watercourses

•  Woodlots

•  Vegetation

Social Conditions 

•  Community Linkages

•  Archaeology

•  Economic Activity

•  Noise

•  Recreation

•  Land requirements/use

Physical Conditions

•  Soils

•  Bedrock

•  Groundwater

•  Drainage

Transportation & Infrastructure

•  Transit Ridership

•  Network/System Integration

•  Level of Service

•  Geometry

•  Capacity

•  Operation

Economic

•  Capital Cost

•  Operational and Maintenance Costs

•  Business Impacts

Next steps

The next steps in the study process are to:

  • Evaluate the Alternative Solutions carried forward 
  • Identify a preliminary preferred solution 
  • Confirm the preferred solution and review the EA Requirements 
  • Develop Alternative Design for the preferred solution 
  • Update existing conditions, as required 
  • Continue to meet with the Consultation Groups

 The results will be presented at Public Open House #2 scheduled for the fall of 2013. 

For further information on this project, or to be added to our mailing list, visit the web site at www.prescott-russell.on.ca/en/public-works/major-projects or www.ottawa.ca/hwy174and17study or contact:

Marc R. Clermont, P. Eng.
Director of Public Works
United Counties of Prescott and Russell
Phone: 613-675-4661  ext. 3100
E-mail: MClermont@prescott-russell.on.ca

Angela Taylor, P. Eng.
Senior Project Engineer
City of Ottawa
Phone: 613-580-2424 ext. 15210
E-mail: Angela.Taylor@ottawa.ca 

Valerie McGirr, P. Eng.
Consultant Project Manager
AECOM
Phone: 613-820-8282 ext. 243
E-mail: Valerie.mcgirr@aecom.com                           

Funding for this study is being provided by the Government of Ontario.

Synopsis of Study Design

Goals and Objectives

The goal of this study is to complete an Environmental Study Report (ESR) for improvements to Ottawa Road (OR) 174 from the Highway 417 to Canaan Road and Prescott Russell County Road (CR) 17 from Canaan Road to CR 8 (Landry Road). The United Counties of Prescott and Russell in partnership with the City of Ottawa are the proponents of this study.

This study will include a comprehensive communications and consultation process including meetings, Public Open Houses, notices, presentations and a web site. It will involve government agencies, First Nations, businesses, the public and other stakeholders.

Background

The study will follow the Municipal Class EA process for a Schedule ‘C’ project involving the following phases:

Problem or Opportunity: The need for improvements on OR 174 and on CR 17 will consider existing and future capacity, operations, safety and network considerations. Improvements to this corridor are currently included in Ottawa’s Transportation Master Plan and in the Prescott-Russell OP.

Alternative Solutions:
Alternatives to the undertaking will be identified and assessed. Alternative solutions and the preferred solution may vary between segments of the corridor depending on the need and the constraints from the existing conditions.

Alternative Design Concepts for the Preferred Solution:
For OR 174-CR 17 segments, alternatives will be considered for number of lanes, other cross-section elements, intersection configurations, route location, transit priorities, park and ride lots, pathways, structures, stormwater management, utility locations and relocations. An assessment and evaluation will be undertaken along with sensitivity testing for a traceable, defensible, reproducible process.

Environmental Study Report:
Functional design plans, as well as clear documentation of the study process will be produced including technical and consultative findings and recommendations. 

Timelines

Revised Project Study Schedule

The Environmental Assessment study is currently evaluating the alternative road corridor solutions between Trim Road and Clarence-Rockland. In order to address the technical issues and the environmental impacts of the alternative solutions as well as consider the growth management objectives of both the City of Ottawa and Clarence-Rockland, additional work will be required in the evaluation and selection of a preferred road corridor. Accordingly, the study schedule has been revised to reflect the additional work required as follows:

MilestoneTimeframe
Study InitiationJuly 2012
Need and Justification/Alternative SolutionsSummer-Fall 2012
Existing ConditionsSummer 2012 - Spring 2013
Round #1 ConsultationsWinter 2013
Alternative DesignsWinter-Summer 2013
Round #2 ConsultationsWinter 2014
Functional Design for Technically Preferred PlanSpring 2014
Round #3 ConsultationsJune 2014
Refine Technically Preferred PlanSummer and Fall 2014
Presentation to CouncilsWinter 2015
Environmental Study Report for Public ReviewSpring 2015

Update 2013

Update

A series of Public Meetings was held in February of 2013, to present to stakeholders and the public, information on the project background, study process and schedule, existing conditions, description of consultation activities, screening of alternative solutions, evaluation methodology and next steps.

Feedback from those meetings indicated both support and opposition to the proposed alternative of widening the OR174/CR 17 in addition to the following general comments/ concerns:
• Increased noise and vibration

  • Support for a new route south of 174/17
  • Increased traffic on local roads
  • Impact on community in Cumberland
  • Property impacts
  • Costs / funding
  • Provide transit instead of increased road capacity
  • Impacts on traffic from Cumberland Ferry
  • Consider reversible lanes
  • Impacts on wildlife
  • Need safe crossing of roadway and access to river

The study team is taking this input as work continues on the development of alternatives that implement the following:

Split to Trim

  • Widen existing 174 to 6 lanes

Trim to Rockland

  • Widen existing 174/17 to 4 lanes

Connect Innes-Baseline for a new east-west route

  • Build new route south of Willhaven

Rockland vicinity

  • Improve existing 17
  • Build new route south of Rockland

The alternatives will incorporate, where appropriate, transit priority measures, rural and urban cross-sections, service roads, improvements at intersections and interchanges and safety measures. The next round of public consultation to present this information is scheduled for the late fall of 2013.

Frequently Asked Questions

Can the Study Area be extended further to the south to properly identify and assess more southerly routes that will be closer to areas of future development and growth?

The study area's southern boundary is in the vicinity of Innes Road – Baseline Road. Route possibilities south of CR 17 will be developed and considered.

What is the process for expropriation of required property?
At this time the property requirements are not known. Once known, the City/County will undertake best efforts to ensure fairness in the property acquisition process and will proceed on a "willing buyer/willing seller" basis where possible. Affected property owners will be identified and contacted and informed of the process. Both the number of potential property owners affected and the estimated costs of property acquisition will be considered in the selection of a preferred alternative.

How is transit being considered?
Transit has been identified as a component of all alternatives carried forward. Transit projects identified in the current City of Ottawa TMP as well as the upcoming TMP update will be included as part of the overall alternatives. In addition to those identified projects and initiatives, the study team will work with Clarence-Rockland on initiatives to promote transit use through the identification of potential shared parking areas and additional transit services. As well the study team will consult with OC Transpo to identify transit improvements/ enhancements on the 174. Transit connectivity and support for increased modal splits will be considered in the evaluation and section of a preferred alternative.

Widening will not solve the problem at the 174/417 split.
Conditions at the 174/417 split have been recognized as an existing constraint. Construction is currently underway to widen the Highway 417 from the Split to Nicholas and this work is expected to be complete by 2015. These improvements include an additional through lane at the Split. No improvements beyond those already planned by the Ministry of Transportation will be incorporated into this study.

How are other projects being considered?
Other projects such as the future Interprovincial Bridge, Cardinal Creek Village development, Cumberland Transitway, Highway 417 Widening/BRT Shoulder lanes have been recognized and the study team is in ongoing contact with the project proponents regarding potential impacts and schedules and will continue to do so as this project proceeds.

Noise and vibration impacts need to be considered. How will this be done?
Noise and vibration will be evaluated in the next phase of the study as part of the selection of a preferred alternative. Sensitive receptors will be identified and changes in noise/vibration levels will be assessed. Mitigation measures, as required will be identified.

Update 2014

The second round of consultation, originally scheduled in late fall of 2013 is now anticipated in early 2015 owing to the need to integrate the work of this study with the work of the City's planned Environmental Assessment (EA) Study for the extension of Light Rail Transit from Blair Station to Trim Road.

On November 26, 2013, Council approved the 2013 Transportation Master Plan (TMP) that identifies the Stage 2 proposal to extend the Light Rail Confederation Line further east to Orleans, known as the Eastern Light Rail Transit (LRT). Furthermore, the 2013 TMP envisions the Eastern LRT facility along the Ottawa Road 174 (OR174) road corridor. Accordingly, co-locating the Eastern LRT with the OR174 road corridor will have ramifications on the OR174 widening options and both projects will need to be co-ordinated and undertaken concurrently.

Full co-ordination of the Eastern LRT EA study with this OR174/CR17 EA study will shift this EA Study by approximately one year (early 2015) as additional time is required to assess and evaluate integrated solutions for both projects. The Eastern LRT EA study is to commence in the spring of 2014 following the selection of a consultant.

New Study Schedule August 2014

The Eastern LRT Planning and EA study has been initiated and information is available at ottawa.ca/EasternLRT.

The revised study schedule for the OR174/CR17 EA study based on co-ordination with the Eastern LRT Study is as follows:

Study Schedule
MilestonesTimeframe
Alternative integrated solutions to the LRT Alignment and OR174 road widening (between Hwy 417/Split to Trim Road)Fall 2014
Evaluation and selection of technically preferred corridor between Trim Road and Clarence-RocklandFall 2014
Round #2 Public ConsultationsWinter 2015
Alternative LRT Designs and Transit Stations integrated with the OR174 road widening design (between Hwy 417/Split to Trim Road)Winter/Spring 2015
Alternative road widening design between Trim Road and Clarence-RocklandWinter/Spring 2015
Round #3 Public ConsultationsLate Spring 2015
Functional Design of Recommended Plan for the Eastern LRT and OR174/CR17 integrated solutionSummer/Fall 2015
Round #4 Public ConsultationsFall 2015
Environmental Study Report (ESR)Fall 2015
Presentation to Transportation CommitteeFall 2015
ESR 30 day Public ReviewWinter 2016

Ottawa Road 174-Prescott-Russell County Road 17 Study - Overview

Statement of Work

Prescott Russell logo

Notice of Study Commencement
Class Environmental Assessment Study
 

The United Counties of Prescott and Russell in partnership with the City of Ottawa have initiated a Class Environmental Assessment (EA) study for improvements to Ottawa Road 174 from the Highway 417 Interchange to Canaan Road and improvements to Prescott-Russell County Road 17 from Canaan Road to County Road 8 (Landry Road). This Study will be carried out in accordance with the requirements for a Schedule ‘C’ project under the Municipal Class Environmental Assessment (2007, 2011).

The purpose of the study is to conduct a detailed evaluation of future transportation demand for the County and City’s east-west direction of travel, assess current deficiencies and develop a recommended plan to address capacity, operational and safety issues, meet the transportation needs and minimize environmental impacts. The Study Area, which is subject to refinement during the EA process, is illustrated in the key map.

Highway 174 Prescott Russell 17 study area

The EA process will involve developing, assessing, and evaluating alternatives, which will result in a recommended plan to be presented to the United Counties of Prescott and Russell Council, Ottawa City Council and the public. The study is expected to be completed in approximately 30 months.

At three stages during the study, public open houses will be held in Orleans, Cumberland and Rockland to provide opportunities for those interested to review and discuss progress on the project with the study team and to provide their input. Notices of the open houses will be published in local newspapers and on the project website at: ottawa.ca/hwy174-17study. Information will be posted on the project website throughout the study.

Upon completion of this study, an Environmental Study Report will be available for public review and comment. A notice of study completion will be published at that time.

Interested persons can provide comments throughout the EA process. Any comments received will be collected under the Environmental Assessment Act and, with the exception of personal information, will become part of the public record. For further information on this project, or to be added to our mailing list, please contact:

Marc R. Clermont, P. Eng.
Director of Public Works
United Counties of Prescott and Russell
613-675-4661, ext. 3100
E-mail: MClermont@prescott-russell.on.ca  

Angela Taylor, P. Eng.
Senior Project Engineer
City of Ottawa
613-580-2424, ext. 15210
E-mail: Angela.Taylor@ottawa.ca

Valerie McGirr, P. Eng.
Consultant Project Manager
AECOM
Phone: 613-820-8282 ext. 243
E-mail: Valerie.mcgirr@aecom.com


Funding for this study is being provided by the Government of Ontario.
 

Open Houses - April 20, 21 and 23, 2015

Monday, April 20, 2015, Orléans
Tuesday, April 21, 2015, Cumberland
Thursday, April 23, 2015, Clarence Creek

Open House Display Boards

General Questions

Why are we studying the widening of Highway 174, CR 17 and the Eastern LRT?
The 2013 Transportation Master Plan (TMP) has identified a shortfall in transportation capacity for residents of the City of Ottawa and the United Counties of Prescott-Russell, primarily to access jobs and activities in the central area of Ottawa. In addition to providing additional transit capacity to meet the objectives of the TMP, additional road capacity is also required.

Through the corridor the transportation model indicates that one additional lane of road capacity is needed in each direction. This could be either a new two-lane roadway, or a widening of the existing roadway. The model also indicates that the majority of these trips want to access Highway 174 at Trim Road and Highway 417 west of the split.

Road safety is another concern on the existing road. Adding the additional lanes will allow for many of the safety issues to be addressed. Dividing the highway to prevent vehicles from crossing over the centre line and finding ways to consolidate driveway accesses will improve safety.

Why was the 174/17 corridor selected over the others considered?
There is less travel demand across the City by a southern route than travel demand to the downtown area and areas close to Highway 417 via Highway 174 and Highway 417. Routes that connect south of Highway 174 along Trim Road will require additional capacity to manage the downstream traffic volumes. Development continues in the east end of the City of Ottawa and in counties outside the City, placing pressure on the transportation network to accommodate more trips.

West of Trim Road, the implementation of LRT from Blair Station east to Place d'Orléans (and eventually to Trim Road) will provide additional travel capacity and connection to a widened 174/17 will help to improve ridership.

What is the timeline for the LRT extension and the widening of Highway 174 and CR 17?
The Confederation Line East LRT Extension is a Stage 2 project planned for 2023, subject to funding availability. The widening of 174/17 is not currently identified in the City of Ottawa's Affordable Plan to 2031 and will be dependant on funding availability.

Will noise be an issue?
The LRT will have a continuously welded track, is electrically driven, and will be generally quiet. The change in road proximity and traffic volumes will affect noise levels. Impacts are being investigated in greater detail, along the full length of the corridor and mitigation measures will be provided where warranted.

Eastern Light Rail Transit

How were the station sizes, design and locations determined?
Stations are located based on a number of criteria including connection to north-south bus routes (at arterial road crossings of the corridor), serving existing and projected ridership, and a spacing that maximizes the number of people who can access the station within a 600 metre walk zone.

There will be an emphasis on connectivity, accessibility and personal safety by designing stations that provide good connections to local bus routes, sidewalks, pedestrian pathways, and bicycle facilities. Stations will be fully accessible to passengers with disabilities through the use of elevators, logical arrangement of station elements and clear, concise signage. Creating logical stations with clear sight lines assist all members of the community by creating safer places.

How will this system be paid for?
The capital cost to build the system will be part of the City's Stage 2 LRT implementation and the City will be seeking funding partners with upper levels of government. On-going operating costs, including increases or decreases in service levels to meet ridership demands, will be part of OC Transpo's on-going budgetary process.

Why not extend the LRT to Trim Road and beyond?
Implementation of the LRT is based on the City of Ottawa's Affordable Plan to 2031 as well as projected ridership demand. The City's TMP currently identifies LRT implementation terminating at Place D'Orleans before 2031 with the extension to Trim Road post 2031. Beyond Trim Road, there is insufficient ridership to extend the LRT any further. We are protecting for a bus rapid transit corridor east of Trim to Frank Kenny to connect Eastern communities with the LRT.

How will the transit system operate when the LRT opens?
LRT trains will be completely segregated from other traffic, allowing them to move on a regular and predictable timetable, making trips fast and reliable.

The bus network currently has a set of local, semi-express and express routes designed to take passengers downtown in the morning (and home in the evening) and serve the major node at Place d'Orléans during the midday and evening. The LRT will require a reorganization of the route network, including:

  • Bus routes will take peak period passengers to the nearest LRT station
  • Few buses will travel across the greenbelt and further west
  • Enhanced local service will meet increasing demand
  • Trains will stop at all stations allowing for passenger transfer
  • While bus routes will not be timed to the arrival or departure of trains these connections will be as direct as possible with climate-controlled areas

CRT buses from Clarence-Rockland will have the ability to connect to the easternmost LRT station, allowing passengers to transfer to the LRT to travel into downtown.

Where will there be Park and Ride or Kiss and Ride facilities?
Currently there are two Park and Ride locations at Trim Road and at Place d'Orleans. These will be maintained and expanded if possible. Kiss and Ride in some form will be considered at every station.

Confederation Line Eastern LRT

Blair Station

From Blair Station, the LRT will extend directly east and pass underneath Blair Road and the Blair interchange ramps, staying along the north side of the highway. Once under all of the ramps, the LRT comes back up to grade and runs at about the same elevation as Highway 174 (Hwy174) along the north side. A station adjacent to Gloucester High School will be protected for the future (post 2031). A continuous pathway on the north side of the LRT is proposed.

For the Hwy174 road widening to Blair Road, the design will match the lanes constructed as part of the Ontario Ministry of Transportation widening of Hwy 417 from Nicholas to Hwy174. From Blair Road easterly, Hwy174 will be three lanes in each direction with paved shoulders. The additional lane will be designed for a high occupancy vehicle lane in each direction. Where the existing median is narrower than current standards, it will be widened.

Montreal Road

The LRT continues along following the existing grade of the highway until Montreal Road. The LRT will rise slightly where Montreal Road crosses under the alignment and the highway. Ramps will be modified at the Montreal Road interchange to allow for the LRT to pass on an elevated structure across the northern half of the interchange. The station will be in the northwest quadrant with the stairs and elevators concentrated at the end of the platform connecting down to a lower level concourse which will tie into the west (or south) side of Montreal Road. The structures carrying OR 174 over Montreal Road will be replaced when Hwy174 is widened.

East of Montreal Road Station the land drops down into the Green's Creek valley. The LRT stays high and climbs up to span across the westbound lanes to transition into the median of the highway. The LRT will then drop down to grade as we move towards the Sir George-Étienne Cartier Parkway structure. The existing Parkway Bridge can be modified to accommodate the LRT and highway widening.

East through the Greenbelt and into Orleans there is sufficient space for both the median LRT and the highway widening within the existing right-of-way.

Jeanne D'Arc Station

The first station east of Montreal Road, and the Greenbelt, is at Jeanne D'Arc Boulevard, in the median of Hwy174. The track is widened out for the centre platform at the station. There would be a station house on either side of Jeanne D'Arc to allow direct access for passengers transferring to and from buses or from the sidewalks of each side of the road. The interchange has been modified to remove the free flow ramp in the northeast quadrant and direct traffic through the intersection to accommodate bus operations in the curb lane across the bridge. This bridge also requires widening to 6 lanes to allow for 4 lanes of general traffic and a curb lane that will permit buses serving the station to transfer passengers.

Orléans Boulevard Station

The next station is at Orléans Boulevard. There is no access to OR 174 from the roadway, however bus service on the bridge will serve the station houses on the east and west sides of the bridge. This station is centered underneath the bridge.

Place D'Orléans Station

The next station is at Place D'Orléans and the current Phase 2 terminus for the Confederation Line East LRT program under the affordable plan. This station ties into the large bus loop in front of Place D'Orléans immediately south of the highway and to the Park and Ride lot to the north. Currently these are connected by a pedestrian bridge. This station is deliberately placed west of Champlain Street in part because the road bridge can accommodate the LRT and the existing highway in the short term but the structure needs to be rebuilt when the 174 is widened. It also aligns the platform more directly with the centre of the park and ride and the bus loop.

For the Hwy174 widening, minor modification to the ramps is required in the eastbound direction. There is also some conflict with the Hydro transmission line through the Place d'Orléans interchange that needs to be addressed. The LRT and widened highway encroach into the 15 metre wide maintenance space required by Hydro One. The preferred solution is to move the hydro lines to the south to provide Hydro One with maintenance access.

Orléans Town Centre

The next Station is a midblock station opposite the Orléans Town Centre. It is positioned to provide convenient access to the pathway to the north from connecting to the residential area. There would be a pedestrian bridge that spans the full width of the highway tying into the planned development on the south side. This station performs relatively well based on the development occurring in the town centre and with the amount of residential development it's within a reasonable walk or bicycle ride from the north of the station.

Tenth Line Station

The next station planned under the City's Transportation Master Plan was to be at Tenth Line Road. Based on the land development pattern in the future as well as the average spacing of the station, moving the station 300m to the east was examined. This would place it opposite two active development sites. As there is no bus service on Tenth Line today or planned for in the mid to long term, the transit oriented development potential of the future land uses warrant shifting the station to the east.

Taylor Creek Business Park Station
The next station identified in the City's Transportation Master Plan is Taylor Creek Business Park. This Station has extremely low ridership and is not recommended. When combined with the shift of the Tenth Line Station 300 metres to the east, the station spacings are now too close between Tenth Line East, Taylor Creek, and Trim Road stations.

Trim Road Terminus

As the LRT approaches the planned terminus at Trim Road, there are double crossovers immediately in front of the Station to manage train operations. Trim Road and Hwy174 today is an at grade signalized intersection and grade separation is required. A roundabout at Taylor Creek Boulevard currently exists and a second roundabout to the north at Jeanne d'Arc Boulevard is proposed to facilitate u-turns. Ramps will be provided for all movements, but will be positioned to allow for good access to the LRT station and to permit transit-oriented development close to the station. The station will be placed under the Trim Road bridge with a pedestrian bridge connecting to the Park and Ride lot.

Currently the bus loop is at the south end of the Park and Ride lot. The bus Loop will be moved north closer to the LRT Station to shorten the walking distance.

Eastern LRT Hybrid Alignment with HOV Widening [ PDF 10.203 MB ]

Widening of Highway 174 / County Road 17

Will the new highway lanes be for all drivers or only vehicles with more than one person in them?
The environmental assessment will identify the impacts of the largest footprint. This will include the additional lane width and buffer width that is needed to protect for High Occupancy Vehicle (HOV) lanes for vehicles with more than one person. If the City decides to make the lanes available to all drivers, the protected right-of-way will be wide enough and will not need additional approvals.

Won't the arterial roads that connect to the highway become overloaded if the highway is widened?
Our modelling work indicates that the arterial roads can adequately handle the additional traffic moving to and from the widened highway, although the level of congestion is likely to increase as travel demand increases.
How is the widened highway being designed to make travel as safe as possible? Current design standards are being applied. With the LRT being placed in the median (from Montreal Road to the eastern terminus), the road traffic will be separated from the trains by concrete barriers and safety fences. Visibility, design speed, lighting and safety measures are being designed into the plans.

Was a southern ring road considered? A ring road has been investigated by both the MTO and the City over the years and modelling work indicates that it would be poorly used. A ring road would be very expensive and currently neither the City nor MTO are carrying it forward for development.

Was a three-lane highway with reversible lanes considered?
The City conducted a review and assessment of whether reversible lanes would be suitable in this context. Safety and cost considerations indicate that a reversible lane is not appropriate along Highway 174 and County Road 17. The costs of putting overhead signage that indicate the direction of traffic in the centre lane would be expensive. Furthermore, for safety reasons, we need to put a barrier between lanes of different directions. Using reversible lanes over long distances, with driveway accesses and at highway speeds is not a feasible option.

Is more development being allowed in the corridor?
Growth continues across the Region, however the City has placed a moratorium on lot severances and new access points to Highway 174. Existing lots that are not yet developed may be allowed a new access, but wherever feasible the City's preference is to consolidate these potential new entrances with existing entrances.

A study similar to the Greater Toronto Area's "Places to Grow" is being considered for Eastern Ontario, which would look at where development should occur. There is a lot of good agricultural land in this area, and if we build a road, there would be pressure to develop the surrounding areas and we could lose this agricultural land.

Will property by expropriated to widen the 174/17?
There are many places along the corridor where we have sufficient right-of-way. For those portions where property is required to expand the right-of-way, then we will have a discussion with those residents who will be impacted.

174/17 Widening

Trim to Meadow Lane
East of Trim Road, approaching Cardinal Creek Village, the alignment shifts to the south, away from the existing road with a 10 m multiuse pathway area along the river for a pedestrian boulevard. There is a new signalized intersection to access Cardinal Creek Village.

Trim to Meadow Lane [ PDF 4.986 MB ]

Quigley Hill to west of Cumberland Village

Further east, a new service road provides consolidated driveway access for a series of 18 properties along the north side. The service road intersection provides a turn around point between Cardinal Creek Village and Quigley Hill Road. Properties not served by the service road will have right in-right out driveways. At Quigley Hill Road there will be a signalized intersection and a new access to the launch and picnic area.

Quigley Hill to Cumberland [ PDF 5.142 MB ]

Cumberland Village

An urban cross-section with raised median, curbs and multi-use pathways is provided through Cumberland Village.

At the Cameron Street intersection a traffic signal is the technically preferred traffic control measure. A 3-lane roundabout was also examined for the Cameron intersection. Faubert Street and Peter Harkness Lane on the south side are to be closed at the 174. Driveways along the north side will have right in-right out access. A new signal at the extension of Barnett Drive is technically preferred over a 3-lane roundabout.

Cumberland Roundabouts and Intersections [ PDF 1.233 MB ]

Cumberland Village to Canaan Road

At the Cumberland Heritage Museum area there is a pedestrian signal for crossing Hwy174. On the north side, a multiuse pathway connects from the pedestrian signal to East Shore Road where a service road will connect East Shore Road and Morin Road to Kinsella Drive where a traffic signal is provided. There will be a traffic signal at Old Montreal Road. McTeer Road will be extended westerly to connect to the McSkimmings Outdoor Education Centre. Traffic along McTeer Road will use the signal at Canaan to make turns.

Cumberland East to Caanen [ PDF 2.038 MB ]

East of Canaan to East of Edwards

East of Canaan Road there will be a new service road to connect several farms and a traffic signal to cross between the farm buildings north of County Road 17 and the farm fields to the south. The next traffic signal is at Carmen Bergeron, which provides access to the Walmart store. Where County Road 17 (CR17) is close to the Ottawa River, retaining walls are provided as needed to avoid filling into the river. There is also a retaining wall between County Road 17 and existing service road west of Richelieu Street. An urban cross section with curbs and a multi-use pathway where space permits is incorporated from east of Laporte to east of Edwards Street. The existing traffic signals will be maintained at Chamberland and at Edwards. Past Edwards the urban cross-section changes back to a rural cross-section with a median barrier an roadside ditches.

Caanen to Edwards [ PDF 9.247 MB ]

East of Edwards to Landry

An unsignalized intersection with a median break will be provided at Pigeon Street and at the arena. Signals are proposed for the new intersection with the Caron extension. In areas of provincially-significant weland retaining walls will be used to minimize the property required and environmental impacts. New development west of Laurier East will be accessed by an intersection that will also provide a connection to Laurier so that the existing intersection of Laurier East and CR17 can be closed due to ongoing safety concerns. A roundabout is illustrated, subject to discussions with the developer. At Laundry Road a roundabout is the technically preferred design.

Edwards to Landry [ PDF 1.243 MB ]

Next Steps

Based on feedback received:

  • Confirm/refine Hwy 174-ELRT functional design west of Trim
  • Confirm/refine Hwy 174-17 functional design refinements east of Trim
  • Finalize Functional Designs
  • Finalize mitigation measures
  • West of Trim – June/July presentation to Ottawa Transportation Committee
  • East of Trim – Fall presentation to Committees and Councils
  • Public review of study documentation
For further information on this project, or to be added to our mailing list, contact:

East LRT and OR174/CR17 Widening
Angela Taylor, P. Eng.
Senior Project Engineer
City of Ottawa
613-580-2424, ext. 15210
E-mail: Angela.Taylor@ottawa.ca

OR174/CR17 Widening
Marc R. Clermont, P. Eng.
Director of Public Works
United Counties of Prescott and Russell
613-675-4661, ext. 3100
E-mail: MClermont@prescott-russell.on.ca

Funding for the OR 174/County Road 17 Widening EA Study is being provided by the Government of Ontario.

Open Houses - February 3, 4 and 5, 2015

Tuesday, February 3, 2015
R. J. Kennedy Memorial Community CenterWednesday

February 4, 2015
Bob MacQuarrie Recreation ComplexThursday

February 5, 2015
Guy Faubert Hall

Confederation Line East LRT Extension

The City of Ottawa is undertaking an Environmental Assessment (EA) Study for the extension of LRT from Blair Station to Trim Road along the Ottawa Road 174 (OR174) corridor in accordance with the Transit Projects Assessment Process. This LRT line will provide fast, reliable service to the communities of Beacon Hill, Blackburn Hamlet, Orleans, and rural Cumberland. A total of eight stations are proposed between Blair Station and the Trim Park and Ride.

Highway 174/County Road 17 Widening

The United Counties of Prescott and Russell in partnership with the City of Ottawa are undertaking a Class EA study for the OR174 and Prescott-Russell County Road 17 (CR17) corridor from Highway 417 to County Road 8 (Landry Road). This Study is being carried out in accordance with the requirements for a Schedule 'C' project under the Municipal Class EA process.

Consultation was held in 2013 to introduce the need for alternative solutions to address problems on the OR174 and CR17 corridor.

Open House information and presentation

1. Transit and Road EA Integration [ PDF 136 KB ]
2. 2013 TMP - Road Network 1 [ PDF 90 KB ]
3. 2013 TMP - Transit Network 2 [ PDF 105 KB ]
4. East of Trim – Development of Road Corridor Alternatives [ PDF 66 KB ]
5. West of Trim - Development of LRT and Road Widening Alternatives [ PDF 66 KB ]
6. Evaluation Methodology [ PDF 23 KB ]
7. Road Corridor Alternatives – East of Trim [ PDF 215 KB ]
8. Evaluation Criteria East of Trim [ PDF 39 KB ]
9. Evaluation Results East of Trim [ PDF 28 KB ]
10. Preliminary Preferred Road Corridor -– East of Trim Road [ PDF 103 KB ]
11. Typical Road Corridor Design in Cumberland Village [ PDF 93 KB ]
12. Cumberland Village Design Considerations [ PDF 109 KB ]
13. Median Station Examples [ PDF 105 KB ]
14. Evaluation Criteria West of Trim [ PDF 66 KB ]
15. Evaluation Results West of Trim [ PDF 28 KB ]
16. Hybrid Alignment West of Trim [ PDF 110 KB ]
17. ELRT Hybrid Alignment with HOV Widening [ PDF 1.232 MB ]
18. ELRT Median Alignment with HOV Widening [ PDF 1.214 MB ]
19. ELRT North Alignment with HOV Widening [ PDF 1.225 MB ]
20. ELRT South Alignment with HOV Widening [ PDF 1.372 MB ]
21. Next Steps [ PDF 23 KB ]

This is the second round of public consultation for the OR174/CR17 widening EA study and the first round of public consultation for the East LRT Extension EA Study to review and discuss the project with the study team and solicit feedback.

The East LRT extension is one of three environmental assessment studies underway as part of Stage 2, the City's plan to extend the benefits of rail to residents further east, west and south that will add 19 new stations and 35 kilometres to our LRT network.

East LRT and OR174/CR17 Widening

Angela Taylor, P. Eng.
Senior Project Engineer
City of Ottawa
613-580-2424, ext. 15210
E-mail: Angela.Taylor@ottawa.ca

OR174/CR17 Widening
Marc R. Clermont, P. Eng.
Director of Public Works
United Counties of Prescott and Russell
613-675-4661, ext. 3100
E-mail: MClermont@prescott-russell.on.ca

Funding for the Highway174/County Road 17 Widening EA Study is being provided by the Government of Ontario.

Notice of Completion of Environmental Study Report

The United Counties of Prescott and Russell in partnership with the City of Ottawa have completed the Class Environmental Assessment (EA) Study for improvements to Ottawa Road 174 from the Highway 417 Interchange to Canaan Road and improvements to Prescott-Russell County Road 17 from Canaan Road to Landry Road (County Road 8).

The map shows the location of the corridor where widening and other infrastructure improvements are proposed.  The limits are OR 174 from the Highway 417 interchange to the municipal boundary and CR 17 through Clarence-Rockland to Landry Road.

This Study was planned under Schedule C project under the Municipal Class Environmental Assessment. The Recommended Plan includes:

  • Widening OR 174 to 3 lanes in each direction between Highway 417 and Trim Road
  • Widening OR 174 to 2 lanes in each direction between Trim Road and Canaan Road
  • Widening CR 17 to 2 lanes in each direction between Canaan Road and Landry Road

The Environmental Study Report (ESR) has been prepared to document the planning and design process and the functional design of the recommended plan. The ESR is available for public review at the following locations during regular business hours for a period of 30 calendar days, starting on Thursday June 2, 2016.

The United Counties of Prescott-Russell
59 Court St., L'Orignal

Clarence-Rockland Town Hall
1560 Laurier St.,

Rockland Clarence-Rockland Library
1525 Du Parc Ave.,Clarence-Rockland

Ottawa City Hall Client Service Centre
110 Laurier Ave. W., Ottawa

Orléans Client Service Centre
255 Centrum Blvd.,

Orléans Cumberland Museum
2490 Old Montreal Rd., Cumberland

Carleton University
MacOdrum Library
1125 Colonel By Dr., Ottawa

Ottawa University
Morisset Hall
65 University Pvt.,

Ottawa Main Public Library
120 Metcalfe St., Ottawa

Orléans Library
1705 Orléans Blvd., Orléans

North Gloucester Library
2036 Ogilvie Rd.,

Gloucester Cumberland Library
1599 Tenth Line Rd., Orléans

Ministry of Environment and Climate Change
103-2430 Don Reid Dr., Ottawa

The Executive Summary of the ESR will also be available for download at www.hwy174and17study.ca in both French and English.

During the public review period, interested persons are encouraged to read the ESR and provide comments to one or both of the co-proponents by July 4, 2016. Please direct written comments to:

Marc R. Clermont, P. Eng.
Director of Public Works
United Counties of Prescott and Russell
59 Court St., P.O. Box 304
L'Orignal, Ontario K0B 1K0
613-675-4661 ext. 3100
Email: MClermont@prescott-russell.on.ca

Angela Taylor, P Eng.
Senior Project Engineer
Transportation Planning Branch
Planning and Growth Management
City of Ottawa
110 Laurier Ave. West
Ottawa, Ontario K1P 1J1
613-580-2424 ext. 15210
Email: Angela.Taylor@ottawa.ca

Valerie McGirr, P. Eng.
Consultant Project Manager
AECOM
302-1150 Morrison Dr.
Ottawa, Ontario K2H 8S9
613-820-8282 ext. 243
Email: Valerie.McGirr@aecom.com

If you have discussed your issues with one or both of the co-proponents and you object to the project, you may request that the Minister of the Environment and Climate Change order a change in the project status and require a higher level of assessment under an individual Environmental Assessment process (referred to as a Part II Order). Reasons must be provided for the request. Copies of the request must be sent to:

Minister of the Environment and Climate Change
77 Wellesley Street West
11th Floor, Ferguson Block
Toronto, ON M7A 2T5
and
Ministry of the Environment and Climate Change
Environmental Approvals Branch 135 St. Clair Avenue West, 1st Floor
Toronto, ON M4V 1P5

A copy of the request must also be sent to the United Counties of Prescott and Russell and/or the City of Ottawa. If there are no requests received by July 4, 2016, the United Counties and the City may proceed to design and construction as presented in the ESR.

Under the Municipal Freedom of Information and Protection of Privacy Act (MFIPPA), personal information included in a submission to the City of Ottawa and/or the United Counties will not be disclosed to any third parties without having obtained the prior consent of the person to whom the information pertains, except when MFIPPA permits disclosure or other applicable law requires that the City/United Counties disclose the personal information.

Direct submissions to the Ministry of the Environment and Climate Change are subject to the Freedom of Information and Protection of Privacy Act and the Environmental Assessment Act. Unless otherwise stated in the submission, any personal information such as name, address, telephone number and property location included in a submission will become part of the public record for this matter and will be released, if requested, to any person.

This Notice was first published on June 2, 2016.