SLIDE 1 – Title Page
Welcome to this online consultation for the Brian Coburn Boulevard Extension and Cumberland Transitway Project Environmental Assessment Study. This second video provides an overview of the Recommended Interim Design for the study area as well as the overall project potential impacts and mitigation measures. The first video presented a project update; and the Recommended Ultimate Design.
SLIDE 2 – Environmental Effects and Mitigation - 1
The identification of potential project environmental effects is an important part of the EA study process and involves consideration of the various project activities and their interactions with the environment. Mitigation measures are identified to eliminate, reduce, control and/or offset the potentially adverse environmental effects.
As part of this project the development of a Landscape Mitigation Strategy is proposed to help address potential impacts to the Greenbelt’s natural and rural landscape.
Loss of vegetation / natural habitat will be addressed through an Ecological Restoration Plan to offset losses, enhance existing habitat quality and potentially identify new habitat features. Wildlife crossings and road exclusion fencing are also proposed to mitigate potentially increased wildlife mortality.
Impacts to fish and fish habitat will be addressed through various measures including a natural channel design at the proposed realignment of Mud Creek. Fish passage and natural channel flow regimes are proposed to be maintained at culvert water crossings.
SLIDE 3 – Environmental Effects and Mitigation - 2
Loss of wetland function is another potential environmental effect, particularly given the project’s proximity to the Mer Bleue Wetland. To address this risk, it is proposed that an Ecological Restoration and Enhancement Plan be prepared. The Plan will address management of invasive species, installation of key habitat features, contingency measures and adaptive management.
Surface water quantity control and quality control are also areas of concern. It is proposed that water quantity control (post to pre-development) and erosion threshold protocols be followed as general stormwater criteria through the detail design process. An enhanced water quality target of 80% Total Suspended Solids removal will be required for water quality treatment. As part of the Mud Creek realignment natural channel design, it is proposed that measures such as roots wads/live stakes be considered for bank stabilization and water quality improvements.
Regional climate related hazards identified for the project include increased extreme heat days, increases in peak stormwater runoff, and projected changes to average temperature, and water balance (drought) cycles. It is recommended that climate change adaptation measures be considered during detail design including those related to flood design, stormwater management, selection of plant species for landscaping and erosion protection. It is also proposed that sustainable design principles be followed including consideration of low carbon material selection.
SLIDE 4 – Environmental Effects and Mitigation - 3
Approximately 44 hectares of property will need to be acquired from the NCC.
Removal of 2 NCC owned buildings (one residence and one shed) will be required for construction of the Transitway. Up to 3 additional NCC owned residences may be affected along the south side of the new roadway although design modifications will be considered to avoid having to remove these buildings. Mitigation or compensation will be required.
Construction of the Transitway will block Weir Road and result in loss of access to the community gardens. Opportunities will be explored for the potential relocation of the community gardens.
Increased noise levels in noise sensitive areas are proposed to be addressed through provision of noise attenuation walls, where warranted and feasible.
Temporary construction nuisance, such as dust, noise, and delays, will be mitigated through standard construction contract provisions.
SLIDE 5 – Interim Plan for Transit Priority / HOV Overview
This is an overview of the Recommended Interim Design which includes widening of Innes Road from 6 to 8 lanes to accommodate one shared Transit Priority / High Occupancy Vehicle (or HOV) lane per direction from the west end of the Blackburn Hamlet Bypass to east of Blair Road, a distance of approximately 2.0 km.
The existing on-road bicycle lanes are proposed to be replaced by a new north side 4.0 m multi-use pathway to accommodate Active Transportation users and serve as a bi-directional cycling facility. The new multi-use pathway will extend from Blair Road at Innes Road to the Tauvette Street / Glen Park Drive / Innes Road intersection in Blackburn Hamlet.
Property access will typically be limited to right-in/right-out access except at intersections with traffic control signals.
New Transit only queue-jump lanes will be provided on each leg of the Navan Road / Blackburn Hamlet Bypass intersection.
SLIDE 6 – Recommended Typical Cross-Section
The Typical Interim Cross-Section is shown facing towards the east (just east of Mud Creek). The existing urban (curbed) cross-section is maintained by keeping the existing raised median and lanes intact and a widening to the outside by relocating the north and south curbs by 1.5 metres. The width of property required to accommodate the north multi-use pathway varies between 2 and 7 metres.
SLIDE 7 – Interim Plan for Transit Priority at Blackburn Hamlet Bypass and Navan Road
The Interim Plan proposes that new Transit only queue-jump lanes be provided on each leg of the Navan Road / Blackburn Hamlet Bypass intersection to help buses avoid congestion at these locations. A new multi-use pathway connection, shown in blue with a preliminary conceptual location, is proposed between the intersection and Cleroux Crescent to the north.
SLIDE 8 – Interim Plan for Transit Priority / HOV – Blackburn Hamlet Bypass & Innes Road (West) Intersection
The new shared Transit Priority / HOV lanes on Innes Road are proposed to commence at the western limit of the Blackburn Hamlet Bypass and continue to the west. The multi-use pathway that will be added to the north side of Innes Road will connect to Blackburn Hamlet via Pepin Court. A 3.0 m high noise attenuation wall is proposed along the south side of the residences located on the south side of Pepin Court.
SLIDE 9 – Interim Plan for Transit Priority / HOV – at Church Property
This slide shows the proposed Interim Plan for shared Transit Priority / HOV Lanes along Innes Road from west of the Bypass to Anderson Road. The proposed multi-use pathway is shown along the north side of the corridor. New traffic control signals are proposed at the church property located at 2214 Innes Road.
SLIDE 10 – Interim Plan for Transit Priority / HOV at Blair Road
This slide shows the west limit of the Interim Plan at the Innes Road / Blair Road intersection. The shared Transit Priority / HOV Lanes on Innes Road will commence just east of Blair Road. The proposed multi-use pathway along Innes Road will connect to Blair Road with access to the future multi-use pathway along the west of Blair Road and the east side paved shoulder as identified in the recently completed Blair Road Transit Priority Environmental Assessment Study.
SLIDE 1 – Title Page
Welcome to this online consultation for the City of Ottawa’s Brian Coburn Boulevard Extension and Cumberland Transitway Environmental Assessment Study. This video provides an overview of the Recommended Ultimate Design for the Brian Coburn Boulevard Extension and Cumberland Transitway. A second video presentation is available, which presents the Recommended Interim Design, including the provision of shared transit priority and high-occupancy vehicle lanes along Innes Road as well as potential environmental impacts and mitigation measures for both the recommended ultimate and interim plan.
SLIDE 2 – Purpose of Consultation
The purpose of this on-line consultation process is to:
- Provide a project update
- Present Recommended Designs for both the Ultimate and Interim Phases
- Present potential environmental effects and recommended mitigations
- Invite comments and feedback on the project
- Explain the next steps in the Environmental Assessment process
SLIDE 3 – Project Update
This Environmental Assessment Study is nearing completion. Since the last public consultation, the study team has selected a technically preferred corridor, and developed and assessed several design options for the corridor alignment to determine a Recommended Ultimate and Interim Design.
The Recommended Ultimate and Interim Designs address the needs of the study area for two project horizons: with the Ultimate Phase beyond the 2031 timeframe and the Interim Phase within the 2031 planning horizon and based on affordability.
Since the last open house in November 2019, the Blair Road Transit Priority Environmental Assessment Study has been made a stand-alone project. More information on the recently completed Blair Road Transit Priority Corridor Environmental Assessment Study is available by visiting the City’s website at www.ottawa.ca/blairroad
SLIDE 4 – Environmental Assessment Process
This project is being conducted in accordance with Ontario's Environmental Assessment Act, fulfilling the requirements of the Municipal Class Environmental Assessment process for Schedule C projects. The Class EA process includes five phases with Phases 1 through 3 now substantially complete.
The graphic illustrates that following this round of consultation, the recommended functional design will be finalized, and documentation will be prepared for public and agency review to complete the study phase of the process.
SLIDE 5 – Short-Listed Corridor Options
As presented at the last open house, four short-listed corridor options were evaluated to determine the preferred corridor. All four options include both a bus rapid transit facility, which is part of the future Cumberland Transitway – shown in blue and a new or widened roadway shown in red from Navan Road at Brian Coburn Boulevard westerly to, respectively, Blair Road for the Transitway and the future Innes-Walkley-Hunt Club arterial roadway corridor for the roadway. Widening of Blair Road and an extension of the rapid transit corridor parallel to Blair Road north to the Blair LRT Station are not part of this project and are shown for reference only.
- Option 1 was determined to have the highest impact on farms and higher amounts of habitat fragmentation. It has some Greenbelt Core Natural Area impacts but is further from Mer Bleue and associated wetlands.
- Option 4 was determined to have the least impact on farms, higher habitat fragmentation, the highest impact on private property, highest potential impacts on heritage, air quality, noise, and vibration impacts on sensitive (residential) land uses. It has some Greenbelt Core Natural Area impacts but is further from Mer Bleue and associated wetlands.
- Option 5 severs more farm parcels, has the highest habitat fragmentation, impacts on potential Species at Risk habitat and on views/vistas. It has some Greenbelt Core Natural Area impacts and is close to Mer Bleue and associated wetlands.
- Option 7 was determined to be the technically preferred Option in the evaluation and is being carried forward. Comparatively speaking, benefits of Option 7 include:
- Best relative performance for Transportation and Transit factors
- Provides the most direct route between South Orleans and Ottawa’s South urban area and addresses this travel demand
- Reduces traffic on Anderson Rd when fully implemented with the IWHC link.
- Least amount of encroachment into Greenbelt Core Areas
- Least number of private and federal land parcels potentially impacted, including farmlands
- Least potential impact on views and vistas and the Greenbelt experience
- Lowest relative cost of construction.
As we continue through this presentation, potential environmental impacts and mitigation measures will be discussed.
We note that on August 25, 2020, the NCC Board of Directors affirmed its position that federal lands required to implement the Brian Coburn Boulevard / Cumberland Transitway extension alignment Options 5 and 7 will not be made available.
SLIDE 6 – Recommended BCBE / CTW Ultimate Design
This is an overview of the Recommended Ultimate Design for the Brian Coburn Boulevard Extension, approximately 6.1 km in length, and the Cumberland Transitway, approximately 6.5 km in length.
Beginning in the east, the project connects to the Chapel Hill Park and Ride in the northeast corner of Brian Coburn Boulevard and Navan Road. Over most of the project limits, the bus rapid transit (BRT) corridor is located along the north side of the recommended right-of-way, with the recommended roadway and multi-use pathway generally located immediately to the south to reduce overall project footprint and environmental impact.
Various design alternatives were considered for the project, particularly in more technically challenging areas such as the area of the Mud Creek crossing. The design alternatives were assessed based on their ability to accommodate active transportation, maintain traffic operations, preserve the National Capital Commission (NCC) Greenbelt rural features, mitigate potential loss of identified ecological functions, avoid areas of unstable slopes and defined flood zones, and with due consideration of social environmental effects including noise.
Four Gateway locations, with opportunities for landscaping enhancements, are identified at the intersections of Brian Coburn Boulevard Extension with Navan Road, Renaud Road, Anderson Road, and the future Innes-Walkley-Hunt Club Connection. Gateways will help create an identifiable character along pathways to enhance the user experience.
SLIDE 7 – Typical Ultimate Cross-Section (BCBE-CTW)
The Typical Ultimate Cross-Section is shown facing towards the east and includes both the two-lane Cumberland Transitway (BRT) and the four-lane Brian Coburn Blvd. Extension. A narrow (1.5 m) raised median is proposed to separate the eastbound and westbound lanes on Brian Coburn Blvd. to improve safety and will result in modified right-in / right-out property access along the corridor.
To minimize the project’s footprint, the new transit and arterial roadway corridor will make use of the existing east-west section of Renaud Road and the existing section of Anderson Road northwest of Renaud Road.
A paved 3.0 m multi-use pathway is proposed along the south side of the corridor to accommodate Active Transportation users and serve as a bi-directional cycling facility. A rural (ditched) cross-section will match with the existing rural conditions. Context sensitive planting is recommended along the outer edges of the Transitway and roadway and will maintain existing views and vistas.
Based on the above, the right-of-way for all three transportation elements can be 77.0 metres or wider. The next phase of the project (detailed design) will examine how this width can be reduced.
Key features of the design at specific locations along the corridor will be discussed in the next few slides.
SLIDE 8 – Recommended Ultimate Alignment – Near Chapel Hill Park and Ride
The Transitway (BRT) and Brian Coburn Blvd. will match to existing conditions between Navan Road and Pagé Road. A bus-only connection will be provided from the Transitway to and from the Chapel Hill Park and Ride and a new on-line transit station will be added at this location and will include a grade-separated accessible pedestrian/cycling overpass structure.
The Transitway will pass under Navan Road via a new bridge structure while Brian Coburn Boulevard will be extended to the west of Navan Road down an embankment to the elevation of the lands below the escarpment.
The existing roundabout at Brian Coburn Boulevard and Navan Road will be expanded to a two-lane roundabout and multi-use pathways will be added to ensure convenient community access to the transit station. These will include a direct pathway connection from Percifor Way to Navan Road. Noise attenuation barriers, 2.8 metres in height, are proposed along the north side of Bradley Estates and along the south edge of the residential property at 2870 Navan Road.
SLIDE 9 – Recommended Ultimate Alignment – Renaud Road Intersection and NCC Trail and Farm Access
The new road and Transitway (BRT) will extend from Navan Road to Renaud Road through existing farmland in close proximity to the existing hydro corridor to bundle both corridors and minimize the project footprint.
A protected signalized intersection will be provided at the new Brian Coburn Blvd. and Renaud Road intersection and will include multi-use pathway crossings on the south and west legs of the intersection.
In this area the separation of the Transitway (BRT) and roadway corridor increases to accommodate a north-south multi-use pathway under the Transitway as well as farm vehicle access to connect to a proposed NCC pathway and to serve existing farmland to the north. The north-south multi-use pathway will also extend to the south to connect to the existing Prescott-Russell Trail. In this area, a realignment of Renaud Road is proposed to eliminate a very sharp roadway ‘bend’ as well as two roadway/trail crossings.
SLIDE 10 – Recommended Ultimate Alignment – Mud Creek Realignment
In the area of the existing Mud Creek crossing, the Transitway (BRT) and roadway corridors return to their minimum possible separation. An approximately 300 metre long realignment of Mud Creek is proposed in this area and provides an opportunity to improve existing creek conditions through natural channel design, terrestrial and aquatic habitat enhancements, erosion protection and slope stabilization measures. The multi-use pathway is proposed to pass over the realigned creek on its own pedestrian bridge.
SLIDE 11 – Recommended Ultimate Alignment – Anderson Road Intersection
The existing roundabout at Anderson Road is proposed to be replaced with a protected signalized intersection with the new roadway and will include a multi-use pathway crossing on the south side of the intersection.
Construction of the Transitway will block Weir Road and result in loss of access to the community gardens. Opportunities will be explored for the potential relocation of the community gardens. A 2.5 m high noise attenuation barrier is proposed along the south side of the road right-of-way between Maurice Street and Ida Street.
Two NCC buildings will likely need to be removed along the north side of existing Renaud Road in this area to accommodate the transitway. Design modifications will be explored to avoid encroachment on, and possible removal of three NCC buildings along the south side of existing Renaud Road and Anderson Road in this area.
SLIDE 12 - Recommended Ultimate Alignment – Connection to IWHC and Blair Road
West of the proposed new Anderson Road intersection with the Brian Coburn Blvd. extension, the existing Anderson Road will be closed to accommodate the transitway. The transitway will follow the existing Anderson Road alignment and pass under Innes Road via a tunnel and then continue west following the north edge of Innes Road to Blair Road. In this area the new roadway and multi-use pathway will extend west through existing Greenbelt farmland to connect to a protected signalized intersection with the future Innes-Walkley-Hunt Club arterial roadway link. Although not part of this project, the EA study for the future Innes/Walkley/Hunt Club link was previously completed in 2008.
A future multi-use pathway, shown in blue, is proposed to connect north to Innes Road and will extend along the south side of Innes Road to Blair Road. Some widening of Innes Road is required to accommodate the proposed Transitway and multi-use pathway although it is not anticipated that the existing bridge structure at Greens Creek will need to be extended.
SLIDE 13 – Next Steps / Proposed Timelines
The next steps for this study include:
- Review comments received through the on-line consultation.
- Finalize the functional design of the recommended plan in the summer of 2021
- Presentation to Transportation Committee and Council for approval in October of 2021
- Finalize the Environmental Study Report and file the final Report for public review in January 2022.
SLIDE 14 – Thank you
For more information and to provide feedback by Friday, July 16, 2021, please visit www.ottawa.ca/briancoburn or email Angela.Taylor@ottawa.ca.