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Terry Fox Drive Environmental Study Report Eagleson Road to March Road Final Report October 2000

Volume 1 of2

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Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report

Table of Contents

EXECUTIVE SUMMARY

1.0 INTRODUCTION 1-1

1.1 STUDY AREA 1-1

1.2 STUDY BACKGROUND 1-4

1.2.1 Region of Ottawa-Carleton 's Transportation Master Plan 1-4

1.2.2 City of Kanata Official Plan 1-4

1.3 PARALLEL STUDIES 1-5

1.4 ENVIRONMENTAL ASSESSMENT PROCESS 1-5

1.5 PUBLIC CONSULTATION 1-7

1.5.1 Public Open House No. 1 1-8

1.5.2 Criteria Workshop 1-8

1.5.3 Public Open House No. 2 1-8

1.5.4 Summary of Public Comments 1- 9

2.0 PROJECT NEED AND JUSTIFICATION 2-1

2.1 EXISTING TRANSPORTATION SYSTEM 2-1

2.1.1 Pedestrian Facilities 2-1

2.1.2 Cycling Facilities 2-1

2.1.3 Transit Facilities 2-1

2.1.4 Roadway Facilities 2-4

2.1.5 Existing Transportation Demand 2-6

2.2 TRANSPORTATION PROBLEMS/ISSUES 2-6

2.3 PROBLEM STATEMENT 2-9

3.0 EXISTING ENVIRONMENTAL CONDITIONS 3-1

3.1 NATURAL ENVIRONMENT 3-1

3.1.1 Aquatic Environment 3-1

3.1.2 Terrestrial Environment 3-5

3.1.3 Surface' Water Drainage 3-9

3.2 SOCIO-ECONOMIC ENVIRONMENT 3-11

3.2.1 Agriculture 3-11

3.2.2 Archaeology 3-14

3.2.3 Heritage 3-15

3.2.4 Economic 3-16

3.2.5 Existing and Planned Land Use 3-17

3.2.6 Social 3-18

4.0 EVALUATION OF ALTERNATIVE SOLUTIONS 4-1

4.1 SUMMARY OF TMP PROCESS .4-1

4.1.1 Strategic Phase 4-1

4.1.2 Detailed Phase 4-2

4.2 CONFIRMATION OF TMP RECOMMENDATIONS .4-3

4.3 CONFIRMATION OF PREFERRED SOLUTION .4-7

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5.0 IDENTIFICATION OF ALTERNATIVE DESIGN CONCEPTS 5-1

5.1 DESIGN CRITERIA 5-1

5.2 ROADWAY SECTIONS AND ALTERNATIVES 5-1

5.2.1 Section 1: Eagleson Road to Fernbank Road 5-1

5.2.2 Section 2: Fernbank Road to Hazeldean Road 5-4

5.2.3 Section 3: Hazeldean Road to Campeau Drive 5-5

5.2.4 Section 4: Campeau Drive to Goulbourn Forced Road/Terry Fox Drive 5-6

5.2.5 Section 5: Goulbourn Forced Road/Terry Fox Drive to March Road 5-13

6.0 EVALUATION OF ALTERNATIVE DESIGN CONCEPTS 6-1

6.1 EVALUATIONCRITERIA 6-1

6.1.1 Relative Importance of Evaluation Criteria Groups 6-7

6.2 COMPARATIVE EVALUATION OF SECTION 1 ALTERNATIVE ALIGNMENTS 6-8

6.2.1 Evaluation Assumptions 6-8

6.2.2 Data Collection and Identification of Potential Impacts 6-8

6.2.3 Overall Evaluation of Alternative Alignments 6-8

6.3 COMPARATIVE EVALUATION OF SECTION 4 ALTERNATIVE ALIGNMENTS 6-13

6.3.1 Evaluation Assumptions 6-14

6.3.2 Data Collection and Identification of Potential Effects 6-15

6.3.3 Evaluation of Alternatives on a Criteria Group Basis 6-22

6.3.4 Overall Multi-Discipline Evaluation of Alternatives 6-27

7.0 PROJECT DESCRIPTION 7-1

7.1 SELECTED DESIGN 7-1

7.1.1 Preferred Alignment 7-1

7.1.2 Drainage and Stormwater Management 7-1

7.1.3 Watercourse Crossings 7-5

7.1.4 Construction Staging/Timing 7-5

7.1.5 Project Cost 7-6

7.2 PROJECT BENEFITS, IMPACTS AND PROPOSED MITIGATING MEASURES 7-6

7.2.1 Terrestrial Environment 7-11

7.2.2 Aquatic Environment 7-12

7.2.3 Surface Water 7-13

7.2.4 Agriculture : 7-14

7.2.5 Social 7-16

7.2.6 Noise 7-17

7.2.7 Planned Land Use and Future Communities 7-19

7.2.8 Cultural Resources 7-20

7.2.9 Businesses 7-22

7.3 APPROVALS REQUIRED 7-23

7 .4 APPROVALS OBTAINED 7-24

8.0 PREFERRED ALIGNMENT - FUNCTIONAL DESIGN 8-1

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LIST OF TABLES

TABLE 1.1 - SUMMARY OF PUBLIC COMMENTS AND RESPONSES 1-10

TABLE 2.1 - EXISTING TRAFFIC DATA SOURCES 2-6

TABLE 3.1- FISHERIES INVESTIGATIONS FOR TERRY FOX DRIVE CLASS EA 3-4

TABLE 3.2 - SOILS OF THE TERRY FOX DRIVE STUDY AREA 3-6

TABLE 6.1- CRITERIA, INDICATORS AND DATA SOURCES 6-2

TABLE 6.2 - DATA COLLECTED, POTENTIAL IMPACTS AND RANKINGS

FOR SECTION 1 OF TERRY FOX DRIVE 6-9

TABLE 6.3 - SUMMARY OF RANKING OF ALTERNATIVE ALIGNMENT FOR SECTION 1 6-11

TABLE 6.4 - DATA COLLECTED, POTENTIAL IMPACTS AND RANKINGS

FOR SECTION 4 OF TERRY FOX DRIVE 6-16

TABLE 6.5 - SUMMARY OF RANKING OF ALTERNATIVE ALIGNMENTS FOR SECTION 4 6-27

TABLE 7.1- PROPOSED CROSS-SECTIONS FOR TERRY FOX DRIVE EXTENSIONIWIDENING 7-2

TABLE 7.2 - ASSESSMENT OF IMPACTS AND PROPOSED MITIGATIONIFUTURE WORK 7-7

TABLE 7.3 - PREDICTED DAYTIME NOISE LEVELS SUMMARY 7-18

LIST OF FIGURES

FIGURE 1.1 - STUDY AREA

FIGURE 1.2 - EVALUATION SECTIONS

FIGURE 1.3 - FLOW CHART OF PLANNING PROCESS FOR MUNICIPAL CLASS EA PROJECTS FIGURE 2.1 - REGIONAL PEDESTRIAN NETWORK

FIGURE 2.2 - REGIONAL CYCLING NETWORK

FIGURE 2.3 - EXISTING TRAFFIC VOLUMES (1997)- NORTH AND SOUTH OF HIGHWAY 417 FIGURE 2.4 - EXISTING TRAFFIC VOLUMES (1997) - HIGHWAY 417/TERRY FOX DRIVE

INTERCHANGE

FIGURE 3.1 - NATURAL ENVIRONMENT EXISTING CONDITIONS FIGURE 3.2 - SOCIO-ECONOMIC EXISTING CONDITIONS

FIGURE 4.1 - 2021 PM PEAK HOUR TRAFFIC VOLUMES - EAGLESON ROADIHOPE SIDE ROAD TO HWY 417

FIGURE 4.2 - 2021 PM PEAK HOUR TRAFFIC VOLUMES - PERIMETER ARTERIAL AND INTERNAL COLLECTOR OPTION

FIGURE 4.3 - 2021 PM PEAK HOUR TRAFFIC VOLUMES - INTERNAL ARTERIAL OPTION FIGURE 5.1- RECOMMENDED ALIGNMENT - SECTION 1 ALTERNATIVES

FIGURE 5.2 - ALTERNATIVE 4.1

FIGURE 5.3 - ALTERNATIVE 4.2

FIGURE 5.4 -ALTERNATIVE 4.3A & B

FIGURE 7.1 - EFFECTS OF PREFERRED ALIGNMENT ON CARP RIVER FLOODPLAIN FIGURE 7.2 - EFFECTS OF PREFERRED ALIGNMENT ON RICHARDSON FARM

APPENDICES (under separate cover)

APPENDIX A - PUBLIC CONSULTATION MATERIALS APPENDIX B - GEOTECHNICAL REPORT

APPENDIX C - WILDLIFE WITHIN STUDY AREA APPENDIX D - OVERALL PLANNING CONTEXT APPENDIX E - NOISE ASSESSMENT REPORT APPENDIX F - COUNCIL AND COMMITTEE REPORTS



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l Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report Executive Summary

INTRODUCTION

The Region of Ottawa-Carleton and the City of Kanata have completed a Class Environmental Assessment (EA) Study for the extension/widening of Terry Fox Drive from March Road to Eagleson Road. This study was undertaken to determine the alignment and cross-section for the extension of Terry Fox Drive north of Campeau Drive (Section 4) and south of Winchester Drive (Sections 1 & 2), and to identify widening requirements fOF existing Terry Fox Drive between Winchester Drive and Campeau Drive (Section 3). The EA for the section between Hazeldean Road and Fernbank Road (Section 2) has been previously undertaken by the City of Kanata and the results are incorporated in this study.

The" EA requirements for modifying the existing Terry Fox DrivelHighway 417 interchange, which is under the jurisdiction of the Ministry of Transportation, Ontario, were not addressed in this study. However, this EA study has taken into account the implications of widening the existing Highway 417 bridge structure in considering widening options for the existing section of Terry Fox Drive between Campeau Drive and Hazeldean Road.

The Terry Fox Drive EA Study was co-ordinated with the study processes and public consultation activities for the Kanata Official Plan Review, the Kanata North Urban Expansion Area Study, the Shirley's BrooklWatts Creek Subwatershed Study, and the Castlefrank Road OverpasslInterchange EA Study, all of which ran concurrently with all or portions of the Terry Fox Drive EA Study.

The selected design alternative, the impacts associated with this design and the proposed mitigation measures were presented to Regional Transportation Committee and Council, and the City of Kanata Council for their approval in March 2000. Following their approval, this ESR was prepared and filed for the mandatory 30 day period for public review to complete the Class EA process.

STUDY AREA

The study area for this project is illustrated in Figure E.1. The study area boundaries were:

• Terry Fox Drive/March Road in the north;

• Eagleson RoadIHope Side Road in the south;

• Carp River to the west; and

• Eagleson Road/March Road to the east.

ENVIRONMENTAL ASSESSMENT PROCESS

The preferred functional alignment for the widening/extension of Terry Fox Drive was determined using a study process that follows the five (5) general principles of the Class EA process:

• consultation with members of the public;

• consideration of reasonable alternatives;

• consideration of aspects of the natural, social and economic environment;

• systematic evaluation of all net environmental effects; and

• complete (traceable and defensible) documentation of the decision-making process.

The widening/extension of Terry Fox Drive qualifies as a Schedule "C" project according to the Class EAfor Municipal Road Projects. Schedule C projects require the evaluation of planning alternatives and design alternatives (i.e. alignment/cross-section) and the preparation of an Environmental Study Report



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Kanata and Regional Official Plans both identify the Terry Fox Drive corridor from March Road to Eagleson Road as a second continuous north-south arterial road in addition to EaglesonlMarch Road.

The need for the widening/extension of Terry Fox Drive to create a continuous roadway from March Road (at the existing Terry Fox Drive) to Eagleson Road (at Hope Side Road) is driven by planned development. Without these proposed modifications, there will be both a north-south arterial roadway capacity deficiency and a north-south arterial roadway access deficiency by 2021. The extension of Terry Fox Drive between Campeau Drive and March Road is also identified as a specific requirement in the Kanata North Expansion Area. Within the overall 32,000 dwelling units allocated in the Region's Official Plan for Kanata as a whole, 3,100 dwelling units are expected to be located in the South March and Kanata North Expansion Areas. This EA Study has considered these planning assumptions.

ALTERNATIVE SOLUTIONS

Alternative planning solutions to extending/widening Terry Fox Drive, considered in the TMP and this study included:

• Do Nothing;

• Transportation System Management (TSM)ffransportation Demand Management (TDM)

measures;

• Traffic diversion to other roadways/correct deficiency elsewhere in the network;

• Roadway widenings;

• High Occupancy Vehicle (HOV) lanes;

• Alternate transportation modes; and

• New roadway.

Drawing on the work from the TMP, the preferred alternative solution to meet the capacity and access deficiencies includes a combination of TDMlTSM measures, improved transit, road widenings and a new roadway. A review of the current projections of traffic volumes in Kanata indicate that a new roadway is required between March Road and Campeau Drive and from Eagleson Road to Winchester Drive (an ESR has already been prepared and filed for the widening/extension of Terry Fox Drive between Hazeldean Road and Fernbank Road). Road widening was also identified as a requirement for the section from Campeau Drive to Winchester Drive.

DESIGN ALTERNATIVES

Although identified as' a continuous roadway from March Road to Eagleson Road, the need for modifications to Terry Fox Drive differed along the corridor. Based on the differing needs, the Terry Fox Drive corridor was divided into five sections as described below and illustrated in Figure E.2.

Section 1

Eagleson RoadIHope Side Road to Fembank Road

There is no existing road or Right-of-Way (ROW) in this section of Terry Fox Drive. This study identified and evaluated alignment alternatives for this section.

Section 2

Fernbank Road.to Hazeldean Road

An alignment for this section of Terry Fox Drive has been identified and approved through a previous Environmental Assessment (EA) (1991). Therefore, no alignment alternatives were considered for this section in this study. The proposed cross-section was reviewed and revised to be consistent with current Regional standards.

Section 3

This section of Terry Fox Drive is currently a two lane road (with wideniugs at



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Hazeldean Road to Campeau Drive

intersections for tum lanes) within a defmed ROW. Potential alignment

alternatives were considered within the established ROW for future widening.

Section 4

Campeau Drive to Goulbourn Forced Road/Terry Fox Drive

There is no existing road alignment or ROW for this section of Terry Fox Drive. This study identified and evaluated alignment alternatives for this section.

Section 5

Goulboum Forced RoadlTerry Fox Drive toMarch Road

Terry Fox Drive is an existing two lane road within a defmed ROW. Alignment alternatives were considered within the established ROW for future widening.

Design alternatives, including cross-sections and alignment options, were developed in accordance with Regional and City policies and standards. Alignment alternatives for Sections 1 and 4 were evaluated based on eight criteria groups: Natural Environment; Agriculture; Social; Planned Land Use; Cultural Resources; Economics; Cost and Transportation Service. Each of the Criteria Groups were further subdivided into criteria and indicators. The alternative alignments for Sections 1 and 4, including the preferred alignment are illustrated in Figures 5.1 and 5.2 respectively.

For Section 1, the differences between the alternative alignments were not as significant due to the uniform characteristics of this portion of the study area. A paired comparison evaluation approach was used for the evaluation of Section 1 alternative alignments. Alternative 1-2 was identified as preferred for the following reasons:

• most consistent with the development concepts in the Region's Official Plan;

• lowest cost; and

• more preferred or equal to other alternatives for all other criteria groups.

Section 4 of the corridor was the most critical section for identifying and evaluating alignment alternatives, considering the nature of the terrain, environmentally sensitive features and land use planning considerations. Four alternatives were identified for Section 4:

• Alternative 4-1 parallels the Carp River Flood Plain;

• Alternative 4-2 for the most part traces the First Line Road alignment;

• Alternative 4-3 (with its minor variations 4-3A and 4-3B) lies closest to the existing Goulbourn Forced Road alignment.

These alternatives were also· evaluated using the Pair-Wise Comparison Method, which enabled the transparent comparison of alternatives. Alternative 4-1 was identified as the preferred alternative for the following reasons:

• minimizing community impacts by avoiding an arterial barrier through the future Marchwoodl

Lakeside community (as would be the case with Alternative 4-3 AlB);

• minimizing impacts of future residential communities;

• minimizing costs ($13.5M for 4-1, compared to $17.3M for 4-2 and $16.2M-$17.1M for 4-3); and

• maximizing transportation service, including potential for future capacity expansion.

The technically preferred alternatives were identified and presented to the public at the Second Open House, held on June 16, 1999. Following public input, a recommended alternative alignment evolved.



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(ESR). Although the need and planning alternatives were assessed and evaluated through the preparation of the Transportation Master Plan (fulfilling Class EA Phase 1· and 2 requirements), this work has been updated and re-confirmed in this study.

PUBLIC CONSULTATION

A proactive and flexible approach to public and agency consultation was adopted in keeping with the needslinterests of stakeholders. The public consultation process included two Public Open Houses (February 25, 1998 and June 16, 1999), and a Criteria Workshop (May 7, 1998), which was held to obtain input on the evaluation approach, criteria and relative importance of criteria for evaluating alternative alignments. Technical Advisory Committee meetings, and circulation of materials to interest groups and review agencies were also undertaken. Many favourable comments regarding this project have been received during public consultation, both from area stakeholders and the residents of Kanata.

TRANSPORTATION PROBLEMSIISSUES

According to the Regional Official Plan, between 1995 and 2021, Kanata is forecasted to grow as follows:

• from 14,500 dwelling units to 32,000 dwelling units;

• from 58,000 to 115,000 in population; and

• from 14,500 to at least 35,000 jobs.

The transportation additions and network modifications identified in the Region's Transportation Master Plan (TMP) fOF the Kanata urban area required by 2021 include:

• the widening and extension of Terry Fox Drive;

• the construction of the Castlefrank Road overpass/partial interchange at Highway 417;

• the widening of Carling Avenue, Eagleson Road, Hazeldean Road, Campeau Drive, Katimavik Road, March Road and Highway 417.

Construction to all of these facilities are planned to be in place by 2021 to accommodate and service the population and employment growth anticipated in Kanata and to provide a level of transportation service that achieves all the objectives of the Region's Official Plan.

As Kanata has a primarily north-south orientation, the forecasted growth will create significant additional demands for north-south arterial roadway capacity. Much of the growth will be located northwest and southwest of existing communities, in areas that are currently undeveloped and, therefore, have no existing arterial road access to them.

Existing north-south arterial roadway capacity and access is provided by a single road: Eagleson RoadlMarch Road. This road is located along the eastern boundary of Kanata and will not provide sufficient access opportunities to the new growth areas. As well, much of Eagleson RoadlMarch Road is already developed to its ultimate width (sections of March Road have already been built to 6 lanes), providing limited opportunity to increase north-south arterial roadway capacity by widening this facility. The primary option for an additional north-south facility is Terry Fox Drive.

Terry Fox Drive is an existing north-south roadway that runs from south of Hazeldean Road (Winchester Drive) to Campeau Drive and has an interchange with Highway 417. The existing Terry Fox Drive is designated as an existing Regional arterial roadway from Hazeldean Road to Highway 417. The City of

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RECOMMENDED IMPROVEMENTS

The following summarizes the recommended improvements for each of the sections of Terry Fox Drive. Preliminary Designs for each section have been prepared and are included in this ESR.

Section 1

Eagleson Road/Hope Side Road to Fernbank Drive

The preferred alternative for this section (Alternative 1-2) is a new roadway connecting Hope Side Road, at Eagleson Road, to Fernbank Road, at the planned intersection of Terry Fox Drive (as per the City of Kanata alignment for Section 2). Hope Side Road would be realigned to the north to meet Terry Fox Drive at Eagleson Road at approximately an 81 degree angle (this is consistent with development concepts east of Eagleson Road). This section of Terry Fox Drive would have a divided four (4) lane urban cross-section, a design speed of 90 km/h and a posted speed of 80 kmIh. It would have a sidewalk on the east side and bike lanes in both directions. The estimated cost for Section 1 is $3.3 million (in 1999$).

Section 2

Fernbank Road to Hazeldean Road

The preferred alignment for this section of Terry Fox Drive was identified and approved through a previous Environmental Assessment (EA). The existing ROW can accommodate a four lane widening as required. Minor changes are recommended to the previously approved cross-section to accommodate bicycle lanes and sidewalks as per the Region's current transportation policies. The estimated cost for Section 2 is $8.5 million (in 1999$).

Section 3


This existing section of Terry Fox Drive is primarily a two-lane road with sidewalks and bike lanes on both sides. The preferred alternative for this section includes widening to a four lane arterial road with a divided urban cross-section. North of Palladium Drive, through the Highway 417 interchange. and the Kanata Centrum lands, additional auxiliary lanes will be required to accommodate turning movements. The following describes the proposed improvements within this section.

Hazeldean Road to Palladiwn One additional lane northbound and one additional lane southbound are

Drive / Katimavik Road

required to meet the 2021 demands. To avoid impact to the residential and commercial uses on the east side, the widening will occur to the west of the existing roadway on the unused portion of the 40m ROW.

Palladium Drive / Katirnavik Road to future intersection with Earl Grey Drive

A review of the bridge structure indicated that due to structural conditions, the existing bridge cannot be widened. Future capacity will be provided by either twinning the existing structure or providing a new multi-lane structure. Either alternatives can be accommodated without affecting the centreline of Terry Fox Drive south ofPalladiwn Drive / Katimavik Road or north of Earl Grey Drive.

Earl Grey Drive to Campeau Drive

No widening will be required, as Terry Fox Drive already has two (2) northbound and two (2) southbound lanes at this point. Turning lanes will be required at the Campeau Drive and Earl Grey Drive intersections.



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The costfor the modifications to Section 3 will be $3.3 million (in 1999$). This cost does not include the required modifications to the Highway 417 interchange bridge and its ramps, or the proposed gradeseparated connection to Kanata Centrum.

Section 4

Campeau Drive to Goulbourn Forced RoadlTerry Fox Drive

The preferred alignment for Section 4 parallels the Carp River Floodplain. It includes a four lane road with a divided urban cross-section between Campeau Drive and a new intersection with a realigned Richardson Side Road (south of existing Richardson Side Road). North of the new intersection with Richardson Side Road, Terry Fox Drive will be a two lane rural road between Richardson Side Road and Goulbourn Forced Road.

It should be noted that this alignment lies to the west of the current approximate westerly urban boundary shown in the Regional and Kanata Official Plans. Approval of the preferred alignments may lead to applications to allow development west of the existing urban boundary. Such applications will need to be justified considering the Provincial Policy Statement, the Regional Development Strategy, the significant environmental features of this area, and the Region's and Kanata's development projections and servicing capabilities during the current planning period.

Local road connections to Terry Fox Drive would be in keeping with the City of Kanata's planned road network for MarchwoodlLakeside. Direct driveway access to Terry Fox drive through Section 4 will be limited, in keeping with Regional policies for arterial roads. There would be sidewalks and bike lanes on both sides from Campeau to Richardson Side Road (new) and a sidewalk on the east side, and bike lanes on both sides from Richardson Side Road (new) to Goulbourn Forced Road.

The estimated cost for Section 4 is $13.5 million (in 1999$).

Section 5

Goulbourn Forced RoadlTerry Fox Drive to March Road

This is an existing section of Terry Fox Drive where a widening will be required. A four lane divided urban arterial road will be constructed by widening Terry Fox Drive to the south, maintaining the alignment of the recent reconstruction of the Terry Fox DrivelMarch Road intersection. It would include sidewalks and bike lanes on both sides. The widening will be accomplished by adding 5 m to the ROW from land that is available on the north side of the existing ROW. The estimated cost of the widening of Section 5 will be $1.8 million.

NEXT STEPS

To complete the requirements of the Class EA process, this EA was prepared and filed for the mandatory 30 day period for public review. During the 30 day review period, any person having concerns over the recommendations of the ESR may request that the project be "bumped up" to an individual environmental assessment. If no "bump-up" requests are received, then the recommended improvements included in the ESR are considered approved. Amendments to Schedule C1 and Schedule D1 of the Regional Official Plan will be required to define the new Terry Fox Drive alignment. Prior to construction, the Region will prepare a detailed design for all of the proposed improvements. Potentially effected residents, businesses and property owners will be kept informed during the design and constructions phases.



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Terry Fox Drive Environmental Study Report Eagleson Road to March Road

SECTION 1 INTRODUCTION

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INTRODUCTION

The Region of Ottawa-Carleton and the City of Kanata have completed a Class Environmental Assessment (EA) Study for the extension/widening of Terry Fox Drive from March Road to Eagleson Road (at Hope Side Road). This study was undertaken to determine the alignment and cross-section for the extension of Terry Fox Drive north of Campeau Drive and south of Winchester Drive, and to identify widening requirements for existing Terry Fox Drive between Winchester Drive and Campeau Drive. The EA for the section between Hazeldean Road and Fembank Road, has been previously undertaken by the City of Kanata and the results are incorporated in this study.

The EA requirements for modifying the existing Terry Fox DrivelHighway 417 interchange, which is under the jurisdiction of the Ministry of Transportation, Ontario, were not addressed in this study. However, this EA study has taken into account the implications of widening the existing Highway 417 bridge structure in considering widening options for the existing section of Terry Fox Drive between Campeau Drive and Hazeldean Road.

1.1 STUDY AREA

The defined study area for this project is illustrated in Figure 1.1. The study area boundaries were:

• Terry Fox DrivelMarch Road in the north;

• Eagleson RoadIHope Side Road in the south;

• Carp River to the west; and

• Eagleson RoadlMarch Road to the east.

Although the study area included a "corridor" extending from March Road to Eagleson Road, the need for modifications differed along the corridor. Based on the differing needs, the Terry Fox Drive corridor was divided into five sections as described below and illustrated in Figure 1.2.

Section 1

Eagleson RoadIHope Side Road to Fembank Road

There is no existing road or Right-of-Way (ROW) in this section of Terry Fox Drive. This study identified and evaluated alignment alternatives for this section.

Section 2

Fernbank Road to Hazeldean Road

An alignment for this section of Terry Fox Drive has been identified and approved through a previous Environmental Assessment (EA) (1991). Therefore, no alignment alternatives were considered for this section in this study. The proposed cross-section was reviewed and revised to be consistent with current Regional standards.

Section 3 This section of Terry Fox Drive is currently a two lane road (with widenings at Hazeldean Road to Campeau intersections for tum lanes) within a defmed ROW. Potential alignment alternatives

Drive were considered within the established ROW for future widening.

Section 4 There is no existing road alignment or ROW for this section of Terry Fox Drive.

Campeau Drive to Goulboum This study identified and evaluated alignment alternatives for this section.

Forced Road/Terry Fox Drive

Section 5 Terry Fox Drive is an existing two lane road within a defmed ROW. Aligrunent

Goulboum Forced Road/Terry alternatives were considered within the established ROW for future widening.

Fox Drive to March Road



October, 2000.

Page 1-1

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1.2 STUDY BACKGROUND

This study was based on the Region's Transportation Master Plan and the City of Kanata's Official Plan, as outlined below.

1.2.1 Region of Ottawa-Carleton's Transportation Master Plan

In 1997, the Region completed a lengthy transportation planning process that outlined the regional transportation needs for Ottawa-Carleton to the horizon year 2021. The Region's Transportation Master Plan (TMP) identified the widening and extension of Terry Fox Drive as an important component of the Region's future transportation system. Undertaken as a "Master Plan" according to the requirements of the Class Environmental Assessment (EA) for Municipal Road Projects 1, the TMP followed Phases 1 and 2 of the Class EA process. The TMP fulfilled Phase 1 (Problem Identification and the justification of need for future transportation improvements) by identifying the need for improved local access and transportation capacity for growth areas adjacent to the Terry Fox Drive corridor. Phase 2 (selection of the Preferred Solution) requirements were met through the identification and evaluation of "alternative solutions" taking into account natural, social, economic and cost considerations.

The TMP recommended the following roadway modifications to Terry Fox Drive by the year 2021:

• a four lane arterial roadway between Eagleson Road and Richardson Side Road;

• four lanes of roadway between Richardson Side Road and Goulboum Forced Road/existing Terry Fox Drive to provide both arterial access and arterial capacity. This could be provided either as a two lane arterial roadway and a two lane collector roadway or as a single four lane arterial roadway. Figures 4.2 and 4.3 show the forecasted 2021 traffic volumes for both scenarios; and

• a four lane arterial roadway between Goulboum Forced Road/existing Terry Fox Drive and March Road.

1.2.2 City of Kanata Official Plan

Schedule C of the City of Kanata's current Official Plan shows a Major Arterial Road (continuous from March Road to Fernbank Road (the Kanata Town Line)) in the same conceptual alignment identified for Terry Fox Drive in the previous Regional Municipality of Ottawa-Carleton Official Plan and as generally described in the Region's current Official Plan. The designation of Terry Fox Drive as a Major Arterial Road indicates plans for a 40 meter ROW for Terry Fox Drive for its entire length. The Kanata Official Plan describes the phased extension/widening of Terry Fox Drive, as follows:

• "extension of Terry Fox Drive as a two lane roadway (northbound lanes) will be to rural standard except at intersections which will be to urban standard, where appropriate, from Castlefrank Road to March Road" (pg. 167);

•

phased development of the Town Centre area, the timing of which is dependent on market demands. The Town Centre Transportation Study, based on the ultimate potential of the Land Use designations of the City of Kanata, called for an ultimate 6 lane cross-section on Terry Fox Drive between Campeau Drive and Katimavik RoadlPalladium Drive.

I Class Environmental Assessment/or Municipal Road Projects, Municipal Engineers Association, June, 1993.



October, 2000 Page 1-4



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Schedule C of the Kanata Official Plan includes the widening of Terry Fox Drive from Katimavik Road/Palladium Drive to Winchester Drive from two to four lanes and for the extension of Terry Fox Drive from Winchester Drive to Fernbank Road as a four lane road. No details on the need for these improvements are provided other than the general desire to ensure that adequate municipal services are in place for the future development of the Katimavik, Hazeldean, and Glen Cairn communities and the Kanata South Business Park.

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1.3 PARALLEL STUDIES

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The City of Kanata and the Region conducted four other studies concurrently with the Terry Fox Drive EA Study that overlapped this study area. These studies were:

• City of Kanata Official Plan Review and Update (on-going);

• Kanata North Urban Expansion Area Study (1999);

• Shirley's BrooklWatts Creek Subwatershed Study (1999); and

• Castlefrank Road Overpass/Interchange EA study (1999).

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The Terry Fox Drive EA Study was conducted recognizing these studies. Recommendations from these studies were incorporated into the Terry Fox Drive EA Study as they became available.

1.4

ENVIRONMENTAL ASSESSMENT PROCESS

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The preferred functional alignment for the widening/extension of Terry Fox Drive was determined using a study process that followed the five general principles of the Class EA process including:

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consultation with members of the public; consideration of reasonable alternatives;

consideration of aspects of the natural and socio-economic environment; systematic evaluation of all net environmental effects; and

complete (traceable and defensible) documentation of the decision-making process.

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The widening/extension of Terry Fox Drive qualifies as a Schedule "C" project according to the Class EA for Municipal Road Projects. Schedule C projects require the evaluation of planning alternatives and design alternatives (i.e. alignment/cross section) and the preparation of an Environmental Study Report (ESR). Although planning alternatives were evaluated through the preparation of the Transportation Master Plan (fulfilling Class EA Phases 1 and 2 requirements), this work has been re-confirmed and updated within this study.

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The new alignment also involves new water crossings for which Fisheries Act approval will be required. A Canadian Environmental Assessment Act (CEAA) screening will need to be prepared as well. Typically, any necessary work for Fisheries Act approval is undertaken at the detailed design phase.

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• the Transportation Master Plan, which addressed Phase 1 and Phase 2 requirements for providing a continuous roadway alignment of Terry Fox Drive from March Road to Eagleson Road, as a 4 lane/2 lane road, depending on the section; and,

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A Schedule "C" project follows Phases 1 to 5 of the Class EA process as illustrated in Figure 1.3. The Terry Fox Drive EA Study fulfills Phases 1 to 4 of the EA process in a comprehensive manner by incorporating and building on the work completed in:




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FLOW CHART OF PLANNING PROCESS FOR MUNICIPAL CLASS EA PROJECTS

PHASE 1
Problem Identification
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PHASE 2 DECISION
Identification and Evaluation of Altemative .... If project is a Schedule A, process is
Solutions -- complete. If project is a Schedule B or C,
continue to follow process.
I Public and Agency Consultation

If project is a Schedule B, process is completed provided all concerns are addressed. If project is a Schedule C, continue to follow process.

PHASE 3
Identification and Evaluation of Altemative
Design
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Discretionary Public and Agency
Consultation
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Public and Agency Consultation
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PHASE 4
Preparation of Environmental Study Report
I PUblicreview

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PHASE 5 If project is a Schedule C, process is
Final Design, Construction and Operation, ._, complete provided concerns are
and Environmental Monitori ng " addressed. Dillon Consulting Limited




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the Environmental Study Report, completed for the City of Kanata (1991), to extend Terry Fox Drive from Fernbank Road to Hazeldean Road, initially as a two (2) lane roadway, with subsequent widening to four (4) lanes from Fernbank Road to Hazeldean Road.

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The EA Study did not address the specific configuration of Terry Fox Drive between Palladium DrivelKatimavik Road and Campeau Drive beyond contributing the need for four through lanes. The section of Terry Fox Drive between Palladium DrivelKatimavik Road and Earl Grey Drive was considered to be within the area of influence of the Highway 417 interchange, and the lane arrangements within this area will be dictated by the preferred interchange design. The Ministry of Transportation, Ontario (MTO) will be undertaking a comprehensive review of the preferred design for Highway 417 (Highway 7 to Highway 416), including the highway interchanges, within the next year. This process will determine the design of Terry Fox Drive between Palladium DrivelKatimavik Road and Earl Grey Drive.

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In considering widening options for Terry Fox Drive through the interchange of Highway 417, the EA study confirmed that all alternatives could be accommodated without altering the centreline of Terry Fox Drive south of Palladium DrivelKatimavik Road or north of Earl Grey Drive.

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The design of Terry Fox Drive between Earl Grey Drive and Campeau Drive will be determined through the planning process as the Kanata Centrum lands continue to develop. Terry Fox Drive already has the appropriate number of through lanes in this section. The design of the access configuration, which could include a partial interchange into the Kanata Centrum, will be established through the transportation assessments completed in support of further Mall development.

1.5 PUBLIC CONSULTATION

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

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

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The consultation program consisted of the following activities:

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Two Public Open Houses (Feb. 25, 1998; June 16, 1999); Technical Advisory Committee meetings;

inquiry contacts;

Criteria Workshop (to obtain input on the evaluation approach, criteria and relative importance of criteria for evaluating alternative alignments and alignment options), (May 7, 1998); Co-ordination with the study processes and public consultation activities for the Kanata Official Plan Review, the Kanata North Urban Expansion Area Study, the Shirley's Brook/Watts Creek Subwatershed Study, and the Castlefrank Road Overpass/Interchange EA Study, all of which ran concurrently with all or portions of the Terry Fox Drive EA Study;

Presentation to Kanata City Council (Feb. 22, 2000);

Presentation to Regional Transportation Committee, Regional Council (May 3, 2000); and Notice of Completion of ESR.

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The following sections summarize the results of the key events that were held.

1.5.1 Public Open House No.1

Public Open House No. 1 was held on Wednesday, February 25, 1998 from 5:00 pm to 8:00 pm at Kanata City Hall in the 4th Floor Meeting Room. The Public Open House presentation material included information on:

• The EA process for the Terry Fox Drive EA Study;

• The Planning context for the project;

• Existing natural environment conditions in the study area;

• Existing transportation network in the study area;

• Existing and forecasted 2021 roadway link volumes; and

• Phase 1 and 2 conclusions.

Approximately 40 people signed the registration sheet at the Public Open House. Comments received were generally supportive of the project. The attendees suggested the need to preserve green space and protect the existing trail system. A summary of comments received and responses to those comments is provided in Appendix A, along with copies of the display boards, Public Open House notification, and comments received.

1.5.2 Criteria Workshop

A Criteria Workshop was held on May 7, 1998 for the purpose of obtaining input on the draft evaluation criteria and their relative importance. There were 23 participants at the workshop which included an initial presentation followed by break-out group sessions. Participants included those members of the public who expressed interest in attending the Workshop at the first Public Open House and representatives of local land owners. Comments were provided on the proposed criteria and attendees ranked the criteria groups in order of importance. This information was used to assist in making tradeoffs in the comparative evaluation of the alternative alignments. A summary of the Criteria Workshop results are contained in Appendix A. Section 6.1.1 describes how the public input was utilized within this study.

1.5.3 Public Open House No.2

Public Open House No.2 was held on Wednesday, June 16, 1999 from 6:00 p.m. to 9:00 p.m. at the Mlacak Centre (2500 Campeau Drive, Kanata). This Public Open House was held jointly with the second public open house for the Castlefrank Road OverpasslInterchange EA Study. The Public Open House presented information on:

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Project findings to date; The EA Evaluation Process;

Design criteria for Terry Fox Drive;

Planning and Design Alternatives for Terry Fox Drive;

A Functional Design for the Technically Preferred Alternative; and Overall Effects and a Draft Mitigation Plan.

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Approximately 76 people signed the joint registration sheet for the two Public Open Houses. Comments received were generally in support of the Technically Preferred Alternative. Some concerns were raised regarding the intersection of the proposed alignment and Richardson Side Road and clarification was provided to area landowners. Details regarding the Public Open House, including the display boards, Public Open House notification and comments received, are contained in Appendix A.

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1.5.4 Summary of Public Comments

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Table 1.1 presents a summary of public comments regarding the Terry Fox Drive EA collected over the course ofthe study. Table 1.1. also presents the study team's responses to the comments.

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SECTION 2 PROJECT NEED AND JUSTIFICATION

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2.0 PROJECT NEED AND JUSTIFICATION

2.1

EXISTING TRANSPORTATION SYSTEM

2.1.1 Pedestrian Facilities

Facilities for pedestrians (concrete sidewalks and paved asphalt paths removed from the edge of the road surface) have been provided adjacent to Terry Fox Drive from Campeau Road to Hazeldean Road.

Full pedestrian crossing facilities (crosswalks) are provided at each of the signalized intersections on Terry Fox Drive (Hazeldean Road, Edgewater RoadlWalter Baker Complex access road, Maple Grove Road, Palladium DrivelKatimavik Road, Kanata Centrum mall access road/Earl Grey Drive, Campeau Drive, and March Road). The exception is the signalized intersection of Terry Fox DrivelHighway 417 E-N-S ramp, where facilities to cross Terry Fox Drive are not provided.

There is an extensive network of recreational mixed-use trails in the Marchwood/Lakeside area, many of which cross the Terry Fox Drive corridor. These paths are linked to the existing communities of Kanata Lakes and Morgan's Grant.

Another pedestrian facility of note, in the area of Terry Fox Drive, is the pedestrian crossover of Highway 417, east of Terry Fox Drive, which underlies the strong ties between the communities north and south of Highway 417 and the need to provide quality pedestrian facilities to link them.

The existing pedestrian facilities in the Terry Fox Drive EA study area are shown on Figure 2.1.

2.1.2 Cycling Facilities

There is an extensive on and off-road cycling network in Kanata, linking into existing Terry Fox Drive at a number of points. Featured in this, is a major off-road cycling facility in the abandoned CPR corridor south of the Glen Cairn community, linking Stittsville, through Kanata, to Bells Comers (now part of the TransCanada Trail Network). Terry Fox Drive itself has been designated in the Region's Official Plan as a cycling route for its entire length (including extending the designation to the future sections of Terry Fox Drive that are not yet built).

The existing Regional cycling facilities in the Terry Fox Drive EA study area are shown on Figure 2.2.

2.1.3 Transit Facilities

Rapid Transit

Rapid Transit service to Kanata is provided by bus-only lanes on Highway 417 between Moodie Drive and Eagleson Road. The existing Rapid Transit network has its western terminus at the Eagleson Road Park-n-Ride lot. There are plans to extend the Transitway west to the Corel Centre, and to establish Rapid Transit stations at Eagleson Road, in the Kanata Centrum development and Terry Fox Drive.




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Local Transit

Terry Fox Drive serves a number of local transit routes. The current regular Route #162 provides a loop centred around the Kanata Town Centre serving the local Kanata communities. The bus travels on Terry Fox Drive from Palladium DrivelKatimavik Road to the Kanata Centrum mall access road and from Hazeldean Road to Winchester Drive. Current Peak Period Routes #204 and #205 travel southbound on Terry Fox Drive in the PM peak period from the westbound Highway 417 offramp to Hazeldean Road.

2.1.4 Roadway Facilities

Highway 417 Interchange

Terry Fox Drive is one of two full movement interchanges with Highway 417 in the City of Kanata (the other full movement interchange is the Eagleson RoadlMarch Road Interchange). A partial interchange with Highway 417 is planned for Castlefrank Road. The two segments of Castlefrank Road north and south of Highway 417 will be joined through the construction of an overpass. Ramps would be added to serve travel to and from the east on Highway 417.

Regional Arterials

Currently the two significant north-south Regional Arterial roads in Kanata are Eagleson RoadlMarch Road and Terry Fox Drive. Eagleson RoadlMarch Road is the main north-south arterial road, running from below the southern boundary of Kanata through the northern boundary of the City. Eagleson Road varies in cross-section, from two lanes in the south, to six lanes through the Highway 417 interchange, to 4 lanes in the north.

Terry Fox Drive has a basic two lane cross-section for most of its length south of Highway 417 and a 4 lane cross-section north of Highway 417.

The following describes Terry Fox Drive in more detail:

Winchester Drive to Hazeldean Road

This section of Terry Fox Drive is a two lane rural cross-section/ road with no pedestrian or cycling facilities. South of Hazeldean Road, Terry Fox Drive has been widened to provide for the construction of a southbound left tum lane into a local retail mall.

Hazeldean Road to Edgewater Road/Walter Baker Complex Access Road

This section of Terry Fox Drive has a two lane rural cross-section with turning lanes at intersections. Access to the restaurants on the east side of Terry Fox Drive is achieved via Edgewater Road or via a right-in/right-out only access from Terry Fox Drive south of Edgewater Road.

1 A rural cross section is identified by its open ditches for surface water collection.






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Edgewater Road/Walter Baker Complex Access Road to Maple Grove Road

This section of Terry Fox Drive is a two lane rural cross-section with turning lanes at intersections. There is residential housing backing onto Terry Fox Drive on the east side and recreational facilities and a stormwater management pond on the west side.

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This section of Terry Fox Drive is a two lane rural cross-section. South of Palladium DrivelKatimavik Road, Terry Fox Drive widens to include northbound and southbound auxiliary lanes. These lanes were built to improve traffic flow between the Highway 417 W-N,S and S-E ramps and Palladium DrivelKatimavik Road. There is residential housing backing onto Terry Fox Drive on the east side and commercial uses (offices) on the west side.

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Maple Grove Road to Palladium Drive/Katimavik Road

Palladium Drive/Katimavik Road to Highway 417 W-N,S and S-E Ramps

Terry Fox Drive is a two lane rural cross-section with auxiliary lanes. Southbound, the W-S right tum channelized acceleration lane is continued to form the southbound right tum lane at the Palladium DrivelKatimavik Road intersection. Northbound, a second through lane is developed south of Palladium Drivel Katimavik Road and carried through to become the S-E Highway 417 on-ramp. There is residential housing on the east side.

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Highway 417 W-N,S and S-E Ramps to Highway 417 E-N,S and N-W Ramps

This section of Terry Fox Drive has a two lane cross-section with auxiliary lanes for the S-W and N-E inner loop ramps.

Highway 417 E-N,S and N- W Ramps to Kanata Centrum Mall Access Road/Earl Grey Drive

This section of Terry Fox Drive has a four lane cross-section with turning lanes at the intersections. The second northbound through lane develops north of the Highway 417 ramp intersection and the southbound through lane terminates as the auxiliary lane for the Highway 417 N-W ramp.

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Current plans for the Kanata Centrum lands include a grade-separated interchange between Earl Grey Drive (future road) and Terry Fox Drive. Earl Grey Drive will pass under Terry Fox Drive, allowing westbound-to-southbound movements and northbound-to-westbound movements to take place without left turns.

Kanata Centrum Mall Access Road/Earl Grey Drive to Campeau Drive

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Terry Fox Drive has a four lane urban cross-section with auxiliary lanes at the Kanata Centrum Mall access roadlEarl Grey Drive intersection. The two northbound lanes become separate left tum and right tum lanes at Campeau Drive where this segment of Terry Fox Drive currently ends. There is a right-in/right-out access from the Kanata Centrum development to Terry Fox Drive just south of the Loblaws store, with crossing movements controlled by a continuous median.

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Goulbourn Forced Road to March Road.

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This section of Terry Fox Drive has been constructed as a two lane rural cross-section with auxiliary lanes at March Road. The existing Terry Fox Drive is currently a two lane urban crosssection. The intersection of Terry Fox DrivelMarch Road was recently reconstructed to provide four through lanes on Terry Fox Drive.

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2.1.5

Existing Transportation Demand

Demand for travel in the Terry Fox Drive corridor was measured at existing intersections along Terry Fox Drive. The existing demands on Terry Fox Drive during the morning and afternoon peak hours were compiled from the Region's and the Ministry of Transportation of Ontario's database of intersection turning movement counts. This information was supplemented by turning movement counts undertaken by the consultant at two locations. The dates and sources of the turning movement volumes are indicated in Table 2.1.

TABLE 2.1

EXISTING TRAFFIC DATA SOURCES

------------------------------------------------------------------------------

Intersection Date of Count Source

Terry Fox Drive and:

Hazeldean Road

Edgewater/Walter Baker Complex Access Road Maple Grove Road

Palladium DrivelKatimavik Road Highway 417 W-N,S Ramp Highway 417 E-N,S Ramp

Earl Grey Drive

Campeau Drive

March Road

97-07-15 97-07-31 97-07-22 97-07-18 97-07-03 96-05-01 98-02-24 97-10-23 96-07-31

Region Region Region Region Region MTO JLRlDillon JLRlDillon Region

Figures 2.3 and 2.4 illustrate the existing traffic volumes.

2.2 TRANSPORTATION PROBLEMSIISSUES

From 1995 to 2021, Kanata is forecasted to grow as follows: from 58,000 to 115,000 in population; and, from 14,500 to at least 35,000 jobs (reference: 1997 Regional Official Plan). As Kanata has a primarily north-south orientation, the forecasted growth will create significant additional demands for north-south arterial roadway capacity.

Much of the growth will be located northwest and southwest of existing communities, in areas that are currently undeveloped. This will create a demand for improved arterial roadway access to the northwest and southwest portions of Kanata.

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Existing north-south arterial roadway capacity and access is provided mainly by Eagleson RoadlMarch Road. This road is located along the eastern boundary of Kanata and would not provide significant access opportunities to the new growth areas. As well, much of Eagleson RoadlMarch Road is already developed to its ultimate width (sections of March Road have already been built to 6 lanes), providing limited opportunity to increase north-south arterial capacity through widening of this existing facility.




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The primary option for an additional north-south facility is Terry Fox Drive. Terry Fox Drive is an existing north-south roadway that runs from south of Hazeldean Road (Winchester Drive) to Campeau Drive and has an interchange with Highway 417. The existing Terry Fox Drive is designated as a regional road from Hazeldean Road to Highway 417. The City of Kanata and Regional Official Plans propose a continuous roadway in the Terry Fox Drive corridor from March Road to Eagleson Road.

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Another alternative north-south facility is Castlefrank Road. MTO, the Region and City of Kanata have discussed the potential to construct an overpass connecting the existing sections of Castle frank Road over Highway 417. This would include a partial interchange that will allow travel to and from the east. The EA for this facility has recently been completed. With the construction of the overpass and partial access interchange, Castlefrank Road will be a continuous roadway from Richardson Side Road to the future Terry Fox Drive (south of Winchester Road). Castlefrank Road is a collector roadway which provides some access to the existing communities and new development in Kanata, but it is not currently planned to extend into growth areas.

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2.3 PROBLEM STATEMENT

The need for the widening/extension of Terry Fox Drive to create a continuous roadway from March Road (at existing Terry Fox Drive) to Eagleson Road (at Hope Side Road) is driven by planned development. Without these proposed modifications, there will be a north-south arterial roadway capacity and access deficiency by 2021.

The Regional Official Plan envisages development levels in Kanata to reach 32,000 dwelling units by the year 2021, representing about twice the present amount. This study assumed that in the Kanata North/South March area, there will be a total of 3,200 dwellings by the year 2021 (there are currently about 900 dwellings in the South March areal Based on this planned growth, the following problem statement was identified:

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"What are the best solutions and means to address the identified arterial roadway capacity deficiencies and local access needs to accommodate new development within the Terry Fox Drive corridor study area ?"

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·3 Note: The RMOC Transportation Master Plan assumed that there would be 3,000 units by the year 2021 for South March alone. This change in assumptions is because application to expand the urban boundary in North Kanata was made to the Ontario Municipal Board (OMB) while the new Regional Official Plan was being developed. The OMB granted conditional approval for the expansion pending the satisfactory completion of servicing and transportation infrastructure studies




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SECTION 3 EXISTING ENVIRONMENTAL CONDITIONS

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tributary of the Jock River in the southern portion. The Kanata Lakes Beaver Pond was also investigated during field work.

The following describes the presence and condition of aquatic resources within the study area.

Eagleson Road/Hope Side Road to Fernbank Road

Jock River

The Jock River flows northeasterly through agricultural lands into the Rideau River. Monahan Creek, a tributary of the Jock River, was investigated at the southern end of the study area. This tributary appeared to drain the surrounding agricultural fields in the vicinity of Fernbank Road. As a result of the electrofishing of Monahan Creek, only four fish were caught at this location. All fish were caught near the culvert on the east side of the road. The substrate was muck, and riparian vegetation consisted of Canada bluejoint and reed canary grass. Some overhead structure was present downstream, but not near the area where the fish were captured. This area is also classified as Type II habitat (i.e. usually warmwater, moderately sensitive to development). The stream temperature in this area was approximately 16-18DC.


There are no aquatic resources along this section of the study area.

Campeau Drive to Goulboum Forced Road/Terry Fox Drive

Shirley's Brook

Shirley's Brook drains the northwest portion of the study area including a large wetland at the northwest comer. The watercourse flows mainly through agricultural lands and wooded areas. At the AmpriorNepean Railroad Line (CNR Line), it has been channelized, probably to accommodate the tracks. This area was visited twice by consultant staff, once on July 28, 1997 and once on August 21-22, 1997. The brook was dry at the time of the July observations. In August, several locations were electrofished, the results of which are contained in Table 3.1. Cyprinids (i.e. minnow species) dominated the catch at all locations. Substrate at the sampling sites was mainly silt and clay, and water temperature was 16°C. The water was extremely turbid because of heavy rain immediately before sampling. At the sampling locations riparian vegetation consisted mainly of tall grasses such as Canada bluejoint and reed canary grass. Composition of the wet forested and non-forested areas are explained in detail in the vegetation section. The types of fish and general stream condition in this area indicate warmwater fish habitat.




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Ten), Fox Drive Environmental Assessment Study March Road to Eagleson Road


Carp River

The headwaters of the Carp River are located south of the City of Kanata, and the river flows northwest to its mouth at the Ottawa River near Fitzroy Harbour. Within the study area the Carp River flows entirely through agricultural lands. Information obtained from the Royal Ontario Museum documented sampling results from one site in mid-August 1991, a short distance southwest of the study area. Substrate in the Carp River was reported to be mainly detritus with some submergent vegetation present. The water temperature at the time of sampling was 2S.6°C. In addition, a series of stormwater detention ponds which overflow into the Carp River were electrofished by consultant staff during the August field investigations. The water temperature of the stormwater ponds was 16.S°C. The ponds were lined with cobble and gravel. Riparian vegetation included broadleaf cattail, softstem bullrush, Canada bluejoint and purple loosestrife. Fisheries information for both of these sampling locations is contained in Table 3.l. The catch was similar at all sites with cyprinids most abundant, but a few pumpkinseed (Lepomis gibbosus) were also captured. City of Kanata staff stated that one of the tributaries to the Carp River (Pond Creek) is coldwater habitat; however, based on field investigations and secondary information, the section of Carp River within the Terry Fox Drive study area should be classified as Type II habitat which is usually warmwater habitat moderately sensitive to development.

Beaver Pond (Kizell Drain)

The Beaver Pond functions as a stormwater quality control facility for the Kanata Lakes community (Cumming Cockburn 1994). The edges of the Beaver Pond were electrofished. Central mudminnows dominated this catch, although pumpkinseed (Lepoinis gibbosus), brook stickleback (Culaea inconstansi, fathead minnow tPimephales promelasi and goldfish tCarassius auratus) were also captured (see Table 3.1). Broadleaf cattails were abundant at the north end of the pond and reed canary grass, redtop and purple loosestrife were among the grasses that lined the western edge. The eastern side was lined with armourstone. Water temperatures upstream and in the pond were 16°C and 18°C, respectively. Recent dredging and the creation of a sediment forebay have improved the water quality of the pond. However, as mentioned above, field investigations occurred immediately following heavy rain, and therefore, the water was quite turbid. An unnamed wetland located at Goulbourn Forced Road, upstream of the Beaver Pond was also observed but access was not possible because of deep muck around the periphery. Broadleaf cattails were abundant, and duckweed and watermeal were also present. The edges of the wetland were electrofished and several hundred central mudminnows (Umbra limi) were present. This was the only species captured.

Goulboum Forced Road/Terry Fox Drive to March Road

There are no aquatic resources along this section of the study area.

3.1.2 Terrestrial Environment

Soils (for entire study area)

There are at least nine soils that occur in the study area as well as combinations of these soils (Schut L.W., E.A. Wilson, 1977). A short description of these soils are shown in Table 3.2.


JL. Richards & Associates Limited


Ten}' Fox Drive Environmental Assessment Study March Road to Eagleson Road


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, .:,; " • ._ ,<"" .!. , TABLE 3 2 ',' .. . -, ,'; ,e <, • -

: '. .: ,:'::,' ';. '>,~":', "', SOILS OF THE TERRY FOX DRIVE STunY AREA~', ,,' ~:,' ~~" .

, Soil/Soil Association Name " Description >,' '. " ".,' " .' .:" :

Anstruther Loamy Sand, Sandy Loam

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This soil is the dominant soil type in the area, and occurs in the west portion of the study area, north of Highway 417. It is usually in association with outcrops of bedrock, and is composed of 10 to 50 em of acidic stony sandy loam, loamy sand or undifferentiated drift material,

Rideau Silty Clay or Clay

Rideau soils are composed of grey to olive grey, heavy clay and are poorly drained and remain saturated for long periods of time.

Jockville Fine Sandy Loam, Loamy Fine Sand or Fine Sand

These soils develop on coarse textured marine or fluvial material. This particular soil type located in the northern central portion of the study area is poorly drained and is very pale brown to greyish brown.

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Rockland

S1. Thomas Fine Sand, Loamy Fine Sand or Fine Sandy Loam

Outcrops of Paleozoic or Precambrian bedrock exist in the northern portion of the study area and along Highway 417, These areas have either a thin veneer of mineral soil or a thick layer of muck soils.

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This soil type occurs in the northern portion of the study area along Sandhill Road from Herzberg Road to Klondike Road, It is a light coloured, well drained, soil found on very gently to gently sloping or undulating topography,

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Goulbourn Organics

This soil type occurs in the Kanata North Business Park and consists of 40 to 160 em of moderately to well c-mposted, black organic material which is underlain by mineral material which may be a sandy loam to clay loam This soil is also poorly drained.

Dalhousie Silty Clay Loam, Silty Clay or Clay

This soil occurs in many places within the study area including at the Highway 417/Eagleson Road intersection and along Shirley's Brook creek at March Road. This soil is a poorly drained, predominantly fine textured, noncalcareous soil.

North Gower Silt Loam, Silty Clay Loam, or Clay Loam

This soil is poorly drained and found on level to nearly level topography, It consists of moderately fine textured marine materials over fine textured marine materials, and occurs north of Highway 417 along First Line Road,

Oka Gravelly Sand, Sandy Loam or Loam

This soil occurs south of Highway 417 in the Hazeldean area, It is well drained and occurs on very gently to gently sloping topography,

Anstruther/Dalhousie

This association occurs along the rail line east of Goulboume Forced Road, The Anstruther loamy sand dominates and the Dalhousie is a silty clay with poor drainage.

North Gower/Dalhousie

This association occurs along both sides of Highway 417 near Katimavik. The North Gower loam has poor drainage as does the Dalhousie silty clay.

NepeaniQueensway

Both soil types are a sandy loam with good drainage, This association occurs east of the Terry Fox/Highway 417 intersection and extends in a southeasterly direction to Highway 7.

Castor/North Gower

This association includes a dominate, poorly drained Castor loam and a poorly drained North Gower loam

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These soils occur singularly or in combination with each other. Typical associations are Anstrutherl Dalhousie, North Gower/Dalhousie, NepeaniQueensway and CastorlNorth Gower. Those soils that are associated with marshland or the larger water courses have not been inventoried as they are alluvial in nature. Appendix B contains the Geotechnical Report for the Study Area.

Eagleson Road/Hope Side Road to Fembank Road

Most of the land through this area is cleared for agricultural purposes offering little in the way of natural habitat with the exception of a few hedgerows,


JL Richards & Associates Limited


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This section of the study area is primarily urban in offering little in the way of natural habitat.

Campeau Drive to Goulbourn Forced Road/Teny Fox Drive

Vegetation

The type of vegetation in the study area has been well documented through the Natural Environment Systems Strategy (NESS) for the Region of Ottawa-Carleton, Brunton, 1992 and the Shirley's Brook/Watts Creek Subwatershed Plan. Most of the natural area (i.e. not yet developed for urban or agricultural uses) is north of Richardson Side Road (Section 4). The remaining sections of the study area are primarily urban or agriculture with minimal natural environment features.

The following summarizes the vegetation as described in the above noted studies and supplemented with information from field work undertaken in the Fall of 1997 and Spring of 1998.

• Wet Forested - In the South March Highlands/Kanata Lakes area, these forests are well established and have definite upper canopy, shrub layer and understorey layers. The upper canopy of these swamp communities ranges from pure stands of white cedar or soft maple to a mixed stand of white cedar, alder, balsam fir, poplar, yellow birch, hemlock, willow/dogwood or black ash. The shrub layer is usually composed of saplings of the upper canopy as well as willows, alders and dogwood. The understorey is composed of ferns including maidenhair, sensitive, ostrich as well as typical riparian plants including spotted jewelweed, fringed loosestrife, enchanters nightshade, mosses and lichens .

•

Dry Forested - Well established, upland forests occur mainly within the South March Highlands/ Kanata Lakes area. Typical species within the upper canopy includes sugar maple, beech, white ash, white pine, hemlock and basswood. The shrub layer is composed of saplings of the upper canopy as well as choke cherry, hop hornbeam and hazelnut. The understorey varies according to the degree of sunlight reaching the forest floor. Typical species found in late summer within the understorey of these forests included white snakeroot, cloudberry, white trillium, enchanters nightshade, jack-in-the-pulpit and wild ginger. The most extensive dry forested area was found on the west side of Goulbourn Forced Road north of Richardson Side Road.

•

Wet Nonforested - A number of these areas were found within the South March Highlands/ Kanata Lakes area and ranged in size from less than 0.5 ha to more than 20 ha. The trees surrounding the marshes include both upland stands of sugar maple/white pinelbeech or wet forests of white cedarlbalsam fir or poplar. In some cases the marshes had occurred due to outcrops of bedrock. These marshes were either dominated by cattails or manna grass species. During field investigations only a few had water in them, and this water was restricted to the deeper channels. The type of herbaceous material that was found within these marshes included broadleaved cattail, marsh calla, purple vervain, tussock sedge, purple loosestrife, swamp mi lkweed, creeping nightshade, rice-cut grass, arrowhead, duckweed and j oe-pyeweed.

•

Dry Nonforested - This community was one of the dominant types encountered during field work. This is because a large portion of the area was underlain by bedrock and the thin layer of soil could not support mature woody vegetation. Another reason is that a number of marginal farm fields, located west of the Goulbourn Forced Road had been abandoned and pioneer species such as trembling aspen, white elm, Manitoba maple, wild grape, Virginia creeper and sumach






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were gradually encroaching on the old fields. In areas were there was still an established old field community, typical grass species included brome, redtop, orchard grass, timothy, fescues, twitch grass. Wild flowers included elecampane, common milkweed, Canada thistle, Bull thistle, aster species, goldenrod species, wild bergamont and Jerusalem artichoke.

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• Planted - This unit refers to plantations and orchards. During field investigations of the South March Highlands/Kanata Lakes, a large acreage of old field had been planted with coniferous species (i.e. white pine) and most trees were 10 to 15 metres tall. In addition, several mature plantations of white pine, black walnut and hemlock were also found in this general area.

• Open Water - Very few areas of open water were found during field work. However, large expanses of cattail and manna grass marsh, as well as, some low lying, marginal agricultural fields could remain flooded during most of the year and would provide open water habitat. In those areas where there was open water, species including eurasian milfoil, duckweed, Potamogeton species, burreed, softstemmed bulrush and water lily were found. In some of the larger marshes within the South March Highlands/Kanata Lakes area, evidence of heron feeding and possible breeding habitat was found.

Wildlife

The combination of large uninterrupted forested areas, wetlands, abandoned farm fields and hedgerows especially in the northern portion of the study area (i.e. the South March Highlands) does support a high diversity of wildlife. From the field work that was carried out in the late Summer and early Fall 1997 and Spring 1998, a large number of wildlife species were inventoried through incidental sightings or from evidence of their presence such as tracks, scats, feeding damage or other indicators. The following detailed lists have been included in Appendix C:

• mammals that are known to exist in the area (Brunton, 1982 a, b; Dobbyn, 1984; Region of OttawaCarleton, 1997; field sightings);

• herpetofauna (amphibians and reptiles) that are known to exist in the area (Cook, 1981 ; Weler & Oldham, 1988; Brunton, 1982a; field sightings); and

• birds known to exist in the area (Environment Canada's bird banding office; field sightings) and those where probable or confirmed breeding evidence exists (Cadman, et al, 1987).

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Of the wildlife known to exist in the study area, Blanding'S turtle and the black bear are considered regionally rare.

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Natural linkages or corridors for wildlife movement as identified in reports, such as the NCC Greenbelt Plan and the Shirley's Brook/Watts Creek Subwatershed Plan, are considered a function of loss of habitat.

Land uses on the north side of this road section are residential while lands to the south are cleared vacant lands. There is no natural habitat of note along this section.





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3.1.3 Surface Water Drainage

A review of the proposed Study Area for Terry Fox Drive indicates that existing surface drainage is accommodated by four separate drainage systems located within the Region. These drainage areas include:

1. Jock River;

2. Carp River;

3. Kizell Drain; and

4. Shirley's Brook.

The following characterizes the hydrological environment within the study area.


Stormwater runoff from the roadway in this section of the study area is directed toward the Jock River watershed.

Jock Watershed

The Jock River watershed comprises a total drainage area of approximately 550 krrr' and is oriented from southwest to northeast. The drainage basin maintains an average length and width of 40 km and 15 km respectively, with the main branch over 50 km in length. Surface drainage is conveyed by a network of headwater tributaries, including Kings Creek and Nichols Creek, that combine to form a main branch east of Mississippi Lake. The main channel extends northeasterly at an average slope of approximately 0.002 mlm, passing several towns, including Prospect, Dwyer Hill, Stapleton and Richmond prior to outletting into the Rideau River south of the Town of Jockvale. Predominant land uses within the watershed include agricultural and idle lands, forest and wetland areas and small pockets of residential associated with local towns and hamlets.

Local lands associated with the proposed route, drain in a southeasterly direction to the Monahan Drain, a tributary of the Jock River. Surface runoff is conveyed to the watercourse via a network of overland flow routes, agricultural drains and road side ditches adjacent to Fembank and First Line Roads. The Monahan Drain originates west of the proposed roadway, as an agricultural ditch, and flows in an easterly direction, crossing the proposed alignment and First Line Road prior to entering the Kanata South Business Park. The watercourse continues in a southerly direction, crossing Fembank Road and Eagleson Road prior to outletting into the Jock River approximately 5 km downstream, southeast of the

Village of Fallowfield. '

The Monahan Drain watershed covers an area of approximately 4,070 ha tributary to the Jock River watershed. This watershed is predominantly rural with wooded areas interspersed throughout the region.

In March 1993, a Master Drainage Plan was completed for this watershed to address stormwater issues related to the urbanization of some 640 ha of land located in the upstream portion of the basin. The proposed development areas included the Bridlewood and Emerald Meadows Subdivisions and the Kanata South Business Park (within the City of Kanata) and a small area in the Township of Goulboum within the proposed Terry Fox Extension. The proposed stormwater management works, referred as the Monahan Drain Constructed Wetland, was designed to address the following:

• Drainage outlet and flood control;

• Erosion control;

• Water quality control; and




Ten), Fox Drive Environmental Assessment Study March Road to Eagleson Road


• Environmental considerations.

Carp Waterslzed


Stormwater runoff from the roadway in this section will be directed towards the Carp River.

The Carp River Watershed comprises a total drainage area of approximately 310 km2 and is oriented from southeast to northwest. The drainage basin maintains an average length and width of 30 km and 10 km respectively, with the main branch totalling approximately 40 km in length. Surface drainage is conveyed by a network of natural tributary watercourses and agricultural drains that outlet along the entire length of the River. The main channel originates east of Glen Cairn within the Stony Swamp Conservation Area, and extends northwesterly, parallel to the proposed routes. Previous modifications to the River, including localized straightening and protection works, have been carried out within the upper reach of the basin to facilitate urban growth along the western portion of the City of Kanata. North of the City, the main branch flows northwesterly, at an average slope of 0.001 mlm, through numerous communities, including Carp, Elm and Kinburn prior to outletting into the Ottawa River at Fitzroy Harbour. Land uses found within the watershed include agricultural and idle lands, forest and wetland areas and urban development associated with the City of Kanata and smaller towns and hamlets.

Local surface drainage associated with the proposed roadway area is accommodated by overland flow routes, minor ditches/swales and stormwater pond outlets originating within the City of Kanata residential and industrial areas east of the proposed alignments. Runoff is directed westerly, to the main branch of the Carp River over distances ranging from 100 m to 200 m near Hazeldean Road, up to approximately 1 km in the vicinity of Highway 417.

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Campeau Drive to Goulbourn Forced Road/Terry Fox Drive

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Depending on the alignment selected, stormwater run-off from this section of the study area would be directed to the Carp River, Shirley's Brook or Kizell Drain (Watts Creek). The Carp River watershed is described above. The following describes the Shirley's Brook and Kizell Drain watersheds

A small portion of the proposed Study Area, north of Richardson Side Road, IS located within the western headwater area of Kizell Drain.

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Kizell Drain

Kizell Drain, a large tributary of the Watts Creek Watershed, maintains a drainage area of approximately 10 km', and has an average basin length and width of 4 km and 2.5 km respectively. Surface drainage originating within the undeveloped natural area west of Second Line Road is accommodated by a network of intermittent tributaries. Runoff is directed easterly through bed rock outcrops, wetland pockets and forested areas. Drainage from the south portion of the headwater area is conveyed through residential subdivisions via storm sewers and overland flow routes. Surface runoff from these upper reaches discharge into the Beaver Pond, a large on-line wet pond which serves as a water quality facility for adjacent urban development areas. Outflow from the pond enters the main branch of Kizell Drain and flows northeasterly for approximately 2 km at an average slope of 0.007 mlm, crossing through the south end of the Kanata North Business Park. The Drain turns and continues southeasterly to its outlet into Watts Creek, approximately 1 km downstream of Carling Avenue.

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Local surface drainage within Section 4 is characterized by poorly defined intermittent tributaries associated with the flat to depressional topography near Second Line Road. Flow is directed across Second Line Road via small diameter culverts and continues easterly over a distance of approximately 1 km, through undeveloped lands, to the Beaver Pond where it outlets into the main branch of Kizell Drain.

Shirley's Brook Watershed

The northern limit of the Study Area, from south of the Arnprior-Nepean Railroad (CNR Line) to the proposed termination point at March Road, a distance of approximately 3 krn, is situated within the headwater area of the Shirley's Brook Watershed.

The Shirley's Brook Watershed is oriented from southeast to northwest, maintains a total area of approximately 27 krrr' and has an average basin length and width of 6 km and 5 km respectively. The main branch of Shirley's Brook originates upstream of Goulbourn Forced Road and drains predominantly forest and wetland areas via a network of small intermittent tributaries and swales. The watercourse meanders northwest for approximately 6.5 km at an average slope of 0.005 mlm, through industrial/commercial business parks and residential areas within the City of Kanata prior to combining with two additional tributaries from the north. From this point, the Shirley's Brook flows an additional 4.5 km at an average slope of 0.002 m/m, through agricultural and Federal Department of National Defence lands prior to outletting to the Ottawa River at Shirley's Bay.

Local drainage through the proposed routes is characterized by flat to depressional topography associated with bedrock outcrops and wetland pockets. Surface runoff is conveyed easterly via numerous intermittent tributaries which cross, Second Line and the Arnprior-Nepean Railroad (CNR) Line via small diameter culverts, prior to discharging into the main branch of Shirley's Brook upstream of March Road.

Goulbourn Forced Road to March Road/Terry Fox Drive

Storrnwater runoff from the roadway in this section of the study area is directed towards Shirley's Brook, which is described above.

3.2 SOCIO-ECONOMIC ENVIRONMENT

This section describes the socio-economic environment within the study area. This information is also shown on Figure 3.2.

3.2.1 Agriculture

The following describes the presence and state of agricultural land within the study area. Also noted are those areas designated for long term agricultural use in the Region's Official Plan. These Agricultural Resource Areas (ARA) are designated by the Region based on four criteria including:

• soil capability;

• fragmentation;

• surrounding land use; and

• actual agricultural land usage within a specific area.







Much of the land in this section is currently under agricultural production (com and soya bean). Lands to the west of the Terry Fox Drive alignment are designated as ARA in the Region's Official Plan and will thus be protected for long-term agricultural use.

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There is no agricultural land with this section of the study area.



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, Ten}' Fox Drive Environmental Assessment Study March Road to Eagleson Road


Within this section of the study area, much of the land either is vacant or developed for residential uses. Further to the east (west of March Road) is a business park. There are no other identified businesses in this section of the study area. Kanata Ford is on northwest comer of Terry Fox Drive/Campeau.

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There is one commercial office building located at the southwest comer of March Road and Terry Fox Drive.

3.2.5 Existing and Planned Land Use

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This section describes the existing and planned land use within the sections of the study area. The overall planning context is summarized from relevant planning documents and policies and is provided

in Appendix D.


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Land in this area is used for agricultural purposes. A few rural and farm related residences abut Fembank Road. No development is proposed for this area at present. Land on the east side of the Terry Fox Drive road allowance established through this study is intended for business park development. Land on the west side will remain in agricultural usage.


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This portion of Terry Fox Drive has been constructed as a two lane roadway. Land use varies considerably. From Hazeldean Road to Walter Baker Place, there are commercial and retail uses on the east side and greenspace on the west side including a recreation facility. Between Walter Baker Place and Maple Grove Road, there are retail uses on the east side at the south end and back lotting residential up to and continuing past Maple Grove Road. The westside consists of open space, a ski hill and a stormwater management pond. North of Maple Grove Road there are offices on the west side up to Palladium Drive. Back lotting residences are on the east side extending up to Highway 417.


From north of Campeau Drive to Richardson Side Road there is a road allowance for Terry Fox Drive (extending from Campeau Drive to past First Line Road) that was approved as part of the Registered Plan of Subdivision for Signature Ridge, the development located on the east side of the road alignment. Low to medium density residential development has begun. The west side of Terry Fox Drive is vacant land within the Agricultural Resource Area. Portions are also affected by the Carp River Flood Plain.

From Richardson Side Road/Terry Fox Drive to Goulboum Forced Road, the area is largely vacant but is used for cross-country skiing/walking trails and is crossed by the Amprior-Nepean Railroad (CNR) Line tracks. Lands to the west of the Terry Fox Drive alignment as identified in the Kanata Official Plan are vacant, with the exception of an active farm with barns and a stone house immediately north of Richardson Side Road. Environmentally Significant Areas are found throughout this area.

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The First Line unopened road allowance forms the boundary of the urban and rural area. Lands to the south and east are primarily designated as General Urban Area. Some of the area is also designated

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Natural Environment Area A. West and north of the conceptual alignment, lands are designated as either Natural Environment Area B or Agricultural Resource Area.

There are no approved development plans on the lands which would abut Terry Fox Drive. A concept plan prepared by Project Planning Limited and dated December 4, 1997 shows a medium and low density residential community with support facilities. The concept plan has no official status.


At the north end of this section between March Road and Goulboum Forced Road, two lanes of Terry Fox Drive have been constructed. Abutting lands to the north are developed for low density residential purposes with reverse frontages onto Terry Fox Drive (Morgan's Grant community). Lands to the south of this portion of Terry Fox Drive are designated Business Park and zoned M1 and M2, industrial categories that allow a mix of light industrial, assembly, manufacturing, warehousing, wholesale and office as well as other related uses. The property at the southwest comer is developed, the balance is vacant.

3.2.6 Social

The social environment includes residences and community/recreation features described as follows by study area section.


There are 6 rural residences along Fembank Road in the vicinity of the point were the proposed Terry Fox Drive alignment intersects. There are no recreation features within this section of the study area.


There are numerous residences that back on to the east side of Terry Fox Drive south of Highway 417. The Walter Baker Complex is located on the west side of Terry Fox Drive. It provides recreation opportunities such as baseball diamonds and other playing fields. The Region's Official Plan identifies a north-south recreational trail through this area following the Carp River.


Lands west of Goulboum Forced Road and north of Richardson Side Road are vacant. There are two rural residences along Goulboum Forced Road in the vicinity of the railway crossing. South of Richardson Side Road is the Heritage Hills subdivision. This area is subject to additional residential development.

In terms of recreation features, there are a number of recreational trails and pathways in the vicinity of the alternative alignments, including a trail system in Trillium Woods Park, the Great Goulboum Trail System (west of Goulboum Forced Road/north of Richardson Side Road) and the Beaver Pond Trail System (east of Goulboum Forced Road/north of Richardson Side Road). The Region's Official Plan also recognizes an east-west recreational pathway north of Campeau Drive; an east west recreational pathway along the abandoned AmpriorlNepean rail corridor and a north-south pathway along the Carp River. The City of Kanata Official Plan includes an already constructed multi-use pathway parallel to Goulboum Forced Road north of Richardson Side Road.



October, 2000 Page 3-/8

Ten)' Fox Drive Environmental Assessment Study March Road to Eagleson Road


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North of the existing Terry Fox Drive at March Road there exists the South March Subdivision (Morgan's Grant). These residences have reverse frontage onto Terry Fox Drive.

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October, 2000 Page 3-/9

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SECTION 4 EVALUATION OF ALTERNATIVE SOLUTIONS

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EVALUATION OF ALTERNATIVE SOLUTIONS

The Class EA process requires the consideration and evaluation of alternative solutions. The Region of Ottawa-Carleton Transportation Master Plan (TMP) fulfills Phases 1 and 2 of the Class EA process for all projects identified within it. The following summarizes the activities associated with the "alternatives to" evaluation that were undertaken in the TMP and confirms the required roadway improvements for Terry Fox Drive as the preferred solution.

4.1 SUMMARY OF TMP PROCESS

The planning process undertaken in preparing the TMP was undertaken through two distinct phases:

Strategic; and Detailed.

4.1.1 Strategic Phase

The purpose of the strategic phase was to develop a clear direction for land use planning by identifying differences in magnitude of effects among possible development scenarios. The strategic phase of the TMP was co-ordinated with the strategic phase of other planning streams (land use planning, water and wastewater). Population and employment projections were distributed across the Region, according to nine different growth scenarios and two different employment trends. All scenarios projected the same approximate population of 1,015,000 by the year 2021. For urban development distribution, three main areas were identified and included: 1) within the Greenbelt; 2) within the City Centre; and 3) in outlying rural areas. Based on these three growth scenario "families", alternative scenarios were developed which reflected different distributions of population both in terms of location and intensity. Two employment trends were also considered and included the continuation of the existing trend where most employment is located in the city centre and, a "balanced" distribution where more employment is located where people live.

The criteria used for the evaluation of strategic alternatives were derived from the RMOC Community Vision developed in 1995 as well as provincial policy direction and the environmental character of the Region. Criteria were organized on the basis of the following groupings: National Environment, Caring and Healthy Communities, and Economy. A total of 29 criteria were developed within these groupings.

The strategic level evaluation was based on secondary source information. Mitigation measures or typical "best management practices" were taken into account and as a general rule, only clear distinctions and trade offs were identified at this strategic level.

Conclusions of the strategic level analysis identified the preferred future development scenario as one that maximized the location of additional population within the Greenbelt to the extent possible. Advantages of this option included:

•

it is the most economically efficient option for water and wastewater servicing and requires fewer road additions;

it is supportive of downtown and distinct rural and suburban communities;

it is most supportive of transit use, cycling and walking instead of private vehicle use; and it makes the best use of existing human service infrastructure.

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There were also a number of other key findings identified as a result of the strategic analysis such as: growth in certain areas within the Region should be limited; rural communities should be protected; optimal phasing of servicing should be determined to minimize cost; employment in downtown areas should be located near transit stations; and lower use of private automobiles should be encouraged.

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4.1.2 Detailed Phase

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The second phase of the study was undertaken at a higher level of detail than the strategic phase and involved two steps:

• development of a preferred regional development pattern (i.e. how much development and where); and

• evaluation of infrastructure alternatives for the preferred development pattern (to meet provincial and federal EA requirements for the establishment of problem/project need and evaluation of strategic alternatives).

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A set of guidelines for further testing distributions of populations and jobs within the Greenbelt was established by the Region and, from these, three regional development patterns were developed. Example guidelines included such direction as percent of population assumed to locate in the rural area, the goals to maintain a choice of housing and to minimize regional infrastructure costs. The three patterns reflected 60,000, 85,000 and 100,000 dwelling units inside the Greenbelt with corresponding levels of growth in the suburban growth areas. The 60,000 scenario corresponded generally to the previous Official Plan distributions. These alternatives and associated infrastructure were evaluated against the criteria used in the Strategic Phase.

The next step in the process involved a detailed assessment of the potential transportation servicing implications associated with the recommended development patterns (RDS). This detailed assessment involved the following steps:

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• overall total demand for travel was reduced to account for Travel Demand Management (TDM) measures;

• auto demand forecasts were reduced to account for increases in the modal shares of cycling and walking;

• public transit modal share was increased to account for direct (e.g., service improvements and

facilities) and indirect (e.g. marketing) improvements to the transit mode;

• capacity of the existing road network was increased to account for optimization;

• a reduced quality of service for auto trips (and transit trips in mixed traffic) was assumed; and

• modifications/additions to the auto and transit networks were identified.

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Having established the preferred RDS, base conditions, TDM potential, modal shares and quality of service criteria, it was then possible to determine future transportation requirements.

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The next step in the analysis of transportation service implications of the preferred RDS was the comparison of the demand forecasts with the optimized capacity in the auto network to identify any deficiencies for the 2021 condition. Network planning considered the issue of accommodating demand from a global perspective. Demand and capacity relationships were assessed at screenlines, which represented barriers, or screens, across which demand manifests itself. The base (1995) network capacities were used to establish screenline capacities, with minor increases to account for improved efficiencies in the transportation infrastructure through transportation system management (TSM)

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measures. Deficiencies were identified, based on a ratio of demand to capacity reflecting an acceptable level of network performance.

For each deficiency, candidate improvements were identified in the form of alternative corridors. Where more than one corridor was identified to address a screenline deficiency, a comparative analysis was conducted to identify a preference. Each candidate was subjected to a detailed evaluation based on the criteria specifically established for this purpose. The criteria groupings were modified from those used for the strategic phase and detailed indicators were developed to measure the impacts under each criterion. This evaluation resulted in the identification of preferred transportation corridors required to serve future travel demands. Potential network modifications in these preferred corridors were combined to form the recommended transportation system.

The identified preferred corridors primarily addressed screenline deficiencies. Having identified alternatives to resolve screenline problems, it was then necessary to rationalize the remaining components of the roadway network to ensure that individual roadway links had:

• sufficient capacity to meet demands;

• sufficient capacity to provide continuity with upstream and downstream capacity;

• sufficient levels of local access were provided to communities; and

• public transit was supported in a manner consistent with the target projections for transit.

In certain areas, these included new roadways feeding developing areas and will be subject to further study as development occurs in order to determine the most appropriate design solution within a corridor. The Terry Fox Drive modifications were identified as "internal roadway requirements" to meet the needs of local development. These identified improvements serve as the preferred alternative solution and include an assumed level ofTDMlTSM measures and improved transit service.

4.2 CONFIRMATION OF TMP RECOMMENDATIONS

The first step in confirming the TMP recommendations for the Terry Fox Drive corridor was the review and update of the land use forecasts within the study area. The land use forecast review revealed that only minor modifications to the Regional Official Plan land use forecasts were required, specifically in the forecasts for the South MarchlKanata North communities, where 200 additional residential units were added (beyond the Official Plan levels), as a result of the Kanata North Urban Expansion Area study.

The Region's EMME/2 transportation forecasting model was also reviewed and adjustments were made to the roadway network assumptions for Kanata (the Region's model was developed for transportation forecasting at a regional scale; modifications were made to reflect more accurate assumptions at a subregional and local level). The EMME/2 model was run to develop forecasts for 2021 for the Kanata area. The model included a facility in the Terry Fox Drive corridor with an assumed four lanes of arterial capacity from Eagleson Road to Richardson Side Road and two lanes of arterial capacity from Richardson Side Road to March Road. The results of the modelling are shown on Figures 4.1 to 4.3. The demand forecasting exercise showed the need for the following by 2021 :

• a four lane arterial roadway between Eagleson Road and Richardson Side Road;

• four lanes of roadway between Richardson Side Road and Goulbourn Forced Road/existing Terry Fox Drive to provide both arterial access and arterial capacity. This could be provided either as a two lane arterial roadway and a two lane collector roadway or as a single four lane arterial roadway. Figures 4.2 and 4.3 show the forecasted 2021 traffic volumes for both scenarios; and




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a four lane arterial roadway between Goulbourn Forced Road/existing Terry Fox Drive and March Road.

These findings are consistent with the TMP recommendations for Terry Fox Drive. The TMP recommended four arterial lanes on Terry Fox Drive between Eagleson Road and Richardson Side Road and two arterial lanes between Richardson Side Road and March Road. The additional two lanes identified in the Terry Fox Drive EA study modelling are required for local access, an issue not specifically addressed in the TMP. The TMP modelling assumed that a two lane collector road would be in place between Richardson Side Road and March Road. The Terry Fox Drive EA study considers this as one of the options for the future road network in Kanata.

4.3 CONFIRMATION OF PREFERRED SOLUTION

The results of the Region's TMP identified that, to address the identified deficiencies in the study area (which have been confirmed), the following modifications would be required:

• the extension of Terry Fox Drive from Campeau Drive to March Road;

• the widening from two to four lanes from Highway 417 to Winchester Drive; and

• the extension of Terry Fox Drive from Winchester Drive to Eagleson Road.

The Class EA for Municipal Roadways requires that alternative ways or solutions to the identified problems be identified. Alternatives solutions were evaluated in the RMOC TMP. For roadway capacity deficiencies, the Class EA suggests that the following alternatives be investigated:

• Transportation System Management/Transportation Demand Management (TSMlTDM)

measures;

• Traffic diversion to other roadways/correct deficiency elsewhere in the network;

• Roadway widenings;

• HOV lanes;

• Alternate transportation modes;

• New roadway; and

• Do Nothing.

Drawing on the results of the TMP work, the following addresses the extent to which each of these alternatives could solve the problem taking into account their potential environmental impacts and costs. In reviewing these solution it needs to be understood that the improvements recommended in the TMP with respect to Terry Fox Drive are directed at meeting arterial capacity and access needs for new development proposed north of Highway 417 in Kanata.

TSMlTDM Measures

TSM measures include various methods of maximizing the use of the existing roads (e.g. signage, turning lanes). TDM measures is an umbrella term to describe initiatives that reduce the demand for private auto use. TSM and TDM measures were assumed in forecasting future roadway capacity needs for the RMOC TMP. Roadway deficiencies were still identified assuming a significant level ofTDMlTSM.






Traffic Diversion to Other Roadways/Correct Deficiency Elsewhere

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March Road/Eagleson Road located to the east of Terry Fox Drive are an obvious alternative to which traffic could be diverted to address north-south capacity deficiencies, assuming that improvements were made to these roadways. Traffic diversion to these roadways does not however address local roadway access needs for the planned developments. In addition, March Road/Eagleson Road is already six lanes north of Hazeldean Road, leaving no room for additional widening. This alternative was, therefore, not considered to be capable of solving the problem and was not considered further.

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Road Widenings

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Road widenings were considered to be feasible to address capacity deficiencies for the section of Terry Fox Drive between Highway 417 and Winchester Drive.

HOY Lanes

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HOY lanes are incapable of solving local access needs of new development north of Campeau Drive. The Region's TMP also reviewed the role of HOY in the Region and did not identify Terry Fox Drive as an HOY facility.

Alternate Transportation Modes

Significant increases in pedestrian, cycling and transit modal shares were assumed in the forecasting of road demands. Road capacity deficiencies were still identified. Thus, this alternative alone cannot solve the identified problem.

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New Roadway

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A new roadway was identified in the TMP to be required to address the capacity and local access needs of new development north of Campeau Drive and south of Hazeldean Road. This alternative will solve the problem for some sections of Terry Fox Drive.

Do-Nothing

A final alternative that needs to be considered is the "do nothing". The do nothing alternative does not include any new significant improvements. Although the costs and environmental impacts of the do nothing alternative are relatively low, this alternative does not solve the identified problem and future development would be constrained if the deficiencies were not addressed.

Preferred Solution

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The preferred alternative solution, as originally identified in the TMP, includes a combination of:

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TDMlTSM measures;

alternative transportation modes (i.e. increased walking, cycling and transit); road widenings; and

a new roadway.

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This combination of alternatives will result in environmental impacts (primarily from new road construction). It is anticipated that these impacts can be reduced through alignment routing that is sensitive to environmental constraints and appropriate mitigation measures.

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October, 2000 Page4-B

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A new roadway is required between March Road and Campeau Drive and between Hazeldean Road and Eagleson Road. An ESR has already been prepared and filed for the widening/ extension of Terry Fox Drive between Hazeldean Road and Fernbank Road. A road widening was identified to be required from Campeau Drive to Winchester Drive. All roadway improvements are identified as Schedule C projects under the Class EA for Municipal Road Projects and, therefore, require the evaluation of alternative means, in this case, road alignments. The identification and evaluation of alternative design concepts is addressed in the remaining sections of this ESR




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