TFD Enviro Study Report Vol-2.2

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Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

AppendixC

Reference: Birds tagged and reported to Environment Canada's bird banding office, 1994-1996; Cadman, et. al., 1987; Dillon field sightings, 1997/98.

Dillon Consulting Limited

J.L. Richards & Associates Limited

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AppendixC

It should be noted that a number of other bird species were tagged in the area from 1994 to 1996 but according to Cadman et al (1987), these species are northern migrants or breed outside of the Ottawa area. These species are as follows:

Common Name

Yellow-bellied Flycatcher Common Redpol

Snow bunting

Lapland Longspur White-crowned sparrow American Tree Sparrow Lincoln's Sparrow

Fox Sparrow

Bohemian waxwing Northern Strike Philadelphia vireo Solitary Vireo Golden-winged warbler Orange-crowned warbler Tennessee warbler

Cape May warbler Bay-breasted warbler Blackpoll warbler

Scientific Name

Empidonax flaviventris Cardeulis jlammea Plectrophenax nivalis Calcar ius lapponicus Zonotrichia leucophrys Spizella arborea Melospiza lincolnii Passerella iliaca Bombycilla garrulus Lanius excubitor

Vireo philadelphicus Vireo solitarius Vermiuora chrysoptera Vermivora celata Vermivora peregrina Dendroica tigrina Dendroica castanea Dendroica striata



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Terry Fox Drive Environmental Study Report Eagleson Road to March Road

APPENDIXD Overall Planning Context

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AppendixD

APPENDIXD Overall Planning Context

The following presents the overall planning context for the Terry Fox Drive Class Environmental Assessment as summarized from relevant planning documents and policies.

Kanata Official Plan Designations

The City of Kanata Official Plan contains 12 separate designations which are applicable to lands within the study area. Three are shown on Schedule A, the Rural Land Use and Roads Plan with nine additional ones on Schedule B, the Urban Land Use Plan. The various policies applicable to these designations relate to land use issues and only indirectly to transportation issues of the type relevant to the Terry Fox Drive EA Study.

In addition to the designations identified on Schedules A and B, several other Schedules identify relevant information:

•

Schedule C 'Urban Area Roads and Community Phasing' identifies the conceptual Terry Fox Drive alignment as the urban boundary for the MarchwoodlLakeside portion of the urban part of the City of Kanata. Schedule C also shows Terry Fox Drive as a Major Arterial road.

• Schedule E 'Environmental Constraints' identifies Class 1, 2 and 3 wetlands, flood plains and organic soils which impact on the study area. Policies related to these environmental constraints are contained in Section 3.7 and are similar to those contained in the RMOC Official Plan. It is also noted that Section 3.7 contains policies related to noise which are also similar to those contained in the RMOC Official Plan.

The following additional policies of the Kanata Official Plan address issues which are directly relevant to the Terry Fox Drive EA Study:

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Subsection 2.2.12, the Transportation Objectives, refers to a safe and efficient hierarchy of roads, requires that land uses are appropriately located with regard to the road system with efficient access to that system, promotes transit usage by designing road networks conducive to efficient bus routing and requires a network of pathways within and between communities to accommodate pedestrian traffic and provide recreation opportunities.

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Subsection 3.3 defines public uses to include roads and permits public uses in all of the land use classifications except the Agricultural Resource designation. The Agricultural Resource definition does, however, permit utilities. It is noted that subsection 3.3.6 emphasizes the responsibility to undertake an Impact Statement pursuant to the Environmental Assessment Act.



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Appendix D

•

Section 4.1.9 addresses road improvement issues in rural areas. These address such issues as obtaining improvements as a condition of development approval, intersection improvements, road widenings and conveyances.

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Section 5 addresses urban area development concepts and provides detailed policies for the numerous urban communities. Several policies of interest and generally common to the different communities are the following:

Pathways should integrate with the Greenbelt pathways system.

Road systems are hierarchical with neighbourhoods separated by Minor Collector roads.

Sidewalk/pathway systems should be properly linked.

Concept plans shall require roads in general conformity to Schedules B and C.

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Of specific interest is subsection 5.3.3.9 which requires a multi-use pathway parallel to the Goulboum Forced Road, a Minor Arterial road, north of Richardson Side Road. This pathway has already been constructed.

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Subsection 5.8.3.1, which addresses transportation issues in Business Parks, notes that Business Parks shall generally be bounded by Major Arterial roads connecting to the Queensway.

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Subsection 6.9.3.3 states, with respect to Industrial designations, "No direct vehicular access shall be permitted from Major Arterial roads, except that direct vehicular access may be permitted to Terry Fox Drive from the Industrial area on the north side of Terry Fox Drive adjacent to Riddell Village, subject to the approval of the Regional Municipality."

• Section 8 addresses transportation Issues. Of major and significant importance IS Section 8.1.2, which states, in part:

"Minor and Major Arterials shall not pass through neighbourhoods, but shall form their boundaries."

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Subsection 8.1.4 states that the locations of proposed roads are approximate.

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Subsection 8.2.4 states:

"Major Arterial Roads are intended to carry large volumes of through traffic and shall be limited access roads. Major Arterial roads are intended to intersect with Provincial Highways and with Minor Arterial and Neighbourhood Collector roads only. Rights-of- Way shall generally be a minimum of 40 metres. Generally, Regional Roads shall be classified as Major Arterial roads."



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AppendixD

• Subsection 8.4 addresses the sidewalk/pathway system, requiring it to link appropriate land uses, including the NCC Greenbelt lands and be integrated with the public transportation system to encourage use and maximize convenience.

Greenbelt Master Plan

In 1996, the National Capital Commission completed the Greenbelt Master Plan, a document which "is designed to provide strategic policy guidance for land use, programming and landscape character in order to ensure the long-term relevance and quality of the Greenbelt."

The Greenbelt does not directly abut the study area but contains several elements which have a potential influence over some aspects of the Terry Fox Drive Environmental Assessment Study. Principally, these are related to pathway systems and natural environment linkages.

Numerous statements are made throughout the Greenbelt Master Plan about the Greenbelt Spine Trail and connections to it:

"Trail networks dedicated to nature study, skiing and hiking will be linked by the Greenbelt Spine Trail, a multi-use recreational pathway running the length of the Greenbelt. "

The Overall Concept Plan shows the location of the Greenbelt Spine Trail and spurs, as does the map identified as the Experiences Network. These spur lines are further identified on the maps entitled 'Shirley's Bay and Crystal Bay Sector' and 'Stoney Swamp and Bruce Pit Sector'. The two spur lines which cross the Terry Fox Drive Environmental Assessment Study Area are the Arnprior-Nepean Railroad (CNR) Line, located in the northwest extremity, and the abandoned Canadian Pacific Railway (CPR) Line (now part of the TransCanada Trail Network) near the southerly end of the study area, approximately halfway between Hazeldean Road and Fembank Road. Special care to provide for these recreational pathway linkages will be important at these intersection points.

The Overall Concept Plan identifies a Continuous Natural Environment Linkage designation using a conceptual green arrow in the vicinity of Eagleson Road and Hope Side Road. This follows the Monahan Drain watercourse, the objective of which is:

"to maintain ecological continuity and conditions that facilitate movement of animal and plant species, and nutrients and water."

Care will be necessary to help encourage linkages to other natural areas outside the Greenbelt where the Terry Fox Drive corridor crosses this and other watercourses.

Integrated Pathways Study

The June 1994 Final Report entitled Integrated Network of Recreational Pathways For The National Capital Region, Strategic Development was prepared for the National Capital Commission (NCC) together with the municipalities on both sides of the Ottawa River. This



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AppendixD

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document formed the basis for the pathway policies and locations shown III the new RMOC Official Plan.

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The report advocates a multi-use approach to recreational pathways (page 27) and identifies locations for these facilities. It was previously noted that the RMOC Official Plan Schedules identify the pathways in varying locations. This study identifies them as follows:

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•

A north-south "Potential Network" follows the east side of the Carp River, merging into the Terry Fox Drive conceptual alignment at the south end of the study area (another north-south "Existing Network" passes through the centre of Kanata).

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• Three east-west "Potential Networks" connect with it and would, therefore, cross Terry Fox Drive. These are shown passing through the Natural Environment Area (AJ lands in the north part of the study area, along Campeau Drive and along the abandoned CPR right-of-way (now part of the TransCanada Trail) in the south part of the study area.

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An additional east-west route labelled "Secondary Potential Network" is shown following the Arnprior-Nepean Railroad (CNR) right-of-way, also near the north end of the study area.

This study, read in combination with the RMOC Official Plan, suggests the following conclusions:

• Two cycling networks are proposed. They appear to form a common network along Terry Fox Drive near the south end of the study area but are otherwise separate. One is an on-road facility on Terry Fox Drive. The other is a recreational network along the Carp River.

• Connections to the on-road and recreational networks must be provided for at (north to south):

• March Road

• CNR right-of-way

• Natural Environment Area (AJ

• Campeau Drive

• Palladium Drive (Katimavik Road)

• Hazeldean Road

• CPR right-of-way

• Hope Side Road

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APPENDIXE Noise Assessment Report

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NOISE IMPACT ASSESSMENT FOR

TERRY FOX DRIVE ENVIRONMENTAL ASSESSMENT STUDY

July, 2000

Prepared for:

DILLON CONSULTING LIMITED 1900 City Park Drive, Suite 500 Gloucester, ON KlJ IA3

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Prepared by:

J.L. RICHARDS & ASSOCIATES LIMITED Consulting Engineers, Architects & Planners 864 Lady Ellen Place

Ottawa, ON KIZ 5M2

JLR 15857-01

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NOISE IMPACT ASSESSMENT

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- TABLE OF CONTENTS -

1.0 INTRODUCTION 1

2.0 PREVIOUS NOISE IMPACT STUDIES 3

3.0 NOISE BARRIER INTEGRITY REVIEW 4

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4.0 SCENARIO 1: EXISTING ROADWAY GEOMETRY AND TRAFFIC

VOLUMES (1998) 6

5.0 SCENARIO 2: WIDENING AND REALIGNMENT OF TERRY FOX DRIVE

WITH PROJECTED TRAFlIC VOLUMES (2021) 8

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6.0 CONCLUSIONS >< ••••••••••••••••••••••••• 10

6.1 Previous Subdivision Mitigative Measures 10

6.2 Noise Barrier Integrity 11

6.3 Noise Level Impacts 12

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Region of Ottawa-Carleton Noise Impact Assessment for Terry Fox Drive

Environmental Assessment Study

- LIST OF EXHIBITS -

Exhibit 1 Study Area

- LIST OF TABLES -

Table 1.0 2

Table 4.1 Existing Traffic Volumes 6

Table 4.2 Existing 1998 Traffic Conditions 7

Table 4.3 Selected Receivers -Description and Location for Existing

Roadway Geometry " 7

Table 4.4 Noise Levels Associated with 1998 Vehicular Traffic on

Terry Fox Drive 8

Table 5.1 Future 2021 Traffic Volumes 8

Table 5.2

Selected Receivers - Description and Location With the Widening and

Realignment Scenario 2 9

Projected 2021 Traffic Conditions 9

Noise Levels Associated with 2021 Projected Traffic Volumes

on a Widened and Realigned Terry Fox Drive 10

Predicted Daytime Noise Levels Summary 13

Table 5.3 Table 5.4

Table 6.1

- REFERENCES-

- LIST OF DRAWINGS -

DRAWING NO. 15857-1

- LIST OF APPENDICES -

APPENDIX 1

Noise Predictions Computer Printouts

JLR 15857-01 July, 2000


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NOISE IMPACT ASSESSMENT FOR


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1.0

INTRODUCTION

The purpose of this report is to assess the potential noise impacts on the adjacent residential communities (existing and proposed) as a result of the extension widening of Terry Fox Drive as a continuous roadway from the existing Terry Fox Drive at March Road to Eagleson Road at the Hope Side Road. This noise assessment also includes a detailed review of the mitigative measures recommended in previous Noise Impact Studies for adjacent subdivisions and as assessment of the integrity of the existing barriers as it pertains to surface density and height along Terry Fox Drive within the study limits. The study area is illustrated in Exhibit 1 and includes the existing and proposed abutting residential developments ..

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As part of Phase Two of the Class Environmental Assessment for Municipal Roadways, alternative solutions to the problem must be examined in order to ensure that the impacts on the natural and social environments are minimized. The alternatives to the undertaking reviewed as part of the overall Class Environmental Assessment Process for Terry Fox Drive

are:

1. Do Nothing;

2. Intersection Modifications;

3. Diversion of Traffic to Other Roadways;

4. Transit and Alternative Travel Modes;

5. Widen Terry Fox Drive Within the Existing Right-of-Way; and

6. Widen and Re-align Terry Fox Drive.

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For the purpose of assessing the noise impacts on the adjacent residential properties (existing and/or proposed), the location of the noise source (Terry Fox Drive centreline) is essentially unchanged for the first four alternatives.

JLR 15857-01 July, 2000


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PROJECT:

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DRAWING:

TERRY FOX DRIVE EA NOISE IMPACT ASSESSMENT

STUDY AREA

DRAWN: T.K.O'B. DRAWING No.:

EXHIBIT 1

J.1.. Richards & Associates Limited DESIGN: L.J.

Consulting Engineers, Architects & Planners DA IT: MAY 1999

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Region of Ottawa-Carleton

Noise Impact Assessment for Terry Fox Drive Environmental Assessment Study

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Scenario 1 - Existing Roadway Geometry and Traffic Volumes (1998); and Scenario 2 - Widening and Re-alignment of Terry Fox Drive with Projected Traffic Volumes (2021).

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The Scenarios examined within this review are:

Projected traffic volume estimates have been prepared for the horizon year included in the Regional Transportation Master Plan (2021). Therefore, year 2021 traffic volume projections are used to predict future noise levels.

For each segment of the roadway, a general receiver location is utilized for assessing the impact of noise on a given area. These segments and general locations are identified on Drawing 15857-1. All the noise calculations were completed taking into account the presence of the existing noise attenuation features (i.e. wood fences on either side of the road) and assumes that the fences complied with the MOE and the Region's requirements for surface density (i.e. 20 kg/m' minimum). Freefield noise calculations were also completed, i.e. assuming that no barriers existed along the roadway.

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The following table summarizes the general road segments analyzed for the purpose of this study.

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Table 1.0

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Road Segment Description
1 Terry Fox Drive from Eagleson Road to Fembank Road
2 Fembank Road to Hazeldean Road*
3 Hazeldean Road to Palladium Drive/Katimavik Road
4 Campeau Drive to Goulboum Forced Road
5 Goulboum Forced Road to March Road c

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"Section of Terry Fox Drive not in study area. Previous Environmental Study Report completed.

Based upon the above table, the only segments within the study area which have adjacent existing residential development are segments 3 and 5.

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2.0 PREVIOUS NOISE IMPACT STUDIES

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Several Noise Impact Studies have been prepared for subdivisions developed along Terry Fox Drive. The following table provides the reference number for each report and summarizes the segment, subdivision and street which the reports examined.

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Reference Segment No. Subdivision Name Street Fronting/Backing onto
Number Terry Fox Drive
2 3 Woodfield Homes Jarlan Terrace
3 4 Signature Ridge II Windarra Terrace
4 5 Morgan's Grant I Acklam Terrace
4 5 Morgan's Grant I Allenby Road
I 5 Morgan's Grant II Piper Court [,

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The preparation year for these reports ranged from 1984 to 1998. As such, it should be noted that although each of these reports received municipal approval, criteria used to examine the impact of noise on the subdivisions has changed. For example, minimum surface mass density requirements for a given area of noise barrier coverage has only been required since the late 1980's. Noise barriers constructed prior to this time may not meet this requirement.

The following table summarizes the recommendations of the above noted reports as far as noise attenuation measures with respect to Terry Fox Drive are concerned.

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Segment Street Forced Air Air Notice on Noise
No. Fronting/Backing Ventilation Conditioning Title Barrier
onto Terry Fox
Drive
3 Jarlan Terrace Yes No Yes Yes
4 Windarra Terrace Yes Yes Yes Yes
5 Acklam Terrace Yes No Yes Yes*
5 Allenby Road Yes No Yes Yes
5 Piper Court Yes No Yes Yes *Only units siding or backing onto Terry Fox Drive require Noise Barrier construction.

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Noise Impact Assessment for Terry Fox Drive

.C_:, Environmental Assessment Study

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3.0 NOISE BARRIER INTEGRITY REVIEW

The existing developments along both sides of Terry Fox Drive should have been provided with noise attenuation barriers at the time of development, as a result of conditions of draft approval. The noise barrier design requirements of the MOE and the Region presently specify that the surface mass density should be no less than 20 kg/rn" (4 lbs/ft"). In addition, the barriers should: interrupt the line of sight between the receiver and the source; have no holes or gaps, and be continuous or turned at right angles away from the noise source at their ends. For the purposes of noise assessments, the "Line of Sight" is a straight line drawn from the noise source to the receiver. The source, in this particular study, is a point 1.50 m above the centreline of the road and the receivers are points 1.50 m in height above grade at distances of 3.0 m from the rear wall of the dwelling units. The following is a report of a

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visual examination of the existing noise barriers/fences. Refer to the attached drawing 15867-1 appended to the report for the location of the segments, barriers and streets.

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Segment Number 3

Two residential developments back onto Terry Fox Drive at the present time within the segment No.3 study area. One is situated on Gesner Court and one on Jarlan Terrace.

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The rear lots of the units located on Gesner Court backing onto Terry Fox Drive are shielded

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by a privacy fence from roidway traffic. Wood used to construct the fence is approximately

20 mm thick and does not meet the present surface mass density described abcve. The fence is approximately 2.4 m high from Maple Grove Road south. The southerly most 8 m is approximately 1.8 m high.

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The rear lots of the units located on Jarlan Terrace backing onto Terry Fox Drive are shielded by noise barrier from roadway traffic. Wood used to construct the fence is approximately 45 mm thick and does not meet the present surface mass density described above. The fence is 1.5 m high from Katimavik Road to Maple Grove Road and is situated on an earth berm. Significant shrinkage of the wood has occurred since construction. This has resulted in gaps within the fence along approximately 10% of its length. In addition, several of the footing foundations have failed resulting in severe leaning of the barrier. For most of the length of the Barrier, the bottom is approximately 0.6 m minimum above the centreline elevation of Terry Fox Drive resulting in satisfactory screening of noise sources.

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For three or four lots south of the Maple Grove Road intersection, the base of the barrier is located below the Terry Fox Drive centreline elevation. Consequently, no screening of roadway noise sources occurs in the rear yards of these lots.

Segment Number 4

No noise barriers presently exist in segment number 4. A noise barrier is proposed along the rear ofWindarra Crescent lots that back onto Goulbourn Forced Road.

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Segment Number 5

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Two phases of a single residential developments back onto the proposed Terry Fox Drive extension at the present time within the segment No.5 study area. Phase one of the Morgan's Grant subdivision is situated on Acklam Terrace and on AlIenby Road. Phase two of the Morgan's Grant subdivision is located on Piper Court.

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The side lots of the units located on Acklam Terrace siding onto Terry Fox Drive are shielded by a noise barrier from roadway traffic. Wood used to construct the fence is approximately 45 mm thick and does not meet the present surface mass density described above. The fence is approximately 1.8 m high from March Road west. Units that front onto Acklam Terrace which also face Terry Fox Drive are not shielded by a noise barrier.

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The rear lots of the units located on Allenby Road backing onto Terry Fox Drive are shielded by a noise barrier from roadway traffic. Wood used to construct the fence is approximately 45 mm thick and does not meet the present surface mass density described above. The fence is approximately 1.8 m high. The fence is in good condition with no visible gaps or failures visible. Both of the barriers constructed for Morgan's Grant phase one have been constructed of two 1" x 6" boards. One layer is place vertically and the second is aligned vertically. The base of these barriers is approximately 0.6 m above the existing Terry Fox Drive centreline.

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The rear lots of the units located on Piper Court backing onto the proposed Terry Fox Drive extension are shielded by a noise barrier. Wood used to construct the fence is approximately 60 mm thick and does meet the present surface mass density requirement. The fence is approximately 1.2 m to 1.8 m high and is in good condition with no visible gaps or failures

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visible. The base of the barrier is estimated to be 0.6 m to 1.0 m above the future Terry Fox Drive centreline elevation. This should be confirmed during detailed design.

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4.0

SCENARIO 1: EXISTING ROADWAY GEOMETRY AND TRAFFIC VOLUMES (1998)

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Traffic volumes for the PM peak hour for the year 1998 were obtained from the Transportation Department of the Regional of Ottawa-Carleton. The peak hour directional traffic volumes for each link have been summarized elsewhere in the study.

The peak hour link volumes were converted to Average Annual Daily Traffic (AADT) volumes using a twenty-four hour expansion factor. The resultant 1998 AADT volumes for the relevant sections are summarized as follows:

Table 4.1 Existing Traffic Volumes

Fernbank Road to Hazeldean Road* 6,700AADT
Hazeldean Road to Palladium DrivelKatimavik Road 15,000 AADT
Goulbourn Forced Road to March Road 2,100 AADT [ [

*Section not within study area.

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For the purpose of predicting the noise levels affecting the selected receivers, and in accordance with the existing traffic characteristics, traffic volumes were used with a commercial vehicle component of 5% (3% medium trucks and 2% heavy trucks), and a daytime and nighttime traffic volume split of92% and 8% respectively.

The existing and proposed alignments of Terry Fox Drive within the study area is basically straight and the longitudinal slope of the road is less than 1 % (mainly flat). The anticipated speed limits on the road, within the study area, are 60 kmlhr, with the exception of the section between Campeau Drive and the railway tracks (Section 4).

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The base traffic conditions for each section of the roadway are summarized in Table 4.2 below.

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Table 4.2

Existing 1998 Traffic Conditions

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Daytime Traffic Volumes (92% of AADT)
Terry Fox Drive Terry Fox Drive
Segment No.3 Segment No.5
Hazeldean to Palladium Goulboum Forced to March
13800 V/T(*) 1932 VIT(*)
Cars (95%) 13110 1835
Medium trucks (3%) 414 58
Heavy trucks (2%) 276 39
Posted Speed 60 krn/hr 60 km/hr [

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(*)T = Time period V = Vehicles

., The noise levels for the daytime period were calculated for the receivers described on the ,.. following Table 4.3 and shown on Drawing No. 15857-1.

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Table 4.3

Selected Receivers - Description and Location for Existing Roadway Geometry

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Receiver Description and Location
R3 Outdoor living area of larlan Terrace at a distance of 38 m
from the centreline of Terry Fox Drive.
R5 Outdoor living area of Allenby Road at a distance of
33.0 m from the centreline of Terry Fox Drive. L L


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The predicted daytime noise levels for 1998 are summarized in Table 4.4.

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Table 4.4

Noise Levels Associated with 1998 Vehicular Traffic on Terry Fox Drive

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Terry Fox Drive 1998 Leq 16 hr 1998 Leq 8 hr
Segment No. Daytime Nighttime
Freefield with Barrier Freefield
3. Hazeldean Road to 59.21 dBA 54.40 dBA 51.56 dBA
Palladium Drive
5. Goulbourn Forced 51.69 dBA 46.40 dBA 43.93 dBA
Road to March Road [

Note: Computer printouts are attached as Appendix I.

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5.0 SCENARIO 2: WIDENING AND REALIGNMENT OF TERRY FOX DRIVE WITH PROJECTED TRAFFIC VOLUMES (2021)

Traffic volume projections for the year 2021 were prepared as part of the transportation component to the Terry Fox Drive Class Environmental Assessment. The projected peak hour volumes are provided in that portion of the study.

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The resultant 2021 AADT traffic volumes are summarized as follows:

Table 5.1

Future 2021 Traffic Volumes

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Terry Fox Drive between Eagleson Road to Fernbank Road 22,800 AADT
Terry Fox Drive between Fernbank Road to Hazeldean* 19,500 AADT
Terry Fox Drive between Hazeldean Road to PalladiumlKatimavik 28,400 AADT
Terry Fox Drive between Campeau Drive to Goulbourn Forced Road 23,000 AADT
Terry Fox Drive between Goulbourn Forced Road to March Road 9,085 AADT [

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"Section of Terry Fox Drive is not in study area.

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For the purpose of establishing the noise levels affecting the selected receivers listed in Table 4.3, the daytime-nighttime percentage breakdown and the commercial vehicular composition are the same as those used in the 1998 scenario. The Transportation Study portion of the Environmental Assessment predicts that the future traffic characteristics will mirror the present.

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The data used in the noise calculations for the year 2021 for each section of the roadway segments are summarized in Tables 5.2 and 5.3. Furthermore, noise levels were calculated for potential future posted speed limits of 60 km/hr and 80 kmlhr. A posted speed of 60 km/hr represents maintenance of present roadway conditions, whereas, a posted speed of 80 km/hr represents elevated travel speeed conditions. This assessment was undertaken to provide a range of noise levels depending upon the operating speed of the roadway.

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Table 5.2

Selected Receivers - Description and Location With the Widening and Realignment Scenario 2

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Receiver Description and Location
R3 Outdoor living area of Jarlan Terrace at a distance of 38 m from
the centreline of Terry Fox Drive
R5 Outdoor living area of Allenby Road at a distance of 33.00 m from
the centreline of Terry Fox Drive u

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The year 2021 projected traffic volumes presented previously are used to predict the daytime noise levels for the year 2021. These results for the two potential posted speeds of 60 krn/hr and 80 km/hr are summarized in Table 5.4.

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Table 5.3

Projected 2021 Traffic Conditions

Daytime Traffic Volumes (92% of AADT)
Terry Fox Drive Terry Fox Drive
Segment No.3 Segment No.5
Hazeldean to Palladium Goulbourn forced to March
26123 Vrr(*) 8358 Vrr(*)
Cars (95%) 24822 7940
Medium trucks (3%) 784 250
Heavy trucks (2%) 523 167
Posted Speed 60 km/hr 60 krn/hr
Posted Speed 80 krn/hr 80 krn/hr [

Table 5.4

Noise Levels Associated with 2021 Projected Traffic Volumes on a Widened and Realigned Terry Fox Drive

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Terry Fox Drive 2021 Leg 16 hr 2021 Leg 8 hr
Segment No. Daytime Nighttime
Freefield with Barrier Freefield
Posted Speed 60 krn/hr
Palladium Drive
Road to March
Road
Posted Speed 80 krn/hr
Palladium Drive
Road to March
Road [ [ [

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Note: Computer printouts are attached as Appendix I.

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6.0 CONCLUSIONS

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As indicated in the Introduction, the purpose of this assessment was to establish the daytime noise impacts (sound level increases) due to vehicular traffic on Terry Fox Drive as a result of the proposed widening from a two lane undivided roadway to a four lane urban divided roadway and determine what, if any, mitigative measures might be required. The noise analysis examined three fundamental issues: the previous mitigative measures recommended for subdivision development, the integrity of the existing noise barriers along Terry Fox Drive within the study limits, and the noise impacts associated with the roadway improvements.

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6.1 Previous Subdivision Mitigative Measures

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All of the existing residential subdivisions located along the study route of the Terry Fox Drive extension have been the subject of a Noise Impact Study as part of the Subdivision Approval process except for the development located on Gesner Court just south of Maple Grove Road. Furthermore, these Noise Impact Studies have recommended that noise barriers

, .. : be constructed, central ventilation systems be installed and notice be placed on Title. In the case of the Signature Ridge Subdivision Phase II, central air conditioning was also

" recommended.

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The details regarding mitigative measures varies between reports because noise control guidelines evolved with time. Each report reflects the state of the art at the time they were approved. As such, it is fair to examine these subdivisions in terms of how the predicted changes due to the Terry Fox Drive traffic impact the original report recommendations.

L

The Gesner Court subdivision should be evaluated based upon a different criteria because a Noise Impact Study was not completed for this subdividion. It is recommended that the MOE/MTO protocol be adopted. This states that an increase of less than 5 dBA as a result of roadway modification is considered to be insignificant and no mitigative measures are warranted I.

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'A Protocol for Dealing with Noise Concerns during the Preparation, Review and Evaluation of Provincial Highways Environmental Assessments - February 1986

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JLR 15857-01 July, 2000


- 11 -

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6.2 Noise Barrier Integrity

As noted in the previous section, all ofthe residential developments along the proposed Terry Fox Drive extension have been constructed with noise barriers except that located on Gesner Court. The structure located at the rear of Gesner Court lots adjacent Terry Fox Drive can only be best described as a privacy fence.

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Noise barrier condition and construction varies from one subdivision to the next. Those situated along the rear of lots on Jarlan Terrace exhibit significant gaps and some isolated leaning associated with footing failure. At the rear of three or four lots near the Maple Grove intersection, the noise barrier does not provide screening of Terry Fox Drive for the outdoor living areas. Furthermore, the surface mass density of the fence does not meet the current MOE or Regional requirements. During the detailed design stage, it is recommended that this barrier be reviewed to determine the feasibility of retrofitting it to repair deterioration, to meet current surface mass density requirements and to provide screening of rear lots at the Maple Grove intersection.

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The noise barriers constructed adjacent to the Morgan's Grant subdivision Phase I, i.e. those situated on Acklam Terrace and Allenby Road, are in good condition and provide acceptable screening but do not meet the current MOE or Regional criteria for surface mass density. During the detailed design stage, it is recommended that this barrier be reviewed to determine the feasibility of retrofitting it to meet current surface mass density requirements.

[

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The noise barrier constructed in the rear of lots located on Piper Court is in good condition and meets MOE or Regional surface density requirements. It is recommended that the base of the existing barrier be reviewed with respect to the proposed centreline elevation at the detailed design stage to confirm acceptable screening exists.

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JLR 15857-01 July, 2000


- 12 -

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6.3

Noise Level Impacts

The Region of Ottawa-Carleton has determined that, for the purpose of measuring the noise impacts for the widening of a Regional Road, noise level predictions for the Official Plan design horizon should be examined. For this reason, the year 2021 projected traffic volumes were used.

Two criteria are used to evaluate the increase in noise levels associated with the road widening from existing to 2021 traffic volumes. The first is the MOEIMTO Protocol adopted by the Region for the widening of Regional roads mentioned previously. The second is the Region noise control standards currently in place.

The predicted noise levels affecting the selected receivers for each scenario are summarized in Table 6.1.

P d· dD

Table 6.1

N· LIS

re (cte aytime oise eve s ummary
Receiver Scenario 1 Scenario 2 Difference
No. ~ Between Scenarios 2
and 1
Daytime Nighttime Daytime Nighttime
Leq 16 hrdBA Leq 8 hr Leq 16 hr dBA Leq 8 hr Daytime Nighttime
dBA dBA (16 hr) dBA (8 hr) dBA
Freefie1d with Freefield Freefield with Freeficld Freefield with Freefield
Barrier Barrier Barrier
Posted speed 60 kmlhr
3 59.21 54.40 51.56 61.99 57.17 54.31 2.78 2.77 2.75
5 51.69 46.40 43.93 58.05 52.76 50.34 6.36 6.36 6.41
Posted speed 60 kmlhr Posted speed 80 kmlhr
3 59.21 54.40 51.56 64.77 59.95 57.09 5.56 5.55 5.53
5 51.69 46.40 43.93 60.83 55.54 53.11 9.14 9.14 9.18 Scenano I Scenario 2

Existing Roadway Geometry and Traffic Volumes (1998)

Widening and Realignment of Terry Fox Drive with Projected Traffic Volumes (2021)

Along segment number 3 the increase in noise levels is less than 5 dBA for each of the three options reviewed if a posted speed of 60 kmlhr is maintained. It is therefore concluded that the predicted change in noise levels is insignificant and that no further mitigation is required as a result of roadway improvements. This is the case for both the Gesner Court and Jarlan Terrace lots.

JLR 15857-01 July, 2000


- 13 -

[



[

Should the posted speed limit be increased alone segment 3 to 80 km/hr., then the noise level increase will exceed 5 dBA. Furthermore, the freefield noise level will require noise barrier mitigation to reduce outdoor sound levels to an acceptable level. It is concluded that the Gesner Court privacy fence should be replaced with a noise barrier if the posted speed is increased to 80 krn/hr, It is recommended that the Jarlan Terrace lots noise barrier be examined to assess and implement a potential retrofit design to achieve a minimum surface density of 20 kg/rn-. Should this not be possible it is recommended that the existing noise barrier be reconstructed to meet present design criteria.

[

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Along segment number 5 the increase in noise levels is greater than 5 dBA for each of the three options reviewed and the two posted speed limits. As noted previously, all of these lots were subject to a Noise Impact Study. Furthermore, each of these lots had been mitigated by the implementation of noise control measures such as noise barriers, central home ventilation and notice on title. The existing measures are satisfactory for mitigating the noise levels which are predicted for the year 2021 for posted speeds up to 80 km/hr. It is therefore concluded that the predicted change in noise levels is compatible with the noise mitigation measures implemented by the original developer and that no further mitigation is required as a result of roadway modifications.

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Prepared by:

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JLR 15857-01 July, 2000

- 14 -

REFERENCES

1.

Noise Impact Study. Morgan's Grant, PhaseIl, City of Kanata. Prepared by J.L. Richards & Associates Limited, revised April 1992.

[ [

2.

Noise Impact Study. Proposed Resubdivision Blocks Q, R, T and PT of 5. Registers Plan M-226, City of Kanata. Prepared by J.L. Richards & Associates Limited, June 1984.

3. Signature Ridge, Phase II. Noise Impact Study. OJ. Halpenny & Associates Limited, November 1998.

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4.

South March Development. Noise Impact Study. Prepared by J.L. Richards & Associates Limited, December 1986.

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[
TERRY FOX DRIVE r
~ ENVIRONMENTAL

ASSESSMENT STUDY [

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SEE ATTACHED DRAWING 'B'

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· APPENDIX 1

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NOISE PREDICTIONS COMPUTER PRINTOUTS

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STAMSON 5.0 SUMMARY REPORT Date: 14-05-1999 09:02:34

MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT

Filename: tfs3ffe2.te Description:

Time Period: Day/Night 16/8 hours

[

Road data, segment # 1: terry fox dr (day/night)

[

Car traffic volume Medium truck volume Heavy truck volume Posted speed limit Road gradient

Road pavement

13110/1140 414/36 276/24 60 krn/h o %

1 (Typical asphalt or concrete)

veh/TimePeriod veh/TimePeriod veh/TimePeriod

*

*

*

c

* Refers to calculated road volumes based on the following input:

[

24 hr Traffic Volume (AADT or SADT) : 15000
Percentage of Annual Growth 0.00
Number of Years of Growth 0.00
Medium Truck % of Total Volume 3.00
Heavy Truck % of Total Volume 2.00
Day ( 16 hrs) % of Total Volume 92.00
Data for Segment # 1 : terry fox dr (day/night) [

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Angle1 Angle2 -90.00 deg 90.00 deg
Wood depth 0 (No woods.)
No of house rows 0 / 0
Surface 1 (Absorptive ground surface)
Receiver source distance 38.00 / 41. 00 m
Receiver height 1. 50 / 4.50 m
Topography 1 ( Flat/gentle slope; no barrier)
Reference angle 0.00 [

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Result summary (day)

source height (m)

Road Leq (dBA)

Total Leq (dBA)

[

--------------------+----------+----------+----------

1.terry fox dr 1.19! 59.21! 59.21

--------------------+----------+----------+----------

Total 59.21 dBA

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Result summary (night)

source height (m)

Road Leq (dBA)

Total Leq (dBA)

--------------------+----------+----------+----------

1. terry fox dr 1.19! 51. 56! 51. 56

--------------------+----------+----------+----------

Total 51.56 dBA

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TOTAL Leg FROM ALL SOURCES (DAY): 5S.21 (NIGHT): 51.56

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STAMSON 5.0

SUMMARY REPORT

Date: 14-05-1999 09:03:42


Filename: tfs3fff2.te Description:


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[


Road pavement

24822/2158 veh/TimePeriod *



60 km/h

o %



[

24 hr Traffic Volume (MDT or SADT) : 28400
Day (16 hrs) % of Total Volume 92.00

Angle1 Ang1e2 -90.00 deg 90.00 deg
Surface 1 (Absorptive ground surface)
Topography 1 ( Flat/gentle slope; no barrier)
Reference angle 0.00 L

L

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source height (m)

Road Leq (dBA)

Total Leq (dBA)

[

--------------------+----------+----------+----------

1. terry fox dr 1.19! 61. 99! 61. 99

--------------------+----------+----------+----------

Total 61. 99 dBA

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source height (m)

Road Leg (dBA)

Total Leg (dBA)

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--------------------+----------+----------+----------

1.terry fox dr 1.19! 54.31! 54.31

--------------------+----------+----------+----------

Total 54.31 dBA

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TOTAL Leg FROM ALL SOURCES (DAY): 61.99 (NIGHT): 54.31

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f_.

STAMSON 5.0

SUMMARY REPORT

Date: 11-05-1999 13:17:28


Filename: tfs3wbe2.te Description:

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*

[



Road pavement

13110/1140 414/36 276/24 60 km/h o %


*

*

[


[

Day (16 hrs) % of Total Volume 92.00 [

Data for Segment # 1: terry fox dr (day/night)

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Angle1 Angle2 Wood depth

No of house rows Surface

Receiver source distance Receiver height Topography

Barrier angle1

Barrier height

Barrier receiver distance Source elevation

Receiver elevation Barrier elevation Reference angle

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-90.00 deg o 0/0

1 (Absorptive ground surface)

38.00 / 41.00 m

1.50 / 4.50 m

2 (Flat/gentle slope; with barrier)

-90.00 deg Angle2: 90.00 deg

1. 80 m

10.00 / 13.00 m 106.50 m

90.00 deg (No woods.)

107.40 m 107.20 m 0.00

STAMSON 5.0

[

SUMMARY REPORT

Date: 11-05-1999 13:34:38

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Filename: tfs5wbe2.te Description:


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Road pavement




60 km/h

o %



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Number of Years of Growth 0.00 Ie>
Data for Segment # 1 : terry fox dr (day/night) Anglel Angle2 Wood depth



Barrier anglel

Barrier height



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-90.00 deg o 0/0


33.00 / 36.00 m

1.50 / 4.50 m


-90.00 deg Angle2: 90.00 deg

1.50 m

12.00 / 15.00 m


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90.50 m 90.85 m 91. 20 m

0.00

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source height (m)

Road Leg (dBA)

Total Leg (dBA)

r

f

--------------------+----------+----------+----------

1.terry fox dr 1.19! 56.40! 56.40

--------------------+----------+----------+----------

Total 56.40 dBA

_ /0.00 -

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STAMSON 5.0

NORMAL REPORT

Date: 19-10-1999 10:25:09

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Road pavement

24822/2158 784/68 523/45 80 krn/h

o %



*

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*


Data for Segment # 1 : terry fox dr (day/night) (

Surface 1 (Absorptive
Topography 1 (Flat/gentle
Reference angle 0.00 ground surface)

slope; no barrier)

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1

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Results segment # 1: terry fox dr (day)

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Source height = 1.19 m

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ROAD (0.00 + 64.77 + 0.00) = 64.77 dBA

Angle1 Angle2 Alpha Ref Leg P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeg

-90

90

0.66 72.92

0.00 -6.70 -1.46

0.00

0.00

0.00 64.77

Segment Leg: 64.77 dBA

Total Leg All Segments: 64.77 dBA

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Results segment # 1: terry fox dr (night)


Barrier height for grazing incidence

Source Height

! Receiver ! Barrier ! Elevation of

(m) ! Height (m) ! Height (m) ! Barrier Top

------------+-------------+-------------+--------------

1.19 !

3.36

110.56

4.50 !

(m)

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ROAD (0.00 + 57.09 + 0.00) = 57.09 dBA

Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq

-90

-90

90 90

0.47 0.58

65.31 65.31

0.00 0.00

-6.43

-6.90

-1.12

-1. 32

0.00 0.00

0.00 0.00

-0.67 0.00

57.09* 57.09

[

--------------,-------------------------------------------------------------

* Bright Zone !

Segment Leq : 57.09 dBA

Total Leq All Segments: 57.09 dBA

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TOTAL Leq FROM ALL SOURCES (DAY): 59.95 (NIGHT): 57.09

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STAMSON 5.0

NORMAL REPORT

Date: 19-10-1999 10:27:34




[



Road pavement

7940/690 251/22 167/15 80 krn/h

o %


veh/TimePeriod

*

veh/TimePeriod veh/TimePeriod

*

[

*

u


Data for Segment # 1 : terry fox dr (day/night) Angle1 Angle2 -90.00 deg 90.00 deg
Receiver source distance 33.00 / 36.00 m
Receiver height 1. 50 / 4.50 rn
Topography 1 ( Flat/gentle
Reference angle 0.00 [

ground surface)

slope; no barrier)

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Results segment # 1: terry fox dr (day)


ROAD (0.00 + 60.83 + 0.00) = 60.83 dBA

Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq

-90

90

0.66 67.97

0.00 -5.68 -1.46

0.00

0.00

0.00 60.83



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L

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Results segment # 1: terry fox dr (night)


ROAD (0.00 + 53.11 + 0.00) Angle1 Angle2 Alpha RefLeq

-90

90

0.58 60.43


53.11 dBA P.Adj D.Adj

0.00 -6.00 -1.32

F.Adj


W.Adj

0.00

H.Adj

0.00

B.Adj SubLeq

0.00 53.11

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STAMSON 5.0

[

SUMMARY REPORT

Date: 19-10-1999 10:17:36

[


Filename: tfs5wbf3.te Description:


[



Road pavement


7940/690 251/22 167/15 80 km/h

o %


*

*

*

o


c

Data for Segment # 1 : terry fox dr (day/night) Anglel Angle2 Wood depth



Barrier anglel

Barrier height



c

-90.00 deg


[

o 0/0


33.00 / 36.00 m

1.50 / 4.50 m


-90.00 deg Angle2: 90.00 deg

1. 50 m

12.00 / 15.00 m 90.50 m

90.85 m

91. 20 m

0.00

[

[

L

[

l

r

[


[

source height (m)

Road Leg (dBA)

Total Leg (dBA)

c

--------------------+----------+----------+----------

1. terry fox dr 1.19! 55.54! 55.54

--------------------+----------+----------+----------

Total 55.54 dBA

[

c

L

[

[


source height (m)

Road Leq (dBA)

Total Leq (dBA)

[

--------------------+----------+----------+----------

1. terry fox dr 1. 20! 53.11! 53.11 *

--------------------+----------+----------+----------

Total 53.11 dBA

[

* Bright Zone

o

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[

[

c

c

[

L

l

r [

[ [

c


~ L L U

r

r


source height (m)

Road Leq (dBA)

Total Leq (dBA)

[

--------------------+----------+------~---+----------

1.terry fox dr 1.19! 54.40! 54.40

--------------------+----------+----------+----------

Total 54.40 dBA

[

c

c

[

(

[

[

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l

[

L

L.

o

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[

source height (m)

Road Leg (dBA)

Total Leg (dBA)

c

--------------------+----------+----------+----------

1. terry fox dr 1.19! 51. 56! 51. 56 *

--------------------+----------+----------+----------

Total 51.56 dBA

* Bright Zone

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c

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L


r L [

r c o c c [

[

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L L

r

[

STAMSON 5.0

SUMMARY REPORT

Date: 11-05-1999 13:21:20


c

Filename: tfs3wbf2.te Description:

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*

c



Road pavement

24822/2158 784/68 523/45 60 km/h

o %


*

*


Data for Segment # 1: terry fox dr (day/night) Angle1 Angle2 Wood depth



Barrier ang1e1

Barrier height



L

L

-90.00 deg o 0/0


38.00 / 41.00 m

1.50 / 4.50 m


-90.00 deg Angle2: 90.00 deg

1. 80 m


10.00 / 13.00 m 106.50 m

107.40 m

107.20 m

0.00

[


source height (m)

Road Leg (dBA)

Total Leg (dBA)

[

--------------------+----------+----------+----------

1.terry fox dr 1.19! 57.17! 57.17

--------------------+----------+----------+----------

Total 57.17 dBA

[

[

[

c

c

L

L

l

r

o


[

source height (rn)

Road Leq (dBA)

Total Leq (dBA)

c

--------------------+----------+----------+----------

1.terry fox dr 1.19! 54.31! 54.31 *

--------------------+----------+----------+----------

Total 54.31 dBA

* Bright Zone

c

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c

c

[

[


[ r [

[

~

[

L l [

L L

[

[

STAMSON 5.0

SUMMARY REPORT

Date: 11-05-1999 13:26:54

[


Filename: tfs5ffe2.te Description:


[


c


Road pavement

18354/1596 580/50 386/34 60 km/h o %



*

*

*

o


[

24 hr Traffic Volume (AADT or SADT) : 21000 )
Number of Years of Growth 0.00 I 10
Medium Truck % of Total Volume 3.00 )

Surface 1 (Abs orpt i ve

slope; no barrier)

c

L

L

r

r


source height (m)

Road Leq (dBA)

Total Leq (dBA)

[

--------------------+----------+----------+----------

1. terry fox dr 1.19! 61. 69! 61. 69

--------------------+----------+----------+----------

Total 61.69 dBA

[

L

[

L

o


[

source height (m)

Road Leq (dBA)

Total Leq (dBA)

--------------------+----------+----------+----------

1. terry fox dr 1.19! 53.93! 53.93

--------------------+----------+----------+----------

Total 53.93 dBA

-10'00

----

4 "'.~:3 A~p..

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[


[ C

- /-:/ = .:; t, (/1 a!3,;-1

-(0 = '1,,>3 ADA

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r

c

STAMSON 5.0 SUMMARY REPORT Date: 11-05-1999 13:28:22


Filename: tfsSfff2.te Description:


[



Road pavement

7940/690 251/22 167/15 60 km/h o %



*

*

*


Data for Segment # 1 : terry fox dr (day/night) Angle1 Angle2 -90.00 deg 90.00 deg

slope; no barrier)

L

L

[


[

source height (m)

Road Leq (dBA)

Total Leq (dBA)

[

--------------------+----------+----------+----------

1.terry fox dr 1.19! 58.05! 58.05

--------------------+----------+----------+----------

Total 58.05 dBA

[

[

L

[

r


[

source height (rn)

Road Leq (dBA)

Total Leq (dBA)

--------------------+----------+----------+----------

1.terry fox dr 1.20! 50.34! 50.34

--------------------+----------+----------+----------

Total 50.34 dBA

o

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[


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[

[

'.


APPENDIXF Council and Committee Reports

DILLON

CONSULTI~C

[.1 ~ J.L.RlchardB & Associates Limited ~lJ ~ G"'''"''''",,''om.M'''"''''Pb"",m

y onawa-Carlelon

@f CITY OF KANATA

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TRANSPORTATION REpORT 61

TRANSPORTS - RAPPORT 61

THE REGIONAL MUNICIPALITY OF OTTAWA-CARLETON LA MUNICIPALITE REGIONALE D'OTTAWA-CARLETON

TRANSPORT A nON COMMITTEE COMITE DES TRANSPORTS

REpORT NUMBER 61 TO COUNCIL RApPORT NUMERO 61 PRESENTE AU CONSEIL

The TRANSPORTATION COMMITTEE met on 3 MAY 2000 and submits the item(s) contained in this Report for the information and/or approval of Council at its next regular meeting.

Le COMITE DES TRANSPORTS s'est reuni le 3 MAl 2000 et soumet l'article du present rapport au Conseil pour information etJou approbation lors de sa prochaine reunion ordinaire.

PRESENTIPRESENCES :

Chair/Presidente:

D. Holmes

Members/Membres :

M. Bellemare W.Byme

R. Cantin

L. Davis

C. Doucet

H. Kreling

1. Legendre

M. McGoldrick-Larsen


INDEX

TRANSPORTS - RAPPORT 61

ARTICLE

ITEM

PAGE

1.

2.

3.

4.

5.

Safety Audit - Cedarview Road

Kent Street Plan - Public Hearing

Modifications to Merivale Road from Fallowfield to Old Highway 16 to accommodate the growth within the South Merivale Business Park - Public Hearing

Terry Fox Drive Environmental Assessment Study - Planning and Development Implications

Terry Fox Drive Environmental Assessment (EA) Study

01

04

21

Verification de la securite - Chemin Cedarview

Plan de la rue Kent - Audience publique

Modifications au chemin Merivale du chemin Fallowfield a la route 16 afin de repondre aux besoins de la croissance du pare d'affaires Merivale Sud - Audience publique

35

Etude d' evaluation environnementale de la promenade Terry FoxImplications concernant la planification et le developpement

44

Etude d' eval uation environnementale de la promenade Terry Fox

.[

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35

4. TERRY Fox DRIVE ENVIRONMENTAL AsSESSMENT STUDY - PLANNING AND DEVELOPMENT IMPLICATIONS

COMMITTEE RECOMMENDATION As AMENDED

That Council receive this report for information.

··l.

DOCUMENTATION

1.

Planning and Development Approvals Commissioner report dated 17 April 2000 is immediately attached.

2. P. Broughton letter dated 3 May 2000 is held on file.

3. Extract of Draft Minute, Transportation Committee, 3 May 2000, will be distributed prior to Council and will include a record of the vote.

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NEXT ITEM: PAGE 44

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36

r
f
REPORT [
RAPPORT
..
I
[ REGION OF OTfAWA-CARLETON REGIOND'OTfAWA-CARLETON

Our FilelN!Ref. Your FileN !Ref.

48-95-0104

DATE

17 April 2000

TOIDEST.

Co-ordinator Transportation Committee

FROMlEXP.

Planning and Development Approvals Commissioner

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SUBJECT/OBJET

TERRY FOX DRIVE ENVIRONMENTAL ASSESSMENT STUDY - PLANNING AND DEVELOPMENT IMPLICATIONS

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{

REPORT RECOMMENDATION

That the Transportation Committee recommend to Council that:

Upon approval of the alignment of Terry Fox Drive as recommended in the Environmental Assessment Study, staff be directed to examine the lands between Alignment 4-1 and the existing urban area boundary to determine appropriate land use designations and policies for the Regional Official Plan amendment establishing the new alignment of Terry Fox Drive.

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INTRODUCTION

At the Transportation Committee meeting on March 1, 2000, the following resolution was passed:

RESOLVED THAT approval of this report be deferred until Council has had the opportunity to consider a report from the Planning Department on the planning and development implications of the various alignments."

[ U L L , \

"WHEREAS this report is focused primarily on the transportation aspects of the various Terry Fox drive alignments;

This report responds to the Motion by providing a general description of the areas impacted by the alignments from a planning perspective, and a discussion of the environmental and urban development issues raised by the various alignments, in particular the recommended alignment 4-1 which lies outside of the urban policy area.

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The choice of alignment 4-1 does raise development issues. It will likely lead to requests to add agricultural and environmental lands to the urban policy area. This in turn will lead to the need to ensure protection of the environmental areas between alignments 4-1 and 4-2, and address need, justification, and appropriate land use designations for any additional urban land.

Several approaches are discussed to address this concern with a recommended process involving:

• approving the proposed alignment 4-1 and completion of the ESR

• additional work to confirm and assess environmental areas and implications over the coming summer

• addressing the potential planning and development implications within the context of the amendment to reflect the proposed alignment in the Official Plan (anticipated in winter, 2001).

BACKGROUND

The Terry Fox Drive Environmental Assessment Study involved an extensive process which examined three basic alignment options, each of which raises different planning and development issues. These alignments are shown on Figure 1 which also indicates the current land use designations in the Regional Official Plan.

Alignment 4-3

This alignment offers the least impact on the natural environment in that it follows the existing Goulbourn Forced road. Although this option would have minimised additional intrusion of the road into relatively undisturbed environmental lands, alignment 4-3B would have still required significant expansion of the road corridor through the Trillium Wood" natural area.

These options would result in a major arterial road bisecting an existing and proposed urban community. This was a major concern during the environmental assessment study and was judged to be a significant enough community impact to outweigh other potential factors involved in the selection of a preferred alignment. It may still be possible to use alignment 4-3A as the future local road connection and close that portion of the road which bisects Trillium Woods, thereby creating some net environmental gain in that area.

Alignments 4-1 and 4-2

Regardless of whether alignment 4-1 or 4-2 is chosen, woodlands associated with the South March Highland will be lost and indirect disturbance will occur as a result of the road corridor bisecting woodland areas.

Alignment 4-2 follows the existing First Line Road allowance and therefore provides the benefit of following a route that has been disturbed in the past. However, this road allowance travels through the middle of woodland areas associated with the Hazeldean Escarpment and Cathedral


42

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implementing Official Plan amendments which require an approved Environmental Assessment.

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3. Approve alignment 4-1 and begin to examine the issues related to the potential urban boundary expansion and the possibility of some combination of urban and environmental designations on the land between alternatives 4-1 and 4-2. As can be seen from the description of the general nature of the land between alternatives 4-1 and 4-2, it is apparent that if Alignment 4-1 became the urban area boundary, the environmental features and values of the area being added varies. If this results in additional urban land, it would have to be justified in the context of the Regional Development Strategy. An Official Plan Amendment to establish new planning policies for the area as well as establishing the Terry Fox Drive alignment, would be required.

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In staff s judgement, option 3 is the best course of action in that it allows completion of what has been a lengthy and extensive environmental assessment process which established alignment 4-1 as the preferred alternative. It also deals up-front with the likely planning issues around the approval of alignment 4-1, and proactively addresses concerns around the protection of environmental features and functions in the area between alignment 4-1 and the existing urban area boundary. Alignment 4-1 is also approximately 3.8 million dollars less expensive than alignment 4-2 and these savings could help with mitigation measures and a comprehensive environmental protection plan.

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Upon approval of alignment 4-1 as recommended in the staff report on the Terry Fox Drive Environmental Assessment Study (dated Febl4, 2000), staff would initiate the following process:

• allow the environmental assessment process, including the required filing and bump-up periods, to proceed so that Alignment 4-1 can be confirmed (likely fall 2000).

• begin the required environment work for the environmental protection and management strategy immediately (this work is included as recommendation 3 in the Terry Fox Environmental Study report). This work will involve updating of past environmental studies, and a more detailed examination of lands within the Natural Environment Area (B) area to define the areas of environmental significance which should be accorded the highest level of protection, and those areas where environmental values are not as prominent and some form of development (under some conditions) is likely to be acceptable.

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• upon confirmation of alignment 4-1, proceed with an amendment to the Regional Official Plan to recognise the new alignment and at the same time, address future land use designations and planning policy within the context of this amendment, expected in the first half of 200 1.

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In terms of timing for construction, the portion of Terry Fox Drive south of Richardson Sideroad is within the City of Kanata Development Charges bylaw indicating construction between 2003 and 2009. This would include the southern portion of alignment 4-1. North of Richardson Sideroad is noted as a being beyond 2009. The Regional Official Plan has not identified Terry

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Fox Drive as a Regional priority before 2006. These timelines, however, will be dictated primarily by actual development needs and activities.

CONSUL TA nON

There has been no specific consultation on this report. The Terry Fox Drive Environmental Assessment Study included a substantial consultation component and any subsequent Official Plan Amendment process to pursue any of the approaches discussed in this report will also involve extensive consultation.

FINANCIAL IMPLICA nONS

This report has no direct financial implications. Additional work related to environmental features and values in the area impacted by the Terry Fox extension will be addressed through the budget and recommendations related to the Terry Fox Drive Environmental Assessment Study. Any financial implications of a subsequent Official Plan Amendment will be addressed within the context of that amendment.

CONCLUSION

The selection of alignment 4-1 both provides some opportunities and raises some issues. While some environmental impacts on woodlands and wetlands associated with the South March Highlands are unavoidable regardless of the chosen alignment, alignment 4-1 does offer opportunities to reduce the impact and allow some significant woodland areas to remain intact. These benefits will, however, only be realised if strong protective measures are taken to ensure that development will not occur within these significant woodland areas. This becomes an issue in that alignment 4-1 also extends beyond the existing urban policy area, thereby increasing development pressure on the lands between alignment 4-1 and 4-2.

To address these issues, staff are proposing to proceed immediately with additional study to provide a more precise definition for the significant areas found between the two alignments. The land use questions related to any lands not contained within these significant areas will be addressed within the context of the Regional Official Plan amendment required to establish the alignment for the extension, once the environmental assessment process is complete.

Approved by

Nick Tunnacliffe, MelP, RPP

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5. TERRY Fox DRIVE ENVIRONMENTAL AsSESSMENT STUDY

COMMITTEE RECOMMENDATIONS As AMENDED

That Council approve:

1. The alignment of Terry Fox Drive as recommended in the EA Study, and illustrated on Figure 3 (alternative 1-2) and Figure 4 (alternative 4-1);

2. The preparation of an Environmental Study Report (ESR) for Terry Fox Drive;

3.

The development of an environmental protection and management strategy to address mitigation measures and long term protection of the areas of the South March Highlands which are potentially impacted by the alignment;

4. That the approval of Alignment 4-1 for Terry Fox Drive, be conditional on the following;

a. That environmentally-sensitive lands between the current limit of the Kanata urban community and the new Terry Fox Drive alignment be protected from development, should further examination confirm the findings of the staff report dated 17 April 2000 (Terry Fox Drive Environmental Assessment Study - Planning and Development Implications) and the earlier Brunton analy~is, namely that the lands in question are "a unique landscape for Kanata with abundant rock barrens intermixed upland hardwood forest", and;

b. That the Regional Official Plan Amendment mOPA) that will be required to realign the road be conducted concurrently with the ROPA to protect the natural environment areas as one package put before Council.

DOCUMENTATION

1. Planning and Development Approvals Commissioner report dated 14 February 2000 is immediately attached.

2. City of Kanata letter dated 29 February 2000 follows the report.

3.

Extract of Draft Minute, Transportation Committee, 3 May 2000, will be distributed prior to Council and will include a record of the vote.


45

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Our FilelN!Ref. Your FileN !Ref.

48-95-0104

DATE

14 February 2000

TOIDEST.

Co-Ordinator Transportation Committee

FROMlEXP.

Planning and Development Approvals Commissioner

SUBJECT/OBJET

TERRY FOX DRIVE ENVIRONMENTAL ASSESSMENT (EA) STUDY

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DEP ARTMENT AL RECOMMENDATIONS

That the Transportation Committee recommend Council approve:

1.

The alignment of Terry Fox Drive as recommended in the EA Study, and illustrated on Figure 3 (alternative 1-2) and Figure 4 (alternative 4-1);

2.

The preparation of an Environmental Study Report (ESR) for Terry Fox Drive;

3.

The development of an environmental protection and management strategy to address mitigation measures and long term protection of the areas of the South March Highlands which are potentially impacted by the alignment.

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BACKGROUND

In October 1997, Regional Council approved the undertaking of an Environmental Assessment (EA) for Terry Fox Drive between March Road in North Kanata and Eagleson Road in South Kanata, as illustrated on Figure 1.

Such a study was necessary to determine the alignment and cross-section for the extension of Terry Fox Drive north of Campeau Drive and south of Fembank Road and to identify the widening requirements for existing Terry Fox Drive between Hazeldean Road and Campeau Drive. The EA for the section between Hazeldean Road and Fembank Road had been undertaken previously by the City of Kanata, and the results were incorporated into this study.

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EA requirements for modifying the existing Terry Fox DriveIHighway 417 interchange, which is under the jurisdiction of the Ministry of Transportation, Ontario, were not specifically addressed in this EA Study although the implications of widening the existing overpass were considered in the widening options for the existing section of Terry Fox Drive between Campeau Drive and Hazeldean Road.

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The successful completion of the EA Study at this time will enable the property for the right-ofway to be acquired at minimum cost to the Region and will also enable the ROPA pertaining to the Kanata North Expansion Area approved by Regional Council on 9 February 1994 and by the OMB in January 1996, to be processed.

The cost of the E A Study has been shared between the Region and the City ofKanata.

DISCUSSION

Study Area

The study area for the project is illustrated on Figure 1. The study area boundaries were:

• Terry Fox Drive/March Road to the north;

• Eagleson RoadIHope Side Road to the south;

• Carp River to the west; and

• Eagleson RoadlMarch 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 followed the general principles of the Class EA process.

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Th'~ widening/extension of Terry Fox Drive qualifies as a Schedule C project according to the

cliss EA for Municipal Road Projects. Schedule C projects require the evaluation of planning alt~rnatives and design alternatives (i.e. alignment/cross-section) and the preparation of an Environmental Study Report (ESR). Planning alternatives were evaluated through the preparation of the Transportation Master Plan (fulfilling Class EA Phase 1 and 2 requirements), and re-confirmed in this study.

Phase 3 of the Class EA process involved the assessment of design alternatives and incorporated the following 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.

The fourth Phase of the EA process will involve the completion of an Environmental Study Report (ESR) which will be placed on the public record along with notices to the public and review agencies.

Transportation Issues

According to the Regional Official Plan, Kanata is anticipated to grow from a 1995 development level of 14,500 dwelling units, 58,000 population and 14,500 jobs to 32,000 dwelling units, 115,000 population and 44,000 jobs by 2021.


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Recommended Alignment

Section 1

Eagleson Road! Hope Side Road to Fernbank Road

The alignment alternatives for Section 1, including the preferred alignment alternative 1-2, are illustrated in Figure 3. This Section 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 will 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 will have a divided urban cross-section and a design speed of 90 km/h (posted 80 km/h). This section will be constructed initially as a two lane road and later widened to four lanes. Alternative 1-2 is recommended for the following reasons:

• it provides the required level of arterial service;

• the area of agricultural land severed is minimized;

• length and construction costs are minimized;

• it is more consistent with development concepts already developed east of Eagleson Road.

The estimated cost for Section 1 is $3.3 million (1999$) .

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) prepared by the City of Kanata. No alignment alternatives were considered for this section of Terry Fox Drive and the existing ROW can accommodate the required widening to four lanes. Minor changes are recommended to the previously approved cross-section to accommodate bicycle lanes and sidewalks. The estimated cost for Section 2 is $8.5 million (1999$).

Section 3

Hazeldean Road to Campeau Drive

This is an existing section of Terry Fox Drive and widening will be required in some locations. A four lane arterial road with a divided urban cross-section is required for Terry Fox Drive through Section 3. North of Palladium Drive, through the Highway 417 interchange and the Kanata Centrum lands, additional auxiliary lanes will be required to accommodate turning movements.


53

AL TERNA TIVE 1-1

AL TERNATIVE 1-3

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The following describes the needed improvements within this section:

• Hazeldean Road to Palladium Drivel Katimavik Road

One additional lane northbound and one additional lane southbound are required to meet the 2021 needs. 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 already acquired 40m ROW.

• Palladium Drivel Katimavik Road to Earl Grey Drive

A review of the bridge structure indicated that the existing bridge cannot be widened. Future capacity will be provided by twinning the existing structure or building a new multilane structure. Modifications to the structure and the interchange will be the responsibility ofMTO.

• 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.

The cost ofthe modifications to Section 3 will be $3.3 million (1999$). This cost does not include the required modifications to the Highway 417 interchange and its ramps, which are considered to be the responsibility ofMTO.

Section 4

Campeau Drive to Goulbourn Forced Road

This section 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. All the alternatives considered have an impact on woodlands associated with the South March Highlands. Therefore, mitigation and protection of the remaining woodlands and wetlands must be a priority during the detailed design and construction of the recommended alternative. The alignment alternatives for Section 4, including the recommended alignment, are illustrated in Figure 4. Alternative 4-1 parallels the Carp River Flood Plain, Alternative 4-2 for the most part traces the First Line Road alignment, and Alternative 4-3 (with its minor variations 4-3A and 4-3B) lies closest to the existing Goulbourn Forced Road alignment.


55

The alternatives were evaluated using the "pair-wise" comparison method, which enabled the transparent comparison of Alternative 4-1 and Alternative 4-2, first, and Alternative 4-1 and Alternatives 4-3 AlB later. Alternative 4-1 was identified as the preferred alternative, and is recommended for the following reasons:

• minimizing community impacts by avoiding an arterial barrier through the future Marchwoodl Lakeside community (as would be the case with Alternatives 4-3 AlB);

• minimizing the impact of the roadway on the Natural Environment Area (NEA) 'A' at the Shirley'S

Brook crossing;

• minimizing the impact of the significant slope on Richardson Side Road;

• avoiding, where possible, the NEA areas, significant vegetation and uneven terrain;

• minimizing costs ($13.5M for Alternative 4-I,compared to $17.3M for Alternative 4-2 and $16.2M$17.IM for Alternative 4-3 AlB) and

• maximizing transportation service, including potential for future capacity expansion beyond the horizon of the current ROP.

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TRANSPORTATION RE

PORT 61

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TERRY FOX

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FINANCIAL COMMITMENT

The RDC Bylaw has reflected the Regional cost of constructing Terry Fox Drive by 2021.

Construction of Terry Fox Drive will proceed in pace with development demands. To date the initial two lanes of Terry Fox Drive has been the responsibility of the City of Kanata. There are no current Regional plans to extend Terry Fox Drive north of Campeau Drive or south of Michael Cowpland Drive within the next 10 years and consequently there is no immediate financial commitment requested at this time.

Approved by

N Tunnacliffe, ucir. RPP.

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FAX: 560-1380

February 29, 2000

Ms. Mary Jo Woollam, Regional Clerk Regional Municipality of Ottawa-Carleton 111 Lisgar Street

Ottawa, Ontario

K2P 2L7

Dear Ms. Woollam:

Re: Acceptance of Terry Fox Drive Environmental Assessment (E. A.) Study and Proposed Road Alignments

Pursuant to Kanata City Council's decision at its meeting held on February 22, 2000, enclosed is a certified true copy of Council resolution accepting the Terry Fox Drive Environmental Assessment (E.A.) Study end Proposed Road Alignments.

Would you please forward this resolution to Members of the Transportation Committee for its March 1st meeting.

Sincerely,

Diana Dean, AMCT Administrative Officer Legislative Services

cc: Stuart Moxley, Engineering Technician

61

I. Diana Dean. Administrative Officer. City of Kanata, do hereby certify that the following is a true copy of a resolution adopted by Kanata City Council at its meeting held on February 22,2000.

MOVED by P. Cripps

A. That the Functional Design for Teny Fox Drive shown as Alternative 1- 2 on Figure 3 and Altemative 4-1 on Figure 4. which forms part of Report # 017-02-00. be approved.

B. That Council endorse the finalization of an Environmental Study Report (ESR) for Terry Fox Drive as per the functional design.

CARRIED

Given under my Hand and Seal of the said Corporation. at the City of Kanata, this 23rd day of February, 2000.

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Diana Dean, A.M.e.I.: : ~

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The Corporation of the City of Kanata

City Manager Report

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# 017-02-00

Council Date: February 22, 2000

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Subject: Acceptance of Terry Fox Drive Environmental Assessment (E.A.) Study and Proposed Road Alignments

Author: Stuart Moxley

Signature:

Ext. fI; 280

SCI'Vice Group:

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Position: Engineering Technician

Service Group Report No. 10·00

Corporate File No. 1522-1

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Recommendetionts):

A. That the Functional Design for Terry Fox Drive shown as Alternative 1·2 on Figure 3 and Alternative ~ on Figure 4, which forms part of Report # 017-02-00, be

approved. 4-1

B. That Council endorse the finalization of an Environmental Study Report (ESR) for Terry Fox Drive as per the functional design.

C. That the City Clerk be authorized to forward a copy of the resolution confirming recommendations A and B to the Regional Transportation Committee.

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D. That Council direct staff to request that:

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1. The Region immediately proceed to complete the required ESR and Public Notification process for the Terry Fox Drive Environmental Assessment Study.

2. The Region proceed to draft a Regional Official Plan Amendment (ROPA) for the alignment of Terry Fox Road, and that this ROPA be circulated immediately upon the completion of the ESR Public Notification Process.

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3. Regional Planning staff, upon issue of the Draft ROPA for the alignment of Terry Fox Drive, initiate discussions with City staff to refine the land use issues associated with the alignment to ensure that these matters can be addressee within the current Official Plan Review being conducted by the City,,,?

DIRECTOR, ~ Treasurer's Approval: ~ (if applicable)

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CITY MANAGER'S COMMENTS: (if appllcable)

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