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Terry Fox Drive Environmental Study Report Eagleson Road to March Road

SECTION 5 IDENTIFICATION OF ALTERNATIVE DESIGN CONCEPTS

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Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report

5.0 IDENTIFICATION OF ALTERNATIVE DESIGN CONCEPTS

As supported in the evaluation of alternative solutions (Phase 2 of the Class EA process), the anticipated transportation capacity deficiencies can only be accommodated through the extension of Terry Fox Drive north of Campeau Drive and south of Fernbank Roads and through the widening of existing roadway sections. This section of the ESR documents the identification of alternative design concepts for each of the roadway sections. The Terry Fox Drive corridor was divided into five sections recognizing the differing needs for extension/widening. Alternatives were only available in some sections.

5.1 DESIGN CRITERIA

There were a number of considerations that assisted in the identification of alternative design concepts. The following guiding principles were applied, to determine the reasonable design alternatives or options for Terry Fox Drive,:



an ultimate roadway right-of-way (ROW) that protects for future needs in the Terry Fox Drive corridor. The previously established 40 m ROW for the existing sections of Terry Fox Drive is sufficient to accommodate future needs. The Region has recently increased its standard arterial road ROW to 45 m to provide improved sidewalks and cycling facilities, in keeping with the TMP's emphasis on these modes. Where it can be achieved without significant impacts, 45 m should be protected (e.g. new sections of Terry Fox Drive). All sidewalk and cycling facilities can be accommodated within a 40 m ROW, albeit with less than preferred widths;

the pavement width will vary by alternative, but will accommodate, in all cases, on-street cycling facilities. Where the roadway cross-section is wider than 1 lane in each direction, a median has also been included. Given the design speed, a median was considered to be appropriate;

design roadway for a speed of 90 km/h (posted speed 80 km/h) for perimeter road alternatives and 70 km/h (posted speed 60 km/h) for internal arterial alternatives;

design roadway with a maximum grade of 5%; and

limited direct driveway access was assumed for all alternatives, with intersections occurring at a limited number of side streets.









5.2

ROADWAY SECTIONS AND ALTERNATIVES

As the need for improvements/modification along the length of the Terry Fox Drive corridor differ, the corridor was divided into five sections for the purpose of the evaluation and impact analysis. Figure 1.2 illustrates the 5 sections of Terry Fox Drive. The following describes each of these sections and the identification of alternative alignments, where available.

5.2.1 Section 1: Eagleson Road to Fernbank Road

A connection is required between the future intersection of Hope Side Road at Eagleson Road and Terry Fox DrivelFernbank Road. Four alternative alignments were identified for this section of the roadway. Figure 5.1 illustrates these alternative alignments.

5 The need for the extension of Terry Fox Drive from Winchester Road to Fernbank Road has previously been established through the Class EA process.

Dillon Consulting Limited

J.L. Richards & Associates Limited

October, 2000 Page 5-1

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Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report

Alternative 1-1

This is the "Do-Minimal" alternative. The connection between Hope Side Road at Eagleson Road and Terry Fox Drive at Fernbank Road would be made using the existing roadways, with widening from two to four lanes on all segments (Fernbank Road from Terry Fox Drive to Eagleson Road, and Eagleson Road from Fernbank Road to Hope Side Road). Some of the considerations in establishing this alignment were:

• it minimizes the amount of new roadway infrastructure required;

• it consumes less agricultural land on the southwest comer of Fernbank Road/Eagleson Road;

• it requires one right tum and one left tum to travel between Hope Side Road east of Eagleson Road and Terry Fox Drive north of Fernbank Road; and

• it is independent of the future alignment of Hope Side Road east of Eagleson Road (concepts have been discussed that would result in the realignment of Hope Side Road to the north of its current position, primarily to improve the angle of intersection of the future Eagleson Road/ Hope Side Road/Terry Fox Drive intersection).

A four lane rural divided cross-section was assumed for this section of Terry Fox Drive, as the lands adjacent to much of it would be undeveloped. It would require 19 m of pavement, including bicycle lanes, 5 m of median, and a sidewalk on the east/north side. This Alternative would have a 40 m ROW, as it is a widening of existing roadways

Alternative 1-2

This would be a new section of roadway connecting Hope Side Road at Eagleson Road to Terry Fox Drive at Fernbank Road. Terry Fox Drive would be extended straight south of Fernbank Road, continuing the centreline alignment of Terry Fox Drive north of Fernbank Road. The roadway would be connected to Eagleson Road using a slightly larger than minimum radius to maintain the design speed of 90 kmIh. Hope Side Road would be realigned north to meet Terry Fox Drive at Eagleson Road at approximately an 81 degree angle. Some of the considerations in establishing this alignment were:

• it provides a continuous alignment for Terry Fox Drive between the Terry Fox DrivelFernbank Road intersection and the Hope Side Road/Eagleson Road intersection;

• it maintains the desired design speed of 90 kmIh;

• it isolates a pocket of land between Terry Fox Drive, Fernbank Road and Eagleson Road in Goulbourn Township. This land is currently designated as agricultural land, but the Regional Official Plan stipulates that the designation would automatically change to CommerciallBusiness Park with the adoption ofthe Terry Fox Drive alignment; and

• it assumes a future alignment for Hope Side Road east of Eagleson Road that is consistent with the realignment of Hope Side Road previously considered in planning exercises.

A four lane rural divided cross-section was assumed for this Alternative with 19 m of pavement, including bicycle lanes, 5 m of median, and a sidewalk on the east/north side. This Alternative would have a 45 m ROW, as it is a new alignment.

Alternative 1-3

This would be a new section of roadway connecting Hope Side Road at Eagleson Road to Terry Fox Drive at Fembank Road. Terry Fox Drive would be extended straight south of Fernbank Road, continuing the centreline alignment of Terry Fox Drive north of Fernbank Road. The roadway would be connected to Eagleson Road using the minimum possible radius to maintain the design speed of 90 kmIh.

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October, 2000 Page 5-3

Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report

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Hope Side Road would be realigned north to meet Terry Fox Drive at Eagleson Road at a 90 degree angle. Some of the considerations in establishing this alignment were:

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• it provides a continuous alignment for Terry Fox Drive between the Terry Fox DrivelFernbank Road intersection and the Hope Side Road/Eagleson Road intersection; and results in the optimum angle of intersection for Terry Fox DrivelEagleson RoadIHope Side Road;

• it maintains the desired design speed of 90 km/h;

• it isolates a pocket of land between Terry Fox Drive, Fernbank Road and Eagleson Road. This land is currently designated as agricultural land, but the Regional Official Plan stipulates that the designation will automatically change to Commercial/Business Park with the adoption of the Terry Fox Drive alignment; and

• it assumes a future alignment for Hope Side Road east of Eagleson Road. Concepts have been discussed that would result in the realignment of Hope Side Road to the north of its current position, but this concept does not agree with the alignment that is being considered.

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A four lane rural divided cross-section was assumed for this Alternative with 19 m of pavement, including bicycle lanes, 5 m of median, and a sidewalk on the east/north side. This Alternative would have a 45 m ROW, as it is a new alignment.

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Alternative 1-4

This would be a new section of roadway connecting Hope Side Road at Eagleson Road to Terry Fox Drive at Fernbank Road. Terry Fox Drive would be extended south of Fernbank Road for a short distance, continuing the centreline alignment of Terry Fox Drive north of Fernbank Road. Back-to-back curves would be introduced into the alignment, mirroring the curvature in Terry Fox Drive north of Fernbank Road, using radii that would maintain the design speed of 90 km/h. Hope Side Road would be realigned north to meet Terry Fox Drive at Eagleson Road at a 90 degree angle. Some of the considerations in establishing this alignment were:

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• it provides a continuous alignment for Terry Fox Drive between the Terry Fox DrivelFernbank Road intersection and the Hope Side Road/Eagleson Road intersection;

• it maintains the desired design speed of 90 km/h;

• it isolates a pocket of land between Terry Fox Drive, Fernbank Road and Eagleson Road. This land is currently designated as agricultural land, but the Regional Official Plan stipulates that the designation will automatically change to Commercial/Business Park with the adoption of the Terry Fox Drive alignment. The pocket ofland isolated by this Alternative is the largest in area; and

• it assumes a future alignment for Hope Side Road east of Eagleson Road. Concepts have been discussed that would result in the realignment of Hope Side Road to the north of its current position, but this concept does not agree with the alignment that is being considered.

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A four lane rural divided cross-section was assumed for this Alternative with 19 m of pavement, including bicycle lanes, 5 m of median, and a sidewalk on the east/north side. This Alternative would have a 45 m ROW, as it is a new alignment.

5.2.2 Section 2: Fernbank Road to Hazeldean Road

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This section of Terry Fox Drive was the subject of a separate environmental assessment documented in the Terry Fox Drive (Fernbank Road to Hazeldean Road) Environmental Study Report (January 1991). Alignment alternatives were not examined as part of this project. However, to reflect the full extent of

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October, 2000 Page 5-4

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Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report

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the environmental impacts along the Terry Fox Drive corridor, the environmental effects and mitigation associated with this section of the corridor are summarized in Section 7 of this ESR.

A review of the cross-section assumed in the previous ESR for this section of Terry Fox Drive showed that it was not consistent with the cross-section being planned for the rest of Terry Fox Drive. The previous cross-section did not include on-road bicycle lanes or sidewalks, as it was developed in a time when the Region did not promote cycling and walking as vigorously as they do currently. The crosssection for Section 2 was revised to be a four lane urban road with on-road bicycle lanes in both directions and a sidewalk on both sides.

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5.2.3 Section 3: Hazeldean Road to Campeau Drive

This is an existing section of Terry Fox Drive where widening will be required in some locations. The following describes the need for improvements within this section.

Road Section Available Alternative Alignments

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Hazeldean Road to Walter Baker Place access road/ Edgewater Street

Walter Baker Place access road/Edgewater Street to Palladium DrivelKatimavik Road

Palladium DrivelKatimavik Road to future intersection with Earl Grey Drive

One additional lane northbound and one additional lane southbound are required to meet the 2021 demands. There are existing commercial uses on the east side of Terry Fox Drive and vacant land on the west side of Terry Fox Drive reserved for future widenings. Thus, widening to the west of the existing roadway is the preferred location.

One additional lane northbound and one additional lane southbound are required to meet the 2021 demands. There are residences on the east side of Terry Fox Drive and vacant land on the west side of Terry Fox Drive that is identified for future widenings. To avoid impact to the residences on the east side, it is proposed that the widening occur to the west of the existing roadway on the existing vacant land.

The Terry Fox Drive Class EA Study did not undertake a complete examination of planning/design altematives for the Highway 417 interchange, as these are matters that can only be addressed by the Ministry of Transportation, Ontario (MTO), in accordance with the MTO EA requirements. In considering widening options for this section of Terry Fox Drive, which includes the interchange at Highway 417, the EA Study examined the implications of the altemative strategies to increase the capacity across the bridge structure on the centreline alignment.

One additional lane northbound and one additional lane southbound are required to meet the 2021 demands. A review of the bridge structure indicated that any of the alternative strategies (e.g. twinning, replacement) could be undertaken without affecting the alignment of the Terry Fox Drive centreline south of Palladium DrivelKatirnavik Road or north of Earl Grey Drive.

Dillon Consulting Limited

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Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report

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Road Section Available Alternative Alignments

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Future intersection with 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. 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.

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Based on the information presented in the table above, there are no reasonable alternatives alignments for this section of Terry Fox Drive. Widening will take place on the west side of the existing roadway from Hazeldean Road to Palladium DrivelKatimavik Road and a 40 m ROW will be protected for future transportation facilities. The centreline alignment of Terry Fox Drive will be maintained across the Highway 417 overpass, and the exact ramps/auxiliary lane requirements and ROW for the interchange will be determined through a Provincial EA undertaken by MTO at a later date. The exact auxiliary lane requirements and ROW for Terry Fox Drive through the Kanata Centrum lands (between the Highway 417 interchange and Campeau Drive) will be determined through the Planning Act and the transportation planning for the site.

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

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A new roadway is required between Goulbourn Forced Road/Terry Fox Drive and Campeau Drive. Four alternatives alignments were identified for this section of the roadway and are discussed individually below.

Alternative Alignment 4-1

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Starting at the Terry Fox Drive/Campeau Drive intersection, this alignment skirts the western edge of the Heritage Hills development. It runs parallel to the Carp River Flood Plain and then curves to the east and crosses the Amprior-Nepean Railroad tracks. It then continues in a straight line to connect with Goulbourn Forced RoadlTerry Fox Drive. Figure 5.2 illustrates this alignment. Some of the considerations in establishing this alignment were:



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

minimizing the impact of the roadway on the Natural Environment Area (NEA) 'A' at the Shirley's Brook crossing; and

avoiding where possible the NEA and uneven terrain to the east of the proposed alignment.

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The significant slope at the point where Alignment 4-1 crosses Richardson Side Road makes it very difficult to maintain a 4-way intersection. Thus, Alternative 4-1 includes the following modifications to this intersection:

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the eastbound approach of existing Richardson Side Road would end in aT-intersection with Alternative 4-1;

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Dillon Consulting Limited

J.L. Richards & Associates Limited

October, 2000 Page 5-6

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Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report



a second T -intersection would be created approximately 500 to 600 metres south of the northerly Terry Fox Drive/Richardson Side Road intersection. The westbound approach of Richardson Side Road would be re-aligned starting at approximately the intersection of the existing Richardson Side Road and the unopened First Line Road road allowance. The new segment of Richardson Side Road would skirt the western edge of the Heritage Hills community (using the road allowance that has previously been reserved for Terry Fox Drive, but that would not be used as a part of this alignment); and



east of Alternative 4-1, the existing Richardson Side Road between the Terry Fox Drive alignment and the road allowance for First Line Road would remain solely as an access road for the existing transmission tower. This access road would be brought into aT-intersection with the re-aligned Richardson Side Road.

Alternative 4-1 is relatively flat throughout its entire length, reaching a maximum grade of 3 to 312%. The profile of Alignment Alternative 4-1 has been established so that it meets the Amprior-Nepean Railroad line at the existing grade.

The 2021 cross-section proposed for Alternative 4-1 is as follows:

Segment of Alignment Description of Roadway Width of Roadway Width of
Facilities Impact Area
Campeau Drive to southerly 4 lane road with an urban cross- 18.5 m of roadway + 45 m'
intersection of Terry Fox section, bicycle lanes and a 5.0 m of median
Drive and Richardson Side sidewalk on the east side of the
Road road
Southerly intersection of Terry 2 lane road with a rural cross 12.0m 30m
Fox Drive and Richardson Side section, 2 bicycle lanes and a
Road to existing Goulboum sidewalk on the east/south side
Forced Road/Terry Fox Drive of the road
intersection Alternative Alignment 4-2

Starting at Terry Fox Drive/Campeau Drive intersection, the alignment continues north skirting the western edge of the approved Heritage Hills community. It then crosses Richardson Side Road and follows the road allowance for First Line Road up to a point where it curves to the east with a 500 m radius. After crossing the Amprior-Nepean Railroad tracks, it follows the same alignment as Alignment 4-1. Figure 5.3 illustrates the alignment.

Some considerations in establishing this alignment were:

• it follows the conceptual alignment for Terry Fox Drive in the City of Kanata Official Plan and in previous development plans for the area;

• it follows the current Regional Urban Boundary; and

• The "Width of Impact Area" corresponds to the required ROW for the proposed roadway by 2021.

Dillon Consulting Limited

J.L. Richards & Associates Limited

October, 2000 Page 5-8

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Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report



there is a 20 m wide road allowance that is owned by the City of Kanata (the First Line Road road allowance).

The profile for Alignment Alternative 4-2 varies throughout its length as a result of the variable or rolling terrain, but never exceeds 5%. Significant modifications to the profile of the existing terrain (i.e., "cut and fill") on the roadway alignment would be required to maintain the maximum grade. The profile has been established so that it meets the Amprior-Nepean Railroad line at the existing grade.

The 2021 cross-section proposed for Alignment Alternative 4-2 is as follows:

Segment of Alignment Description of Roadway Width of Roadway Width of
Facilities Impact Area
Campeau Drive to Richardson 4 lane road with an urban cross- 18.5 m of roadway + 45 m*
Side Road section, bicycle lanes and a 5.0 m of median
sidewalk on the east side of the
road
Richardson Side Road to existing 2 lane road with an urban cross- 12.0m 30 mand 36 m,
Goulboum Forced Road! Terry section, bicycle lanes and a depending on
Fox Drive intersection sidewalk on the east/south side section
of the road Alternative Alignment 4-3A

For Alignment 4-3A, Terry Fox Drive east of the existing Terry Fox Drive/Goulbourn Forced Road intersection is extended in a straight line westward, turning south to follow the road allowance for Second Line Road (through a curve with a 300 m radius) and meeting with the existing Goulbourn Forced Road alignment just north of the Amprior-Nepean Railroad tracks. From a point just north of the Amprior-Nepean Railroad tracks, where Alignment 4-3A intersects the existing Goulbourn Forced Road alignment, both alternative alignments follow, as much as possible, the existing Goulbourn Forced Road to its intersection with Richardson Side Road. The alignment then turns west (through a curve with a 200 m radius) following Richardson Side Road to the road allowance for First Line Road. Alignments 4-3 then turns south (through a curve with a 200 m radius) to skirt the western edge of the future Heritage Hills community, until it intersect with Campeau Drive at the existing Terry Fox Drive/Campeau Drive intersection. Alignments 4-3A and 4-3B are similar except for the portion north of the Amprior-Nepean Railroad tracks. The main consideration in establishing Alignment Alternative 4-3A was to minimize impacts on Trillium Woods. Figure 5.4 illustrates this alignment.

Some considerations in establishing this alignment were:

• it makes use of the existing Goulbourn Forced Road alignment and road allowance;



it makes use of the existing crossing of the Kizell DrainlBeaver Pond; and



it includes a realignment of the northern section of Goulbourn Forced Road to skirt Trillium Woods to the west.

* The "Width of Impact Area" corresponds to the required ROW for the proposed roadway by 2021.

Dillon Consulting Limited

J.L. Richards & Associates Limited

October, 2000 Page 5-10

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Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report

Alignment 4-3A requires the following intersection modifications:



Richardson Side Road to the west would end in a T-intersection with Terry Fox Drive; and Castlefrank Road to the east would end in a T-intersection with Terry Fox Drive.



Alignment 4-3A has significant variations in profile throughout its lengths due to the underlying variable or rolling terrain, but never exceeds 5%. Significant modifications to the profile of the existing terrain (i.e., "cut and fill") on the roadway alignment would be required to maintain the maximum grade. The profile established would meet the Arnprior-Nepean Railroad tracks at the existing grade.

The 2021 cross-sections proposed for Alignment Alternative 4-3A is as follows:

Segment of Alignment Description of Roadway Width of Roadway Width of
Facilities Impact Area
Campeau Drive to Richardson 4 lane road with an urban cross- 18.5 m of roadway + 45 m'
Side Road section, bicycle lanes and a 5.0 m of median
sidewalk on the east side of the
road
Richardson Side Road to existing 4 lane urban cross section with 18.5 m of roadway 12m6
Goulboum Forced Road! Terry bicycle lanes and sidewalks on 5 mofmedian
Fox Drive intersection both sides Alternative Alignment 4-3B

Alignments 4-3A and 4-3B are similar except for the portion north of the Arnprior-Nepean Railroad tracks. For Alignment Alternative 4-3B, Terry Fox Drive turns southwest at the existing Terry Fox Drive/Goulbourn Forced Road intersection to approximately follow the existing Goulbourn Forced Road alignment (through a curve with a 200 m radius). From a point just north of the Arnprior-Nepean Railroad tracks, where Alignment 4-3A intersects the existing Goulbourn Forced Road alignment, both alternative alignments follow the existing Goulbourn Forced Road to its intersection with Richardson Side Road. The alignment then turns west (through a curve with a 200 m radius) following Richardson Side Road to the road allowance for First Line Road. Alignment 4-3B then turns south (through a curve with a 200 m radius) to skirt the western edge of the future Heritage Hills community, until it intersect with Campeau Drive at the existing Terry Fox Drive/Campeau Drive intersection.

Some considerations in establishing this alignment were:



It makes use of the existing Goulbourn Forced Road alignment and road allowance; and It makes use of the existing crossing of the Kizell Drain/Beaver Pond.



Alignment 4-3B requires the following intersection modifications:



Richardson Side Road to the west would end in aT-intersection with Terry Fox Drive; and Castlefrank Road to the east would end in a T-intersection with Terry Fox Drive.



• The "Width of Impact Area" corresponds to the required ROWfor the proposed roadway by 2021.

6 As an existing 33 m col/ector road is assumed to be in place, only 12 additional metres of impacted ROW is required for Alternative 4-3A and 4-3B.

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J.L. Richards & Associates Limited

October, 2000 Page 5-12

Terry Fox Drive Environmental Assessment Study March Road to Eagleson Road

Environmental Study Report

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Alignment 4-3B has significant variations in profile throughout its lengths due to the underlying variable or rolling terrain, but never exceeds 5%. Significant modifications to the profile of the existing terrain (i.e., "cut and fill") on the roadway alignment would be required to maintain the maximum grade. The profile have been established would meet the Amprior-Nepean Railroad tracks at the existing grade.

The 2021 cross-sections proposed for Alignment Alternative 4-3B is as follows:

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Segment of Alignment Description of Roadway Width of Width of
Facilities Roadway Impact Area
Campeau Drive to Richardson 4 lane road with an urban cross- 18.5 m of roadway + 45m'
Side Road section, bicycle lanes and a 5.0 m of median
sidewalk on the east side of the
road
Richardson Side Road to existing 4 lane urban cross section with 18.5 m of roadway 12 m?
Goulboum Forced Road! Terry bicycle lanes and sidewalks on 5 mofmedian
Fox Drive intersection both sides 5.2.5 Section 5: Goulbourn Forced Road/Terry Fox Drive to March Road

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This is an existing section of Terry Fox Drive where a widening will be required. Construction on March Road through the Terry Fox Drive intersection in 1998 included widening of the west leg of the Terry Fox DrivelMarch Road intersection. A full 4 lane cross-section with a median and auxiliary tum lanes was constructed, with the additional two lanes being constructed south of the main Terry Fox Drive alignment. West of the intersection, land south of the road is vacant and has been reserved for future roadway widenings. Land north of Terry Fox Drive has been developed as a residential subdivision, with a landscaped berm and a fronting road that services the adjacent houses just north of the current alignment. Widening this section of Terry Fox Drive to the south will avoid impacts on existing residential areas to the north and will maintain the alignment of Terry Fox Drive through the March Road intersection. Given the obvious disadvantages with widening this section to the north and the lack of constraints on the south side, only one alternative (widening to the south) was considered.

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A 40 m ROW has been reserved for Terry Fox Drive from March Road to Goulbourn Forced Road. The design of the Morgan's Grant subdivision left a 5 m buffer along the north edge of the Terry Fox Drive ROW. Given that this could be added to the existing ROW with no significant impacts, the ROW for this section of Terry Fox Drive was increased to 45 m.

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• The "Width of Impact Area" corresponds to the required ROWfor the proposed roadway by 2021.

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7 As an existing 33 m collector road is assumed to be in place, only 12 additional metres of impacted ROW is required for Alternative 4-3A and 4-38.

Dillon Consulting Limited

J.L. Richards & Associates Limited

October, 2000 Page 5-13

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