ministry of transportation highway 417 nicholas … · underpass included relocation of the bridge...

MINISTRY OF TRANSPORTATION

HIGHWAY 417 NICHOLAS STREET UNDERPASS (SITE #3-224) REPLACMENT (GWP 4048-11-00)

DESIGN AND CONSTRUCTION REPORT

APRIL 17, 2018

HIGHWAY 417 NICHOLAS STREET UNDERPASS (SITE #3-224) REPLACMENT (GWP 4048-11-00) DESIGN AND CONSTRUCTION REPORT


GWP 4048-11-00

DATE: APRIL 17, 2018

WSP

WSP.COM

1145 HUNT CLUB ROAD, SUITE 200

OTTAWA, ONTARIO K1V 0Y3

T: F +1 613-736-8710

wsp.com

WSP April 2018 Page ii

HIGHWAY 417 NICHOLAS STREET UNDERPASS (SITE #3-224) REPLACMENT GWP 4048-11-00


S I G N A T U R E S

PREPARED BY

Meghan MacMillan, MCIP, RPP

Senior Planner

Jade Garland

Project Planner

REVIEWED BY

Carmen Lapointe, P. Eng.

Senior Project Manager

This report was prepared by WSP for the account of MINISTRY OF TRANSPORTATION, in accordance with the professional services agreement. The disclosure of any information contained in this report is the sole responsibility of the intended recipient. The material in it reflects WSP’s best judgement in light of the information available to it at the time of preparation. Any use which a third party makes of this report, or any reliance on or decisions to be made based on it, are the responsibility of such third parties. WSP accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this report. This limitations statement is considered part of this report.

The original of the technology-based document sent herewith has been authenticated and will be retained by WSP for a minimum of ten years. Since the file transmitted is now out of WSP’s control and its integrity can no longer be ensured, no guarantee may be given with regards to any modifications made to this document.

HIGHWAY 417 NICHOLAS STREET UNDERPASS (SITE #3-224) REPLACMENT GWP 4048-11-00 MINISTRY OF TRANSPORTATION

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P R O D U C T I O N T E A M

CLIENT

Senior Project Engineer Mr. David Lindensmith, P. Eng.

Senior Environmental Planner Mr. Kevin Ogilvie

WSP

Consultant Project Manager Ms. Carmen Lapointe, P. Eng.

Consultant Environmental Planner Ms. Meghan MacMillan, MCIP, RPP

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T H E P U B L I C R E C O R D

Copies of this Design and Construction Report are available for review at the following locations:

Ottawa Public Library Main Branch

120 Metcalfe Street Ottawa, Ontario K1P 5M2

Monday to Thursday: 10:00 am – 9:00 pm Friday: 10:00 am – 6:00 pm

Saturday: 10:00 am – 5:00 pm Sunday: 1:00 pm – 5:00 pm

Ottawa Public Library Rideau Branch

377 Rideau Street Ottawa, Ontario K1N 5Y6

Monday to Thursday: 10:00 am – 8:30 pm Friday: 1:00 pm – 6:00 pm

Saturday: 10:00 am – 5:00 pm Sunday: Closed

City of Ottawa Client Service Centre, City Hall

110 Laurier Avenue West Ottawa, Ontario K1P 1J1

Monday to Friday: 8:30 am – 5:00 pm

An electronic version of the document is also available for review at the project website at www.queenswayexpansioneast.com.

Ce document hautement spécialisé n’est disponible qu’en anglais en vertu du règlement 671/92, qui en exempte

l’application de la Loi sur les services en français. Pour de l’aide en français, veuillez communiquer avec le ministère

des Transports au (416) 585-6310.

http://www.queenswayexpansioneast.com/


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TABLE OF CONTENTS

1 OVERVIEW OF THE UNDERTAKING ............ 1

1.1 Project Summary ........................................................... 1

1.1.1 Introduction .............................................................................................. 1

1.1.2 Project Background – Preliminary Design & Environmental Assessment

Study ........................................................................................................ 2

1.1.3 Detail Design Study & General Description of the Undertaking ........... 3

1.1.4 Environmental Assessment Process ...................................................... 3

1.1.5 Purpose of the Design and Construction Report ................................... 6

2 CONSULTATION PROCESS .......................... 7

2.1 Study Contact List ......................................................... 7

2.2 Study Commencement ................................................. 9

2.3 Public Information Centre ............................................ 9

2.4 Detour Route Brochure ............................................... 10

2.5 Project Website............................................................ 10

2.6 Notice of DCR Submission ......................................... 11

2.7 Stakeholder Meetings ................................................. 11

2.8 Summary of Comments Received ............................. 11

3 DETAILED DESCRIPTION OF THE

RECOMMENDED PLAN ............................... 17

3.1 Major Features of the Proposed Works .................... 17

3.1.1 Nicholas Street Underpass ................................................................... 17

3.1.2 Re-Alignment of Highway 417 N-W Ramp .......................................... 18

3.1.3 Highway 417 Widening ......................................................................... 18

3.1.4 Drainage ................................................................................................ 19

3.1.5 Utilities ................................................................................................... 20

3.1.6 Property ................................................................................................. 20

3.1.7 Context Sensitive Design ...................................................................... 20

3.1.8 Landscape Plan ..................................................................................... 21

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3.2 Construction and Traffic Staging .............................. 21

3.2.1 Highway 417 Closure Detour route ...................................................... 27

3.2.2 Summary of Lane, Ramp and Highway Closures ............................... 27

4 ENVIRONMENTAL ISSUES AND

COMMITMENTS ........................................... 29

4.1 Natural Environment ................................................... 32

4.1.1 Vegetation .............................................................................................. 32

4.1.2 Wildlife and Species at Risk ................................................................. 34

4.1.3 Aquatic Ecosystems .............................................................................. 35

4.1.4 Designated Natural Areas ..................................................................... 35

4.1.5 Management of Waste / Debris and Excess Materials ....................... 35

4.1.6 Management of Designated Substances / Contaminated Areas ........ 36

4.1.7 Erosion and Sediment Control.............................................................. 37

4.2 Social / Economic Environment................................. 37

4.2.1 Land Use ............................................................................................... 38

4.2.2 Context Sensitive Design and Landscape Plan .................................. 39

4.2.3 Traffic Operations .................................................................................. 40

4.2.4 Noise ...................................................................................................... 41

4.3 Cultural Environment .................................................. 41

4.3.1 Cultural heritage .................................................................................... 41

4.3.2 Archaeological Resources .................................................................... 42

4.4 Summary of Environmental Effects, Proposed

Mitigation, Commitments to Further Work ............... 42

5 MONITORING ............................................... 52

BIBLIOGRAPHY ...................................................... 53


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TABLES

TABLE 2-1: SUMMARY OF COMMENTS RECEIVED ............ 12 TABLE 3-1: SUMMARY OF LANE, RAMP, AND HIGHWAY

CLOSURES .......................................................... 28 TABLE 4-1: SUMMARY OF ENVIRONMENTAL CONCERNS

AND COMMITMENTS .......................................... 30 TABLE 4-2: SUMMARY OF ENVIRONMENTAL CONCERNS

AND COMMITMENTS .......................................... 43

FIGURES

FIGURE 1-1: KEY MAP OF THE HIGHWAY 417 NICHOLAS STREET UNDERPASS (SITE #3-224) .................. 1

FIGURE 1-2: OVERVIEW OF THE CLASS EA PROCESS FOR GROUP 'B' PROJECTS .......................................... 5

FIGURE 3-1: NICHOLAS STREET UNDERPASS CROSS-SECTION .............................................................. 18

FIGURE 3-2: HIGHWAY 417 CROSS-SECTION ...................... 19 FIGURE 3-3: LEES AVENUE BRIDGE CSD FEATURES ......... 21 FIGURE 3-4: STAGE 1 CONSTRUCTION AND TRAFFIC

STAGING .............................................................. 22 FIGURE 3-5: STAGE 2 CONSTRUCTION AND TRAFFIC




STAGING .............................................................. 26 FIGURE 3-9: HIGHWAY 417 CLOSURE DETOUR ROUTES ... 27 FIGURE 4-1: NICHOLAS STREET UNDERPASS VEGETATION

COMMUNITIES .................................................... 33 FIGURE 4-2: LAND USE DESIGNATIONS AT THE NICHOLAS

STREET UNDERPASS ........................................ 38 FIGURE 4-3: LEES TRANSIT ORIENTATED DEVELOPMENT

PLAN - PEDESTRIAN NETWORK ....................... 39

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APPENDICES

APPENDIX A NOTIFICATION MATERIALS

APPENDIX B PIC DISPLAY MATERIALS

APPENDIX C COMMENTS REVEIVED

APPENDIX D GENERAL ARRANGEMENT DRAWING

APPENDIX E LANDSCAPE PLAN

APPENDIX F SUMMARY OF EXISTING ENVIRONMENTAL

CONDITIONS REPORT


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1 OVERVIEW OF THE UNDERTAKING

1.1 PROJECT SUMMARY

1.1.1 INTRODUCTION

The Ministry of Transportation (MTO) retained WSP Canada (WSP), formerly MMM Group Ltd., to complete the Detail Design and Environmental Assessment (EA) study for the replacement of the Highway 417 Nicholas Street Underpass (Site #3-224) (GWP 4048-11-00) in the City of Ottawa, Ontario.

The location of the Highway 417 Nicholas Street Underpass is identified in Figure 1-1.

Figure 1-1: Key Map of the Highway 417 Nicholas Street Underpass (Site #3-224)

This Design and Construction Report (DCR) presents the results of the Detail Design component of the EA study, which was completed in accordance with the approved environmental planning process for Group ‘B’ undertakings under the MTO’s Class Environmental Assessment (Class EA) for Provincial Transportation Facilities (2000).

The purpose of this DCR is to document the study process, existing conditions within the project limits, feedback received through consultation activities, the Detail Design (Recommended Plan), potential environmental impacts and proposed mitigation measures.

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1.1.2 PROJECT BACKGROUND – PRELIMINARY DESIGN & ENVIRONMENTAL

ASSESSMENT STUDY

HIGHWAY 417 EXPANSION

Between 2002 and 2008, MTO completed a comprehensive operational review of Highway 417 (Ottawa Queensway) from west of Highway 416 easterly to Anderson Road (GWP 663-93-00) in response to growing traffic volumes in the City of Ottawa. This Preliminary Design study evaluated opportunities to optimize the use of the existing facility, while providing for the efficient movement of people and goods. It examined existing and future problems and opportunities and provided a Recommended Plan to guide the evolution of the Queensway over the next 20 years. The study was documented in a Transportation Environmental Study Report (TESR) (2007).

The Recommended Plan included widening the highway from three to four mainline lanes in each direction from Highway 416 to Carling Avenue and from Metcalfe Street to Ottawa Road 174 to address the existing and future problems in these locations along the Queensway.

It was determined during the study that the location of the existing Nicholas Street Underpass piers would inhibit the widening of the highway at this location. The Recommended Plan for the Nicholas Street Underpass included relocation of the bridge piers to accommodate the highway widening.

The widening of the Queensway has been completed east of Nicholas Street to Ottawa Road 174.

VALUE ENGINEERING STUDY

The Preliminary Design Recommended Plan for the Nicholas Street Underpass proved to be complex with regards to construction and construction staging.

Due to the complexity of the proposed design, MTO proposed a Value Engineering (VE) Study (iTRANS) in 2009 to determine the best way to accommodate the highway widening at the Nicholas Street Underpass.

A number of alternative scenarios were presented and evaluated during the study. Ultimately, the recommended scenario (3B) was to construct a new 2-lane, 2-span, straight structure to the west of the existing structure, and to demolish the existing structure.

Scenario 3B was recommended for the following reasons (iTRANS, 2009):

— High performance;

— Accommodation of wider shoulders;

— Better sightlines for drivers; and

— Greater flexibility for future Highway 417 maintenance and lane widening.

This Detail Design study is based on the recommended scenario from the Value Engineering Study.

ALTA VISTA TRANSPORTATION CORRIDOR ENVIRONMENTAL STUDY REPORT (CITY OF

OTTAWA)

The Alta Vista Transportation Corridor (AVTC) is a planned municipal arterial road that received Municipal Class EA approval in 2005. It is proposed to be located on a tract of land owned primarily by the City of Ottawa, between the Walkley/Conroy intersection and the Nicholas/Highway 417 interchange. The facility is proposed to be a 60 km/h arterial road with an adjacent 3 m wide recreational pathway, as well as an on-road cycling route. It will be a four-lane facility, of which one vehicle lane in each direction will be reserved for High Occupancy Vehicles (HOV) and buses.

The AVTC Environmental Study Report (Delcan, 2005) was prepared for the City of Ottawa to determine the need for the project, to develop and evaluate alternative solutions, to develop and evaluate alternative designs, and to recommend a plan.


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Section 7.2.3 of the Environmental Study Report outlines the Nicholas Street section of the preferred design:

— The design aligns with Nicholas Street at the Highway 417 interchange;

— Modifications to the Highway 417 interchange at Nicholas Street to accommodate the required vehicle movements include:

— Signalization of the eastbound off-ramp and the westbound on-ramp with the Nicholas Street overpass;

— Provision of double eastbound to northbound lanes and double eastbound to southbound lanes at the new southerly signalized intersection;

— Realignment of the two westbound on-ramps (from Nicholas and from Greenfield) to accommodate the new northbound to westbound connection from the AVTC, while maintaining lane balance and existing weaving distances between the Nicholas and Metcalfe interchanges; and

— Provision of a southbound right-turn lane and a northbound left-turn lane at the new northerly signalized intersection.

MTO has engaged the City of Ottawa through the design process to ensure that the Nicholas Street Underpass does not preclude the implementation of the AVTC at a future date by the City.

1.1.3 DETAIL DESIGN STUDY & GENERAL DESCRIPTION OF THE UNDERTAKING

The purpose of this Detail Design study is to develop the Recommended Plan for the replacement of the Nicholas Street Underpass based on the Preliminary Design and VE studies, including the preparation of contract drawings and tender documents for construction.

The Nicholas Street Underpass was originally constructed in 1966 and rehabilitated in 1986. The replacement of the underpass is critical in completing the mainline widening of Highway 417.

The project consists of the following components:

— Full replacement of the existing bridge on a new alignment immediately west of the existing bridge;

— Re-alignment of the associated interchange ramps (specifically, ramps in the northwest (N-W ramp) and southwest (N-E and W-N ramps) quadrants) as required by the new bridge alignment;

— A short extension of the fourth Highway 417 through lanes in each direction, to just west of the Nicholas Street underpass; and

— Construction of related works, including drainage, illumination, and roadside protection barriers.

Construction is proposed to be completed in five stages over two construction seasons and will require temporary lane and ramp closures on Highway 417.

The replacement of the underpass will require two separate overnight full closures of Highway 417 for the erection of the new bridge girders over the highway and for the demolition of the existing structure. Each closure will occur on a separate weekend. Nicholas Street and the Nicholas Street interchange will remain open during construction.

1.1.4 ENVIRONMENTAL ASSESSMENT PROCESS

ONTARIO ENVIRONMENTAL ASSESSMENT ACT

The Ministry of Transportation’s Class Environmental Assessment (Class EA) for Provincial Transportation Facilities (2000) was approved under the Ontario Environmental Assessment Act (OEAA) in the fall of 1999 and amended in 2000. This planning document outlines the EA process that MTO has committed to follow for certain defined groups of projects and activities. Provided that this process is followed, projects and activities included under the MTO Class EA do not require formal review and approval under the OEAA.




The MTO Class EA process is principle-based. The following principles underlie the MTO Class EA process:

Transportation engineering principles

— The transportation engineering principles ensure that the project provides an effective and safe transportation system.

Environmental protection principles

— The environmental protection principles ensure that the project provides effective environmental protection. Existing environmental conditions, sensitivities and environmental protection requirements were assessed and are documented in this DCR. Mitigation measures have been developed to avoid, prevent, and/or reduce any residual adverse effects.

External consultation principles

— The consultation principles ensure that there is effective consultation with stakeholders early and throughout the study process. Throughout this study, local elected representatives, Indigenous communities, provincial and federal agencies, the City of Ottawa, interest groups, and members of the general public were encouraged to participate through a proactive consultation plan that included letters, newspaper notices and a Public Information Centre (PIC).

Evaluation principles

— The evaluation principles ensure that an effective evaluation process is in place to provide a balance between transportation engineering and environmental protection principles and to fulfill the project goals. The evaluation process used to assess planning and design alternatives was traceable, replicable and understandable by those who may be affected by the decisions.

Documentation principles

— The documentation principles ensure that there is effective environmental documentation and that the opportunity to challenge the project is provided. The environmental documentation required for this project is this DCR, which will be filed for a 30-day public review period.

Environmental clearance principles to proceed.

This study is being carried out in accordance with the approved environmental planning process for Group ‘B’ projects; an overview of the Class EA process followed is shown in Figure 1-2.


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Figure 1-2: Overview of the Class EA Process for Group 'B' Projects

WE ARE HERE




1.1.5 PURPOSE OF THE DESIGN AND CONSTRUCTION REPORT

This DCR has been prepared in accordance with the requirements of the approved environmental planning process for Group ‘B’ undertakings under the MTO Class EA and is intended to document the following:

— Transportation engineering and environmental issues and their impact on the EA process;

— Changes in existing environmental conditions from those documented in Preliminary Design;

— Environmental concerns and commitments;

— Anticipated environmental impacts and commitments to mitigation measures (to be included in the Contract Documents);

— Description of the consultation program carried out during Detail Design;

— Identification of all project approvals, licenses and permits that have been or must be obtained prior to construction;

— Implementation of the commitments to further work contained in the TESR, including any environmental effects monitoring that is required; and

— Construction documentation, as required.

The completion of the DCR marks the final task in the Detail Design portion of the EA process. A Notice of DCR Submission has been published to mark the start of the 30-day public review period. The notice identifies the start and end dates for the DCR review period, as well as the addresses and hours of operation for the review locations.

The Project Team is available to discuss information provided within this report or other project-related inquiries and can be contacted as follows:

Ms. Carmen Lapointe, P.Eng. Mr. David Lindensmith, P.Eng. Consultant Project Manager MTO Senior Project Engineer

WSP Canada 1145 Hunt Club Road, Suite 200

Ottawa, ON K1V 0Y3

Ministry of Transportation – Eastern Region 1355 John Counter Blvd., Postal Bag 4000

Kingston, ON K7L 5A3

Phone: (613) 690-1092 Phone: (613) 540-5130 Toll-free: 1-877-998-9912 Toll-free: 1-800-267-0295

Fax: (613) 736-8710 Fax: (613) 540-5106

E-mail: [email protected] E-mail: [email protected]

Ms. Meghan MacMillan, MCIP, RPP Mr. Kevin Ogilvie

Consultant Environmental Planner MTO Senior Environmental Planner

WSP Canada 1145 Hunt Club Road, Suite 200

Ottawa, ON K1V 0Y3

Ministry of Transportation – Eastern Region 1355 John Counter Blvd., Postal Bag 4000

Kingston, ON K7L 5A3

Phone: (613) 690-1117 Phone: (613) 545-4749 Toll-free: 1-877-998-9912 Toll-free: 1-800-267-0295

Fax: (613) 736-8710 Fax: (613) 540-5106

E-mail: [email protected] E-mail: [email protected]


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2 CONSULTATION PROCESS Consistent with requirements for Group ‘B’ projects under the MTO Class EA, consultation with federal and provincial agencies, the City of Ottawa, Indigenous communities, local elected representatives, external agencies, interest groups, and members of the public was on-going throughout all stages of the project.

A Consultation Plan was developed at the start of the study, which placed emphasis on consultation with stakeholders and members of the public that have the potential to be most directly affected by the project. The Consultation Plan was designed to involve stakeholders and the public early and throughout the study, to identify public concerns and assist in the refinement of the Recommended Plan.

Stakeholders and the public were kept informed of the study and were asked for input through the use of conventional, effective consultation methods including:

— Ontario Government Notices published in local newspapers;

— Direct letter mailings to local elected representatives, Indigenous communities, and external agencies (provincial and federal agencies, emergency services, school boards, interest groups and local businesses);

— Correspondence with external agencies, local elected representatives, Indigenous communities and members of the public;

— One meeting with a Municipal Technical Advisory Committee (MTAC) for input on the proposed Recommended Plan;

— A PIC held on October 25, 2017;

— A project website;

— A “detour route brochure” distributed to residents and businesses located along the proposed detour; and

— Filing of the DCR for public review.

2.1 STUDY CONTACT LIST

A contact list of local elected representatives, Indigenous communities, provincial and federal agencies, emergency services, school boards, interest groups and local businesses was developed, building on contact lists from Preliminary Design. Potential MTAC members were also identified at study commencement. Over the course of the study, any individuals or organizations expressing interest in the project were added to the contact list. The study contact list includes the following individuals and organizations:

Local Elected Representatives

Mayor – City of Ottawa

Councillor – Rideau-Vanier (Ward 12) – City of

Ottawa

Councillor – Somerset (Ward 14) – City of Ottawa

Councillor – Capital (Ward 17) – City of Ottawa

Chair of Transportation Committee of Council –

City of Ottawa

MPP – Ottawa South

MPP – Ottawa Centre

MPP – Ottawa-Vanier

Provincial and Federal Ministries / Agencies

Ministry of the Environment and Climate Change

(MOECC)

Ministry of Indigenous Relations and

Reconciliation (MIRR)

Ministry of Natural Resources and Forestry

(MNRF)

Ministry of Tourism, Culture and Sport (MTCS)

National Capital Commission (NCC)

Rideau Valley Conservation Authority (RVCA)




Municipal

City of Ottawa

— Asset Management Business & Technology Services

— Cycling Programs

— Environmental Assessment

— Infrastructure Assessment

— Light Rail Projects

— OC Transpo

— Planning, Infrastructure and Economic Development Department

— Public Works and Environmental Service

— Right of Way Info and Approvals

— Road Safety and Traffic Investment

— Sustainable Transportation

— Traffic Services

— Transportation Services

— Transit and Transportation Planning

— Water Distribution

— Watermain Renewal

Local Businesses and Interest Groups

Action Sandy Hill/Action Cote-de-Sable

Community Association

Ottawa East Community Association

Ottawa Chamber of Commerce

Ottawa Tourism

Citizens for Safe Cycling

CAA North & East Ontario

Ontario Trucking Association

University of Ottawa

Tim Hortons

School of Electrical Engineering & Computer

Science

Minto Sports Complex Fitness Centre

The Draft Pub

Sandy Hill Arena

Viscount Alexander Public School

River Club Apartments

Lees Market

Shawarma Prince & Pies

Riverview Apartments

Lees Convenience

Bona Building and Management Co Ltd.

Cosmo Mart Primetime

Medina Fried Chicken

Rideau East Apartments

SiBelle Salon

Indigenous Communities

Alderville First Nation

Algonquins of Ontario Consultation Office

Algonquins of Pikwàkanagàn First Nation

Beausoleil First Nation

Chippewas of Georgina Island First Nation

Curve Lake First Nation

Hiawatha First Nation

Métis Nation of Ontario Head Office

Mississaugas of the New Credit First Nation

Mississaugas of Scugog Island First Nation

Moose Deer Point First Nation

Ottawa Algonquin First Nation

Ottawa Region Métis Council

Williams Treaty First Nation

Utilities

Atria Networks

Bell Canada

Cogeco Inc.

Enbridge Gas Distribution

Hydro One

Hydro Ottawa Limited

Rogers Ottawa

Telus Corporation

Videotron

School Boards

Ottawa-Carleton District School Board

Ottawa Catholic School Board

Conseil des écoles catholiques du Centre-Est

Conseil des écoles publiques de l’Est de l’Ontario

Ottawa Student Transportation Authority

Emergency Services

Ottawa Police

Ontario Provincial Police

Ottawa Fire Services

Ottawa Paramedic Services


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2.2 STUDY COMMENCEMENT

PUBLIC NOTIFICATION

A ‘Notice of Study Commencement’ was published in the following local newspapers and posted on the project website to inform the general public of the project study commencement and to invite questions, concerns and relevant information:

— Ottawa Citizen (English): Thursday, August 10, 2017

— Le Droit (French): Thursday, August 10, 2017

STAKEHOLDER NOTIFICATION

On Wednesday, August 9, 2017, a ‘Notice of Study Commencement’ letter was distributed to local elected officials and Indigenous communities directly from MTO and to external agencies, interest groups, potential MTAC members and local businesses in the vicinity of the study area from WSP. The purpose of the letter was to inform stakeholders of the project, as well as to provide an opportunity to submit information, comments or questions regarding the project. A key map and a comment sheet that could be returned to the Project Team were enclosed with the letters. Recipients were instructed to submit comments by August 31, 2017.

Copies of the study commencement newspaper notices, letters and enclosures are included in Appendix A.

A total of 14 individual comments were received in response to the Notice of Study Commencement, primarily confirming interest in the project. Comments are summarized in Table 2-1.

2.3 PUBLIC INFORMATION CENTRE

One PIC was held for this project on October 25, 2017 at Saint Paul University – Normandin Room (223 Main Street, Ottawa) from 4 pm to 8 pm. The PIC was organized as an informal ‘drop-in’ style session with representatives from MTO and the Consultant Team available to answer questions and discuss the project. A one-hour advanced session (3 pm – 4 pm) was held for any interested local elected representatives, Indigenous communities’ representatives and external agency representatives. Attendees were asked to sign a register and were encouraged to complete a comment sheet.

The purpose of the PIC was to provide an opportunity for stakeholders and the general public to review and comment on the overall study process, existing conditions in the study area, the Recommended Plan for the underpass replacement and the anticipated environmental impacts and mitigation. Bilingual display materials included information about the following:

— Project background and description of Detail Design study;

— Detail Design and Environmental Assessment study process;

— Existing natural environment, cultural environment, and transportation conditions;

— The Recommended Plan including new bridge design and construction staging;

— Environmental impacts, including anticipated traffic impacts, and mitigation measures; and

— Next steps in the study process.

The PIC display materials were posted to the project website on Thursday, October 26, 2017.

During the course of the PIC, a total of seven individuals signed the register.

In addition to members of the general public, representatives from the following local elected representatives, external agencies and interest groups were present:




— Representative from the office of the Councillor for Rideau-Vanier (Ward 12);

— University of Ottawa staff; and

— Representative from the Ottawa East Community Association.

A total of two comments were received from local elected representatives and external agencies by email throughout the two weeks prior and two weeks following the PIC. One comment sheet was submitted at the PIC.

Comments were primarily related to avoiding night work wherever possible due to noise levels. All comments received and their responses are provided in Table 2-1.

Copies of the PIC display materials are included in Appendix B.

PUBLIC NOTIFICATION

A ‘Notice of Public Information Centre’ was published in the following local newspapers to inform the general public of the date, time and location of the PIC, and to provide an opportunity to submit information, comments or questions:

— Ottawa Citizen (English): Wednesday, October 11, 2017

— Le Droit (French): Wednesday, October 11, 2017

STAKEHOLDER NOTIFICATION

On Wednesday, October 11, 2017 a ‘Notice of Public Information Centre’ letter was distributed to local elected representatives and Indigenous communities from MTO and to external agencies, MTAC members, and local businesses in the vicinity of the study area from WSP. The purpose of the letter was to inform stakeholders of the date, time and location of the PIC, and provide an opportunity to submit information, comments or questions.

Copies of the PIC newspaper notice and letters are included in Appendix A.

2.4 DETOUR ROUTE BROCHURE

During construction, two separate overnight full closures of Highway 417 at Nicholas Street are required (one during erection of the girders for the new bridge, and a second to demolish the existing bridge superstructure). To minimize impacts to City of Ottawa roads during full highway closures and reduce travel time for detoured vehicles, a “ramp surfing” detour configuration was proposed following the PIC. Ramp surfing allows vehicles to exit and re-enter Highway 417 using the on- and off-ramps at the Nicholas Street interchange.

To notify residents surrounding the Highway 417 Nicholas Street interchange of the revised proposed detour route, a brochure was distributed via Canada Post. A total of 3,877 business and residential addresses received the brochure, which was sent on April 13, 2018.

A copy of the brochure is included in Appendix A.

2.5 PROJECT WEBSITE

A project website (www.queenswayexpansioneast.com/417-nicholas-underpass) was created to provide project information, updates and documents to interested stakeholders and members of the public. The website includes information on the project background, study area, study process, public involvement, the project schedule, and provides a comment submission tool.


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WEBSITE STATISTICS

Study Commencement

During the period between the publishing of the ‘Notice of Study Commencement’ (August 10, 2017) and the end of the comment period (August 31, 2017) the project website had a total of 137 unique views.

Public Information Centre

During the period between the publishing of the ‘Notice of Public Information Centre’ (October 11, 2017) and the PIC (October 25, 2017), the project website had unique 38 visits.

During the two-week period following the PIC (October 26, 2017 – November 9, 2017 inclusive), the website had 5 visits and the PIC boards were accessed 5 times.

2.6 NOTICE OF DCR SUBMISSION

A ‘Notice of DCR Submission’ was published in the following local newspapers to inform the general public that the DCR is available for a 30-day public review period. The notice identified start and end dates for the review period and the addresses and hours of operation of the review locations:

— Ottawa Citizen (English): Tuesday, April 17, 2018

— Le Droit (French): Tuesday, April 17, 2018

Members of the study contact list received a Notice of DCR Submission letter dated Friday, April 13, 2018.

Copies of the DCR Submission newspaper notice and letters are included in Appendix A.

2.7 STAKEHOLDER MEETINGS

MUNICIPAL TECHNICAL ADVISORY COMMITTEE

An MTAC was assembled at the start of the study to facilitate consultation between the City of Ottawa, OC Transpo, emergency services, the NCC and MTO. One MTAC meeting was held as part of this project on October 23, 2017.

The purpose of the meeting was to provide an introduction to the project and its progress to date, as well as any identified challenges and areas where input would be required from the attendees. Upcoming City of Ottawa road construction projects were discussed to minimize traffic impacts during Highway 417 closures required for the underpass replacement.

A further meeting was held with City of Ottawa staff on February 26, 2018 to obtain input on an alternative detour route during full closure of Highway 417, which differed from the detour presented at the PIC. The alternative detour route minimizes impacts to municipal roads and reduces travel time for detoured vehicles. This alternative detour route was presented to the City of Ottawa Transportation Committee on March 7, 2018.

2.8 SUMMARY OF COMMENTS RECEIVED

A total of 19 comments were received from members of the general public and stakeholders over the course of the study. A summary of all comments received and how they were addressed is provided in Table 2-1. Copies of all correspondence received are included in Appendix C. Personal information has been redacted in accordance with the Freedom of Information and Protection of Privacy Act.




Table 2-1: Summary of Comments Received

ID Date / Form of Contact

Agency Summarized Comment Received How it was addressed

Notice of Study Commencement (August 9, 2017)

1 August 10, 2017/ Email Comment

Local Resident — Inquired if similar bridge replacements along the Queensway are being managed together.

— Concern about impacts to local roads and surrounding communities during construction.

A response was provided by WSP on August 17, 2017 via email. The response included:

— MTO is currently making significant investments in the replacement and rehabilitation of bridges along the Queensway. While the design and construction work on bridges adjacent to the Nicholas Street Underpass are being undertaken separately (under GWP 4170-13-00), all work along the Queensway is being planned in a coordinated way by MTO to minimize the duration and degree of impacts to the travelling public and surrounding communities. The replacement of the Nicholas Street Underpass is anticipated to occur during the 2018 construction season, while the remaining downtown Queensway bridges (GWP 4170-13-00) are to be completed in the longer term (5+ years).

— The City of Ottawa is also involved in these studies throughout the design stage through a Technical Advisory Committee, which will help ensure coordination with planned municipal works (including ongoing LRT construction in the area) and identify and mitigate impacts to local traffic.

— Impacts to local roads and the surrounding communities will be given significant consideration as the Nicholas St. Bridge replacement Detail Design study progresses and construction staging areas and access routes are identified. While detailed information regarding construction impacts is not yet available, we invite you to attend a PIC this fall where members of the MTO and Consultant Project Team will be available to discuss the anticipated impacts in more detail. We have added you to the study mailing list and you will receive an invitation to the PIC by email with information regarding the date, time and location.

1a August 18, 2017/ Email Comment

Local Resident — Inquired when the eastbound ramp from Lees Avenue onto the Queensway would be reopened. A representative from Councillor David Chernushenko’s office responded on August 31, 2017 via email. The response included:

— We anticipate that the east bound ramp on Lees Ave will re-open when LRT revenue service commences in 2018 as the ramp has been closed to facilitate bus movements while the Transitway was being upgraded for LRT service.

2 August 14, 2017/ Email Comment & Comment Sheet

MNRF — Confirmed that the Notice of Study Commencement was received, as well as a separate information request for data regarding natural heritage features.

— No response required.

3 August 10, 2017 / Email Comment

Local Resident — Concerned that the replacement of the Nicholas Street bridge means that the AVTC will be constructed A response was provided by MTO via email on August 15, 2017:

— The City’s EA for the AVTC showed a connection to the Nicholas Street Bridge at its currently existing location.

— MTO is working toward replacement of the bridge just west of its current location. This allows the existing bridge to be used to carry traffic during construction of the bridge replacement.

— The future location of the Nicholas St bridge replacement neither requires nor precludes future construction of the AVTC.

4 August 15, 2017/ Email Comment and Comment Sheet

University of Ottawa — Request to participate in the study.

— University of Ottawa has a high interest in the study as they have a number of land holdings in the vicinity of the project limits.

— Many students live in the vicinity of Lees Avenue, where there are various challenges for pedestrians and cyclists.

— Noted interest in study and updated contact for future correspondence


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NCC — Request to participate in MTAC meetings — Added contact to MTAC contact list for future correspondence


Videotron — Videotron does not wish to participate in the study — Removed from contact list for future correspondence

7 August 21, 2017/ Email Comment

City of Ottawa — Request to participate in MTAC meetings

— The City of Ottawa confirmed the presence of a 1220 mm watermain under the southwest interchange quadrant. A risk assessment is required with respect to the new underpass to identify any risk mitigation measures for protection of the watermain during construction.

— Added contact to MTAC contact list for future correspondence

— The watermain will be noted with the rest of the data collected through utility locates for the study area

— The 1220 mm watermain was discussed at the MTAC #1. WSP assured the City of Ottawa that where construction occurs near or at the existing 1220 mm watermain all necessary monitoring and protection measures will be taken to minimize any impacts to the watermain.

8 August 22, 2017 / Email Comment & Letter

MTCS — MTCS has an interest in this EA study with regards to any potential impacts to archaeological resources, built heritage resources, and cultural heritage landscapes.

— As part of the EA process, please complete a screening of the proposed works under the MTCS Criteria for Evaluating Archaeological Potential to determine if an archaeological assessment is needed.

— The MTCS Criteria for Evaluating Potential for Built Heritage Resources and Cultural Heritage Landscapes should be completed to help determine whether your EA project may impact cultural heritage resources. The draft MTO Ontario Heritage Bridge Guidelines for Provincially Owned Bridges screening criteria have also been established for cultural heritage evaluation of bridges under the Class EA for Provincial Transportation Facilities.

— Please advise whether any technical heritage studies will be completed and provide them to MTCS once finalized. Please include the completed checklists and supporting documentation in the EA report.

— Please continue to include MTCS on future study notifications.

A response was sent by WSP on September 19, 2017 via email. The response included:

Archaeological Resources

— An archaeological assessment was completed as part of the 2008 Preliminary Design and Environmental Assessment study for improvements to the Queensway from Highway 416 to Anderson Road (GWP 663-93-00). Stage I and Stage II Archaeological Assessments were conducted by C.R. Murphy Archaeological Consulting in August 2002 and October 2004, respectively.

— The Stage I Archaeological Assessment found that the Highway 417 right-of-way (ROW) lies within a zone of medium to high potential for discovery of significant prehistoric or historic archaeological sites, based on proximity to several provincially significant prehistoric and historic sites that have been recorded in the Ottawa Valley.

— Based on this general proximity, the Stage II Archaeological Assessment examined the existing Highway 417 ROW over the project limits. These investigations found no evidence of archaeological resources within the existing ROW, which has been significantly disturbed. The replacement of the Nicholas Street Underpass will occur within the MTO ROW; therefore, it is not anticipated that archaeological resources will be impacted during construction.

— No further archaeological assessment is planned as part of this Environmental Assessment study. If any deeply buried archaeological resources are uncovered during construction, work will stop and MTCS will be notified immediately.

Built Heritage

— As part of the current Detail Design and Environmental Assessment study, a Cultural Heritage Evaluation Report was completed for the Nicholas Street Underpass in July 2011 (Unterman McPhail Associates). Under the Ontario Heritage Bridge Guidelines scoring system, the bridge was assessed for potential cultural heritage value or interest. The bridge was assigned a score of 46 points out of a possible 100, below the 60-point threshold for potential inclusion on the Ontario Heritage Bridge List. In particular, the bridge was noted to have visual appeal, and some historical value due to its association with the development of the Trans-Canada Highway, as well as the 1950 Gréber Plan for the National Capital Region.

— No further cultural heritage studies are planned as part of this Environmental Assessment study.

9 August 23, 2017 / Email Comment

Transportation System Management, Traffic Operations Unit, City of Ottawa

— Request to participate in MTAC meetings — Added contact to MTAC contact list for future correspondence.




10 August 28, 2017 / Comment Sheet received by Fax

Transportation Planning, Transportation Policy and Networks, City of Ottawa

— Request to consider as part of study the context of future land uses close to light rail transit stations (Lees and uOttawa)

— Request to participate in MTAC meetings

— Added contact to MTAC contact list for future correspondence.

11 August 31, 2017 / Email Comment & Comment Sheet

Ontario Provincial

Police (OPP) — OPP wish to participate in the study. — Added contact information for future correspondence.

12 September 11, 2017 / Email Comment and Briefing Note

Ontario Trucking

Association (OTA) — OTA submitted a Briefing Note provided outlining OTA concerns and priorities for Ontario’s trucking industry

that should be considered as part of the Nicholas Street Underpass replacement. A response was provided by WSP via email on September 26, 2017:

— Impacts to traffic and trucking activities during construction are important factors being considered as the Nicholas Street Bridge replacement Detail Design study progresses. A key consideration in determining the preferred bridge replacement alternative is to minimize impacts to traffic on Highway 417 and Nicholas Street during construction. The bridge replacement will be constructed on a new alignment, allowing for traffic to be maintained on the existing bridge throughout construction. The new bridge will also have an increased vertical clearance in accordance with current design standards.

— Traffic will be maintained on Highway 417 for the duration of construction, with the exception of two (2) temporary overnight full closures for the demolition of the existing bridge structure and installation of bridge girders. Traffic will be detoured during this time. Other lane and ramp closures will be kept to a minimum.

— To ensure closures and lane reductions are communicated to the public and Emergency Services in advance, the Contractor will be responsible for implementing and executing a Communications Plan including:

— Newspaper and other media notifications in both official languages prior to each closure event.

— Coordination with the City of Ottawa’s Public Information & Media Relations Department for all closure events.

— Advance notification of closures on Highway 417, municipal streets and ramps.

— Please note that a Public Information Centre (PIC) will be held for this project in the fall of 2017. You have been added to the study mailing list and will receive notification of the date, time and location of the PIC. PIC materials will also be made available on the project website.

13 September 29, 2017 / Email comment

RVCA — Requested to be forward project information to determine RVCA’s involvement in the project. A response was provided by WSP via email via email on October 3, 2017:

— As requested, please find attached a copy of the Notice of Study Commencement for this project as well as preliminary plan drawing showing the location of the new Nicholas Street Bridge and proposed ramp re-alignments.

13a October 5, 2017 / Email comment

RVCA — Proposed works are not within RVCA’s regulated area and will not require any permits. RVCA wishes to be informed of the project as it progresses. RVCA would be interested in information related to drainage patterns, and that stormwater run-off will not be negatively impacted from the project.

A response was provided by WSP via email on October 5, 2017:

— Thank you for getting back to us regarding the RVCA’s interest and confirmation that no permits will be required from your organization to proceed with the proposed Nicholas Street bridge replacement.

— As the design progresses, we will ensure that information regarding the drainage patterns and any changes to the stormwater run-off, if any, will be relayed to the RVCA.

Public Information Centre (October 11, 2017)

14 October 20, 2017 / Email comment and Information

MNRF — MNRF would like to provide information on any natural heritage features or Species at Risk present at/near the project site and would also like to review any reports prepared as part of the Class EA. Request to fill out Information Request Form to screen potential values for this project.

— A response was not required as an Information Request Form was previously filled out as part of study commencement.


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Request Form

15 October 25, 2017 / Comment Sheet at PIC

Councillor Mathieu

Fleury, City of Ottawa — Please avoid noisy night work whenever possible as there are residents nearby on Robinson Avenue.

— Additional trees and any greening in this area would be appreciated.

— A response was not required.

16 November 1, 2017 / Email

Councillor Mathieu

Fleury, City of Ottawa — Concerned with the sidewalk at the south west corner of Laurier Avenue and Nicholas Street. Residents travel

along Nicholas here because it’s not clear at that point that’s it’s an on-ramp.

— Inquired about the installation of a jersey barrier at this location as part of the Nicholas Street Underpass project.

— Inquired if the turning radius was reconsidered at the Highway 417 eastbound on-ramp due to multiple truck accidents.

A response was provided by MTO via email on November 27, 2017:

— As the southwest corner of the Laurier Avenue and Nicholas Street intersection is not within the MTO’s jurisdiction, the installation of a jersey barrier at this location is outside of the scope of this project. There is also a “No Pedestrian/ No Bike” sign located just south of the termination of the sidewalk. We will refer your comment to City of Ottawa staff for their consideration.

— Modifications to the Highway 417 eastbound on-ramp are required to allow for replacement of the Nicholas Street Underpass to the west of the existing bridge, while staying within the MTO’s existing interchange ROW. Opportunities to modify the radius of this ramp are therefore limited by these constraints, particularly the proximity of Lees Avenue. While the ramp alignment will be modified as a result of the bridge replacement, the main loop radius will remain the same as on the existing ramp.

17 December 6, 2017 / Website Comment Form

Local Resident — Requested to see the interchange redesigned to provide a roundabout on the south side of the underpass.

— Indicated that the length of the bridge span would be reduced and would eliminate the requirement for large loop ramps, reducing the overall footprint of the bridge.

— Indicated that a roundabout would not preclude the extension of Nicholas Street as part of the AVTC project.

A response was provided by WSP via email on April 16, 2018:

— We appreciate your suggestion for implementing a roundabout south of the underpass.

— The focus of this project is on the replacement of the Nicholas Street underpass, which is approaching the end of its service life. The bridge is to be replaced on a new alignment, directly to the west of the existing structure. Ramp realignments in the northwest and southwest quadrants are required as a direct result of the new bridge alignment. The existing Nicholas Street ramps carry high traffic volumes and significant commercial / truck traffic. Roundabouts are generally less effective in situations with high volumes of truck traffic. Furthermore, the ramps currently operate under “free-flow” conditions (i.e. no intersections or traffic control measures); introducing a roundabout would no longer allow for a free flow of traffic, and as such has the potential to introduce delays and create new opportunities for vehicle conflicts.

— Should the City choose to implement the planned Alta Vista Transportation Corridor (ATVC) at a future date, it may be possible to review the potential for a roundabout at this location. We have copied City staff on this response so they may consider your suggestion.

18 February 20, 2018 / Email

Local Resident — Forwarded an article regarding the City of Ottawa announcement regarding the delay of the opening of the LRT, noting that the Highway 417 eastbound on-ramp at Lees Avenue will remain closed until the LRT is in service.

— Noted that there would be one more public open house, and further consultation regarding a request for exemption from the City’s Noise Bylaw.

A response was provided by MTO via email on April 4, 2018:

— As you are aware, the Lees Avenue on-ramp will not reopen to traffic until the City of Ottawa’s Light Rail Transit (LRT) is in full service.

— In order to safely reopen the Lees Avenue on-ramp to general purpose traffic, substantial work will be required, particularly with respect to removal and replacement of pavement markings. This work cannot occur until the Confederation line is in full operation and bus lanes are no longer required on this part of Highway 417. Based on the current OLRT schedule, bus lanes are expected to be no longer required as of December 2018.

— The work required to re-open the ramp is temperature dependent, and based on the timing of the opening of the Confederation Line, this work cannot be undertaken in the late autumn / winter. As a result, it is expected that the ramp will be reopened to traffic in early summer 2019. If there are any changes to the Confederation Line project schedule, the re-opening date for the ramp will be affected.

— As part of the MTO Class Environmental Assessment process for the replacement of the Highway 417 Nicholas Street underpass, there are no further Public Information Centres (PICs) planned. The public will have an opportunity to review and comment on the Design and Construction Report (DCR) that will be prepared and filed for a 30-day public review period at the completion of the study. The DCR will document the Class EA process followed, including a description of the Recommended Plan, potential environmental effects, and the final mitigation plan. You will be notified directly when the DCR is filed for the 30-day public review period.

— There will be a second PIC for the Preliminary Design and Environmental Assessment for the Downtown Bridges Rehabilitation / Replacement project. You will be notified of this PIC.




— Night work is required on the Nicholas Street Bridge replacement project to minimize impacts to traffic during construction. MTO will apply for an exemption to the City of Ottawa’s Noise Bylaw on behalf of the Contractor to allow for night work. The City oversees the process for granting exemptions; typically, public consultation is not a requirement as part of this process.

19 March 7, 2018 / Email

Local Resident — Requested a copy of the presentation given to the City of Ottawa Transportation Committee on March 7, 2018 A response was provided by WSP via email on March 8, 2018:

— As requested in your e-mail below, I have attached a PDF of the presentation which was given at yesterday’s City of Ottawa Transportation Committee Meeting.

— Regarding the proposed revised detours, I would like to note a few things:

— The revised detours in comparison with those initially presented to the City and the general public (i.e. Detour route using Riverside Dr. and Bronson Ave. in the westbound direction and detour route using Isabella St., Main St. and Riverside Dr. in the eastbound direction), significantly reduce the impact on the City of Ottawa’s existing road network and will notably reduce the required travel time, by traffic, to navigate the detour routes;

— The ‘ramp surfing’ detours will only be implemented twice during the construction of the new Nicholas Street bridge: (1) during the erection of the new bridge girders and (2) during the demolition of the existing Nicholas Street structure;

— Each Highway 417 full closure will occur over a single night during a weekend so to minimize the effects on traffic operations; and

— Paid duty police will be present on-site at each of the intersections within the planned revised detours in order to control and direct traffic during the Highway 417 closures. Priority on the detour routes will be given to the Highway 417 traffic.


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3 DETAILED DESCRIPTION OF THE

RECOMMENDED PLAN

3.1 MAJOR FEATURES OF THE PROPOSED WORKS

The Recommended Plan for the Highway 417 Nicholas Street Underpass replacement includes the following components:

— Construction of a new Nicholas Street Underpass on a new alignment west of the existing bridge;

— Removal of the existing bridge;

— Realignment of the ramp in the northwest quadrant (N-W ramp) and minor modifications to the ramps in the southwest quadrant (N-E and W-N ramps);

— Construction of approach tie-ins with the new structure and modified ramps;

— Extension of the fourth lane on Highway 417 in the eastbound and westbound directions, from east of the existing Nicholas Street structure to the N-W on-ramp;

— Grading, paving, drainage improvement, illumination, interchange modification, and modification to ground mounted signs; and

— Construction staging to maintain three lanes of traffic on Highway 417, except as required for structure demolition, new girder erection and construction of the pier and the fourth lane in both directions. A temporary ramp configuration will be developed to maintain access to and from Nicholas Street.

This work is described in greater detail in the sections that follow.

3.1.1 NICHOLAS STREET UNDERPASS

EXISTING STRUCTURE

The existing Nicholas Street Underpass was constructed in 1966 and was rehabilitated in 1986. The underpass is a three span (23 m, 31 m and 23 m) slab on steel plate girder structure and connects Nicholas Street with eastbound and westbound on- and off-ramps to Highway 417. It carries one lane of northbound traffic and two lanes (one dedicated bus lane) of southbound traffic with a north-south orientation. The overall length of the structure is 77.2 m, with a varied width from 19.5 m to 20.5 m.

RECOMMENDED PLAN

The 2009 VE study recommended full replacement of the Nicholas Street Underpass with a new two-lane structure. The replacement of the existing structure is critical in the completion of the Highway 417 widening project, as the existing bridge piers prevent widening towards the outside shoulders at this location.

The new structure has been designed to carry two lanes of traffic over Highway 417, built immediately to the west of the existing bridge and compatible with the future requirements of the City of Ottawa’s AVTC, should the City proceed with that project. The new structure will also accommodate four lanes of traffic in each direction on Highway 417, plus speed change lane in the eastbound direction. The bridge has been designed to increase the vertical clearance over Highway 417 from the existing clearance of 4.3 m to 5.1 m to meet MTO’s current design standards.

Replacement structure alternatives were developed and evaluated based on design, constructability and cost. Specific considerations were given to impacts to traffic on Highway 417 during construction and during future maintenance.




The recommended replacement structure is a two-span concrete slab-on-steel box girder superstructure with a pier within the gore are (i.e., the area between the eastbound on-ramp (N-E ramp) and eastbound travel lanes). This alternative provides a number of roadway design and traffic control advantages such as better sight distance and the widest possible median shoulders on Highway 417, allowing for the widening of Highway 417. It also minimizes traffic interference and recurring mainline lane closures during construction and future maintenance.

CROSS-SECTION

The new Nicholas Street cross-section is as follows:

— Two 0.5 m concrete barriers

— Two 2.6 m outside shoulders

— Two 3.75 m lanes

— Two 0.5 m median shoulders

— 1.5 m raised median (including curb)

The Nicholas Street Underpass cross-section is shown in Figure 3-1.

The General Arrangement drawing for the Nicholas Street Underpass is provided in Appendix D.

Figure 3-1: Nicholas Street Underpass Cross-section

3.1.2 RE-ALIGNMENT OF HIGHWAY 417 N-W RAMP

The Nicholas Street Underpass will be constructed approximately 40 m west of the existing structure. Due to this new location, the Nicholas Street N-W ramp (i.e. the ramp located in the northwest quadrant of the interchange) must be re-aligned to accommodate the alignment of the new structure. The ramp carries traffic from Greenfield Avenue and Nicholas Street to Highway 417 westbound.

The re-alignment of the ramp will occur during Stage 1 of construction and is discussed further in Section 4.2. The location of the re-aligned ramp is shown in Figure 3-4.

3.1.3 HIGHWAY 417 WIDENING

The replacement of the Nicholas Street Underpass will allow for the completion of the planned widening of Highway 417 at this location. Upon completion of the structure replacement, Highway 417 will be widened by one lane towards the outside shoulders in each direction. The total length of the widening is approximately 375 m in each direction, from just west of the N-E ramp to just east of the re-aligned N-W ramp.

The following is the proposed modified Highway 417 cross-section:


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Highway 417 Eastbound

— 0.5 m median shoulder

— Four 3.5 m eastbound lanes

— 3.0 m highway outside shoulder

— Variable width gore

— 1.0 m ramp left shoulder

— 4.75 m ramp lane

— 2.5 m ramp right shoulder

Highway 417 Westbound

— 3.0 m outside shoulder

— Four 3.5 m westbound lanes

— 0.5 m median shoulder

The Highway 417 cross-section is shown in Figure 3-2.

Figure 3-2: Highway 417 Cross-section

3.1.4 DRAINAGE

The existing Highway 417 storm sewer system has an east-west divide near the Nicholas Street Underpass. The storm sewer to the east was recently replaced as part of the previous Highway 417 widening and will not require any additional modification. To the west, the existing sewer is a median storm sewer that crosses the highway and directs flows southerly to the City of Ottawa sewer system on Lees Avenue. It will not require replacement due to the proposed works, but extensions to keep existing ditch inlets connected will be required. The new storm sewer system will be designed for a 10-year return period. In elevated areas, curb cuts and other outlets high on the slope will minimize the need for storm sewers and drop structures. Flows will be controlled to pre-development levels for all outlets into the City of Ottawa sewer system.

The proposed drainage plan for the new Nicholas Street Underpass consists of the following:

— No deck drains are proposed for southbound or northbound lanes, meeting the minimum spread criterion;

— Drainage east of the bridge is to be directed to a small quantity control facility with a total volume of 174 m3 on the north side of the highway to attenuate increased peak flows as a result of the proposed works.




3.1.5 UTILITIES

There are a number of utilities within the project limits, including Bell Canada (Fibre Optic Cable), MTO-owned buried electrical cable and a City of Ottawa watermain.

The Bell Canada existing underground Fibre Optic Transmission Service (FOTS) runs along the south side of the Highway 417 eastbound lanes, with offsets ranging between 1.8 – 2.2 m south from the concrete curb. Within the gore area of the Highway 417 eastbound on-ramp (N-E ramp), the FOTS veers south across the N-E ramp and then continues parallel along the south side of the N-E ramp. The FOTS will be protected during construction of the new south abutment and the removal of the south abutment of the existing structure.

The MTO buried electrical cable is located throughout the interchange in order to provide power to the illumination on the existing Nicholas Street Underpass and along the N-W, W-N and N-E ramps. The buried electric cable crosses Highway 417 to the west of the existing structure and runs parallel along to the north and south sides of Highway 417, respectively.

A 1200 mm diameter City of Ottawa watermain runs parallel to Highway 417 on the south side of the highway within the N-E ramp loop. The watermain veers to the southeast and crosses the existing N-E and W-N ramps until it reaches Lees Avenue where it then continues to run along Lees Avenue. Protection and monitoring measures will be in place for the City of Ottawa’s watermain throughout the duration of construction.

3.1.6 PROPERTY

A Road Cut Permit will be required from the City of Ottawa for the removal of an existing retaining wall and installation of a replacement wall along the W-N ramp embankment slope nearest Lees Avenue. All other works will be completed within the existing MTO ROW.

No permanent property acquisition is required.

3.1.7 CONTEXT SENSITIVE DESIGN

During the Preliminary Design of the Highway 417 Expansion, MTO developed an overall design vision for the Queensway that promotes a holistically planned corridor in the Nation’s capital.

In 2011, MTO completed the Context Sensitive Design (CSD) Concepts report outlining recommendations to be incorporated throughout the design along the Queensway. Many of these design features can be seen on new bridges in the eastern section of the Queensway, such as Lees Avenue shown in Figure 3-3.

The following CSD concepts have been incorporated into the design of the Nicholas Street Underpass replacement (Figure 3-3):

(a) Continuous concrete parapets and street name fixed to the bridge.

(b) Upward arching decorative pilasters on the bridge pier with maple leaf emblem.

(c) Steel girders with a weathered appearance.


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Figure 3-3: Lees Avenue Bridge CSD Features

3.1.8 LANDSCAPE PLAN

A Landscape Plan has been developed to reinstate areas of vegetation disturbed by construction.

The landscape design includes low maintenance, native, and non-invasive species which have high durability (i.e., salt / wind tolerant) to provide seasonal interest through colour, form and texture. Proposed plant selections include native seed mix, shrub plantings, deciduous and coniferous trees, as appropriate, and in accordance was CSD recommendations.

The following highlights key elements of the Landscape Plan:

— Native, salt tolerant, hardy tree and shrub species will be used;

— Seasonal interest will be provided by drought tolerant trees and vegetation and where appropriate fall and spring plants with red attributes (flowers, budding, stalk colouration and fruit) will be incorporated;

— Appropriate MTO standard seed mixes will be utilized along roadside;

— Specialized MTO standard seed mixes will be used on slopes greater than 2:1;

— Tree placement will be respectful of highway light and pole locations to maximize evening light;

— An appropriate selection of plant materials, sizes and placement will be made to provide for natural visibility / observation and ease of maintenance to preserve sight lines.

The Landscape Plan is included in Appendix E.

3.2 CONSTRUCTION AND TRAFFIC STAGING

The replacement of the Nicholas Street Underpass is anticipated to be completed in five stages over two construction seasons. Various lane reductions and two full closures of Highway 417 will be required over the course of construction, as described in detail in Section 3.2.2. Nicholas Street will remain open to traffic during construction.

The following is a summary of the construction and traffic staging.

(a) (b)

(c)




STAGE 1

Stage 1 works include the construction of the re-aligned N-W ramp from Nicholas Street to Highway 417 westbound as well as the re-aligned link from Greenfield Avenue to the N-W ramp. The work will also include the construction of the bridge elements that are accessible from the outside of the existing highway barriers and located beyond the proposed fourth westbound and eastbound lanes within the MTO ROW.

Traffic will be maintained on the existing structure and ramps during this stage (Figure 3-4).

Figure 3-4: Stage 1 Construction and Traffic Staging


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STAGE 2

In Stage 2, work consists primarily of the construction of the new structure, including pier construction and girder installation, just west of the existing Nicholas Street Underpass.

Construction of the pier located in the gore area will require short-duration overnight closure of the outside lane of the N-E ramp and potentially a lane reduction on Highway 417 Eastbound.

Installation of the girders over Highway 417 and the N-E ramp will require a single overnight full closure Highway 417 in both the eastbound and westbound directions, as well as the N-E ramp. The overnight closure will occur over a weekend night.

In addition to the bridge work, the approaches to the new structure, the modification work to the existing N-E ramp and temporary construction at the start of the W-N ramp will be completed.

The new Nicholas Street Underpass will be constructed while maintaining traffic on the existing structure and associated interchange ramps, including the re-aligned N-W on-ramp (Figure 3-5).





STAGE 3

In Stage 3, the construction of the new Nicholas Street Underpass will be completed. The new bridge will open to southbound traffic on Nicholas Street, while northbound traffic will remain on the existing structure.

During this stage, modifications to the W-N ramp will be completed, to tie it into the new structure (Figure 3-6).



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STAGE 4

In Stage 4, the modification work on the N-E and W-N ramps will continue and temporary construction at the beginning of the W-N ramp will be removed.

Traffic will be completely transitioned onto the new Nicholas Street Underpass (Figure 3-7), allowing the existing bridge, piers and abutments to be demolished and removed.

The existing bridge superstructure and piers will be demolished during a one-night full closure of Highway 417 and the N-E ramp, occurring over a weekend night. Prior to the demolition of the bridge, short-duration overnight lane reductions will be required on Highway 417 and the N-E ramp to install debris captures.





STAGE 5

In the final stage, the final paving and line painting to implement the additional fourth lane in each direction on Highway 417 will be completed. Temporary overnight lane reductions will be required during paving and line painting operations (Figure 3-8).



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3.2.1 HIGHWAY 417 CLOSURE DETOUR ROUTE

The two overnight closures of Highway 417 will occur on separate weekends. Traffic will be detoured during this time using a “ramp surfing” configuration.

HIGHWAY 417 EASTBOUND DETOUR ROUTE

— Traffic will exit Highway 417 at the Nicholas Street W-S off-ramp;

— Turn left (east) onto Lees Avenue; and

— Re-enter Highway 417 Eastbound using the Lees Avenue S-E on-ramp (Figure 3-9).

HIGHWAY 417 WESTBOUND DETOUR ROUTE

— Traffic will exit Highway 417 at the Nicholas Street E-N off-ramp and travel towards Mann Avenue;

— Turn left (west) onto Greenfield Avenue; and

— Re-enter Highway 417 Westbound at the Nicholas Street N-W on-ramp (Figure 3-9).

Figure 3-9: Highway 417 Closure Detour Routes

3.2.2 SUMMARY OF LANE, RAMP AND HIGHWAY CLOSURES

Table 3-1 provides a summary of the lane, ramp, and highway closures and their anticipated duration required throughout construction.




Table 3-1: Summary of Lane, Ramp, and Highway Closures

Construction Stage Location of Closure Description

Construction of New Bridge

Full closure of Highway 417 and N-E Ramp

— One overnight full closure occurring over a weekend night for girder installation.

N-E Ramp and Highway 417 EB Lane Reductions

— Short duration overnight lane reductions on the N-E ramp and Highway 417 EB during construction of new pier within the gore area.

Demolition of Existing Bridge

Full closure of Highway 417 and N-E Ramp

— One overnight full closure occurring over a weekend night for the demolition of the existing structure over the highway and N-E ramp, as well as demolition of existing piers.

N-E Ramp and Highway 417

— Short duration overnight lane reductions (8-10 hours) prior to bridge demolition for the installation of debris captures.

Construction of 4th Lanes (Highway 417 widening)

Highway 417 EB and WB Lane Reductions

— Short duration overnight lane reductions for the construction of the 4th lanes in each direction on Highway 417, including paving and line painting.

Post-construction N-E Ramp – Reserved Bus Lane

— Permanent closure of the reserved bus lane on the N-E ramp (Highway 417 Eastbound on-ramp) will occur once the new LRT line is operational. The ramp will be reduced to one lane of traffic permanently.


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4 ENVIRONMENTAL ISSUES AND

COMMITMENTS This section provides a description of direct and indirect environmental impacts associated with the proposed works. This section also describes the mitigation measures developed to minimize the impacts for each identified environmental issue. Mitigation measures include planning decisions, design features, construction requirements and constraints.

The key to ensuring effective environmental quality control and risk management during the project is the development and proactive implementation of an approach that:

— Identifies environmental sensitivities;

— Presents environmental protection measures in a way that can be translated into contractual requirements and for which compliance can be verified; and

— Includes a monitoring program, as required, that verifies that environmental protection measures are being implemented and are effective.

Environmental contract specifications, including standard and non-standard special provisions (SP), Ontario Provincial Standard Specifications (OPSS) and MTO General Conditions of Contract, will be included in the Contract Documents to address specific environmental and operational concerns.

The key environmental concerns and commitments identified during Preliminary Design are summarized in Table 4-1. This table has been provided as a reference and forms the foundation upon which the impact assessment of the Detail Design was developed.




Table 4-1: Summary of Environmental Concerns and Commitments (Modified from Ministry of Transportation, 2007)*

I.D. #

Issue/Concern

Potential Effects

Responsible Agencies

I.D.#

Mitigation/ Protection/ Monitoring

2.0 Terrestrial Ecosystems

— Impact on wildlife habitats due to removal of vegetation at the edge of forested areas.

Ministry of Natural Resources

2.1 Minimize vegetation removal; provide protection for those trees to remain.

2.2 Replace vegetation where feasible (refer to landscape concept plan).

3.0 Surface Water/Stormwater Management

— Increased runoff resulting from increased pavement platform.

City of Ottawa,

Ministry of Transportation

3.1 Reduce runoff to pre-construction rates by using underground detention.

4.0 Land Use

— Traffic delays/access restrictions during construction.

— Impact on emergency service routes/access.

— Restricted pedestrian/cyclist passage at the Queensway.

City of Ottawa,


4.2 Prepare Traffic Management Plan during Detail Design.

4.3 Maintain existing number of lanes on Queensway at most times during construction except for minor reductions during off-peak travel times. Preclude lane restrictions during peak travel times.

4.4 Implement elements of an Advanced Traffic Management System including changeable message signs and incident detection.

4.5 Maintain access to businesses and other properties throughout construction.

4.6 Ensure ongoing communication with emergency services during construction.

4.7 Free flow channelizations at ramp terminals removed, where possible, to better accommodate pedestrians/cyclists.


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4.8 Accommodate the needs of pedestrians and cyclists during construction. Do not close adjacent crossings at the same time during construction. Provide alternative route and advance warning during temporary closures.

6.0 Aesthetics/Landscape Composition

— Loss of vegetation to accommodate recommended Design.

— Effect on visual landscape and scenic resources available to motorists.

— Effect on adjacent dwellers sensitive to views of facility.

City of Ottawa,

National Capital Commission,


6.1 Minimize vegetation removal; provide protection for those trees to remain.

6.2 Replace vegetation where feasible (refer to landscape concept plan).

6.3 Enhance aesthetic design of the bridges and retaining walls, where appropriate, to minimize visual intrusion.

6.4 Provide visual screening and aesthetic enhancement through landscape design (refer to landscape concept plan).

6.5 Develop final landscape plan during Detail Design, in consultation with the City and NCC, and present to the public at that time.

7.0 Noise

— Increase in noise levels adjacent for highway as a result of proposed highway modifications.

— Noise from construction equipment and vehicles during construction.

City of Ottawa,


7.1 No further action required. Mitigation not required since the increase in noise level is less than 5 dBA for the proposed road modifications relative to the future noise levels without the road modifications.

7.2 Require contractor to maintain equipment in an operating condition that prevents unnecessary noise, including but not limited to non-defective muffler systems, properly secured components and the lubrication of moving parts.

7.3 Restrict idling of equipment to the minimum necessary to perform the specified work.

9.0 Archaeology

— Stage 1 and Stage 2 Assessments did not indicate any concerns for significant pre-contact or historic archaeological sites.

Ministry of Culture

9.1 Include contract provisions that require the Ministry of Culture to be notified immediately if deeply buried archaeological remains are encountered during construction.

*note that issues and mitigation measures not relevant to the Nicholas Street Underpass replacement have been removed; ID numbering is not in sequence due to these omissions.




4.1 NATURAL ENVIRONMENT

Natural environmental conditions within the study area were assessed through a review of aerial photography, information collected during Preliminary Design and related studies in the general area, and supplemented with reconnaissance-level field investigations. Detailed information on the natural environmental existing conditions and sensitivities are documented in the Summary of Existing Environmental Conditions Report (WSP, 2017) provided in Appendix F.

Preliminary Design and other background materials reviewed include:

— Botanical and Wildlife Survey Report (Blythe and Associates, 2003) prepared during Preliminary Design; and

— Summary of Environmental Conditions Report – Detail Design Update (MMM Group, 2011) for the Highway 417 Expansion, Operational Improvements and Infrastructure Rehabilitation from Nicholas Street to Ottawa Road 174.

Reconnaissance-level field investigations were completed by WSP on October 12, 2017 to confirm the existing environmental conditions and document any changes in the study area.

Updated Species at Risk records (based on the Endangered Species Act, 2007) and information regarding Areas of Natural and Scientific Interest (ANSIs) were obtained in August 2017 through a data request to the MNRF Kemptville District (Appendix F).

The following sections describe updated existing environmental conditions and sensitivities, potential impacts to the natural environment associated with the proposed works, and the mitigation measures that have been included in the Contract Documents.

4.1.1 VEGETATION

EXISTING CONDITIONS

The Nicholas Street Underpass is located in a highly altered urban/residential environment. No records of ANSIs, evaluated wetlands or other natural features of interest are present in the study area (MNRF, 2017).

The majority of the vegetation within the vicinity of the Nicholas Street Underpass is classified as Cultural Meadow (CUM) with some Cultural Thicket (CUT) or Cultural Woodland (CUW) hedgerows (Figure 4-1). These areas are dominated by invasive or planted species such as: Manitoba maple (Acer negundo); Tatarian honeysuckle (Lonicera tatarica); common buckthorn (Rhamnus cathartica); and Virginia creeper (Parthenocissus vitacea). These areas also include white elm (Ulmus americana); choke cherry (Prunus virginiana); red maple (Acer rubrum); white spruce (Picea glauca); and riverbank grape (Vitis riparia). The cultural meadow that forms the ground cover in these areas is also dominated by weedy and invasive species. Species growing in these conditions include: Japanese knotweed (Polygonum cuspidatum); red raspberry (Rubus ideaus); common yarrow (Achillea millefolium); field strawberry (Fragaria virginiana); garlic mustard (Alliaria petiolata); common burdock (Arctium minus); common milkweed (Asclepias syriaca); Canada thistle (Cirsium arvense); Queen Anne’s lace (Daucus carota); black medic (Medicago lupulina); sweet white clover (Melilotus alba); common plantain (Plantago major); and common dandelion (Taraxacum officinale).

It was noted during October 2017 field investigations that there are two mature trees, approximately 60 cm in diameter-at-breast height, in the northwest quadrant and in the southwest quadrant of the interchange.


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Figure 4-1: Nicholas Street Underpass Vegetation Communities

POTENTIAL IMPACTS

The proposed underpass replacement will result in disturbance of Cultural Meadow communities in the northwest quadrant, due to realignment of the N-W ramp, as well as in the southwest quadrant due to ramp modifications. The two mature trees located in the northwest quadrant and southwest quadrant are not expected to be impacted by the proposed underpass replacement.

These vegetation communities and their species composition are common in Ontario and there are no rare species present. It is anticipated that following construction, with implementation of the Landscape Plan, these vegetation communities can be restored.

MITIGATION MEASURES

The following mitigation measures will be included in the Contract Documents to mitigate impacts to vegetation within the study area:




— Vegetation removal and grading will be minimized to only what is required for the proposed works.

— Required vegetation removal and protection measures will be conducted in accordance with OPSS 201.

— The use of appropriate vegetation clearing techniques will be employed and exposed surfaces will be re-stabilized and re-vegetated as soon as possible following construction.

4.1.2 WILDLIFE AND SPECIES AT RISK

EXISTING CONDITIONS

Wildlife habitat within the study area is limited to highly urbanized areas and to species adapted to living near humans. The more heavily vegetated northwest quadrant may provide limited wildlife habitat for urban tolerant wildlife. The small wooded pockets within the study area are not large enough in area to support breeding populations for birds requiring interior forest habitat.

No migratory birds were observed nesting on the Nicholas Street Underpass or in adjacent vegetation during October 2017 field investigations.

The MNRF District Office in Kemptville (2017) indicated that based on Natural Heritage Information Centre (NHIC) and internal records, there is the potential for five threatened (THR) or endangered (END) species to occur within or in proximity to the Nicholas Street Underpass study area, including: bobolink, chimney swift, tri-coloured bat, barn swallow and butternut.

The potential SAR as identified by MNRF were screened as part of field investigations in October 2017. No SAR were observed, and there is no suitable habitat within the study area; however, tri-coloured bat may roost in the adjacent mature trees. Nearby forested areas along the Rideau River are likely to provide greater opportunities for roosting, and are therefore likely preferred by the species. No regionally or provincially rare species of animals were observed during October 2017 field investigations.

POTENTIAL IMPACTS

Although not observed, migratory birds may nest in adjacent vegetation and may be impacted by limited vegetation removals. Construction activities may temporarily disturb wildlife present within the interchange.

MITIGATION MEASURES

The following mitigation measures will be included in the Contract Documents to protect wildlife during construction:

General

— Wildlife incidentally encountered during construction will not knowingly be harmed and will be allowed to move away from the construction area on its own.

— In the event that wildlife encountered during construction do not move from the construction zone, the Contract Administrator will be notified and will instruct an Environmental Inspector to move the animal to a safe area.

Migratory Birds

— If vegetation clearing or grubbing occurs during the breeding bird period (April 15th to August 15th), this activity will be preceded by a bird nest survey conducted by a qualified biologist to ensure no active nests (with eggs or young) are disturbed.

— If an active nest is identified within or adjacent to the construction site, the Contract Administrator will be contacted. The Contractor will not destroy protected migratory birds or their active nests and clearing will not proceed until a qualified biologist defines and marks an appropriate setback within which no construction activities will occur until the nest becomes inactive.


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Species at Risk

— If a SAR is encountered within or adjacent to the construction site, the Contractor will advise the Contract Administrator who will contact MNRF Kemptville District.

— If construction activities are such that continuing construction in the area would result in a contravention of the Endangered Species Act, all activities will stop and the Contract Administrator will contact a Kemptville MNRF Biologist to discuss mitigation options.

— SAR or potential SAR will not be handled prior to consulting with the MNRF SAR Biologist unless the handler has SAR training.

4.1.3 AQUATIC ECOSYSTEMS

There are no watercourses within 30 m of the project limits. Fish and fish habitat will not be impacted by the proposed works.

4.1.4 DESIGNATED NATURAL AREAS

MNRF (2017) advised there are no ANSIs, evaluated wetlands or other natural features of interest identified within the project limits. Designated natural areas will not be impacted by the proposed works.

4.1.5 MANAGEMENT OF WASTE / DEBRIS AND EXCESS MATERIALS

POTENTIAL IMPACTS

If not managed properly, stockpiled and excess materials and construction waste have the potential to contaminate the surrounding environment.

Spills or effluent released during construction of the proposed works may impact natural areas.

Dust emissions may result from construction activities.

MITIGATION MEASURES

The following mitigation measures will be included in the Contract Documents to manage waste, debris, excess materials and emissions:

— Construction waste and excess materials generated during construction will be managed in accordance with OPSS 180;

— Storage and stockpiling of soil and other fill materials should be located a minimum of 30 m away from drainage features and the top of steep slopes;

— Vehicle maintenance, refueling and fuel storage should be confined to designated areas a minimum of 30 m away from natural areas, and all activities should be controlled to prevent entry of petroleum products or other deleterious substances, such as debris, waste, rubble, or concrete material into the natural environment;

— Equipment should arrive on site in clean condition and be maintained free of fluid leaks, invasive species and noxious weeds;

— A Spill Control and Response Plan will be developed and implemented to prevent deleterious substances from entering the drainage features, storm sewer systems or other surrounding natural areas. The plan should ensure machinery arrives on site in clean condition and maintained free of fluid leaks.

— An emergency spill kit should be kept on site in case of spills during activities or fluid leaks or spills from equipment.




— When spills occur, the Ministry of the Environment Spills Action Centre should be contacted and all reasonable corrective action should be taken to contain and clean the spill immediately.

— Effluent from concrete cutting and grinding operations will be captured and contained.

— Procedures to control emissions of dust, silica and other debris will be implemented to ensure they do not escape beyond the ROW.

4.1.6 MANAGEMENT OF DESIGNATED SUBSTANCES / CONTAMINATED AREAS

EXISTING CONDITIONS

A Contamination Investigation was conducted as part of the Lees Avenue Bridge Replacement by McCormick Rankin Corporation in 2012 (MRC, 2012). The investigation included the collection and chemical analyses of representative soil samples from 12 geotechnical boreholes in accordance with the Ministry of Environment and Climate Change’s (MOECC) Guidance on Sampling and Analytical Methods for Use at Contaminated Sites in Ontario. Three boreholes, EBH4, S533A, and S534A, were located in close proximity to the Nicholas Street Underpass, approximately 130 m, 230 m and 250 m east of the underpass, respectively.

Both S533A and S534A exceeded MOECC Table 3 Standards for petroleum hydrocarbons (PHCs). The soil is classified as non-hazardous industrial waste. Impacts from PHCs were located within the upper 3 m layer of the soil, which consists primarily of sandy fill, and are likely associated with a former coal gasification plant located south of Highway 417 and west of Lees Avenue. The impacted soil is considered non-hazardous, as defined under O. Reg. 347.

A Designated Substances Survey of the bridge will be completed prior to construction to identify the presence of any designated substances. Silica is assumed to be present throughout asphalt, concrete, and granular materials.

POTENTIAL IMPACTS

During construction, there is the potential to encounter contaminated soils. Contaminated soils must be managed in accordance with provincial standards to avoid impacting the surrounding environment.

Designated substances may be encountered during construction and require proper management / handling.

MITIGATION MEASURES

The following mitigation measures will be included in the Contract Documents to manage designated substances and contaminants:

— Any surficial excess soil (i.e. within the upper 3 m) that is generated during construction excavation work (bridge and retaining wall footings, utility work, and pavement work) in the vicinity of boreholes S533 A and S534A are to be considered environmentally impacted and will be hauled off-site by an MOECC licenced hauler and disposed of at an MOECC licenced facility (landfill).

— Any suspected coal-tar impacts that are identified (based on odour and staining) should be considered as environmentally impacted and appropriately managed.

— Soil conditions should be monitored during all on-site construction activities. If coal-tar impacts are identified in the excavated soil outside of tested areas, then the excess soil should be hauled off-site by a MOECC licensed hauler and disposed of at a MOECC licensed facility (landfill).

— Earth excavations are designed to minimize any vertical migration of coal tar impacts to deeper depths in the soil, and horizontal migration along utility lines. This should include placing an impermeable barrier such as a 0.601 m polyethylene liner in excavations where impacted soils are encountered to minimize any pathways for coal-tar migration into and along the backfilled excavations.


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— The Contractor will be notified of the potential to encounter any substances designated under the Occupational Health and Safety Act.

— Standard demolition dust control measures will be implemented to control airborne dust and minimize exposure to silica.

4.1.7 EROSION AND SEDIMENT CONTROL

POTENTIAL IMPACTS

Uncontrolled erosion and sedimentation occurring during construction can result in a loss of topsoil and disruption of drainage systems.

MITIGATION MEASURES

Standard erosion and sediment control measures will be implemented during construction to prevent the migration of soils from the site.

— The Contractor shall prepare an Erosion and Sediment Control Plan;

— All vegetated cover not specified for removal should be preserved to minimize erosion and sedimentation;

— All erosion and sediment control measures should be integrated with a construction operation and the schedule as determined by the Contractor. Operations should not commence until temporary erosion and sediment control measures have been installed. Erosion control measures should include, but not be limited to, silt fence barrier, straw bale flow checks, tarps, etc.;

— Erosion and sediment control measures should accommodate other aspects of the work including, but not restricted to the following:

— Work area requirements, including equipment access, operation and storage, and material supply, utilization and storage;

— Surface drainage from outside, through or around the work;

— Areas of disturbed soil and soil stockpiles;

— Means of access to erosion and sediment control measures requiring maintenance;

— Constraints that may be specified elsewhere in the Contract; and

— Protection of completed portions of the work.

— The Contractor should monitor the erosion and sediment control measures and if the measures are found to be ineffective, the Contractor should immediately make changes in order to control erosion and sediment; and

— Temporary erosion and sediment control measures should be maintained and kept in place until 100% of all work has been completed and stabilized. Temporary control measures should be removed at the completion of the work but not until permanent erosion control measures, as specified in the Contract Documents, have been established.

4.2 SOCIAL / ECONOMIC ENVIRONMENT

During Detail Design, a review of existing planning documents, current land use, and the social context of the site was completed. A detailed description of the existing social / economic environment is documented in the Summary of Existing Environmental Conditions Report (WSP, 2017) (Appendix F).

The following sections describe potential impacts to the social / economic environment associated with the proposed works, and provide a summary of mitigation included in the Contract Documents.




4.2.1 LAND USE

Land use in the immediate vicinity of the underpass consists primarily of open space, residential, and commercial land uses.

As per Schedule B of the City of Ottawa Official Plan (2013, consolidated May 2014), the Nicholas Street Underpass is within lands that carry three designations. The underpass and much of the interchange are within lands designated as General Urban Area. Lands located immediately east are designated Mixed Use Centre, and land located immediately south along the Rideau River are designated as Major Open Space.

Existing land uses are illustrated on Figure 4-2.

No permanent impacts to existing land uses are anticipated.

Figure 4-2: Land use Designations at the Nicholas Street Underpass (Ottawa Official Plan Schedule B, 2013,

consolidated May 2014)

The Nicholas Street Underpass is located within the area covered under the Lees Transit-Oriented Development (TOD) Plan (City of Ottawa, 2014). TOD Plans are prepared specifically to address underdeveloped lands surrounding rapid transit stations. The City of Ottawa has prepared the Lees TOD Plan in advance of the Lees Station of the Confederation LRT Line currently being constructed at Lees Avenue (City of Ottawa, 2014).


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The potential future AVTC bridge is shown in the TOD with sidewalks and cycling connections with Nicholas Street. A multi-use pathway is also shown along the east side of the Nicholas Street Underpass crossing Highway 417 as shown in Figure 4-3.

Figure 4-3: Lees Transit Orientated Development Plan - Pedestrian Network

4.2.2 CONTEXT SENSITIVE DESIGN AND LANDSCAPE PLAN

POTENTIAL IMPACTS

As discussed in Section 3.1.6 and Section 3.1.7, the replacement of the Nicholas Street Underpass presents an opportunity to implement CSD features consistent with the rest of the Queensway corridor.

The recommended bridge replacement has a shallow girder depth and incorporates decorative pilasters, maple leaf emblems and the street name, consistent with CSD recommendations.

Construction will temporarily disturb vegetated areas within the interchange. A Landscape Plan will be implemented following construction and will include low maintenance, native and non-invasive species which have high durability (i.e., salt/wind tolerant) and which provide seasonal interest through colour, form, and texture. Proposed plant selections for the following areas include native seed mix, shrub plantings, deciduous and coniferous trees, as appropriate, and are in accordance with CSD recommendations.

MITIGATION MEASURES

— The new bridge has been designed to incorporate CSD features consistent with the rest of the Queensway corridor;

— The Landscape Plan developed during Detail Design will be implemented following construction of the rehabilitation and widening;

Nicholas Street

Underpass




— Salt tolerant, hardy tree and shrub species will be used throughout;

— Seasonal interest will be provided by drought tolerant trees and vegetation, where and as appropriate. Restrained use of Fall and Spring plants with red attributes (flowers, budding, stalk colouration, and fruit) will be used. Areas absent of existing landscaping will be enhanced where feasible;

— Appropriate MTO standard seed mixes and plantings will be utilized along roadside conditions;

— Specialized MTO standard seed mixes or sodding and slope stabilization will be used on slopes greater than 2:1;

— Tree placement will be respectful of highway light and pole locations to maximize evening lighting effectiveness; and

— Specifications for sod, seed and mulch, shrubs and trees are included in the Contract Documents.

4.2.3 TRAFFIC OPERATIONS

POTENTIAL IMPACTS

While the construction staging presented in Section 3.2 was developed with the goal of minimizing highway, lane and ramp closures to the extent possible, some closures are required to accommodate the proposed construction activities.

Two separate overnight full closures of Highway 417 and the N-E ramp are required for the erection of the new bridge girders over the highway and for the demolition of the existing structure. Each closure will occur on a separate weekend.

Short-duration overnight lane reductions on Highway 417 are required for the following activities: in advance of the demolition of the existing bridge to install debris captures; during construction of the new pier in the gore area; and during construction of the fourth lane of Highway 417 in each direction. Lane reductions on the N-E ramp are required for short-duration periods during construction of the new pier in the gore area and during installation of debris captures in advance of bridge demolition.

MITIGATION MEASURES

The following constraints will apply during construction to mitigate impacts on traffic:

— The Contractor will be required to develop a Traffic Control Plan, which includes actions to mitigate impacts to traffic during construction.

— Three lanes of traffic will be maintained on Highway 417 at all times during peak periods.

— The Contractor will be required to prepare a Communications Plan for Traffic Management. The Communications Plan will outline requirements for public notification for lane and ramp closures. A minimum of one week prior to a ramp or mainline lane closure:

— Residents and businesses will be notified via brochure mail-out.

— Print and radio media releases will be issued in French and English.

— Portable Variable Message Signs (PVMS) and Advance Notification / Warning Signs will be in place.

— Temporary traffic control will be provided in accordance with Ontario Traffic Manual Book 7.

— Applicable temporary signage and advance notification will be implemented during construction for the temporary ramp closures, in advance of the work zones and for any required detours.

— The Contractor will notify Emergency Services, OC Transpo, school boards, and other relevant stakeholder agencies two weeks in advance of the start of construction and if any changes to traffic flow are anticipated (e.g., lane closures) as construction progresses.

— The Contract shall provide OC Transpo at least five (5) working days’ notice to coordinate adjustments required to their facilities as a result of construction.


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— The Contractor shall advise OC Transpo a minimum of 10 working days in advance of any Highway 417 ramp or City road closures to permit rerouting of bus services or adjustments to their schedule and/or facilities.

— The Contractor will also notify Emergency Services at least two days in advance of any temporary ramp and/or road closures.

4.2.4 NOISE

The study area is governed by the City of Ottawa Noise By-Law (By-Law no. 2004-253). It is anticipated that there will be an increase in noise levels during construction. Night work is required for the following works:

— Tie-in of the realigned N-W ramp to the existing Nicholas Street and Highway 417.

— Construction of the new bridge:

— Girder installation over Highway 417 and N-E ramp over one night (during full closure of the highway); and

— Construction of the new pier within the gore area, requiring lane reductions on Highway 417 Eastbound and the N-E ramp.

— Demolition of the existing bridge over the highway and N-E ramp:

— Installation of debris captures on the bridge prior to demolition works with overnight lane reductions; and

— Demolition of the existing structure over the highway and the N-E ramp over one night (during full closure of the highway);

— Construction of the fourth lanes on Highway 417, requiring short-duration overnight lane reductions for paving and line painting.

MITIGATION MEASURES

— The contractor will abide by all municipal noise control By-Laws for the day-to-day construction.

— A Noise By-law exemption will be obtained prior to construction for night time work.

— Equipment will be maintained in an operating condition that prevents unnecessary noise, including but not limited to non-defective muffler systems, properly secured components and lubrication of moving parts. Idling equipment should be restricted to the minimum necessary to perform specific work.

4.3 CULTURAL ENVIRONMENT

4.3.1 CULTURAL HERITAGE

Because the Nicholas Street Underpass is over 40 years old, a Cultural Heritage Evaluation was conducted in 2011 by Unterman McPhail Associates to determine if the bridge has any heritage value or interest.

In terms of visual appeal, the Nicholas Street Underpass is considered to be a well-proportioned bridge that has a general massing that is appropriate to the landscape in which it is situated. The bridge is considered to be of little value from a technical or scientific perspective and is constructed with common materials. The underpass is associated with two major themes in Canada’s history: the development of the Trans-Canada highway during the mid-20th century and the development of Canada’s Capital over the same period.

Due to the bridge’s visual appeal, contextual value, and historical/associative value, the Nicholas Street Underpass scored 46 out of 100 points under the Ontario Heritage Bridge Guidelines evaluation scheme,




below the minimum threshold of 60 points for recommended inclusion on the Ontario Heritage Bridge List. Therefore, the underpass does not have significant cultural heritage value or interest.

No impacts to built heritage resources are anticipated as part of the project.

4.3.2 ARCHAEOLOGICAL RESOURCES

Stage I and Stage II Archaeological Assessments were completed during Preliminary Design. No evidence of archaeological resources was found within the existing Highway 417 ROW, which has been significantly disturbed. No further archaeological assessment is required as part of the Detail Design study.

The proposed works will take place within the existing Highway 417 ROW, or in areas that have undergone land alterations and subsurface disturbances as a result of prior work. Archaeological potential is considered to be low. However, archaeological remains may be disturbed during construction.

MITIGATION MEASURES

— In the event that deeply buried archaeological deposits are discovered in the course of construction, the Ministry of Tourism, Culture and Sport (416-314-1177) should be notified immediately. Should previously undocumented archaeological resources be discovered, they may be new archaeological sites and therefore subject to Section 48 (1) of the Ontario Heritage Act. The proponent or person discovering the archaeological resources must cease alteration of the site immediately and engage a licensed consultant archaeologist to carry out a determination of their nature and significance.

— In the event that human remains are encountered during construction, the Cemeteries Regulation Unit of the Ministry of Consumer Service (1-800-889-9768) should be notified. In situations where human remains are associated with archaeological resources, the Ministry of Tourism, Culture and Sport should also be contacted to ensure that the site is not subject to unlicensed alterations which would be a contravention of the Ontario Heritage Act.

4.4 SUMMARY OF ENVIRONMENTAL EFFECTS, PROPOSED

MITIGATION, COMMITMENTS TO FURTHER WORK

Table 4-2 summarizes the anticipated environmental impacts and the mitigation measures that will be incorporated into the design and Contract Documents. Provided that these mitigation measures are implemented, the impacts to the natural, social/economic, and cultural environments are expected to be minimal.

Mitigation measures for this project are related to:

— Vegetation;

— Wildlife and Species at Risk;

— Management of Waste / Debris and Excess Materials;

— Management of Designated Substances / Contaminated Areas;

— Erosion and Sediment Control;

— CSD and Landscape Plan;

— Traffic Operations;

— Construction Noise; and

— Archaeological Resources.


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Table 4-2: Summary of Environmental Concerns and Commitments

I.D. # ISSUE / CONCERN / POTENTIAL EFFECTS

CONCERNED AGENCIES

I.D. # PROPOSED MITIGATION / PROTECTION / MONITORING

1.0 Vegetation

1.1 The proposed underpass replacement will result in disturbance of Cultural Meadow communities in the northwest quadrant, due to realignment of the N-W ramp, as well as in the southwest quadrant. Two mature trees located in the northwest quadrant and southwest quadrant are not expected to be impacted.

These vegetation communities and their species composition are common in Ontario and there are no rare species present. It is anticipated that following construction, with implementation of the Landscape Plan, these vegetation communities can be restored.

MTO

MNRF

1.1.1 — Vegetation removal and grading will be minimized to only what is required for the proposed works.

— Required vegetation removal and protection measures will be conducted in accordance with OPSS 201.

— The use of appropriate vegetation clearing techniques will be employed and exposed surfaces will be re-stabilized and re-vegetated as soon as possible following construction.

Contract Drawings OPSS 201 – Clearing, Close Cut Clearing, Grubbing & Removal of Surface and Piled Boulders

2.0 Wildlife and Species at Risk

2.1 Construction activities may temporarily disturb wildlife present within the interchange.

MTO MNRF

2.1.1 — Wildlife incidentally encountered during construction will not knowingly be harmed and will be allowed to move away from the construction area on its own.

— In the event that wildlife encountered during construction do not move from the construction zone, the Contract Administrator will be notified and will instruct an Environmental Inspector to move the animal to a safe area.

Operational Constraint (Environmental) – Prevention of Wildlife Harassment





CONCERNED AGENCIES


2.2 Although not observed, migratory birds may nest in adjacent vegetation and may be impacted by limited vegetation removals.

MTO MNRF

2.2.1 — If vegetation clearing or grubbing occurs during the breeding bird period (April 15th to August 15th), this activity will be preceded by a bird nest survey conducted by a qualified biologist to ensure no active nests (with eggs or young) are disturbed.

— If an active nest is identified within or adjacent to the construction site, the Contract Administrator will be contacted. The Contractor will not destroy protected migratory birds or their active nests and clearing will not proceed until a qualified biologist defines and marks an appropriate setback within which no construction activities will occur until the nest becomes inactive.

Operational Constraint (Environmental) – Migratory Bird Protection – General

2.3 Although the potential to encounter SAR is low, tri-coloured bat may roost in mature trees within the interchange.

MTO

MNRF

2.3.1 — If a SAR is encountered within or adjacent to the construction site, the Contractor will advise the Contract Administrator who will contact MNRF Kemptville District.

— If construction activities are such that continuing construction in the area would result in a contravention of the Endangered Species Act, all activities will stop and the Contract Administrator will contact a Kemptville MNRF Biologist to discuss mitigation options.

— SAR or potential SAR will not be handled prior to consulting with the MNRF SAR Biologist unless the handler has SAR training.

Operational Constraint – Identification of Local Regulatory Authorities

3.0 Management of Waste/Debris and Excess Materials

3.1

If not managed properly, stockpiled and excess materials and construction waste have the potential to contaminate the surrounding environment.

MTO

MOECC

MNRF

3.1.1 — Construction waste and excess materials generated during construction will be managed in accordance with OPSS 180.

— Storage and stockpiling of soil and other fill materials should be located a minimum of 30 m away from drainage features and the top of steep slopes.

OPSS 180 – General Specification for the Management of Excess Materials


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Operational Constraint (Environmental) - Management of Excess Earth with Salt Impacts

Operational Constraint (Environmental) – Erosion and Sedimentation Control

3.1.2 — Vehicle maintenance, refueling and fuel storage should be confined to designated areas a minimum of 30 m away from natural areas, and all activities should be controlled to prevent entry of petroleum products or other deleterious substances, such as debris, waste, rubble, or concrete material into the natural environment;

— Equipment should arrive on site in clean condition and be maintained free of fluid leaks, invasive species and noxious weeds.

Operational Constraint (Environmental) – Equipment Refueling, Maintenance and Washing

3.2 Spills or effluent released during construction of the proposed works may impact natural areas.

MTO

MOECC

3.2.1 — A Spill Control and Response Plan will be developed and implemented to prevent deleterious substances from entering the drainage features, storm sewer systems or other surrounding natural areas. The plan should ensure machinery arrives on site in clean condition and maintained free of fluid leaks.

— An emergency spill kit should be kept on site in case of spills during activities or fluid leaks or spills from equipment.

— When spills occur, the Ministry of the Environment Spills Action Centre should be contacted and all reasonable corrective action should be taken to contain and clean the spill immediately.

— Effluent from concrete cutting and grinding operations will be captured and contained.

Operational Constraint (Environmental) - Spill Prevention and Response Contingency Plan

Operational Constraint (Environmental) – Management of Effluent from Concrete Cutting and Grinding





CONCERNED AGENCIES


3.3 Dust emissions may result from construction activities.

MTO 3.3.1 — Procedures to control emissions of dust, silica and other debris will be implemented to ensure they do not escape beyond the ROW.

Operational Constraint (Environmental) – General Environmental Protection Requirement

4.0 Management of Designated Substances / Contaminated Areas

4.1 During construction, there is the potential to encounter contaminated soils. Contaminated materials must be managed in accordance with provincial standards to avoid impacting the surrounding environment.

MTO

MOECC

4.1.1 — Any surficial excess soil (i.e. within the upper 3 m) that is generated during construction excavation work (bridge and retaining wall footings, utility work, and pavement work) in the vicinity of boreholes S533 A and S534A are to be considered environmentally impacted and will be hauled off-site by an MOECC licenced hauler and disposed of at an MOECC licenced facility (landfill).

— Any suspected coal-tar impacts that are identified (based on odour and staining) should be considered as environmentally impacted and appropriately managed.

— Soil conditions should be monitored during all on-site construction activities. If coal-tar impacts are identified in the excavated soil outside of tested areas, then the excess soil should be hauled off-site by a MOECC licensed hauler and disposed of at a MOECC licensed facility (landfill).

— Earth excavations are designed to minimize any vertical migration of coal tar impacts to deeper depths in the soil, and horizontal migration along utility lines. This should include placing an impermeable barrier such as a 0.601 m polyethylene liner in excavations where impacted soils are encountered to minimize any pathways for coal-tar migration into and along the backfilled excavations.

Item – Contaminated Earth Excavation

4.2 Designated substances may be present within the bridge. Silica is present throughout asphalt, concrete, and granular materials.

MTO MOECC

4.2.1 — The Contractor will be notified of the potential to encounter any substances designated under the Occupational Health and Safety Act.

— Standard demolition dust control measures will be implemented to control airborne dust and minimize exposure to silica.


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SSP 101F21 – Occupational Health and Safety Act Compliance – List of Designated Substances

5.0 Erosion and Sediment Control

5.1 Uncontrolled erosion and sedimentation occurring during construction can result in a loss of topsoil and disruption of drainage systems.

MTO

MOECC

5.1.1 — The Contractor shall prepare an Erosion and Sediment Control Plan;

— All vegetated cover not specified for removal should be preserved to minimize erosion and sedimentation;

— All erosion and sediment control measures should be integrated with a construction operation and the schedule as determined by the Contractor. Operations should not commence until temporary erosion and sediment control measures have been installed. Erosion control measures should include, but not be limited to, silt fence barrier, straw bale flow checks, tarps, etc.;

— Erosion and sediment control measures should accommodate other aspects of the work including, but not restricted to the following:

— Work area requirements, including equipment access, operation and storage, and material supply, utilization and storage;

— Surface drainage from outside, through or around the work;

— Areas of disturbed soil and soil stockpiles;

— Means of access to erosion and sediment control measures requiring maintenance;

— Constraints that may be specified elsewhere in the Contract; and

— Protection of completed portions of the work.

— The Contractor should monitor the erosion and sediment control measures and if the measures are found to be ineffective, the Contractor should immediately make changes in order to control erosion and sediment; and

— Temporary erosion and sediment control measures should be maintained and kept in place until 100% of all work has been completed and stabilized. Temporary control measures should be removed at the completion of the work but not until permanent





CONCERNED AGENCIES


erosion control measures, as specified in the Contract Documents, have been established.

Contract Drawings

Operational Constraint (Environmental) – Erosion and Sediment Control

6.0 CSD and Landscape Plan

6.1 The replacement of the Nicholas Street Underpass presents an opportunity to implement CSD features consistent with the rest of the Queensway corridor.

Construction will temporarily disturb vegetated areas within the interchange. A Landscape Plan will be implemented following construction.

MTO 6.1.1 — The new bridge has been designed to incorporate CSD features consistent with the rest of the Queensway corridor;

— The Landscape Plan developed during Detail Design will be implemented following construction of the rehabilitation and widening;

— Salt tolerant, hardy tree and shrub species will be used throughout;

— Seasonal interest will be provided by drought tolerant trees and vegetation, where and as appropriate. Restrained use of Fall and Spring plants with red attributes (flowers, budding, stalk colouration, and fruit) will be used. Areas absent of existing landscaping will be enhanced where feasible;

— Appropriate MTO standard seed mixes and plantings will be utilized along roadside conditions;

— Specialized MTO standard seed mixes or sodding and slope stabilization will be used on slopes greater than 2:1;

— Tree placement will be respectful of highway light and pole locations to maximize evening lighting effectiveness; and

— Specifications for sod, seed and mulch, shrubs and trees are included in the Contract Documents.

Contract Documents

7.0 Traffic Operations

7.1 Two separate overnight full closures of Highway 417 and the N-E ramp are required for the erection of the new

MTO City of Ottawa (including

7.1.1 — Three lanes of traffic will be maintained on Highway 417 at all times during peak periods.


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bridge girders over the highway and for the demolition of the existing structure. Each closure will occur on a separate weekend.

Short-duration overnight lane reductions on Highway 417 are required for the following activities: in advance of the demolition of the existing bridge to install debris captures; during construction of the new pier in the gore area; and during construction of the fourth lane of Highway 417 in each direction.

Lane reductions on the N-E ramp are required for short-duration periods during construction of the new pier in the gore area and during installation of debris captures in advance of bridge

demolition.

Emergency Services)

— The Contractor will be required to prepare a Communications Plan for Traffic Management. The Communications Plan will outline requirements for public notification for lane and ramp closures. A minimum of one week prior to a ramp or mainline lane closure:

— Residents and businesses will be notified via brochure mail-out.

— Print and radio media releases will be issued in French and English.

— Portable Variable Message Signs (PVMS) and Advance Notification / Warning Signs will be in place.

— Temporary traffic control will be provided in accordance with Ontario Traffic Manual Book 7.

— Applicable temporary signage and advance notification will be implemented during construction for the temporary ramp closures, in advance of the work zones and for any required detours.

Contract Drawings

SP 100F08M: Protection of Public Traffic

Non-Standard Special Provision: Communication Plan for Traffic Management

7.2 Access during emergencies may be impacted during reduced lane, ramp and highway closures. OC Transpo and school bus schedules may be impacted during lane, ramp and highway closures.

MTO City of Ottawa (including Emergency Services)

7.2.1 — The Contractor will notify Emergency Services, OC Transpo, school boards, and other relevant stakeholder agencies two weeks in advance of the start of construction and if any changes to traffic flow are anticipated (e.g., lane closures) as construction progresses.

— The Contractor shall provide OC Transpo at least five working days’ notice to coordinate adjustments required to their facilities as a result of construction.

— The Contractor shall advise OC Transpo a minimum of 10 working days in advance of any Highway 417 ramp or City road closures to permit rerouting of bus services or adjustments to their schedule and/or facilities.





CONCERNED AGENCIES


— The Contractor will also notify Emergency Services at least two days in advance of any temporary ramp and/or road closures.

Operational Constraint – Notification of Affected Agencies

8.0 Construction Noise

8.1 The study area is governed by the City of Ottawa Noise By-Law (By-Law no. 2004-253). It is anticipated that there will be an increase in noise levels during construction.

Night work is required for:

• Tie-in of the realigned N-W ramp to the existing Nicholas Street and Highway 417

• Girder installation over Highway 417 and the N-E ramp

• Construction of the new pier within the gore area

• Installation of debris captures on the bridge prior to demolition

• Demolition of the existing structure over the highway and the N-E ramp

• Construction of the fourth lanes on Highway 417, including paving and line painting

MTO City of Ottawa

Area Residents

8.1.1 — The contractor will abide by all municipal noise control By-Laws for the day-to-day construction.

— A Noise By-law exemption will be obtained prior to construction for night time work.

— Equipment will be maintained in an operating condition that prevents unnecessary noise, including but not limited to non-defective muffler systems, properly secured components and lubrication of moving parts. Idling equipment should be restricted to the minimum necessary to perform specific work.

SP 199F33: Construction Noise Constraints

SP 199F31: Environmental Exemptions and Permits

9.0 Archaeological Resources

9.1 The proposed works will take place within the existing Highway 417 ROW in areas that have undergone land alterations and subsurface disturbances as a result of prior work.

MTO MTCS

Indigenous Communities

9.1.1 — In the event that deeply buried archaeological deposits are discovered in the course of construction, the Ministry of Tourism, Culture and Sport (416-314-1177) should be notified immediately. Should previously undocumented archaeological resources be discovered, they may be new archaeological sites and therefore


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Archaeological potential is considered to be low. However, archaeological remains may be disturbed during construction.

subject to Section 48 (1) of the Ontario Heritage Act. The proponent or person discovering the archaeological resources must cease alteration of the site immediately and engage a licensed consultant archaeologist to carry out a determination of their nature and significance.

General Conditions of Contract

9.1.2 — In the event that human remains are encountered during construction, the Cemeteries Regulation Unit of the Ministry of Consumer Service (1-800-889-9768) should be notified. In situations where human remains are associated with archaeological resources, the Ministry of Tourism, Culture and Sport should also be contacted to ensure that the site is not subject to unlicensed alterations which would be a contravention of the Ontario Heritage Act.

General Conditions of Contract




5 MONITORING The Ministry of Transportation has an internal process to identify and address updates to the Ontario Provincial Standard Specifications (OPSS) and MTO Special Provisions. This includes on-going review of unanticipated events that occur during other construction contracts and incorporation of required updates into future contract provisions. This helps to assess the effectiveness of the contract provisions to ensure that they are providing the expected control and/or protection.

An independent on-site Contract Administrator (CA Consultant) is retained by MTO to ensure that construction proceeds as per the contract documentation, including environmental protection.

During construction, the on-site CA Consultant ensures that implementation of mitigation measures and key design features are consistent with the contract requirements. In addition, the effectiveness of the environmental impact mitigation measures is assessed to ensure that:

— Individual mitigation measures are providing the expected control and/or protection;

— Composite control and/or protection provided by the mitigation measures is adequate; and

— Additional mitigation measures are provided, as required, for any unanticipated environmental problems that may develop during construction.

In the event that problems develop, the CA Consultant is there to ensure that MTO and appropriate agencies are contacted.


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BIBLIOGRAPHY — Blythe and Associates. 2003. Botanical and Wildlife Survey Report.

— City of Ottawa. 2013, consolidated May 2014. City of Ottawa Official Plan Consolidation.

— City of Ottawa. 2011a. Old Ottawa East Community Design Plan.

— City of Ottawa. 2011b. Old Ottawa East Secondary Plan.

— City of Ottawa. 2014. Transit-Oriented Development (TOD) Plans - Lees, Hurdman, Tremblay, St. Laurent, Cyrville and Blair.

— Delcan. 2005. Alta Vista Transportation Corridor Environmental Study Report.

— Ecoplans. 2012. Contaminant Investigation Highway 417 at Lees Avenue Overpass, Ottawa Ontario – Final Report.

— iTRANS Consulting. 2009. Highway 417/Nicholas Interchange Value Engineering Study – Final Report.

— Ministry of Natural Resources and Forestry – Kemptville District. 2017. Information Request Letter – Infrastructure (Nicholas Underpass (GWP 4070-10-00)).

— Ministry of Transportation & Stantec. 2011. Context Sensitive Design Concepts for the Queensway – Highway 417.

— Ministry of Transportation. 2007. Transportation Environmental Study Report. Highway 417 (Ottawa Queensway) from Highway 416 Easterly to Anderson Road Preliminary Design Study and Environmental Assessment (G.W.P. 663-93-00)

— MMM Group. 2011. Summary of Environmental Conditions Report Detail Design Update – Highway 417 Expansion, Operational Improvements and Infrastructure Rehabilitation from Nicholas Street to Ottawa Road 174.

— Unterman McPhail Associates. 2011. Cultural Heritage Evaluation Report, Nicholas Street Underpass, MTO Site No. 3-224/Highway 417 (GWP 4320-06-00/GWP 4091-07-00)

— WSP. 2017. Structural Design Report Nicholas Street Underpass Replacement. Highway 417, Site No. 3-224