Summaries
of Documents Pertaining to the Alta Vista Corridor
The Canterbury
Community Association, The Alta Vista Parkway: Responding to Community
Needs - Brief to the Ontario Municipal Board, December, 1990.
- urges
construction of the Alta Vista Parkway (AVP) based on:
- existing
and proposed development in the south and southeast of the city;
- heavy
congestion of existing routes in the southeast (St. Laurent, Alta Vista);
- traffic
safety; and
- delays
to provision of emergency services (ambulances, fire trucks) due to
congestion.
- the report
admits that the development of the AVP would not address all of the
road capacity deficiencies projected for 2011.
- supports
a landscaped, limited access four-lane parkway with minimal truck traffic
(not a six-lane, divided urban arterial road). Design should include bicycle pathway,
enhanced recreational facilities, noise attenuation features, retention/relocation
of existing garden plots and playing fields, pedestrian crossings (bridges
or tunnels) and at-grade intersections at Walkley, Kilborn, Pleasant
Park and Smyth.
- states
that the AVP must cross the Rideau River and link directly to the Queensway
and to downtown, otherwise congestion would simply be displaced from
Conroy, South Bank St. and Alta
Vista Drive to Riverside, North Bank St., Main, the Vanier Parkway and
the Queensway.
- recognizes
that future regional growth will continue to fuel congestion and that
additional solutions will be needed
ie. - a bridge outside the downtown area, a ring road, east end
of Hunt Club connection to #417, intersection upgrades.
Municipal
Engineers Association, Class Environmental Assessment for Municipal
Road Projects, June, 1993.
- purpose
of document is to provide municipalities with an approved planning procedure
for municipal road projects which occur frequently and which, in general,
have relatively minor and predictable environmental effects.
- in defining
a project, the document emphasizes that it is inappropriate for proponents
to reduce their responsibility under the EA Act by breaking up or piecemealing
a larger project into smaller component parts, with each part to be
addressed separately. If
the component parts are interdependent, then all the components should
be dealt with as a single component.
- the scope
of projects covered by the Class EA process are classified in terms
of schedules:
Schedule
A projects are limited in scale, have minimal adverse effects and
include the majority of municipal road maintenance and operational activities. These projects are approved and may proceed
to implementation without following the Class EA planning process.
Schedule
B projects have the potential for some adverse environmental effects. The proponent is required to undertake
a screening process, involving mandatory contact with the directly affected
public and with relevant public agencies, to ensure that they are aware
of the project and that their concerns are addressed. If there are no outstanding concerns then the proponent may
proceed to implementation.
Schedule
C projects have the potential for significant environmental effects
and must proceed under full planning and documentation procedures specified
in the Class EA document. An
Environmental Study Report (ESR) must be prepared and submitted for
review by the public.
NOTE: If significant concerns are raised that
cannot be resolved re Schedule B screening or Schedule C ESR, then the
project may be “bumped up” ie. be subjected to an individual
EA. The bump up decision rests with the proponent
or with the Minister of the Environment.
The current Alta Vista Transportation Corridor EA is a Schedule
C project.
UMA Engineering
Ltd et al, Environmental Assessment Study of the Transportation Demands
To and From the Southeast Sector, Problem/Need Identification Report,
prepared for the Regional Municipality of Ottawa-Carleton, 20 May, 1993.
- the study
focussed on the first step (problem identification) of the five sequential
steps in the Class EA process set out in the previous document:
1.
Problem Identification;
2.
Consideration of broad alternatives, and selection of preferred alternative(s);
3.
Consideration of design alternatives;
4.
Documentation and approvals; and
5.
Implementation and monitoring.
- the study
area was bounded by the Rideau River/Rideau Canal to the west, #417
to the north and east, and extended beyond Leitrim Road to the south
to include the proposed South Urban Community and the expansion of Leitrim. Given the linear nature of transportation
systems, potential impacts outside the study area - particularly in
the area immediately to the north - were also considered.
- the study
analysed transportation system performance in three time frames (past,
present, future), concentrating on key demographic trends, growth projections
and development patterns contained in the Regional Official Plan.
- the study
confirmed previously identified problems:
- increasing
population in the RMOC (30% by 2011) will lead to more jobs, households
and developed urban lands which would mean more trips and increased
impact on the transportation system.
- the
pattern of residential areas separated at some distance from concentrations
of employment is being exacerbated by residential development outside
the Greenbelt.
- the
number of person trips per capita is increasing at the same time as
the average auto occupancy rate has been decreasing.
- at
the same time as automobile trips are increasing, OC Transpo’s
annual ridership has been stable.
- the study
then documented existing problems:
- person
travel to and from the Southeast Sector is predominantly by private
vehicle and transit - however - transit use is significantly
below Official Plan target levels.
- active
and planned development in several zones in the Southeast Sector are
outstripping 2011 projections, leading to demand for transportation
services outpacing supply, particularly since the supply is based on
the assumption that a certain proportion of people will take transit,
and these targets are not being met.
- the
following arterial road sections were at or exceeding capacity:
- Bronson
Ave. between Heron and Col. By Drive;
- Heron
Road between Riverside Dr. and Bank St.;
- Riverside
Dr. between #417 and Industrial Ave.;
- Riverside
Dr. between Bank St. and Walkley Rd.;
- St.
Laurent Blvd. north of Smyth Rd.;
- Innes
Rd. between St. Laurent and Cyrville Rd.; and
- Bank
St. between Hunt Club Rd. and Riverside Dr.
- several
major intersections have high accident frequencies - two-thirds of the
major intersections had rates exceeding the Region’s average of
.86 accidents per million vehicles entering the intersection. High accident rates were blamed in part
on the fact that network discontinuities lead to a high level of turning
movements at several intersections.
- residents’
primary concerns:
- too
much traffic congestion which impacted negatively on neighbourhoods;
- available
choices of transportation mode are poor - ie. - inadequate public transit
and no continuous designated cycling network;
- distribution
of housing and employment requires too much commuting.
- finally,
the study outlined projected problems:
- existing
conditions and demographic projections* would result in an increase
in vehicle trips during the PM Peak Hour in the Southeast Sector of
37% by 2011.
- as
such, by 2011, levels of service on major arteries will decrease to
a failing level and operation of two-thirds of major intersections will
also decrease to failing levels.
*-population: increase of 29% from 139,000 in 1991 to
179,600 in 2011
-dwelling units: increase of 46% from
52,600 to 76,780
-employment: increase of 39% from 74,316
jobs to 102,971
- the study
concluded by recommending that the next phase of study proceed, namely,
to the identification of solutions.
NOTE: Appendix A provides a useful chronology
of the evolution of the RMOC Official Plan, starting with the 1950 Greber
Report. Two points to note
re the information provided in this chronology: 1) Public response to
alternative regional development concepts in 1971 was that emphasis
be placed on providing a good public transit system and that damage
to the natural environment be minimized; and 2) Despite objections raised
during the RMOC Official Plan Review (1985-1987), the OMB ruled in 1991
to retain the Alta Vista Parkway extension (Walkley Rd. to the Queensway).
Appendix B provides a summary of previous reports and studies,
several of which recommend the Alta Vista Parkway.
UMA Engineering
Ltd., Environmental Assessment Report for the Environmental Assessment
Study of Transportation Demands to and from the Southeast Sector,
prepared for the Regional Municipality of Ottawa-Carleton, August, 1994.
- this report
is the companion piece to the 1993 Problem/Need Identification Report,
and focusses on the consideration of broad alternatives and the selection
of preferred alternatives.
- the study
looked at both the supply and demand sides of the transportation issue
- ie. - increasing supply of transportation services while at the same
time reducing demand for these services.
- over 70
solution measures were identified, covering the spectrum from reducing
demand through revised urban form (jobs closer to residences), to improving
transit use, to increasing vehicle occupancy, to refining the existing
transportation network, to adding new roadway links.
- the study
looked at ‘no growth’ and ‘slow growth’ options
for the Southeast Sector, but quickly rejected these as being untenable.
- the study
gave no consideration to light rail, other than that its potential should
be assessed in the upcoming Official Plan review. The study instead looked at the existing transit system for
solutions - ie. - extension of the SE Transitway, more bus/HOV (high
occupancy vehicle) lanes.
- included
in the study’s plethora of recommendations was a four-lane Alta
Vista Parkway (two lanes for automobiles, two for HOV).
Lynne
Tyler and Jennifer Tipper, Catalyst Research and Communications, Alta
Vista Visioning, A Vision for Alta Vista, prepared for Alta Vista
residents, 1994.
- the visioning
study was intended as input to the Ottawa Official Plan.
- vision
for Alta Vista: a culturally diverse community with open spaces, quiet
and safe streets, gardens and playing fields, trees and pathways. It is a community where care is the key.
Open spaces link the community together.
- a key
issue during the visioning study was the need to reduce and control
traffic.
- the proposed
Alta Vista Roadway was controversial - some were in favour on the assumption
that it would reduce neighbourhood traffic - others were outright opposed.
- the study
recommended that the Alta Vista Roadway be considered only as a last
resort to deal with the traffic issue.
All other traffic demand management measures should be implemented
first - ie. - promotion of cycling as an alternative means of transportation,
raising downtown parking fees to make transit more financially attractive,
providing faster and more accessible transit.
- the study
also recommended that, if built, the Alta Vista Roadway have design
features to make it as unobtrusive as possible and that green space
be maximized, incorporating pedestrian and cycle paths.
Regional
Municipality of Ottawa-Carleton, Transportation Master Plan,
approved by Regional Council, July, 1997.
- the plan
establishes infrastructure and program needs and supporting policies
for Ottawa’s transportation system to the year 2021.
- the plan
is intended to increase the quality and use of environmentally-friendly
travel alternatives - walking, cycling and public transit - while decreasing
dependence on the private automobile.
Specific objectives to by reached by 2021:
- walking:
increase from 9.6% to at least 10%
- cycling:
increase from 1.7% to at least 3%
- transit:
increase from 15.2% to at least 20%
- automobile:
decrease from 73.5% to no greater than 67%.
- the plan
is a companion piece to the RMOC Official Plan, the Water Master Plan
and the Wastewater Master Plan.
Collectively, these plans implement the Regional Development
Strategy. This strategy
is based on the expectation that Ottawa’s population will grow
from 725,000 in 1995 to 1, 015,000 in 2021, and places an emphasis on
encouraging population growth inside the Greenbelt.
- the plan
adopts four key principles:
1. Reducing travel demand - eg. -
by eliminating or shortening trips, by shifting trips outside the peak
hour, by encouraging societal trends such as telecommuting and home-based
work.
2. Maximizing the system’s operating
efficiency (or people-moving ability) - would contribute to minimizing
the need for new infrastructure.
3. Maximizing walking, cycling and transit
use.
4. Maximizing modal integration -
eg. - by enhancing travel alternatives through smooth and efficient
integration of travel by different modes (eg. park ‘n rides).
- the plan
also lists sixteen supporting principles. The following have direct relevance to the AVC:
- integrate
transportation planning and land use planning to ensure that decisions
about how and where development occurs within the Region will be made
with a full understanding of transportation implications.
- evaluate
transportation alternatives based on a hierarchy that looks first at
alternatives to the automobile and last at increased use of the automobile,
thus emphasizing non-auto dependent transportation.
- evaluate
transportation alternatives considering all aspects of the environment
and with the goal of protecting green space such as the Greenbelt, existing
communities and ecosystem function.
- ensure
that the Region’s transportation system provides a range of modal
choice to accommodate all users, based on a hierarchy of walking, cycling,
transit and automobile use.
- design
and implement future transportation systems to correct/avoid present
problems such as urban sprawl and through traffic in downtown areas,
and to encourage public transit.
- fully
exploit the potential of emerging transportation technology.
- implementation
of the plan will be made progressively, based on need and ability to
finance initiatives.
NOTE:
the plan includes an Alta Vista Parkway project - a four lane arterial
roadway connecting Conroy Road at Walkley to Nicholas St. at the Queensway
(5.5 km). Rationale for
this project is that it “...addresses the capacity deficiencies
across the Rideau River Central Screenline and provides continuity to
the modifications to Conroy Road required to satisfy the residual vehicle
demand at the CNR East Screenline”.
(Translation: the AV Parkway is intended to reduce existing congestion
on Bronson, Bank and Smyth/Main (measured where they cross the Rideau
River), and to link up to the widened Conroy Road which addressed congestion
on north-south routes south of Walkley (measured where they cross the
CNR tracks). Implementation of the AV Parkway project was not identified
as a first or second priority - ie. - not before 2006.
COMPAS
Inc. Multi-Audience Research, Survey of Residents of Regional Ward
R18: Alta Vista, Canterbury, and Riverview Communities, report to
the Regional Municipality of Ottawa-Carleton, May, 2000.
- the survey
was commissioned by then-Regional Councillor Peter Hume to better understand
views of constituents.
- the survey
comprised 250 interviews, and is considered accurate 19 times out of
20.
- roads/transportation/traffic,
as a key issue, ranked third behind health care and taxes.
- in terms
of general interest in current issues, 62% of respondents were somewhat
to very interested in the proposed Alta Vista Parkway.
- 68% supported
the AV Parkway vs. 63% in 1999.
- 28% opposed
the AV Parkway, vs. 23% in 1999.
- the increase
in both of the above percentages indicates a growing polarization on
the issue (the undecideds dropped from 14% to 5%).
DELCAN,
Alta Vista Drive/Smyth Road Transportation Strategy, prepared
for Ottawa-Carleton, August, 2000.
- the study
focusses on the Hospital/Health Sciences Complex on Smyth Rd. east of
Alta Vista Dr.
- the study
objective was to identify and examine the proposed development plans
of individual facilities in the area in order to determine the appropriate
transportation infrastructure needed to adequately service both the
phased development of the Complex and the surrounding communities.
- study
recommendations were to be in keeping with the transportation goals
contained within the Regional Official Plan (ROP).
- the study
referenced the following recommendations of the 1997 Transportation
Master Plan (a primary component of the ROP):
- widening
of Conroy Rd.;
- widening
of Hawthorne Rd.;
- twinning
of the Airport Parkway;
- construction
of the Alta Vista Parkway;
- extension
of Hunt Club Rd. from Hawthorne to #417; and
- a
bus-only road within the Smyth Rd. Hospital Complex.
- the study
pointed out re the above list that the first two have been constructed,
the last four have not, resulting in deteriorating traffic conditions
in the Canterbury and Alta Vista neighbourhoods.
- the study
focussed on immediate access/egress to the Hospital Complex involving
new/expanded turn lanes and signalization at various intersections,
as well as internal transportation links.
- in terms
of the larger picture, the study called for the construction of the
Alta Vista Parkway, with the first phase being the section between Smyth
Rd. and Riverside Dr. (with links to the Hospital Ring Road) and the
ramps to the SE Transitway.
NOTE:
this study gave passing lip service to alternative transportation modes
(pedestrian/cycle paths and transit connections) but in the end opted
for more roadway (AV Parkway) as the ultimate solution to the Hospital
Complex transportation needs.
DELCAN,
Alta Vista - Canterbury Traffic Monitoring Program - Final Report
(Draft), prepared for Ottawa-Carleton, September, 2000.
BACKGROUND:
- the study
was carried out as the post-construction monitoring phase of the environmental
study process for the widened four-lane Conroy Rd.
- the study
focussed on monitoring traffic conditions in the neighbourhoods north
of Walkley following the Conroy Rd. widening.
-the study
area was bounded by Walkley, Alta Vista, St. Laurent and Smyth.
METHODOLOGY:
- the study
comprised four major tasks:
1. Traffic
Counts - peak period and 24-hour counts were carried out on the
collector streets at the periphery of the study area.
2. Licence
Plate Survey - licence plates were recorded and time-stamped at
strategic locations within the study area as a way of differentiating
between local and other traffic.
3. Transportation
Analysis - results of data collection were analysed to determine
the following three indicators:
- traffic
volume on study area collector streets;
- the
absolute value of through traffic on these collector streets; and
- the
percentage of through traffic on the collector streets during peak periods
(7:00 - 9:30AM and 3:00 - 6:00PM).
4. Identification
and Review of Alternative Solutions to prohibit and/or divert high
levels of cut-through traffic.
FINDINGS:
- traffic
was measured at 14 locations in June, 2000 in order to differentiate
between cut-through, school-related, other, and local traffic. Three of these locations are presented
below to illustrate relative values:
| Street | Total 2-way | Cut-through | School-related | Other | Local |
| Traffic | Traffic (%) | (%) | (%) | (%) | |
| AM Peak Period | |||||
| Ryder | 607 | 162 (27%) | 2 | 7 | 64 |
| Harding | 1015 | 242 (24%) | 14 | 10 | 52 |
| Halifax | 761 | 137 (18%) | 10 | 7 | 65 |
| PM Peak Period | |||||
| Ryder | 739 | 146 (20%) | 1.2 | 7 | 71.8 |
| Harding | 1168 | 186 (16%) | 4 | 6 | 74 |
| Halifax | 1052 | 118 (11%) | 2 | 4 | 83 |
NOTE:
one observation re the above is that cut-through traffic comprises a
quarter of total traffic volume in the AM peak period, decreasing to
1/5th in the PM peak period.
- the study
also looked at the impact of the Conroy Rd. widening on community access
road traffic. This analysis
was complicated by a number of factors:
- no
specific traffic surveys had been conducted to provide an accurate “before
widening” baseline condition;
- the
previous intersection traffic count data that were used showed a considerable
variability in the counts from year to year ( ie: no discernable growth
or decline trends in traffic volumes over time). This is fairly common in the field of
traffic counting when one day counts are taken to represent annual conditions;
- those
counts conducted during school term were higher than those conducted
during summer months.
- given
the above variables, an average volume was devised for “pre-widened”
conditions.
- the 1997
Conroy Rd. Environmental Study Report (ESR) guesstimated increased traffic
volumes which would result from the widening.
- the June
2000 traffic counts show the actual “post-widening” volumes.
- the comparative
values of the pre-, post-estimated, and post-actual traffic volumes
are shown below:
| Location |
Two-way Volume
(vph) |
Two-way Volume
(vph) PM Peak Hour pre/post-est./post-actual |
| Ryder | 244/259/292 | 245/260/270 |
| Harding | 246/266/586 | 331/351/411 |
| Halifax | 235/255/428 | 340/360/385 |
NOTE:
- In
reviewing the above, bear in mind that the figures are not 100% accurate. The study report admits that results were
made based on a number of assumptions, and that sources of error were
present in the count methodologies.
- nonetheless,
the above shows that traffic has increased due to the Conroy Rd. widening
(the AM Peak Hour values for Harding and Halifax are skewed by Canterbury/Hillcrest
school traffic).
- the
increases considerably exceed the ESR estimates.
ALTERNATIVE
SOLUTIONS:
- the report
states that cut-through traffic may be considered problematic when it
comprises 25% to 30% of the total traffic volume. As well, the absolute volume of cut-through traffic must be
considered (ie: 25% of 50 vph is less of a concern than 25% of 500 vph).
- in terms
of the total study, the report identifies the following streets providing
access to the communities which experience a relatively high proportion
of cut-through traffic: Ryder, Harding, Halifax, Othello, Dauphin, Pleasant
Park.
- two internal
streets - Delmar and Haig - were also identified as being subject to
a relatively high volume of cut-through traffic.
- the report
identified a number of mitigation measures consisting of peak period
turn restrictions for the streets in question.
- the report
concludes by stating that in the absence of improved or alternative
road capacity in Southeast Ottawa, the local road system in the Alta
Vista-Canterbury communities will continue to be used by commuters. The only way to alleviate peak period
traffic volumes is via the suggested turn restrictions, bearing in mind
the implication that these would merely push the “problem”
to the next available turn opportunity, plus the fact that they would
also impact negatively on the approximately 3/4 of the total traffic
which are local users.
NOTE:
- notwithstanding
the variables of the various data sets used by the study, the overall
results are felt to be a reasonable illustration of the reality of peak
period traffic volumes in Alta Vista- Canterbury. Overall traffic volumes are increasing and cut-through traffic
is reaching the stage where active management may be required.
- however,
the report recommendations focus on road-only considerations, and suggested
mitigation measures for cut-through traffic are limited to sign restrictions.
Other traffic calming measures are not addressed.
More importantly, the bigger picture re smart growth alternatives
for Southeast Ottawa - specifically, traffic demand management measures
and public transit improvements - are not addressed.
DELCAN,
Alta Vista Transportation Corridor Environmental Assessment - Study
Design Document (Draft), submitted to Ottawa, October, 2001.
- the document
points out that the Alta Vista Parkway has been on the books since 1974
and was most recently reconfirmed in the 1997 Transportation Master
Plan, a component of the Regional Official Plan. In that plan, the AV Parkway was identified as being needed
by at least 2021.
- EA is
proceeding now due to increasing interest in Public Transit, which will
require all travel mode options for the AVTC to be addressed.
- the focus
will be on revisiting north-south transportation demand information
and to consider transit alternatives for meeting these needs.
- the study
will culminate in an EA Report that will recommend the preferred transportation
solution for the corridor.
- the project
is to benefit from advice from the following:
- Technical
Advisory Committee (TAC) consisting of approximately sixteen representatives
from government agencies and approval bodies;
- Public
Advisory Committee (PAC) consisting of approximately twenty-nine
representatives from directly affected Community Associations and interested
community groups; and
-
Committee of Special Advisors (CSA) who represent area institutions
with potential site-specific issues (approximately ten representatives
from the Hospital Complex area).
- public
consultation is to be an integral part of the study framework.
- the project
objectives are to confirm/reconfirm the need for a transportation facility
in the corridor and then, assuming such a need exists, to identify the
most appropriate mode or combination of modes before proceeding to design
considerations.
NOTE:
Even though suggested alternatives include a “do nothing”
option, the entire study design appears to be biassed towards a “do
something”
premise.
- the project
is currently being assessed as a Schedule C project in accordance with
the Municipal Class EA Process under the Ontario Environmental Assessment
Act. However, this could be “bumped up”
to an Individual EA if a transit facility was the preferred option.
As well, the federal Canadian Environmental Assessment Act
would be triggered by the potential crossing of the Rideau River and adjacent
NCC lands.
- therefore,
specific EA requirements will be confirmed at the end of phase two of
the study (identification of preferred alternatives).
- the study
outlined a series of sequential work tasks.
NOTE:
of particular interest re the above is that the initial Public Open
House was not to occur until a preliminary preferred solution had been
selected. The initial schedule was: development
of preferred alternative and review by TAC, PAC, CSA in February, 2002,
followed by Open House #1 in April, 2002.
Prompted by the November 20, 2001 meeting by Citizens for Healthy
Communities, the initial contact with the public was rescheduled for
December 12, 2001, well in advance of any alternative selection.
Prepared
by:
Tim Sookocheff
521-6861
email: sookt@rogers.com
Dec. 9,
2001, updated Jan. 26, 2002.