Road Network Development Report

Transcription

1 Final Draft Network Development Report Submitted to the City of Ottawa by IBI Group September 2013

2 Table of Contents 1. Introduction Objectives Approach Report Structure Background Information The TRANS Screenline System The TRANS Forecasting Model The 2008 Transportation Master Plan Progress Since Community Design Plans and Other Studies... 9 Environmental Assessments Approvals and Construction Needs and Opportunities Population and Employment Changes from 2008 TMP Design Hour Considerations Network Demand and Capacity The 2031 Base Scenario Analysis Commentary by Area East West Southeast Southwest Development of the 2031 Network Concept Projects from the 2008 TMP Focused Reviews South Urban Community SEPTEMBER 2013 I

3 Alta Vista Transportation Corridor New Projects Analysis Results Summary Costing Approach and Assumptions Benchmark Costs Capital Costs Operating Costs Rehabilitation Costs Prioritization, Affordability Analysis and Phasing Prioritization Criteria Affordability Envelope Phasing Conclusions and Recommendations APPENDIX A: way Cost Summary Table APPENDIX B: Typical way Cross-Sections APPENDIX C: Network Priority Ranking SEPTEMBER 2013 II

4 1. Introduction In this update of its Transportation Master Plan (TMP), the City of Ottawa is taking a new approach to the planning of its transportation infrastructure. In recognition of limitations to funding, environmental pressures, and changing traveller preferences, the city is making transit the focus of its planning efforts. However, improvements to the road network will remain an important element of the TMP in support of its primary objectives. This is largely because, in addition to auto traffic, local transit vehicles, bicyclists and pedestrians all use road rights of way. As such, the road network is still an integral component of an efficient, equitable and sustainable transportation system. To this end, this report recommends improvements to Ottawa s road network over the 18-year horizon of the TMP. This will be accomplished by building on the 2008 TMP and on the updated needs and opportunities assessment conducted earlier in this study (published under separate cover). Specifically, this report outlines the details on when and why certain roads projects are to be built, and how they fit within the City s affordability framework. Analysis in this report was carried out in accordance with Phases 1 and 2 of the Municipal Class EA process, which deal with project need and justification and evaluation of alternative solutions. While a detailed environmental review was not undertaken for each individual project, an understanding of local environmental assets was developed to assess the relative merit of the various transportation corridors and alternatives and corresponding road improvements, where required. Justification and costing for all new road links and an assessment of the ease of implementation is provided. 1.1 Objectives The primary objective of this report is to provide the reader with a review of the analysis completed towards developing a recommended road network for To accomplish this, the report will: Identify road improvements required by 2031; Provide an estimate of the costs for these projects; Determine the priority of each project; and Develop a package of affordable projects for implementation, in light of financial constraints. 1.2 Approach Given that the 2013 and 2008 TMP updates share a common horizon year (2031), the approach to the analysis in this report is to use the 2008 TMP network as a base from which projects are added or subtracted. However, this is not to say that the findings will be identical to the last TMP. There have been several changes in the five years since the last TMP that will impact the recommendations of this report. Notably: SEPTEMBER 2013

5 Several projects prescribed in the 2008 TMP have been built; Environmental Assessments have been completed that may have proposed different solutions to what was proposed in the last TMP; There have been roadways proposed as part of new community design plans and other studies; The TRANS travel demand model has been re-calibrated to the 2011 OD survey; This TMP will design roads to the demand observed during the hour peak period, whereas the 2008 TMP designed roads to the 2031 peak hour; and The recommendations of this TMP will have to fit within the City s affordability envelope, whereas past iterations were not (formally) financially constrained. Exhibit 1-1: Network Development Process In light of these considerations, the 2008 TMP network will serve as the starting point for quantitative analysis. The network will then be modified in light of changes and progress since Needs will be assessed primarily at the screenline level during the AM peak period, but consideration will also be given to high growth areas or locations in the network that are known to be congested outside of the peak. The projects identified from this assessment will then be costed and prioritized in consideration of various criteria. Finally, a set of affordable projects will be identified for implementation between the present day and This process is illustrated in Exhibit 1-1. SEPTEMBER

6 1.3 Report Structure This report is structured to provide a summary of the process used to arrive at a series of recommendations for road improvements as part of the TMP. The sections are as follows: Section 2: Background Information provides an overview of the TRANS travel demand model and screenline system, the 2008 TMP and transportation-related progress since it was published; Section 3: Needs and Opportunities contains both a summary of the standalone Needs and Opportunities report and a screenlineby-screenline analysis of road network demand under a base scenario; Section 4: Development of the 2031 Network Concept summarizes the projects that are to be part of the TMP to meet the needs identified in Section 3, including those from the 2008 TMP, new projects, and those requested for study by City Council; Section 5: Costing presents the capital, operating, and rehabilitation costs for all projects in the Network Concept as well as a description of the costing methodology; Section 6: Prioritization, Affordability Analysis and Phasing provides an overview of the City s affordability framework and explains how projects identified as part of the Network Concept were prioritized and phased throughout the 18-year timeframe of the TMP; Section 7: Conclusions and Recommendations summarizes the main findings of the report and presents the recommended 2031 Affordable Network for council approval. SEPTEMBER

7 2. Background Information This section provides the background information required to support the development of the 2031 road network. The narrative covers the tools used to undertake the quantitative analysis of the network (the TRANS screenline system and demand model), the 2008 TMP recommended road network, and network-related developments (e.g. environmental assessments, construction, community design plans) since 2008 that will influence the construction of an updated 2031 road network. 2.1 The TRANS Screenline System TRANS, a multi-jurisdictional transportation planning committee in the National Capital Region, maintains a set of screenlines that are used by member agencies to conduct regular traffic counts. The City of Ottawa uses these screenlines for both planning and operational purposes. Per the 2008 TMP, the screenlines are grouped into five general areas: west, southwest, southeast, east and east-west outside greenbelt (Rideau River). The screenlines are listed in Exhibit 2-1 and illustrated in Exhibit The TRANS Forecasting Model The TRANS travel demand model was used to conduct the forecasts for this analysis. The model, developed in EMME, estimates AM peak hour auto and transit demand on city streets as a function of land use, the transportation network, and other inputs. The model has existed in various forms since the mid-1980 s and was recently re-estimated to the results of the 2011 Origin- Destination Survey. Following the re-estimation, the model was received from city staff along with new land use forecasts for In addition to the creation of new network scenarios, other alterations to the model were necessary before the model could be run: The new land use forecasts were synthesized to simulate the inputs necessary to run the model. Base year commercial and external trips were inflated by 30% to reflect anticipated increases in background traffic that are not explicitly modelled. In response to changes in policy for this TMP update, a procedure was developed to model the 2.5 hour morning peak period rather than the peak hour of auto demand. Since the model operates on a peak period basis up until auto volumes are assigned, accomplishing this was simply a matter of dividing peak period demand by 2.5 prior to assignment. This simulated an average peak hour that is equivalent to designing to the demand during the peak period. With these inputs in place, the networks could be tested using the updated model. SEPTEMBER

8 Exhibit 2-1: TRANS Screenline System Number Name West 44 Terry Fox 10 Eagleson 10a Eagleson North (of Highway 417) 10b Eagleson South (of Highway 417) 11 Acres 24 and 25 Western Parkway/Woodroffe 27, 28 and 29 CPR Line 53 Campeau 56 Fallowfield West Southwest 12 CNR West 9 Fallowfield 49 Jock River Southeast 14 Highway 417/Walkley 13 CNR East 8 Leitrim 19 and 32 Rideau River Central/Queensway 50 Mitch Owens 52 and 55 Bank/Hawthorne 54 Smyth/Hydro 7 Ramsayville East 33 Rideau River North 16 Greens Creek 45 Bilberry Creek 46 Frank Kenny 47 Innes East-West Outside Greenbelt 20, 42 Rideau River South/Manotick SEPTEMBER

9 Exhibit 2-2: The TRANS Screenline System

10 2.3 The 2008 Transportation Master Plan Approved by City Council in November 2008, the previous update of the TMP included over $2.1B in new road infrastructure to be constructed by The approach of the 2008 plan was to first identify the transit infrastructure necessary to meet the City s mode split target, and then determine which road projects would still be required even if that goal was met. The target for the 2008 TMP was that 30% of all motorized trips during the AM peak hour would be made by transit; as such, the road network was designed under the assumption 70% of all trips would be made by auto drivers and passengers. The affordability of the projects was not explicitly considered. Some of the larger projects in the plan included: A new four-lane roadway between Walkley and Nicholas Street (the Alta Vista Transportation Corridor); Two new bridges spanning the Rideau River at Strandherd Drive and Fallowfield ; A new two-lane road between Innes and Hunt Club The widening and extension of the Blackburn Hamlet bypass; The construction of two new interchanges with 400-series highways; The widening of Ottawa 174 by one lane per direction ; The widening of over 10km of Prince of Wales Drive; and The widening of 7km of the Airport Parkway. Exhibit 2-3 presents all of the projects prescribed by the 2008 TMP. The reader should refer to the documentation from that project for specific details of phasing and costs. SEPTEMBER

11 Exhibit 2-3: Infrastructure Projects from the 2008 TMP

12 2.4 Progress Since 2008 Over the past five years, progress has been made to advance the goals of the 2008 TMP that needs to be taken into consideration for this update of the plan. Some of the projects in the 2008 TMP have been constructed, while others have undergone environmental assessments that may have altered their alignment or scope. Furthermore, new projects not in the 2008 TMP have been identified through community design plans, council initiatives, and other means. This subsection documents these changes with the aim of informing the development of a new 2031 road network Community Design Plans and Other Studies There are various community plans that have been completed or are underway in Ottawa. These plans are important because some road improvements included in this TMP update are a direct result of their findings, rather than from quantitative analysis. In many cases, new roads are proposed for community connectivity and local network function and as such the justification for the new roads may not be immediately clear from the quantitative analysis. The following is a selection of community design and area plans initiated in recent years: West East Village of Carp Beechwood CDP Carp Corridor Stittsville Main Street Fernbank St. Joseph Boulevard Corridor Study St. Joseph Boulevard Community Improvement Plan Orleans Industrial Park Mer Bleue Train/St. Laurent/Cyrville TOD studies Southeast Southwest Riverside South Village of Richmond CDP Leitrim South Nepean Town Centre Greely Barrhaven South CDP Of these, only the Village of Richmond CDP and the Train/St. Laurent/Cyrville TOD studies have recommended significant modifications to the road network. SEPTEMBER

13 In the Village of Richmond CDP, it is recommended that: Perth Street be widened from two to four lanes between the village boundary and Queen Charlotte Street and between Shea Street and Eagleson ; and A new northern bypass of the village be constructed between Eagleson and Perth Street. The three TOD studies currently complete for the Confederation Line jointly recommend that: Belfast be widened from two to four lanes between Coventry and Tremblay ; Cyrville be widened between Innes and St. Laurent Boulevard; and Tremblay be widened from two to four lanes between Pickering Place and St. Laurent Boulevard. Environmental Assessments Although the TMP process fulfills the role of the first two phases of an environmental assessment, it is not always the starting point for identifying a project based on need. Furthermore, the findings of an environmental assessment can change the specifications for a road project and therefore change its scope within the TMP. For these reasons, a list of environmental assessments initiated or completed since 2008 were consulted as part of this TMP update. They are listed in Exhibit 2-4 Exhibit 2-4: Environmental Assessments Initiated and/or Completed Since 2008 Project West Kanata South Link Initiated in 2013 Carp Initiated in 2012 Southwest Environmental Assessment Status (as of May 2013) Prince of Wales Drive Completed in 2011 Jockvale Completed in 2008 Cambrian Initiated in 2012 Greenbank Realignment Initiated in 2012 Southeast Bank Street Initiated in 2012 East Ottawa 174 Initiated in 2012 Approvals and Construction Many projects that were prescribed in the 2008 TMP have either been constructed or have had all of their funding allocated as part of the City s 2013 (or prior) capital budget. These projects are enumerated here so that they can be removed from the 2013 TMP project list. SEPTEMBER

14 Exhibit 2-5: Approved and Constructed ways Project Construction Status (as of September 2013) West Hazeldean widening from Carp to Terry Fox Drive March widening from Morgan s Grant Way to Dunrobin Terry Fox Drive extension from Innovation Drive to Richardon Side Southwest Chapman Mills Drive extension between Strandherd Drive and Woodroffe Avenue Greenbank widening from Malvern Drive to Strandherd Drive Longfields Drive extension from Woodroffe Avenue to South Pointe Business Park Longfields Drive extension from Strandherd Drive to Jockvale Strandherd Drive extension from Woodroffe Avenue to Prince of Wales Drive Southeast Hunt Club extension and new Highway 417 interchange Earl Armstrong widening between River and High Findlay Creek Drive extension from Bank Street to Albion Limebank widening between Riverside Drive and Earl Armstrong Riverside Drive widening between Hunt Club and River East Brian Coburn Boulevard extension between Navan and Tenth Line Brian Coburn Boulevard extension between Portobello Boulevard and Trim Mer Bleue widening between Innes and Renaud Portobello Boulevard widening between Charest Way to Brian Coburn Boulevard St. Joseph Boulevard widening from Tenth Line to Dairy Tenth Line widening from Innes to urban boundary Trim widening from North Service to Brian Coburn Boulevard East-West Outside Greenbelt Strandherd-Earl Armstrong Bridge Complete 1.1km complete north of Morgan s Grant Complete 1.5km complete west of Woodroffe Construction scheduled Complete Complete Complete Under construction 3.4km complete east of River Complete Complete Complete 1.4km complete east of Mer Bleue Complete 1.2km complete south of Innes Complete Construction scheduled 1.9km complete south of Innes Construction scheduled Under construction SEPTEMBER

15 There has also been progress in the planning and construction of provincial and federal roadways that will impact transportation in Ottawa. These are listed below: Highway 417 widening: Locally known as the Queensway, the Ministry of Transportation, Ontario is currently studying and constructing improvements to this controlled-access freeway: Highway 7 to Palladium Drive: Widen from four to six lanes (funded); Palladium Drive to Eagleson : Widen from four to eight lanes, including HOV lane (constructed); Eagleson to Highway 416: Widen from four to eight lanes, including HOV lane (constructed); Highway 416 to Maitland : Widen from six to eight lanes (EA complete); Nicholas Street to Ottawa 174: Widen from six to eight lanes (under construction); and Ottawa 174 to Anderson : Widen from four to six lanes (EA complete). Highway 7 widening: Highway 7 has been widened from a twolane undivided highway to a four-lane controlled-access freeway between Highway 417 and Carleton Place. New Ottawa River crossing: The federal government was the proponent for a major environmental assessment for a new crossing of the Ottawa River. However, the Ontario government one of the key partners in the study announced in June 2013 that it was withdrawing its support, putting the project s future in doubt. SEPTEMBER

16 Employment Residents IBI GROUP FINAL DRAFT: ROAD NETWORK DEVELOPMENT REPORT 3. Needs and Opportunities A standalone report was prepared to study Ottawa s transportation needs and opportunities in The report reviewed forecast population, employment and transportation system performance under a base scenario in which only existing and committed projects were constructed. This section provides an overview of the findings of this work as it relates to the road network. A more detailed assessment of the performance of individual screenlines under the Base Scenario is also provided. 3.1 Population and Employment Changes from 2008 TMP The City of Ottawa has prepared population and employment growth projections for the period from 2011 to Over this period, the city is forecast to see a 23% increase in population from 922,000 to 1.14 million people, and a 24% increase in employment from 565,000 to 703,000 jobs. While the total city-wide population and employment forecasts have not changed since the 2008 TMP, their assumed distribution throughout the city has. Exhibit 3-1 illustrates the changes in population and employment allocation in city markets from the 2008 TMP to the 2013 TMP in comparison to 2011 levels. Exhibit 3-1: Population and Employment Estimates by Market 2008 TMP vs TMP 600, (2008 TMP) 2031 (2013 TMP) 400, ,000 0 Inner Area Inner Suburbs Kanata/ Stittsville Orleans South Gloucester/ Leitrim South Nepean Rural Ottawa 600, , ,000 0 Inner Area Inner Suburbs Kanata/ Stittsville Orleans South Gloucester/ Leitrim South Nepean Rural Ottawa SEPTEMBER

17 Although there are minimal changes to the allocation of population throughout the city slight increases to the projected population in Orleans and South Nepean and slight decreases inside the greenbelt and in South Gloucester/Leitrim there are fairly substantial changes to the allocation of employment. Land use forecasts prepared for the 2008 TMP assumed a greater percentage of Ottawa s employment would be located in the suburbs, whereas forecast land use for this plan concentrates employment predominantly in the inner suburbs and the inner area. Analysis of the 2011 Origin-Destination Survey has shown that, controlling for other factors, suburban employment is more likely to be accessed by private auto than by transit or non-motorized modes. 3.2 Design Hour Considerations By convention, road supply is designed to accommodate a certain traffic throughput over the course of a single hour. When assessing roadway demand, traffic engineers select what is known as a design hour to determine how much supply will need to be prescribed. In an urban context, the design hour is typically the AM peak hour volume since it is often the busiest hour over the course of the day (as shown in Exhibit 3-2). Although this is effective at mitigating roadway congestion, sizing facilities for the peak hour means that: s are likely under-utilized for much of the day; and It may be more difficult (or more expensive) to accommodate other modes within the road right-of-way Exhibit 3-2: Implications of Moving to Average Peak Period Design Hour SEPTEMBER

18 To address these issues, the 2013 TMP will treat its design hour as the average hour during the 2.5 hour peak period. That is, rather than assigning the single highest daily hour in the TRANS model, the total AM peak period auto demand will be divided by a factor of 2.5 in order to arrive at an average hour. The implication of this change is that the design hour volume for the majority of city roads will be lower than the previous TMP and, as such, there will be less pressure to increase roadway capacity. This will be captured primarily in the prioritization and phasing of projects for the 2031 Network Concept, where projects ability to reduce congestion will be assessed. 3.3 Network Demand and Capacity In order to assess the impacts of projected population and employment increases on congestion, 2031 travel demands were assigned to the Base Scenario to estimate current and future traffic volumes. This sub-section describes this scenario and presents an overview of the results of the assignment. The 2031 Base Scenario The 2031 Base Scenario transportation network includes existing roads and public transportation, plus any projects under construction or committed for implementation (funded as of 2013 capital budget). These projects include: Public Transit: Confederation Line LRT (under construction); O-train capacity upgrades (under construction); s: Highway 417 widening between Nicholas Street and Ottawa 174 (under construction); Greenbank widening (under construction); Hunt Club extension and interchange (under construction); Strandherd-Armstrong Bridge (under construction); Trim widening (committed); St. Joseph Boulevard widening (committed); Alta Vista Transportation Corridor Phase 1 (committed). SEPTEMBER

19 Analysis Exhibit 3-3 presents some high-level system trends for the assignment of the Base Scenario in comparison to the 2011 scenario. Exhibit 3-3: Network Performance 2011 Network vs Base Scenario Scenario Vehiclehours Vehiclekilometres Average Speed 2011 Network 41,000 1,900, Base Scenario 46,300 2,000, Percent Difference +13% +5% -9% These metrics show that there is a decrease in road network performance between 2011 and 2031 if no additional improvements are implemented. Exhibit 3-4 and Exhibit 3-5 present results of the assignment at a finer level of detail. In both exhibits, a volume to capacity threshold of 0.90 is used to indicate whether a screenline or road network link is experiencing performance issues. This value is typically used instead of 1.00 because it provides for surplus capacity in the case of incidents and daily variations in demand. Screenlines and links exceeding this threshold are shown in red. Locations that are approaching capacity (volume to capacity ratio between 0.75 and 0.90) are highlighted in yellow. In Exhibit 3-4, results are presented at the screenline level for both 2011 and the 2031 Base Scenario to analyze the degree to which road network performance degrades over the timeframe of the TMP if no further improvements are pursued. In 2011, six screenlines are operating above the recommended threshold; this increases to nine under the 2031 Base Scenario. All four of the new screenlines that degrade beyond the 0.90 threshold are located in the outer suburbs, the location of the highest rates of population growth in the City. The one screenline that improves in performance between 2011 and 2031 (Rideau River Manotick) does so because of the completion of the Strandherd-Earl Armstrong Bridge. Exhibit 3-5 shows results of the model assignment graphically, highlighting congested areas in red. Prominent congested facilities include: Gateways to the Inner Area including the Queensway, interprovincial bridges and parts of both King Edward and Bronson Avenues East westbound Ottawa 174, Innes and St. Joseph Boulevard Southeast northbound Airport Parkway, Riverside Drive, Bank Street, Albion Southwest segments of Prince of Wales Drive, Merivale, Woodroffe and Greenbank, and eastbound West Hunt Club and Baseline s West southbound on March, and eastbound on Hazeldean, Carling, and Richmond SEPTEMBER

20 Exhibit 3-4: Screenline and Cordon Travel Volumes (Motorized Travel Modes) Inbound 2011 and 2031 Base (Do Nothing) Scenarios Number Cordon Description Screenline Description 2011 Inbound 2031 Inbound Vehicles Capacity V/C Vehicles Capacity V/C Downtown 35 Downtown Downtown West 4,189 7, ,913 7, Downtown Downtown South 6,351 19, ,016 19, Downtown Downtown East 1,822 3, ,702 3, Downtown Downtown Northeast 3,045 4, ,069 4, West 10 Greenbelt Eagleson 9,490 12, ,380 12, Acres 8,896 9, ,746 9, Western Parkway 9,884 9, ,794 9, Woodroffe 4,710 6, ,061 6, Inner Area O-Train - South 3,275 4, ,309 4, Inner Area O-Train - Central 6,082 5, ,176 5, Inner Area O-Train - North 3,195 6, ,298 6, Terry Fox 5,319 10, ,001 10, Campeau 3,189 7, ,261 7, Fallowfield West 923 2, ,092 2, South 9 Greenbelt Fallowfield 8,111 12, ,088 12, CNR West 9,276 12, ,993 12, Jock River 3,306 9, ,405 10, Ramsayville 3,791 6, ,896 6, Greenbelt Leitrim 4,112 5, ,977 5, CNR East 7,423 9, ,228 9, Greenbelt Highway 417/Walkley 6,048 8, ,037 4, Inner Area Rideau River - Ottawa South 4,198 5, ,008 5, Rideau River - South 4,504 6, ,647 6, Inner Area Rideau River ,226 6, ,154 7, Rideau River - Manotick ,928 3, Mitch Owens 2,361 4, ,579 4, Hawthorne - South 784 3, , Smyth/Hydro 2,981 6, ,810 7, Greenbelt Hawthorne - North 357 1, , East 16 Greenbelt Green's Creek 9,512 8, ,739 8, Inner Area Rideau River - North 3,563 5, ,593 5, Billberry Creek 6,179 8, ,871 8, Frank Kenny 2,224 7, ,678 10, Innes 2,277 7, ,172 7,

21 Exhibit 3-5: Auto Volumes 2031 Base Scenario (Morning Peak Hour, Average Peak Period Demand)

22 Commentary by Area Each major corridor contains a number of screenlines. Here, a brief summary is provided giving an overview of the area and highlighting assignment results at key screenlines. Each corridor description is accompanied by a map showing forecast congestion and the location of major community design plan limits (outlined in pink). East The east corridor includes the area east of the Rideau River and north of the Prescott-Russell Recreational Trail, encompassing the eastern Greenbelt and Orleans. Total population and employment is expected grow by approximately 30 percent from 2011 to Exhibit 3-6: East Corridor V/C and Screenlines The Green s Creek and Billberry Creek screenlines are both expected to experience capacity constraints under the 2031 Base Scenario. The widening of Ottawa 174 from four to six lanes will add capacity and reduce the V/C ratios; however, even with this new capacity and other improvements, Innes will continue to experience capacity constraints during the AM peak period. West The west corridor includes Ottawa West, parts of Nepean, and Kanata. It is generally bounded by the Ottawa River to the north, Carp to the west, Fallowfield to the south and the O-train corridor to the east. The Eagleson, Acres, and Western Parkway screenlines are all forecast to exceed the recommended volume to capacity threshold by 2031 under the Base Scenario. The MTO s work on Highway 417 is expected to address some of the capacity deficiencies, but it will still remain over capacity in 2031 despite these improvements. SEPTEMBER

23 Exhibit 3-7: West Corridor V/C and Screenlines Southeast The southeast corridor includes the area south of Ottawa/Orleans and east of the Rideau River. It includes eight screenlines and covers large portions of the south and east portion of the greenbelt. Exhibit 3-8: Southeast V/C and Screenlines The Leitrim screenline is expected to have a capacity deficiency under the Base Scenario. The demand is focused on Bank Street and Albion and is being fuelled by growth in the communities of Riverside South and Leitrim. Further north, the Rideau River/417 screenline will also approach capacity by 2031 despite the widening of Highway 417 and the construction of the Confederation Line SEPTEMBER

24 Southwest The southwest corridor includes the area west of the Rideau River and south of the CNR rail line encompassing Barrhaven, Nepean and parts of southwest Ottawa. There are a total of three screenlines in the area. Exhibit 3-9: Southwest V/C and Screenlines Although there will be road links above capacity in 2031, there are no noteworthy screenline deficiencies in the southwest corridor. Highway 416 provides ample north-south capacity for the Fallowfield and Jock River screenlines and the new Strandherd-Earl Armstrong Bridge provides capacity for east-west travel across the Rideau River South screenline. SEPTEMBER

25 4. Development of the 2031 Network Concept As illustrated in the introductory chapter to this report, the starting point for the development of the 2031 Network Concept is the 2008 TMP. Completed and funded projects were removed from the project list, while project recommendations arising from new community design plans, environmental assessments and other studies were added. This chapter presents the complete listing of projects that were carried forward from the 2008 TMP, and new projects that were studied as part of the TMP or originate from other studies. It is recognized that the projects in this chapter are more than is affordable or strictly required from an operations perspective by However, this list will allow for the protection of road rights of way for project implementation if and when it becomes affordable to do so and/or is necessary operationally. 4.1 Projects from the 2008 TMP Exhibit 4-1 presents a description and rationale for all the projects carried forward from the 2008 TMP. This list is net of all completed and committed projects. It should be noted that three additional projects were removed from the list: Katimavik widening between Terry Fox Drive and Eagleson : the widening of Highway 417 has obviated the need to widen both Campeau Drive and Katimavik ; Terry Fox Drive widening between March and Richardson Side : this section of roadway attracts few vehicles during peak hours and will not require widening until well beyond the study horizon; and Richmond Widening between Carling Avenue and Golden Avenue: a study was initiated to investigate the feasibility of widening this section of roadway, but it was terminated by City Council in response to public comments. Belcourt Boulevard between Innes and Navan and the Belcourt Boulevard/Mer Bleue Connection: These roads are to be constructed by the developers of the surrounding land and therefore are not required in this plan SEPTEMBER

26 Exhibit 4-1: 2008 TMP Projects Carried Forward to the 2013 Network Concept Project Description Rationale West Campeau Drive (1) Campeau Drive (2) Carp Eagleson Earl Grey Drive Underpass Goulbourn Forced Realignment Hope Side Huntmar Drive Kanata South Link Kanata West North-South Arterial (1) Kanata West North-South Arterial (2) Kanata West Main Street Maple Grove March Palladium Drive Realignment Terry Fox Drive (1) Terry Fox Drive (2) New four-lane road between Didsbury and new North-South arterial in Kanata West Didsbury and March Highway 417 and Hazeldean Widen from two to four lanes from Cadence Gate to Hope Side New underpass of Terry Fox Drive Re-aligned and new two-lane road between Terry Fox Drive and Kanata Avenue Eagleson and Richmond Campeau Drive extension to Cyclone Taylor Boulevard. Palladium Drive to Maple Grove. Widen Old Richmond / West Hunt Club from two-lanes to four lanes between Hope Side and Highway 416 New two-lane road between Abbott Street and Fernbank New four-lane road from re-aligned Palladium Drive (at Huntmar) to Abbott Street New two-lane road between Palladium Drive and Maple Grove Terry Fox Drive and Huntmar Drive Old Carp and Dunrobin Realign in vicinity of Huntmar to new North- South arterial Winchester Drive and Eagleson at Hope Side Widen from four to six lanes between Campeau Drive and Palladium Drive Accommodates Kanata West development Provides continuity in the north Kanata area, and addresses capacity and parking needs in the Kanata Town Centre Provides capacity for growth in Stittsville Provides capacity for additional travel demands from new development areas and continuity from the four-lane Eagleson to Hope Side Relieves operational, safety and local development access to/from Kanata Centrum and Kanata West Provides capacity for growth in Kanata North Provides capacity and network continuity for growth areas in Kanata Accommodates Kanata West Development Provides capacity and network continuity for growth areas in Kanata Provides access to new development in Kanata West Provides capacity for development in Kanata West and provides a bypass for Stittsville Main Street congestion Provides capacity for development in Kanata West Accommodates Kanata West Development Provides additional vehicular capacity to growth areas in north Kanata Accommodates Kanata West Development Provides access to adjacent developments Accommodates Kanata West Development SEPTEMBER

27 Project Description Rationale Southwest Barnsdale Cambrian Chapman Mills Drive Fallowfield (1) Fallowfield (2) Greenbank Extension (1) Greenbank Extension (2) Jockvale Prince of Wales Drive Rideau River Crossing Strandherd Drive (1) Strandherd Drive (2) Strandherd Drive (3) West Hunt Club Highway 416 and Prince of Wales Drive, requiring a new interchange Greenbank extension and Jockvale New four lane road between Longfields Drive and Strandherd Drive Woodroffe and Prince of Wales Strandherd Drive and Greenbank New four lane road between Jockvale and Cambrian New four-lane arterial road connecting Cambrian to Greenbank at Prince of Wales Jock River and Prince of Wales. Strandherd Drive and Fisher Avenue New four lane bridge and approaches between Prince of Wales Drive and Limebank Fallowfield and Maravista Drive Maravista Drive and Jockvale Widen from four to six lanes between Jockvale and Woodroffe Avenue Widen from four to six lanes between Highway 416 and Prince of Wales Drive Required in conjunction with new Barnsdale Highway 416 interchange (a second Highway 416 interchange to serve growing Barrhaven / Nepean South) Provides access to development in Barrhaven South Serves the development of the Barrhaven Town Centre Provides better access to Prince of Wales from north Barrhaven Provides capacity to service growth in South Nepean Accommodates growth within South Nepean Provides access to new development lands in South Nepean Accommodates development access and growth for development within the South Urban Community Addresses capacity deficiencies at CNR West screenline Provides increased capacity across the Rideau River Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in conjunction with a Strandherd-Earl Armstrong Rideau River Bridge and Earl Armstrong widening Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in conjunction with a Strandherd-Earl Armstrong Rideau River Bridge and Earl Armstrong widening Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in conjunction with Strandherd-Earl Armstrong Bridge and Earl Armstrong widening Services on-going development along corridor and makes full use of Rideau River Bridge SEPTEMBER

28 Project Description Rationale Southeast Airport Parkway (1) Airport Parkway (2) Alta Vista Transportation Corridor (1) Alta Vista Transportation Corridor (2) Bank Street (1) Bank Street (2) Earl Armstrong (1) Earl Armstrong (2) Hunt Club Leitrim (1) Leitrim (2) Limebank East Blackburn Hamlet Bypass Blackburn Hamlet Bypass Extension (1) Blackburn Hamlet Bypass Extension (2) Brian Coburn Boulevard (1) Hunt Club and MacDonald-Cartier International Airport, including northern realignment south of Hunt Club Brookfield and Hunt Club New four-lane road between Nicholas Street / Highway 417 interchange and Riverside Drive New four lane road (including two peak-period bus lanes) between the Ottawa Health Sciences Centre and Walkley Leitrim and Earl Armstrong extension Earl Armstrong extension and Rideau Limebank and Bowesville New two-lane road between Bowesville and Bank Street Widen from four to six lanes between Riverside Drive and Bank Street River and Limebank New four-lane re-aligned road between Limebank and Albion Earl Armstrong and Mitch Owens Widen from four to six lanes between Innes (west entrance to Blackburn Hamlet) and Navan New four-lane road between Navan and Orléans Boulevard New four-lane road between Innes Orléans Boulevard New two-lane road (ultimately four-lane) between Navan and Mer Bleue Accommodates growth in Riverside South and Leitrim and improves access to and from MacDonald-Cartier International Airport Accommodates increasing traffic volumes and improves access to and from MacDonald- Cartier International Airport Addresses the capacity deficiency across the Smyth/Hydro screenline and diverts increasing traffic away from Main Street Addresses the capacity deficiency across the Smyth/Hydro screenline and reduces shortcutting on local streets in Alta Vista and Elmvale Provides capacity for growth in Leitrim Provides capacity for growth in Leitrim and Greely Provides capacity for growth in Riverside South Provides capacity for growth in Riverside South and completes linkage to Bank Street Addresses capacity deficiencies at Rideau River South Manotick Screenlines, in conjunction with the Strandherd/Armstrong river crossing Provides capacity for development in Riverside South Provides capacity for development in Riverside South Addresses capacity deficiencies across the Leitrim screenline, in conjunction with the widening of Riverside Drive and Bank Street Addresses capacity deficiencies across the Greens Creek screenline and provides arterial road service for the growth areas in Orléans Provides access to development in Orléans south of Innes Provides access to development in Orléans south of Innes Provides access to development in Orléans south of Innes SEPTEMBER

29 Project Description Rationale Brian Coburn Boulevard (2) Coventry Frank Kenny Extension Innes-Walkley- Hunt Club Connection Mer Bleue (1) Mer Bleue (2) Navan Ottawa 174 (1) Tenth Line New two-lane road (ultimately four-lane) between Trim to Frank Kenny Belfast and St. Laurent Centre New four-lane road between re-aligned Trim and south of Innes New four-lane road (initial phase two-lanes) between Hunt Club and Innes west of Blackburn Hamlet Brian Coburn Boulevard and Renaud New four-lane re-alignment, west of existing Mer Bleue, between Renaud and Navan Brian Coburn Boulevard and Mer Bleue. Widen from four to six lanes between Highway 417 and Jeanne d Arc Brian Coburn Boulevard and Wall 4.2 Focused Reviews South Urban Community Provides new linkage between Trim and Frank Kenny Continuity through commerciall area between four-lane sections of Coventry Provides network continuity and capacity for additional traffic generated by development growth in Orléans Bypasses congested section of Innes and provides direct connection between Orléans and Hunt Club Provides capacity for the development areas south of Innes Provides capacity for the development areas south of Innes Provides capacity for the development areas south of Innes Addresses local capacity, operational and safety issues Services growth south of Innes The 2013 TMP Statement of Work included two provisions to address transportation issues in the South Urban Community: Consider transportation solutions such as an Albion By-Pass to accommodate projected future traffic associated with the Central Canada Exhibition; and Assess road infrastructure needs in the south urban area given the Ottawa Trade Show Centre, the Rideau Carleton Raceway and Slots operations and urban and rural growth. These resolutions highlight two transportation issues in the South Urban Community. First, there are a number of new and existing special generators of transportation demand that may impact the performance of transportation facilities in the area and in adjoining neighbourhoods. Second, as with the rest of the city, there is a need to provide infrastructure at a rate that keeps pace with population and employment growth. The following special generators were studied as part of the 2013 TMP: Rideau-Carleton Raceway: Located on Albion between High and Rideau, Rideau Carleton Raceway (RCR) is a large harness racing and entertainment facility that has been operating at its current location since The raceway grounds also host the Rideau Carleton Entertainment Centre, which features a 600-seat dining room, over 1,250 slots, electronic gaming tables, and nightly bingo. SEPTEMBER

30 As an entertainment venue, peak traffic generated by the racetrack does not occur during traditional peak commuting hours. Traffic count data was not available for RCR or the area immediately surrounding it, but the approximate impact can be estimated using trip generation rates observed elsewhere. It is estimated that RCR currently generates between 200 and 300 inbound auto trips during the PM peak commuting hour and between 500 and 600 inbound auto trips during the facility s peak hour. The bi-directional hourly capacity of Albion is approximately 2,000 vehicles per hour. On August 26 th, 2013, the City s finance committee voted to recommend that the Ontario Lottery and Gaming Corporation should expand gaming facilities at the RCR in lieu of constructing a new casino elsewhere. However, the expansion of the site is recommended to be limited to 21 new gaming tables. The size of this expansion will have a negligible impact on traffic volumes in comparison to current demands. Central Canada Exhibition: Like many large fairs in this country, the Central Canada Exhibition is an industrial and agricultural exhibition that also features rides, midway games, and live entertainment. The fair was held annually at Lansdowne Park in the Glebe between 1888 and 2010, at which point it was put on hiatus after the City elected to develop the park into a mixed-use retail and recreation facility. The survival of the fair is dependent on its ability to secure funding to develop its new site at the northwest corner of Albion and Rideau. If funding is obtained, the new location will drastically change transportation access to the fair. The Lansdowne site was in an urban area of the city with limited parking and in close proximity to transit service. The new site is in a rural area well outside the urban core that does not have scheduled transit service. This will undoubtedly lead to a higher level of auto use among attendees. That said, since the fair is mostly geared towards children and young adults, the majority of fairgoers will likely continue to arrive as auto passengers or by transit (if service is provided). In light of this, the City should undertake a transit servicing strategy for the fair if and when it proceeds. In 2002, the exhibition commissioned a transportation impact study of its proposed site plan. Updates to the report were published in 2004 in recognition of a revised plan and in 2009 after the completion of the 2008 TMP and the Findlay Creek Transportation Impact Study. The findings of this study continue to be valid in the absence of any modifications to the exhibition s site plan. Ernst and Young Centre: With the loss of trade show and exposition space associated with the redevelopment of Lansdowne Park, Ottawa City Council approved a plan to construct a new centre in the vicinity of MacDonald-Cartier International Airport in The Ernst and Young Centre, formerly known as the CE Centre, was developed by Shenkman Corporation on land abutting Uplands Drive just north of the Airport Parkway in SEPTEMBER

31 As part of its proposal, Shenkman commissioned a study of the transportation impact of the facility. The analysis concluded that the new centre would generate approximately 900 vehicles per hour during large events, but that this would not coincide with peak commuting hours. In addition to recommending near-term improvements to the intersection of Airport Parkway and Lester, the study specifically recommended that the 2013 TMP update study the widening of Lester to four lanes. The impact of population and employment growth on the road network in the south urban area was also examined using the TRANS travel forecasting model, as illustrated in Exhibit 4-2. The base road network assumed for this exercise was based on the 2008 TMP road network. This network represents the status quo with regards to planned improvements and, as such, is an appropriate basis to test the need for additional infrastructure beyond what has already been recommended. Exhibit 4-2 shows the results of the assignment. To the right of the assignment plot, the bar chart presents the volume of trips by mode in relation to vehicular capacity for the screenline. As shown in the exhibit, total screenline volume remains well below vehicular capacity during the 2031 AM peak period. From this perspective, there is no need for new road infrastructure by 2031 beyond what was recommended in However, a closer examination of the model results shows that both Albion and Lester are both predicted to operate well above capacity by In large part, this is because these roads form the shortest path for trips to the Airport Parkway, which is arguably the most direct route to the downtown from the South Urban Community. The congestion on these roads will not only impact residents living in their vicinity, but it will also limit the usefulness of downstream capacity increases to the Airport Parkway. As shown in Exhibit 4-3, five alternative solutions were assessed to determine the optimal solution to addressing the issues identified above: Widen Lester and/or Albion ; Construct an Albion Bypass to the Airport Parkway; Widen Conroy ; Improve connections to Limebank ; and Intersection improvements and traffic calming. SEPTEMBER

32 Exhibit 4-2: AM Peak Period Traffic Assignment: South Urban Area 14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 Vehicles Transit Passengers Vehicular Capacity

33 Exhibit 4-3: Alternative South Urban Area Improvements

34 An analysis of the options concluded that improvements to the road network should aim to utilize downstream capacity such as the Airport Parkway widening or the construction of the Alta Vista Transportation Corridor. The alternative that best meets that goal is the widening of Lester between the Airport Parkway and Bank Street, which connects the rapidly growing community of Findlay Creek to the Airport Parkway. Furthermore, this option can be implemented at relatively low cost and without having to purchase additional property. As such, it is recommended for inclusion as part of the 2013 TMP update. Additional traffic calming measures should also be implemented on Albion north of Lester in recognition of increasing traffic volumes generated by residential development from the south. The construction of an Albion Bypass was not recommended as part of this TMP update. Although this alternative would have the beneficial effect of diverting a large amount of traffic away from residential areas, these benefits would come at a very high cost. Not only would a large amount of property have to be acquired from the National Capital Commission, construction of new structures would be necessary over or under Lester, the O-Train extension, and the Airport Parkway. Furthermore, the proposed alignment of the bypass travels through sensitive wetlands that would be damaged by the presence of a new road. Alta Vista Transportation Corridor City Council instructed staff to re-assess the need and scope of the Alta Vista Transportation Corridor (AVTC) as part of the 2013 TMP update. The corridor, planned since the 1960s, is proposed to connect Nicholas Street to Conroy via a new bridge over the Rideau River, the Ottawa Health Sciences Centre, and Walkley. An environmental assessment was completed in 2005 that prescribed the construction of a new four-lane parkway with provisions to limit the outer lanes to high-occupancy vehicles and buses. Council has since committed funding for the first phase of the facility to be built as a two-lane road between Riverside Drive and the Ottawa Health Sciences Centre. An understanding of the potential users of the AVTC is an important first step in the assessment of the need and scope of its construction. If these users represent a rapidly growing market, then it is likely that the need for improvements will increase in the future. Furthermore, assessing the viability of alternative solutions is better achieved when trip markets are well understood. Three primary trip markets were identified for the AVTC: Trips to and from the Ottawa Health Sciences Centre; Trips originating in areas adjacent to the AVTC accessing other areas of the City; and Trips between the southern suburbs and downtown Ottawa. SEPTEMBER

35 Exhibit 4-4: Population and Employment Trends and Projections in AVTC Trip Markets Alternative Population 2031 (2008 forecast) 2031 (2012 forecast) Alta Vista 79,100 77,500 83,900 80,300 Hunt Club 54,800 54,100 57,900 56,300 Riverside South/Leitrim 9,400 15,900 45,800 35,800 Employment Ottawa Inner Area 157, , , ,800 Alta Vista 72,000 77,500 88,500 96,600 Changes in population or employment in these relevant trip markets could also impact the need and timing for the AVTC. The Alta Vista neighbourhood has seen a slight decline in population since 2005 and is forecast to grow at a modest rate. Population in the Hunt Club area is also forecast to increase slightly. In contrast, population is projected to grow significantly in South Gloucester and Leitrim, reflecting the amount of developable lands in these areas. This, combined with projected increases to downtown Ottawa s employment base, is indicative of the fact that the AVTC s trip markets will grow in the future. Although forecasts used for the 2013 TMP Update for South Ottawa are slightly lower than those used for the previous TMP (as they reflect a more compact growth scenario than what was previously assumed), it can be concluded that the latest trends and projections in land use are similar to those used for the 2008 TMP and the 2005 AVTC EA. The 2005 EA examined a range of alternative solutions to address transportation needs in the southeast sector of Ottawa. These included a rapid transit only solution, road only solution, hybrid solutions and a Do Nothing alternative. The preferred alternative, consisting of two general purpose lanes and two lanes for high occupancy vehicles, was recommended for implementation as part of the 2008 TMP. As part of this TMP update, three additional alternatives were explored with the aim of determining the impact of a reduced-capacity facility. In addition to the EA-preferred and Do Nothing options, the following were considered: A two-lane AVTC; A four-lane AVTC built as a complete street (i.e. reduced capacity and with cycling and pedestrian facilities); A two-lane AVTC built as a complete street. A summary of the findings of this investigation is presented in Exhibit 4-5.

36 Highway 417 to Riverside Drive Riverside Drive to Hospital Ring Hospital Ring to Walkley Exhibit 4-5: Evaluation of Revised AVTC Alternatives Volume/Capacity Alternative Capacity (veh/hour) Network Implications Do Nothing (No AVTC) Four lane AVTC (EA Alternative) 0 N/A N/A N/A 1, Up to 600 additional vehicles on Main Street; additional diversion to Bronson, Bank and local streets AVTC volumes in line with capacity, facility is an attractive option to other routes Two-lane AVTC Four lane AVTC as a Complete Street Two lane AVTC as a Complete Street 1, AVTC operating over capacity during peak period; potential for traffic diversion to other routes AVTC volumes significantly lower than EA option because facility is less beneficial for many trips. Vehicles divert to other routes. AVTC volumes are lower and facility is at or over capacity; potential for traffic diversion to other routes As shown in the table, all segments of the AVTC would be at or over capacity in 2031 if it were to be constructed as a two-lane road. When modelled as a complete street with a reduced speed, the attractiveness of the AVTC for many trip markets is significantly reduced, meaning. When modelled as a four lane facility with reduced speeds, volumes drop by between 40% and 50% compared to the EA option. This indicates that the AVTC is only beneficial if it provides a reasonable capacity and level of service; else many vehicles will continue to use other local streets. For these alternatives (as with the Do Nothing alternative), traffic that would have been using the AVTC largely diverts to alternative routes, particularly Main Street. Based on the analysis undertaken, it can be concluded that conditions and assumptions remain similar to previous studies. While there have been some updates to population and employment forecasts in the study area, the need and benefits of the AVTC remain the same as previous studies. Of particular note is that without the AVTC, traffic volumes on adjacent streets will most certainly increase. In turn, this will place additional pressures on those streets which are already experiencing traffic infiltration. Accordingly, the AVTC is carried forward in the 2031 Network Concept. 4.3 New Projects Exhibit 4-6 presents the new projects that are under consideration for this TMP. The majority of the list stems from community design plans, or other area plans that have recommended road improvements. However, some have been proposed to complete the urbanization of roads that continue to have rural cross sections.

37 Exhibit 4-6: New Projects for the 2013 TMP Project Description Rationale West Country Club Fernbank Fisher Avenue Kanata Avenue Klondike Richmond Southwest Perth Street (1) Perth Street (2) Richmond Village By-pass Southeast Albion Earl Armstrong (3) Leitrim (3) Lester East Belfast Blair New two-lane road between eastern terminus of Golf Club Way and Jenkinson Terry Fox Drive and Stittsville Main Dynes and Baseline Highway 417 and Campeau Drive Urbanize existing two-lane rural cross section between March and Sandhill Bayshore Drive and Pinecrest Shea and Eagleson village boundary and Queen Charlotte Street New two-lane road between McBean and Eagleson Leitrim and Lester New two-lane road between Bank Street and Hawthorne New four-lane re-aligned road between Limebank and Albion Airport Parkway and Bank Street Coventry and Tremblay Meadowbrook and Innes Completes access road on the south side of Highway 7 Accommodates growth in Kanata West and Stittsville Provides network continuity through corridor with associated improvements to streetscaping Accommodates increasing development in Kanata Town Centre, fulfills urban design vision Provides continuity between March and new residential development in Kanata North Provides network continuity and improves bus service reliability Provides continuity through Richmond and addresses the needs identified in the village s CDP Provides continuity through Richmond and addresses the needs identified in the village s CDP Provides access to new development lands north of existing Richmond Village Accommodates growth in Riverside South and Leitrim and diverts traffic from Blossom Park Continuation of cross-town route between Highway 416 and Highway 417 Provides capacity for development in Riverside South Accommodates growth in Riverside South and Leitrim and diverts traffic from Albion Addresses local capacity issues associated with n of Transit-Oriented Development plans at Train and St. Laurent stations Accommodates new bus lane and Transit-Oriented Development in the vicinity of Blair Station Cyrville (1) Urbanize existing rural cross section Improves environment for pedestrians and cyclists Cyrville (2) Old Montreal Ottawa 174 (2) Ottawa 174 (3) Tremblay North Preston Innes and St. Laurent Boulevard Trim and the urban boundary Widen from four to six lanes between Jeanne d Arc and Trim Trim and east city limits Pickering Place and St. Laurent Boulevard Extend existing 2 lane urban roadway Albert Street to Vimy Place (at John A. Macdonald Parkway) Diverts traffic from congested segments of Innes Provide capacity for the development areas east of Trim Addresses local capacity, operational and safety issues Addresses local capacity, operational and safety issues Addresses the needs identified by the St. Laurent Station Transit-Oriented Development study Provides access to ongoing development in Lebreton Flats

38 4.4 Analysis Results As with the Base Scenario, the 2031 Network Concept was simulated in the TRANS modelling framework along with all transit network improvements. Exhibit 4-7 presents some aggregate statistics resulting from this model run in comparison to the same statistics from the Base Scenario. It can be seen that the 2031 Network Concept offers improvements over the Base Scenario; in fact, the statistics approach baseline 2011 levels despite significant increases in travel demand. Exhibit 4-7: Network Performance 2031 Base Scenario vs. Network Concept Scenario Vehicle-hours Vehiclekilometres Average Speed 2031 Base Scenario 46,300 2,000, Network Concept 42,000 1,950, Percent Difference -9% -3% +14% Exhibit 4-8 and Exhibit 4-9 present more detailed results from the Network Concept assignment. Exhibit 4-8 shows the improvements in volume to capacity ratio at key screenlines between the Base Scenario and the Network Concept. Whereas nine screenlines were above the capacity threshold under the Base Scenario, six exceeded the threshold under the Network Concept. Furthermore, two of these six screenlines are projected to operate only slightly above the 0.90 threshold. It should be noted that, with the exception of Greens Creek, all the screenlines that are over the capacity threshold are crossed by Highway 417. This roadway is outside of the City s jurisdiction and is outside of the scope of this TMP to introduce improvements to mitigate congestion. The impact of Highway 417 on congestion levels is evident in Exhibit 4-9. In the peak direction, nearly the entire roadway is forecast to be congested throughout the 2031 peak period, despite the assumed widening of the highway and significant improvements to both the road and transit networks. This highlights a problem that is often observed with freeway widening: as soon as new capacity is made available through widening (or some other modification), new roadway demand is induced from trip makers that would have otherwise taken a different mode, travelled at a different time, or not travelled at all. Other roadways that remain congested even under the 2031 Network Concept include: Ottawa 174; Blackburn Hamlet Bypass and Innes east of Navan ; Riverside Drive north of Hunt Club ; and Prince of Wales Drive south of Hunt Club.

39 4.5 Summary This chapter has presented the development of the 2031 Network Concept. The core of the network is from the 2008 TMP, but new environmental assessments, community design plans, and expansions to the urban area have increased the number of projects beyond what was proposed in A map of all network improvements is shown in Exhibit In tandem with the transit projects of the network, the road projects described in this chapter will have a beneficial impact on operations. Both vehicle-hours and vehicle-kilometres travelled will be reduced in comparison to the 2031 Base Scenario, and average auto speed will increased by almost 15%. However, there have not yet been any considerations of the affordability of the Network Concept; that is, whether or not it is actually feasible to construct all of its projects over the 18 year horizon of the TMP. This will be examined in Chapter 6.

40 Exhibit 4-8: Screenline and Cordon Travel Volumes (Motorized Travel Modes) Inbound 2031 Base Scenario and 2031 Network Concept Number Cordon Description Screenline Description 2031 Base Inbound 2031 Preferred Inbound Vehicles Capacity V/C Vehicles Capacity V/C Downtown 35 Downtown Downtown West 3,913 7, ,567 7, Downtown Downtown South 6,016 19, ,069 17, Downtown Downtown East 1,702 3, ,895 3, Downtown Downtown Northeast 3,069 4, ,187 4, West 10 Greenbelt Eagleson 12,380 12, ,339 13, Acres 10,746 9, ,756 11, Western Parkway 10,794 9, ,989 10, Woodroffe 5,061 6, ,506 7, Inner Area O-Train - South 3,309 4, ,135 4, Inner Area O-Train - Central 6,176 5, ,192 5, Inner Area O-Train - North 3,298 6, ,117 5, Terry Fox 7,001 10, ,902 18, Campeau 4,261 7, ,028 8, Fallowfield West 1,092 2, , South 9 Greenbelt Fallowfield 9,088 12, ,854 12, CNR West 9,993 12, ,754 13, Jock River 6,405 10, ,642 13, Ramsayville 4,896 6, ,423 6, Greenbelt Leitrim 5,977 5, ,884 7, CNR East 8,228 9, ,934 9, Greenbelt Highway 417/Walkley 4,037 4, ,180 5, Inner Area Rideau River - Ottawa South 4,008 5, ,964 5, Rideau River - South 4,647 6, ,536 7, Inner Area Rideau River ,154 7, ,857 8, Rideau River - Manotick 2,928 3, ,596 3, Mitch Owens 2,579 4, ,528 4, Hawthorne - South 844 3, , Smyth/Hydro 3,810 7, ,301 7, Greenbelt Hawthorne - North 697 1, , East 16 Greenbelt Green's Creek 10,739 8, ,897 10, Inner Area Rideau River - North 3,593 5, ,112 5, Billberry Creek 7,871 8, ,681 11, Frank Kenny 3,678 10, ,880 9, Innes 4,172 7, ,278 12,

41 Exhibit 4-9: Auto Volumes 2031 Network Concept (Morning Peak Hour, Average Peak Period Demand)

42 Exhibit 4-10: 2031 Network Concept

43 5. Costing 5.1 Approach and Assumptions The overall approach to undertaking the costing exercise was based on an update of the listing and description of projects found in the 2008 TMP. All projects were then classified as either: New Construction; Widening; or Urbanization (no widening). Information was then collected from available aerial mapping to assist in determining the cost of each road segment. For some projects, the cost estimates were derived from information gathered through the City of Ottawa website and through consultation with City staff. In instances where project costs were available from Class EA or detailed design estimates, these costs were adopted or inflated, as required, on a per annum basis to reflect to 2012 dollars. For the remaining projects, benchmark (BM) costs were established based on the characteristics of each roadway improvement (i.e. length and scope of improvement, structural requirements, etc.). These costs were then applied on a per kilometre basis and totalled to establish the base construction cost for each project. An allowance was then added on a percentage basis to account for property/ right-of-way, engineering, project management, miscellaneous soft costs (i.e. permits, public art), as well as an overall contingency, to establish the overall capital cost for each project. Benchmark Costs Benchmark costs were established for each roadway configuration by applying the unit prices reflected in Exhibit 5-1 for items such as: roadway; storm drainage and culverts; illumination and street lighting; traffic signals; fencing and barriers; landscaping; signage; utilities; and structures. SEPTEMBER

44 Exhibit 5-1: Summary of Unit Prices for way Improvements way Item Description Unit Unit Prices ($) Storm Drainage and Culverts Illumination/ Street Lighting Traffic Signals Fencing and Barriers Landscaping Clearing and Grubbing ha $ 10,000 Pavement Removals/ Milling m2 $ 5 Earth Borrow m3 $ 15 Earth Excavation m3 $ 20 Surface Course Asphalt, HL3 (40 mm depth) tonnes $ 115 Binder Course Asphalt, HL8 (50 mm depth) tonnes $ 115 Base Course Asphalt, HL8 (50 mm depth) tonnes $ 115 Granular A (150 mm depth) tonnes $ 25 Granular B Type II (600 mm depth) tonnes $ 20 Tack Coat (Surface Paving) m2 $ 2 Concrete Curb and Gutter (All types) m $ mm Subdrain m $ 30 Asphalt Splash Pad/ Pathway m2 $ 35 Concrete Sidewalk (2.0 m width)/ Traffic Islands m2 $ 65 Entrance Modifications / Regrading LS $ 25,000 Minor works Items (incl. pavement removals, topsoil stripping, minor earth borrow, pavement markings, tack coat, silt fence, tree protection barrier, traffic control) % of Items above 300 mm Storm Sewer Laterals m $ mm Storm Sewer m $ 400 Single Catchbasins ea. $ 2,500 Double Cathbasins ea. $ 3,500 Storm Maintenance Holes / MHCBs ea. $ 6,000 Oil Grit Separator (OGS) ea. $ 70,000 CSP Culverts ( mm) m $ 350 Minor Drainage Items (incl. MH/CB/WV/VCH adjustments, culvert removal, ditching, breaking into ex. pipe/structure, etc.) Street Lighting (per pole) % of Items above 20% 20% ea. $ 6,000 Modifications to Existing Signals (per intersection) ea. $ 150,000 New Traffic Signals (per intersection) ea. $ 250,000 Steel Beam Guiderail m $ 100 SGBR End Treatment ea. $ 3,500 Concrete Barrier m $ 390 Noise Barrier m $ 1,000 Sod c/w 100 mm Topsoil m2 $ 10 Seed and Mulch c/w 100 mm Topsoil m2 $ 4 Decidious Trees (20 m spacing) ea. $ 500 Mitigation and Compensation at Watercourses m $ 1,200 Signage Standard Signs ea. $ 400 Utilities Structures Other Utility Pole ea. $ 60,000 Utility Relocation - Urban km $ 300,000 Utility Relocation - Rural km $ 100,000 Bridge over way m2 $ 4,500 Bridge over Watercourse m2 $ 4,500 Retaining Walls m2 $ 1,500 SWM Pond (per km of service area) km $ 50,000 way Safety km $ 80,000 SEPTEMBER

45 Typical cross-sections from the 2008 TMP were used as a base for various roadway configurations. Benchmark costs were then derived for each configuration by applying the unit prices reflected in Exhibit 5-1, and incorporating the following assumptions: All urban roadways include 2.0m on-road cycling lanes, and all rural roads include a 2.5m paved shoulder to accommodate cycling lanes; Traffic lane widths vary between 3.5 to 3.75m; Divided roadways include a 5.0 m raised median; Pavement structure consists of 40mm HL3, 2 x 50mm HL8, 150mm Granular A, and 600mm Granular B; All urban roadways include 2.0m sidewalks on both sides; All urban roadways include full illumination. Rural roadways include partial illumination (i.e. intersections only); Drainage costs for urban roadways include storm sewers, catchbasins, maintenance holes, and stormwater management; Landscaping for urban roadways include sodding, boulevard street trees; Rural roadways include an per kilometre allowance for roadside safety (i.e. guiderail, etc) ; A minor allowance has been included for utility relocations. Major utility costs are incorporated on a project specific basis; and Bridge costs are calculated by sq. m. (deck area) are incorporated on a project specific basis. The resulting per kilometre cost for each improvement type is outlined in Exhibit 5-2. These costs include the following allowances (as a percentage of the Base Construction Cost): Property/ Right-of-Way (10%) City staff will be reviewing and refining property costs for all projects Engineering costs (15%) Project Management (10%) Miscellaneous Soft Costs i.e. Permits, Public Art (5%) Contingency (40%) SEPTEMBER

46 Exhibit 5-2: Summary of Benchmark Costs for way Projects Type Existing Cross-Section Proposed Cross-Section Unit Cost ($) New Construction - Widening 2 Lane Rural, Undivided 2 Lane Urban, Undivided 2 Lane Rural, Undivided $4.09M / km 2 Lane Urban, Undivided $7.44M / km 4 Lane Urban, Divided $9.50M / km 6 Lane Urban, Divided $10.88M / km 4 Lane Rural, Undivided (ref. B1) $5.41M / km 4 Lane Rural, Divided $6.03M / km 4 Lane Urban, Undivided (ref. B2) $8.02M / km 4 Lane Urban, Divided (ref. B3) $9.60M / km 6 Lane Urban, Divided (ref. B4) $11.37M / km 4 Lane Urban, Undivided $7.06M / km 4 Lane Urban, Divided $8.62M / km 4 Lane Rural, Divided 6 Lane Rural, Divided (ref. B5) $5.51M / km 4 Lane Urban, Divided 6 Lane Urban, Divided $6.15M / km (1) Preliminary cost estimates include: Property 10%; Engineering-15%; Project Management 10%; Miscellaneous Soft Costs (Permits, Public Art, etc) 5%; and Project Contingency 40%. (2) Typical roadway cross-sections (identified as ref. B1-B5 above) are provided in Appendix B. 5.2 Capital Costs The total estimated capital cost of all road infrastructure projects is $1.85 Billion in $2013. A summary of these costs is presented in Exhibit SEPTEMBER

47 Exhibit 5-3: Capital Cost Estimates Project Base Construction Cost ($2013) Total Capital Cost Estimate ($2013) West Campeau Drive (1) $17,900,000 $35,000,000 Campeau Drive (2) $12,300,000 $24,200,000 Carp $8,800,000 $17,300,000 Country Club $1,300,000 $2,600,000 Eagleson $6,200,000 $12,100,000 Earl Grey Drive Underpass $4,200,000 $8,200,000 Fernbank $22,000,000 $43,100,000 Fisher Avenue $2,000,000 $4,000,000 Goulbourn Forced Realignment $3,500,000 $7,000,000 Hope Side $11,800,000 $23,100,000 Huntmar Drive $28,600,000 $56,000,000 Kanata Avenue $4,000,000 $7,800,000 Kanata South Link $15,200,000 $29,700,000 Kanata West Main Street $7,600,000 $14,800,000 Kanata West North-South Arterial (1) $4,100,000 $8,000,000 Kanata West North-South Arterial (2) $21,300,000 $41,800,000 Klondike $1,300,000 $2,600,000 Maple Grove $8,300,000 $16,300,000 March $11,200,000 $22,000,000 Palladium Drive Realignment $2,400,000 $4,800,000 Richmond $5,300,000 $10,400,000 Terry Fox Drive (1) $17,600,000 $34,500,000 Terry Fox Drive (2) $9,300,000 $18,300,000 West Subtotal $226,200,000 $443,600,000 Southwest Barnsdale $9,100,000 $17,800,000 Cambrian $5,100,000 $10,100,000 Chapman Mills Drive $1,400,000 $2,800,000 Fallowfield (1) $6,600,000 $13,000,000 Fallowfield (2) $12,900,000 $25,300,000 Greenbank Extension (1) $39,300,000 $77,000,000 Greenbank Extension (2) $17,100,000 $33,500,000 Jockvale $17,700,000 $34,700,000 Perth Street (1) $2,200,000 $4,300,000 Perth Street (2) $1,700,000 $3,200,000 Prince of Wales Drive (1) $12,100,000 $23,600,000 Prince of Wales Drive (2) $64,600,000 $126,700,000 Prince of Wales Drive (3) $6,300,000 $12,300,000 Richmond Village Bypass $900,000 $1,800,000 Rideau River Crossing $34,100,000 $66,900,000 Strandherd Drive (1) $4,100,000 $8,000,000 Strandherd Drive (2) $36,200,000 $71,000,000 Strandherd Drive (3) $11,600,000 $22,700,000 West Hunt Club $28,200,000 $55,300,000 Southwest Subtotal $311,200,000 $610,000,000 SEPTEMBER

48 Project Base Construction Cost ($2013) Total Capital Cost Estimate ($2013) Southeast Airport Parkway (1) $16,000,000 $31,400,000 Airport Parkway (2) $18,500,000 $36,200,000 Albion $5,800,000 $11,400,000 Alta Vista Transportation Corridor (1) $34,200,000 $67,100,000 Alta Vista Transportation Corridor (2) $17,800,000 $34,800,000 Bank Street (1) $10,200,000 $20,000,000 Bank Street (2) $3,600,000 $7,000,000 Earl Armstrong (1) $20,500,000 $40,300,000 Earl Armstrong (2) $4,200,000 $8,200,000 Hunt Club $13,800,000 $27,000,000 Leitrim (1) $4,800,000 $9,500,000 Leitrim (2) $7,200,000 $14,000,000 Leitrim (3) $5,800,000 $11,400,000 Lester $8,600,000 $16,800,000 Limebank $18,300,000 $35,900,000 Riverside Drive $5,000,000 $9,800,000 Southeast Subtotal $194,300,000 $380,800,000 East Belfast $2,400,000 $4,600,000 Blackburn Hamlet Bypass $6,500,000 $12,700,000 Blackburn Hamlet Bypass Extension (1) $4,100,000 $8,100,000 Blackburn Hamlet Bypass Extension (2) $4,800,000 $9,500,000 Blair $2,800,000 $5,400,000 Brian Coburn Boulevard (1) $11,500,000 $22,500,000 Brian Coburn Boulevard (2) $3,800,000 $7,500,000 Coventry $3,200,000 $6,200,000 Cyrville (1) $5,300,000 $10,400,000 Cyrville (2) $10,800,000 $21,200,000 Frank Kenny Extension $3,100,000 $6,100,000 Innes-Walkley-Hunt Club Connection $34,400,000 $67,500,000 Mer Bleue (1) $1,100,000 $2,200,000 Mer Bleue (2) $6,500,000 $12,800,000 Navan $13,300,000 $26,100,000 Old Montreal $9,400,000 $18,400,000 Ottawa 174 (1) $21,700,000 $40,300,000 Ottawa 174 (2) $16,300,000 $30,300,000 Ottawa 174 (3) $39,400,000 $77,100,000 Tenth Line $3,200,000 $6,300,000 Tremblay $4,100,000 $8,000,000 East Subtotal $207,700,000 $403,200,000 North Preston Street $6,800,000 $13,400,000 North Subtotal $6,800,000 $13,400,000 TOTAL $946,200,000 $1,851,000,000 SEPTEMBER

49 5.3 Operating Costs Exhibit 5-4 reflects benchmark annual road operating costs derived through consultation with City staff. These costs were applied to each road project to determine the incremental increase in operating cost within the 2031 horizon. Exhibit 5-4: Benchmark Annual Operating Costs Type of Operations Operating Cost Estimate (2013$) way (summer & winter mtc) - Rural $ 9,077 / km / lane way (summer & winter mtc) - Urban way (signs & pavement markings) $ 15,051 / km / lane $ 1,439 / km / lane Street Lights (18 per side/km) - Urban $ 6,264 / km Sidewalks and pathways (S/W both sides) - Urban Winter bike lanes - Urban way (summer & winter mtc) - Rural $ 10,738 / km $ 22,720 / km $ 9,077 / km / lane Lifecycle operating and maintenance costs were then calculated for each project based on its implementation phase (as described in Chapter 6): Phase 1: , Phase 2: , Phase 3: , and beyond The resulting total operating costs for the projects in the three implementation phases is estimated at $11.69M, $10.37M, and $2.18M, respectively, between the year they are built and Rehabilitation Costs Exhibit 5-5 reflects benchmark road rehabilitation costs derived through consultation with City staff. These costs were applied to each project to determine the incremental increase in rehabilitation cost of each road project, by multiplying the benchmark cost by the number of lanes and dividing by the rehabilitation cycle. Exhibit 5-5: Benchmark Rehabilitation Costs Basic Rehabilitation Item Cost Estimate (2013$) Minor Rehabilitation Micro Surfacing $ 30,000 /km/lane Major Rehabilitation Mill and Overlay $ 92,500 /km/lane The rehabilitation cost for each project up to 2031 was then allocated by phase. rehabilitation projects are typically only undertaken every 5-10 years for minor work and years for major work; these costs were annualized and multiplied by the number of years between the road s construction and The resulting total rehabilitation cost for projects in each phase (and those beyond 2031) is estimated at $6.94M, $4.81M, and $1.32, respectively. SEPTEMBER

50 6. Prioritization, Affordability Analysis and Phasing The prioritization of the road projects enumerated in Section 4 will serve as the means by which projects will be included in the Affordable Network and which will be deferred beyond Overall, the approach to this process was to balance the needs of addressing congestion throughout the City with those of improving the environment for other modes, providing access to new development lands, and providing value for money. A significant focus of this TMP is the consideration of the affordability of the recommended infrastructure projects over the study horizon. In most master planning studies, needs are assessed and infrastructure is prescribed to meet those needs with minimal (if any) consideration of how they will be paid for. For this study, the City has developed an envelope for what is considered to be affordable over the life of the TMP, as well as how funding will be allocated over this time period. This envelope will be used to develop an affordable network 6.1 Prioritization Criteria Each project was assigned a score of 20 points based on their ability to address five criteria, as explained in Exhibit 6-1. The criteria were constructed in such a way as to not over-emphasize the role of meeting performance targets on roadways. For example, a project s ability to manage area congestion was given equal weighting to its ability to support public transit vehicles or active transportation modes. Furthermore, giving equal weighting to providing access to new development ensured that projects in high growth areas will be built to provide essential infrastructure in high growth areas. In recognition of the above, projects that score highest are those in high-growth areas, have the potential to move a high number of people on all travel modes, and improve network connectivity. Exhibit 6-1: Prioritization Criteria Criteria Provides Access to New Development Manages Congestion Cost Effectiveness Addresses Network Gaps Supports Non- Motorized and Transit Infrastructure Description The degree to which the project makes lands accessible for new development The degree to which the project alleviates congestion on the roadway or on adjacent roadways The ratio of capital cost to vehicle-kilometres travelled. The lower the ratio, the higher the score Improves connectivity that, in turn, reduces pressures on existing neighbourhoods Whether the project will improve the operating environment for transit, cyclists, and pedestrians Points Allocated TOTAL SEPTEMBER

51 6.2 Affordability Envelope City of Ottawa Financial Services staff developed an affordability model for infrastructure spending over the next 18 years in consideration of projected cash flow and a continuation of status quo fiscal policy. This model provides for approximately $3.0B for new transit infrastructure and a further $730M for new roadway infrastructure. The timing and funding allocated for each phase is illustrated in Exhibit 6-2. Exhibit 6-2: Affordability Envelope Years Funding Envelope Phase $243M Phase $243M Phase $243M TOTAL $730M 6.3 Phasing Projects were assigned to the three phases described above based on their priority. To accomplish this, projects were sorted in order of decreasing priority, and the cumulative cost of each was established. Knowing the maximum total cost of each phase from Exhibit 6-2, projects were assigned such that the cumulative cost did not exceed the maximum of each phase. There were, however, other considerations. For example, it was desirable to give priority to projects that are scheduled for construction but have not yet been allocated funding. It can take several years of detailed planning before shovels hit the ground on a particular project, and it is not desirable to interrupt this process by significantly deferring work that is progressing towards construction. The projects to be constructed in each phase of construction are listed in Exhibit 6-3, while Exhibit 6-4 plots the results of the prioritization and phasing process. The score of each project is provided in bars, while the cumulative cost of each in priority sequence is represented by the green line. The final 2031 Affordable Network is also mapped in Exhibit 6-5 A full listing of projects arranged in priority sequence is provided in Appendix C. SEPTEMBER

52 Exhibit 6-3: Project Phasing Project Phase 1 ( ) Description Cost (2013 M$) Airport Parkway (1) Brookfield and Hunt Club 31.4 Blackburn Hamlet Bypass Extension (1) Brian Coburn Boulevard Extension (1) Campeau Drive (1) Country Club New four-lane road between the Orléans Boulevard extension and Navan New two-lane road (ultimately four-lane) between Navan and Mer Bleue New four-lane road between Didsbury and new North-South arterial in Kanata West New two-lane road between eastern terminus of Golf Club Way and Jenkinson Earl Grey Drive Underpass Underpass of Terry Fox Drive 8.2 Greenbank Extension (1) New four lane road between Jockvale and Cambrian 77.0 Kanata South Link Kanata West North-South Arterial (1) Klondike Mer Bleue (1) Widen Old Richmond / West Hunt Club from two-lanes to four lanes between Hope Side and Highway 416 New two-lane road between Abbott Street and Fernbank 8.0 Urbanize existing two-lane rural cross section between March and Sandhill Brian Coburn Boulevard and Renaud Palladium Drive Realignment Realign in vicinity of Huntmar to new north-south arterial 4.8 Strandherd Drive (1) Fallowfield and Maravista Drive 8.0 Subtotal Phase 2 ( ) Bank Street (1) Blackburn Hamlet Bypass Extension (2) Leitrim and Earl Armstrong extension New four-lane road between the Blackburn Hamlet Bypass extension and Navan Carp Highway 417 and Hazeldean 17.3 Chapman Mills Drive New four lane road between Longfields Drive and Greenbank 2.8 Eagleson Cadence Gate and Hope Side 12.1 Jockvale Cambrian and Prince of Wales Kanata Avenue Highway 417 and Campeau Drive 7.8 Kanata West North-South Arterial (2) New two-lane road between Palladium Drive and Abbott Street 41.8 Lester Airport Parkway and Bank Street 16.8 Strandherd Drive (2) Maravista Drive and Jockvale 71.0 Tenth Line Brian Coburn Boulevard and Wall Subtotal SEPTEMBER

53 Project Phase 3 ( ) Description Cost (2013 M$) Airport Parkway (2) Bank Street (2) Hunt Club and Macdonald- Cartier International Airport Earl Armstrong extension and Rideau Blair Meadowbrook and Innes 5.4 Coventry Belfast and St. Laurent Centre 6.2 Cyrville Urbanize existing two-lane rural cross section 10.4 Earl Armstrong Limebank and Bowesville and new two-lane road between Bowesville and Bank Street Hope Side Eagleson and Richmond 23.1 Huntmar Drive Campeau Drive extension to Cyclone Taylor Boulevard. Palladium Drive to Maple Grove Kanata West Main Street New two-lane road between Palladium Drive and Maple Grove 14.9 Preston Street Extend existing 2 lane urban roadway Albert Street to Vimy Place (at John A. Macdonald Parkway) Prince of Wales Drive (1) Hunt Club and Colonnade 23.6 Tremblay Pickering Place and St. Laurent Boulevard Subtotal TOTAL SEPTEMBER

54 Exhibit 6-4: Prioritization Score vs. Capital Cost

55 Exhibit 6-5: 2031 Affordable Network

56 7. Conclusions and Recommendations This report has developed and provided costs for two sets of road network projects for implementation by The first, the 2031 Network Concept, contains unbuilt projects from the 2008 TMP as well as new projects from environmental assessments, community design plans, and other sources. The second, the Affordable Network, is a subset of the Network Concept that contains only the highest priority projects that fall within the City s affordability framework. This report has also established the following findings and recommendations: The basis for assessing capacity deficiencies for this report has been the average hourly volume during the AM peak period a less stringent level than the AM peak hour. Going forward, all road projects (not just future transportation master plans) should use average peak period demand as the basis for design. In most cases, peak period congestion is tolerable. Less emphasis should be placed on designing a transportation system that operates smoothly during peak commuting hours rather, the focus should be on designing holistically. It is inherently inefficient to design all roads for the peak because they will remain under utilized for most of the day. The 2031 Network Concept developed in this report contains approximately $1.85B worth of road infrastructure projects. The affordability framework provides for $730M worth funding, resulting in an infrastructure gap of $1.12B. Project prioritization in this report was based not only on demand and capacity, but also on the utility of serving new development, supporting alternative transportation modes, and preventing traffic encroachment. SEPTEMBER

57 APPENDIX A way Cost Summary Table SEPTEMBER

58 Transportation Master Plan way Infrastructure - Cost Estimate New projects since 2008 TMP Input Parameters Capital Costs (including Phase Breakdown) Operating Costs to Incremental Increase Rehabilitation Costs to Incremental Increase Ref. No. Project Project Description Rationale Classification Length (km) Widen / New Existing X-Section Proposed X-Section BM Costing Ref # Phase # (1,2,3,4) Construction Cost ($) OVERALL COST ($) Phase 1 (2014 to 2019) Phase 2 (2020 to 2025) Phase 3 (2026 to 2031) Beyond 2031 Annual Operating Cost ($) Phase 1 (+ 2016) x 15 yrs Phase 2 (+ 2023) x 8 yrs Phase 3 (+ 2028) x 3 yrs Annual Rehabilitation Cost ($) Phase 1 (+ 2016) x 15 yrs Phase 2 (+ 2023) x 8 yrs Phase 3 (+ 2028) x 3 yrs Beyond 2031 x 20 yrs B1-a Airport Parkway (1) Brookfield and Hunt Club Accommodates increasing traffic volumes and improves access to and from MacDonald- Cartier International Airport a divided four-lane rural arterial 3.40 Widening 2RAU 4RAD 12 1 $16,031,701 $31,420,000 $31,420, $71,500 $1,072, $64,100 $961, B1-b Airport Parkway (2-a) Hunt Club and realigned Airport Parkway Accommodates growth in Riverside South and Leitrim and improves access to and from MacDonald-Cartier International Airport a divided four-lane rural arterial 1.50 Widening 2RAU 4RAD 12 3 $4,342,368 $8,510, $8,510, $31, $94,500 $28, $84, B1-c Airport Parkway (2-b) New four-lane divided rural road from former Airport Parkway to Uplands Drive Accommodates growth in Riverside South and Leitrim and improves access to and from MacDonald-Cartier International Airport New four-lane divided rural arterial 0.50 New - 4RAD 4 3 $14,146,324 $27,730, $27,730, $41, $124,500 $18, $56, New Albion Widen from two to four lanes between Leitrim and Lester Accommodates growth in Riverside South and Leitrim and diverts traffic from Albion through Blossom Park an undivided four-lane rural arterial 2.10 Widening 2RAU 4RAU 11 4 $5,792,455 $11,350, $11,350,000 $44, $39, $792,000 B3a B3b Alta Vista Transportation Corridor (1) Alta Vista Transportation Corridor (2) B4-a Bank Street (1) New four-lane road between Nicholas Addresses the capacity deficiency across the Street / Highway 417 interchange and Smyth/Hydro screenline and diverts increasing Riverside Drive traffic away from Main Street New four lane road (including two peak-period bus lanes) between the Ottawa Health Sciences Centre and Walkley Widen from four to six lanes between Conroy and Leitrim and two to four lanes between Leitrim and Earl Armstrong extension Addresses the capacity deficiency across the Smyth/Hydro screenline and reduces shortcutting on local streets in Alta Vista and Elmvale Provides capacity for growth in Leitrim New four-lane divided urban arterial 1.30 New - 4UAD 9 4 $34,234,700 $67,100, $67,100,000 $107, $49, $980,000 New four-lane divided urban arterial 2.30 New - 4UAD 9 4 $17,755,100 $34,800, $34,800,000 $190, $86, $1,734,000 Widen undivided two- and four-lane rural arterial to a divided four- and six-lane urban arterial 2.00 Widening 2RAU 4UAD 17 2 $10,204,082 $20,000, $20,000, $130, $1,040, $49, $392, B4-b Bank Street (2) Earl Armstrong extension and Rideau Provides capacity for growth in Leitrim and Greely an undivided four-lane rural arterial 2.00 Widening 2RAU 4RAU 11 3 $3,571,429 $7,000, $7,000, $42, $126,300 $37, $113, B5 Barnsdale New Belfast B6 Blackburn Hamlet Bypass (Innes ) Highway 416 and Prince of Wales Drive, requiring a new interchange Coventry and Tremblay Widen from four to six lanes between Innes (west entrance to Blackburn Hamlet) and Blackburn Hamlet Bypass Extension Required in conjunction with new Barnsdale Highway 416 interchange (a second Highway 416 interchange to serve growing Barrhaven / Nepean South) an undivided four-lane rural arterial Required to address local capacity issues associated with the implementation of Transit- Oriented Development plans at Train and St. an undivided four-lane urban arterial Laurent stations Addresses capacity deficiencies across the Greens Creek screenline and provides arterial Widen divided four-lane rural arterial to a road service for the growth areas in south divided six-lane rural arterial Orléans 3.30 Widening 2RAU 4RAU 11 4 $9,102,430 $17,840, $17,840,000 $69, $62, $1,244, Widening 2RAU 4UAU 16 4 $2,357,100 $4,620, $4,620,000 $15, $5, $114, Widening 4RAD 6RAD 15 4 $6,468,482 $12,680, $12,680,000 $48, $43, $868,000 B7-a Blackburn Hamlet Bypass Extension (1) New four-lane road between Orléans Boulevard and Navan Provides access to development in Orléans south of Innes New four-lane divided urban arterial 0.85 New - 4UAD 9 1 $4,120,500 $8,080,000 $8,080, $70,500 $1,057, $32,000 $480, B7-b Blackburn Hamlet Bypass Extension (2) New four-lane road between Innes and Orléans Boulevard Provides access to development in Orléans south of Innes New four-lane divided urban arterial 1.00 New - 4UAD 9 2 $4,847,647 $9,500, $9,500, $83, $664, $37, $301, New Blair Meadowbrook and Innes Accommodates new bus lane and anticipated Transit-Oriented Development in the vicinity of an undivided four-lane rural arterial Blair Station 1.00 Widening 2RAU 4RAU 11 3 $2,758,312 $5,410, $5,410, $21, $63,000 $18, $56, B7-b Brian Coburn Blvd Extension New two-lane road between Navan (1) and Mer Bleue Provides access to development in Orléans south of Innes New undivided two-lane rural road (1/2 future four-lane UAD) 2.60 New - 2RAU (1/2 4UAD) 1 1 $11,479,600 $22,500,000 $22,500, $54,700 $820, $49,000 $735, B7-c Brian Coburn Blvd Extension New two-lane road between Trim (2) and Frank Kenny Provides new linkage between Trim and Frank Kenny New undivided two-lane rural road (1/2 future four-lane UAD) 1.45 New - 2RAU (1/2 4UAD) 1 4 $3,826,500 $7,500, $7,500,000 $30, $27, $546,000 B8 Cambrian Greenbank extension and Jockvale Provides access to development in Barrhaven South a divided four-lane urban arterial 1.05 Widening 2RAU 4UAD 17 4 $5,132,029 $10,060, $10,060,000 $52, $19, $396,000 B9-a Campeau Drive (1) New four-lane road between Didsbury and new North-South arterial in Accommodates Kanata West Development New four-lane divided urban arterial 1.70 New - 4UAD 9 1 $17,857,100 $35,000,000 $35,000, $141,000 $2,115, $64,100 $961, Kanata West B9-b Campeau Drive (2) Didsbury and March Provides continuity in the north Kanata area, and addresses capacity and parking needs in the Kanata Town Centre a divided four-lane urban arterial 3.70 Widening 2RAU 4UAD 17 4 $12,336,800 $24,180, $24,180,000 $184, $69, $1,394,000 B10 Carp Highway 417 and Hazeldean Provides capacity for growth in Stittsville an undivided four-lane urban arterial 2.00 Widening 2RAU 4UAU 16 2 $8,832,744 $17,310, $17,310, $100, $800, $37, $301, A3 Chapman Mills Drive New four lane road between Serves the development of the Barrhaven Longfields Drive and Strandherd Drive Town Centre New four-lane divided urban arterial 2.30 New - 4UAD 9 2 $1,428,570 $2,800, $2,800, $190, $1,526, $86, $693, B11 Coventry Belfast and St. Laurent Centre Continuity through commercial and industrial area between four-lane sections of Coventry Widen undivided two-lane urban arterial to a divided four-lane urban arterial 0.40 Widening 2UAU 4UAD 22 3 $3,178,600 $6,230, $6,230, $13, $39,600 $7, $22, New Country Club New two-lane road between eastern terminus of Golf Club Way and Jenkinson Completes access road on the south side of Highway 7 New undivided two-lane rural road 2.00 New - 2RAU 1 1 $1,326,530 $2,600,000 $2,600, $42,100 $631, $37,700 $565,

59 Transportation Master Plan way Infrastructure - Cost Estimate New projects since 2008 TMP Input Parameters Capital Costs (including Phase Breakdown) Operating Costs to Incremental Increase Rehabilitation Costs to Incremental Increase Ref. No. Project Project Description Rationale Classification Length (km) Widen / New Existing X-Section Proposed X-Section BM Costing Ref # Phase # (1,2,3,4) Construction Cost ($) OVERALL COST ($) Phase 1 (2014 to 2019) Phase 2 (2020 to 2025) Phase 3 (2026 to 2031) Beyond 2031 Annual Operating Cost ($) Phase 1 (+ 2016) x 15 yrs Phase 2 (+ 2023) x 8 yrs Phase 3 (+ 2028) x 3 yrs Annual Rehabilitation Cost ($) Phase 1 (+ 2016) x 15 yrs Phase 2 (+ 2023) x 8 yrs Phase 3 (+ 2028) x 3 yrs Beyond 2031 x 20 yrs New Cyrville (1) Urbanize existing two-lane rural cross section between Star Top and St. Laurent Boulevard Improves environment for pedestrians and cyclists Urbanize existing undivided two-lane rural arterial 1.60 Urbanization 2RAU 2UAU 26 3 $5,318,248 $10,420, $10,420, $27, $81,600 $30, $90, New Cyrville (2) St. Laurent Boulevard and Innes. Accommodates demand anticipated from Widen undivided two-lane urban arterial Transit-Oriented Development in the vicinity of to an undivided four-lane urban arterial Cyrville Station 3.00 Widening 2UAU 4UAU 21 4 $10,811,616 $21,190, $21,190,000 $98, $56, $1,130,000 B12 Eagleson Cadence Gate and Hope Side Provides capacity for additional travel demands from new development areas and continuity from the four-lane Eagleson to Hope Side a divided four-lane urban arterial 1.40 Widening 2RAU 4UAD 17 2 $6,168,400 $12,090, $12,090, $70, $560, $26, $211, B13-a Earl Armstrong (1-a) Provides capacity for growth in Riverside Limebank and Bowesville South Widen undivided two-lane urban arterial to a divided four-lane urban arterial 2.30 Widening 2UAU 4UAD 22 3 $10,120,338 $19,840, $19,840, $75, $227,700 $43, $130, B13-b Earl Armstrong (1-b) New two-lane road between Bowesville and Bank Street Provides capacity for growth in Riverside South and completes linkage to Bank Street New undivided two-lane rural road 5.00 New - 2RAU 1 3 $10,423,510 $20,430, $20,430, $105, $315,600 $94, $282, New Earl Armstrong (2) New two-lane road between Bank Street and Hawthorne Continuation of cross-town route between Highway 416 and Highway 417 New undivided two-lane rural road 2.00 New - 2RAU 1 4 $4,169,404 $8,170, $8,170,000 $42, $37, $754,000 B14 Earl Grey Drive Underpass Underpass of Terry Fox Drive Relieves operational, safety and local development access to/from Kanata Centrum and Kanata West New undivided two-lane urban road N/A New - 2UAU - 1 $4,180,000 $8,200,000 $8,200, $0 $ $0 $ New Fallowfield (1) Woodroffe and Prince of Wales Provides better access to Prince of Wales from north Barrhaven an undivided four-lane rural arterial 2.50 Widening 2RAU 4RAU 11 4 $6,645,780 $13,030, $13,030,000 $52, $47, $942,000 B15 Fallowfield (2) Strandherd Drive and Greenbank Provides capacity to service growth in South Nepean an undivided four-lane rural arterial 2.80 Widening 2RAU 4RAU 11 4 $12,893,274 $25,270, $25,270,000 $58, $52, $1,056,000 New Fernbank Terry Fox Drive and Stittsville Main Street Accommodates increasing population and employment in Stittsville and Kanata West an undivided four-lane urban arterial 4.50 Widening 2RAU 4UAD 17 4 $21,994,412 $43,110, $43,110,000 $224, $84, $1,696,000 New Fisher Avenue Dynes and Baseline Provides network continuity through residential area with associated improvements to an undivided four-lane urban arterial streetscaping 0.50 Widening 2RAU 4UAU 16 4 $2,045,686 $4,010, $4,010,000 $25, $9, $188,000 B44-b Frank Kenny Extension Provides network continuity and capacity for New four-lane road between realigned additional traffic generated by development Trim and south of Innes growth in Orléans New undivided two-lane rural road 1.50 New - 2RAU 1 4 $3,127,053 $6,130, $6,130,000 $31, $28, $566,000 A4 Goulbourn Forced Realignment Realigned and new two-lane road between Terry Fox Drive and Kanata Avenue Provides capacity for growth in Kanata North New undivided two-lane rural road 1.70 New - 2RAU 1 4 $3,543,993 $6,950, $6,950,000 $35, $32, $640,000 B17-b Greenbank Extension (1) New four-lane road between Jockvale and Cambrian Accommodates growth within South Nepean New four-lane divided urban arterial 1.90 New - 4UAD 9 1 $39,286,529 $77,000,000 $77,000, $95,000 $1,425, $35,800 $537, New Greenbank Extension (2) New four-lane arterial road connecting Provides access to new development lands in Cambrian to old Greenbank at Prince New four-lane divided urban arterial 3.50 New - 4UAD 9 4 $17,106,765 $33,530, $33,530,000 $174, $66, $1,320,000 South Nepean of Wales B19-a Hope Side Eagleson and Richmond Provides capacity and network continuity for growth areas in Kanata a divided four-lane urban arterial 2.00 Widening 2RAU 4UAD 17 3 $11,775,294 $23,080, $23,080, $100, $300,000 $37, $113, B21 Hunt Club Widen from four to six lanes between Riverside Drive and Bank Street Addresses capacity deficiencies at Rideau River South Manotick Screenlines, in conjunction with the Strandherd/Armstrong river crossing Widen divided four-lane urban arterial to a divided six-lane urban arterial 4.40 Widening 4UAD 6UAD 25 4 $13,797,696 $27,040, $27,040,000 $145, $82, $1,658,000 B23-a Huntmar Drive Campeau Drive extension to Cyclone Taylor Boulevard. Widen from two to Accommodates Kanata West Development four lanes between Palladium Drive to Maple Grove a divided four-lane urban arterial 1.50 Widening 2RAU 4UAD 17 3 $28,571,429 $56,000, $56,000, $75, $225,000 $28, $84, B22-b Innes-Walkley-Hunt Club Link New four-lane road (initial phase twolanes) between Hunt Club and Innes west of Blackburn Hamlet Bypasses congested section of Innes and provides direct connection between Orléans and Hunt Club New undivided two-lane rural road-- staged four-laning 4.70 New - 2RAU 1 4 $34,418,000 $67,460, $67,460,000 $98, $88, $1,772,000 B24-b Jockvale Cambrian and Prince of Wales Accommodates development access and growth for development within the Nepean South Urban Community a divided four-lane urban arterial 1.80 Widening 2RAU 4UAD 17 2 $17,699,000 $34,690, $34,690, $90, $720, $33, $271, New Kanata Avenue Highway 417 and Campeau Drive Fulfills urban design initiatives ongoing in the vicinity of Kanata Town Centre Widen undivided two-lane urban arterial to an undivided four-lane urban arterial 1.10 Widening 2UAU 4UAU 21 2 $3,964,259 $7,770, $7,770, $23, $184, $20, $165, B19-b Kanata South Link Widen Old Richmond /West Provides capacity and network continuity for Hunt Club from two to four lanes growth areas in Kanata between Hope Side and Highway 416 an undivided four-lane rural arterial 5.50 Widening 2RAU 4RAU 11 1 $15,170,716 $29,730,000 $29,730, $115,700 $1,735, $103,700 $1,555, A6 Kanata West Main Street New two-lane road between Palladium Provides capacity for development in Kanata Drive and Maple Grove West New undivided two-lane urban road 2.00 New - 2UAU 6 3 $7,592,810 $14,880, $14,880, $100, $300,000 $37, $113,100 --

60 Transportation Master Plan way Infrastructure - Cost Estimate New projects since 2008 TMP Input Parameters Capital Costs (including Phase Breakdown) Operating Costs to Incremental Increase Rehabilitation Costs to Incremental Increase Ref. No. Project Project Description Rationale Classification Length (km) Widen / New Existing X-Section Proposed X-Section BM Costing Ref # Phase # (1,2,3,4) Construction Cost ($) OVERALL COST ($) Phase 1 (2014 to 2019) Phase 2 (2020 to 2025) Phase 3 (2026 to 2031) Beyond 2031 Annual Operating Cost ($) Phase 1 (+ 2016) x 15 yrs Phase 2 (+ 2023) x 8 yrs Phase 3 (+ 2028) x 3 yrs Annual Rehabilitation Cost ($) Phase 1 (+ 2016) x 15 yrs Phase 2 (+ 2023) x 8 yrs Phase 3 (+ 2028) x 3 yrs Beyond 2031 x 20 yrs B25-a Kanata West North-South Arterial (1) New two-lane road between Abbott Street and Fernbank Provides capacity for development in Kanata West New undivided two-lane urban road-- staged four-laning 1.35 New - 2UAU (1/2 4UAD) 6 1 $4,079,718 $8,000,000 $8,000, $67,500 $1,012, $25,400 $381, B25-b Kanata West North-South Arterial (2) New four-lane road between realigned Palladium Drive (at Huntmar) and Abbott Street Provides capacity for development in Kanata West New divided four-lane urban arterial 4.40 New - 4UAD 9 2 $21,329,647 $41,810, $41,810, $365, $2,920, $165, $1,327, New Klondike Urbanize existing two-lane rural cross section between March and Sandhill Provides continuity between March and new residential development in Kanata North Urbanize existing undivided two-lane rural collector 0.40 Urbanization 2RAU 2UAU 26 1 $1,329,562 $2,610,000 $2,610, $6,800 $102, $0 $ B27 Leitrim (1) River and Limebank Provides capacity for development in Riverside South an undivided four-lane rural arterial 1.75 Widening 2RAU 4RAU 11 4 $4,827,046 $9,460, $9,460,000 $36, $33, $660,000 A7 Leitrim (2) New four-lane realigned road between Provides capacity for development in east of Limebank and Riverside South Bowesville New undivided four-lane urban road 2.60 New - 4RAU 3 4 $7,171,611 $14,060, $14,060,000 $54, $49, $980,000 New Leitrim (3) New four-lane realigned road between Provides capacity for development in Bowesville and Albion Riverside South and Leitrim New undivided four-lane urban road 2.10 New - 4RAU 3 4 $5,792,455 $11,350, $11,350,000 $44, $39, $792,000 New Lester Airport Parkway and Bank Street Accommodates growth in Riverside South and Leitrim and diverts traffic from Albion away from Blossom Park an undivided four-lane rural arterial 3.10 Widening 2RAU 4RAU 11 2 $8,550,767 $16,760, $16,760, $65, $521, $58, $467, B28 Limebank Earl Armstrong and Mitch Owens Addresses capacity deficiencies across the Leitrim screenline, in conjunction with the widening of Riverside Drive and Bank Street a divided four-lane urban arterial 3.75 Widening 2RAU 4UAD 17 4 $18,328,676 $35,920, $35,920,000 $187, $70, $1,414,000 B29 Maple Grove Terry Fox Drive and Huntmar Drive Accommodates Kanata West Development a divided four-lane urban arterial 1.7 Widening 2RAU 4UAD 17 4 $8,309,000 $16,290, $16,290,000 $85, $32, $640,000 B30 March Old Carp and Dunrobin Provides additional vehicular capacity to growth areas in north Kanata a divided four-lane urban arterial 2.3 Widening 2RAU 4UAD 17 4 $11,241,588 $22,030, $22,030,000 $115, $43, $868,000 B31-a Mer Bleue (1) Brian Coburn Boulevard and Renaud Provides capacity for the development areas south of Innes a divided four-lane urban arterial 1.00 Widening 2RAU 4UAD 17 1 $1,130,582 $2,220,000 $2,220, $50,000 $750, $18,800 $282, B31-b Mer Bleue (2) New four-lane re-alignment, west of existing Mer Bleue, between Renaud and Navan Provide capacity for the development areas south of Innes New divided four-lane urban arterial 1.20 New - 4UAD 9 4 $6,517,176 $12,770, $12,770,000 $99, $45, $904,000 B32 Navan Brian Coburn Boulevard and Mer Bleue. Provide capacity for the development areas south of Innes a divided four-lane urban arterial 2.60 Widening 2RAU 4UAD 17 4 $13,317,882 $26,100, $26,100,000 $130, $49, $980,000 New Old Montreal Trim and the edge of the urban boundary Provide capacity for the development areas east of Trim an undivided four-lane urban arterial 2.3 Widening 2RAU 4UAU 16 4 $9,410,156 $18,440, $18,440,000 $115, $43, $868,000 B33 Ottawa 174 (1) New Ottawa 174 (2) Widen from four to six lanes between Highway 417 and Jeanne d'arc Boulevard Widen from four to six lanes between Jeanne d'arc Boulevard and Trim Addresses local capacity, operational and safety issues Addresses local capacity, operational and safety issues Add an eastbound lane from Highway 417 to Blair. Add both eastbound and westbound lanes between the Blair and Jeanne D Arc interchange Add both eastbound and westbound lanes within median between the Jeanne D Arc and Trim including interchange at Trim 7.7 Widening 4RAD 5.8 Widening 4RAD 6RAD (Controlled Access Hwy) 6RAD (Controlled Access Hwy) 15 4 $21,655,353 $40,280, $40,280,000 $161, $145, $2,902, $16,311,824 $30,340, $30,340,000 $122, $109, $2,186,000 New Ottawa 174 (3) Trim and the city limits Addresses local capacity, operational and safety issues Add an eastbound lane and westbound lanes from Trim to the urdan boundary 12.8 Widening 2RAU 4RAD (Controlled Access Hwy) 12 4 $39,358,874 $77,140, $77,140,000 $269, $241, $4,826,000 B34 Palladium Drive Realignment Realign in vicinity of Huntmar to new North-South arterial Accommodates Kanata West Development Realign and widen undivided two-lane rural arterial to a divided four-lane urban arterial 0.50 Widening 2RAU 4UAD 17 1 $2,443,824 $4,790,000 $4,790, $25,000 $375, $9,400 $141, New Perth Street (1) Shea and Eagleson Provides continuity through Richmond Village and addresses the needs identified in the village s Community Design Plan an undivided four-lane rural arterial 0.7 Widening 2RAU 4RAU 11 4 $2,178,600 $4,270, $4,270,000 $14, $13, $264,000 New Perth Street (2) Provides continuity through Richmond Village village boundary and Queen Charlotte and addresses the needs identified in the Street village s Community Design Plan an undivided four-lane rural arterial 0.6 Widening 2RAU 4RAU 11 4 $1,654,987 $3,240, $3,240,000 $12, $11, $226,000 New Preston Street Extend existing 2 lane urban roadway Albert Street to Vimy Place (at John A. McDonald Parkway) Provides connection through Lereton Flats including structure crossing of new LRT and existing aqueduct New undivided two-lane urban arterial 0.40 New - 2UAU 6 3 $6,838,562 $13,400, $13,400, $20, $60,000 $7, $22, B35-b Prince of Wales Drive (1) Addresses capacity deficiencies at CNR West Hunt Club and Colonnade screenline an undivided four-lane rural arterial 1.30 Widening 2RAU 4RAU 11 3 $12,059,604 $23,600, $23,600, $27, $81,900 $24, $73, B35-a Prince of Wales Drive (2) Addresses capacity deficiencies upstream of Strandherd Drive and Hunt Club CNR West screenline an undivided four-lane rural arterial 6.80 Widening 2RAU 4RAU 11 4 $64,639,510 $126,700, $126,700,000 $27, $24, $490,000

61 Transportation Master Plan way Infrastructure - Cost Estimate New projects since 2008 TMP Input Parameters Capital Costs (including Phase Breakdown) Operating Costs to Incremental Increase Rehabilitation Costs to Incremental Increase Ref. No. Project Project Description Rationale Classification Length (km) Widen / New Existing X-Section Proposed X-Section BM Costing Ref # Phase # (1,2,3,4) Construction Cost ($) OVERALL COST ($) Phase 1 (2014 to 2019) Phase 2 (2020 to 2025) Phase 3 (2026 to 2031) Beyond 2031 Annual Operating Cost ($) Phase 1 (+ 2016) x 15 yrs Phase 2 (+ 2023) x 8 yrs Phase 3 (+ 2028) x 3 yrs Annual Rehabilitation Cost ($) Phase 1 (+ 2016) x 15 yrs Phase 2 (+ 2023) x 8 yrs Phase 3 (+ 2028) x 3 yrs Beyond 2031 x 20 yrs B35-c Prince of Wales Drive (3) Colonnade and Fisher Avenue Addresses capacity deficiencies downstream of CNR West screenline an undivided four-lane rural arterial 1.00 Widening 2RAU 4RAU 11 4 $6,251,031 $12,300, $12,300,000 $50, $18, $376,000 New Richmond Bayshore Drive and Pinecrest Provides network continuity and improves bus service reliability an undivided four-lane urban arterial 1.30 Widening 2RAU 4UAU 16 4 $5,318,784 $10,420, $10,420,000 $65, $24, $490,000 New Richmond Village By-Pass New two-lane road between McBean and Eagleson Provides access to new development lands north of existing Richmond Village New undivided two-lane rural road 4.50 New - 2RAU 1 4 $895,933 $1,756, $1,756,029 $25, $22, $452,000 B38 Rideau River Crossing New four lane bridge and approaches between Prince of Wales Drive and Limebank Provides for increased capacity across Rideau New undivided four-lane rural road and River screenline. bridge crossing 1.60 New - 4RAU 3 4 $34,113,299 $66,860, $66,860,000 $33, $30, $604,000 New Riverside Drive Widen from four to six lanes between River and Hunt Club Provides capacity for growth in Riverside South Widen divided four-lane urban arterial to a divided six-lane urban arterial 1.60 Widening 4UAD 6UAD 25 4 $5,017,344 $9,830, $9,830,000 $52, $30, $604,000 B40-a Strandherd Drive (1) B40-b Strandherd Drive (2) B40-c Strandherd Drive (3) Fallowfield and Maravista Drive Kennevale and Jockvale Widen from four to six lanes between Jockvale and Woodroffe Avenue Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in conjunction with a Strandherd-Earl Armstrong a divided four-lane urban arterial Rideau River Bridge and Earl Armstrong widening Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in conjunction with a Strandherd-Earl Armstrong a divided four-lane urban arterial Rideau River Bridge and Earl Armstrong widening Addresses capacity deficiencies at the Rideau River South and Manotick screenlines, in Widen divided four-lane urban arterial to conjunction with a Strandherd-Earl Armstrong a divided six-lane urban arterial Rideau River Bridge and Earl Armstrong widening 1.20 Widening 2RAU 4UAD 17 1 $4,081,630 $8,000,000 $8,000, $39,600 $594, $22,600 $339, Widening 2RAU 4UAD 17 2 $36,224,500 $71,000, $71,000, $89, $712, $50, $407, Widening 4UAD 6UAD 25 4 $11,580,352 $22,700, $22,700,000 $92, $52, $1,056,000 B42 Tenth Line Harvest Valley and the urban boundary Services growth south of Innes a divided four-lane urban arterial 1.80 Widening 2RAU 4UAD 17 2 $3,219,390 $6,310, $6,310, $90, $720, $33, $271, B43-c Terry Fox Drive (1) Winchester Drive and Eagleson Provides access to adjacent developments at Hope Side a divided four-lane urban arterial 3.6 Widening 2RAU 4UAD 17 4 $17,595,529 $34,490, $34,490,000 $179, $67, $1,358,000 B43-d Terry Fox Drive (2) Widen from four to six lanes between Campeau Drive and Palladium Drive Accommodates Kanata West Development Widen divided four-lane urban arterial to a divided six-lane urban arterial 1.2 Widening 4UAD 6UAD 25 4 $9,333,008 $18,290, $18,290,000 $39, $22, $452,000 New Tremblay Pickering Place and St. Laurent Boulevard Addresses the needs identified by the St. Laurent Station Transit-Oriented Development Widen undivided two-lane urban arterial study and accommodates new employment to an undivided four-lane urban arterial land at St. Laurent Boulevard at Tremblay 1.40 Widening 2UAU 4UAU 21 3 $4,091,900 $8,020, $8,020, $46, $138,600 $26, $79, B21 West Hunt Club Widen from four to six lanes between Highway 416 and Prince of Wales Drive Services on-going development/redevelopment along corridor and makes full use of Rideau River Bridge Widen divided four-lane urban arterial to a divided six-lane urban arterial 9.00 Widening 4UAD 6UAD 25 4 $28,222,560 $55,320, $55,320,000 $296, $169, $3,392,000 TOTAL ($) = M M M M M 6.84M 11.69M 10.37M 2.18M 3.88M 6.94M 4.81M 1.32M 47.57M

62 APPENDIX B Typical way Cross-Sections SEPTEMBER

63 TYPICAL ROAD WIDENING CROSS-SECTIONS FIGURE B1-2 LANE RAU to 4 LANE RAU WIDENING FIGURE B2-2 LANE RAU - 4 LANE UAU WIDENING FIGURE B3-2 LANE RAU - 4 LANE UAD WIDENING FIGURE B4-2 LANE RAU - 6 LANE UAD WIDENING FIGURE B5-4 LANE RAD - 6 LANE RAD WIDENING