The Real Facts on Option 7

The City of Ottawa engaged an independent consulting company to conduct an Environmental Assessment on the Brian Coburn Extension and Cumberland Transitway Options. This was carried out under the auspices of the Ontario Ministry of the Environment and their procedures for Environmental Assessments. Judgements can vary, but we need a common understanding of the evidence on which to base those judgements. The following sets out the facts that are not in dispute. See the Environmental Assessment page for more detail:

Option 7 takes traffic off Mer Bleue, Option 1 does not.

Option 7 has minimal impact on Core Natural areas of the Greenbelt, Option 1 destroys 5 hectares of mature tree canopy and habitat.

Overall Option 7 was the superior option, even when the Natural Environment was weighted most heavily. It is superior for Climate Change Mitigation and reduced carbon footprint.

There is a small difference in the Natural Environment scores: Option 7 32/44 versus 36/44 for Option 1.

Option 7 is approximately $180 million cheaper, which would allow the Innes Walkley Link to be built sooner and vastly reduce traffic on Anderson (through Mer Bleue).

First it needs to be noted that this in not a new road through Mer Bleue, despite what you may read/hear of this myth in the media/social media. In fact, Option 7 predominantly follows what is presently the very busy, over capacity Renaud Rd. that carries greater than 18,000 vehicles per day. At the east end of the study area, Renaud presently runs through the Mer Bleue RAMSAR lands. Option 7 would allow this part of the road to be decommissioned, removing that traffic from the Mer Bleue RAMSAR land, and providing a further ½ km buffer between the bog and the traffic. This would not occur with Option 1; this traffic would still travel through this section of the Mer Bleue RAMSAR boundary.

It is important to look at the detailed facts regarding the project rather than spur of the moment assumptions. We are very cognizant of the importance of environmental considerations, transit, and active transportation and that is why we are so supportive of Option 7.

In several letters received from Dr. Mark Kristmanson (2014) and Mr. Tobi Nussbaum (2019), former and present CEO of the NCC, the NCC’s concerns have been articulated clearly.

Greenbelt Fragmentation/Effect on Farmland.

Based on the EA:

o Option 7 primarily follows the existing Renaud Rd. It is not a new corridor through the Greenbelt.

o Option 7 has the least Habitat fragmentation.

o Option 7 is superior to Option 1 in terms of Loss of Farmland.

o If the part of Renaud on the RAMSAR boundary is decommissioned it would allow the farmland bisected by Renaud to be consolidated, while eliminating 2 crossings of Mud Creek and providing a larger buffer between traffic and Mer Bleue. It also would reduce the idling of cars and subsequent pollution and noise generated close to Mer Blue, and in the residential neighbourhoods.

Minimize adverse environmental effects on the Greenbelt.

Based on the EA:

o Option 7 and Option 1 scored very closely in the Natural Environment category, 32/44 versus 36/44 for Option 1.
o There has been a lot of coverage of Climate Change in the media regarding this project. Based on the EA, Option 7 ranks the highest on Climate

Change Mitigation and Option 1 ranks 3^rd.
o 2.10 Carbon Footprint (minimizing impact to carbon sinks, wetlands and plants). Option 7 impacts 6.1 hectares, Option 1 impacts 9.6 hectares.
o Of particular note Option 7 encroached on only 1.3 hectares of the NCC’s Core Natural areas whereas Option 1 encroaches on 5 hectares. (These

Core Natural Areas represent outstanding examples of Greenbelt natural, scenic, geological, scientific, ecological, floral, faunal and recreational value.

These lands include Provincially Significant Wetlands, Areas of Natural and Scientific Interest (ANSI), a RAMSAR wetland and Significant Woodlands. Core

Natural Areas provide large, relatively unfragmented habitats for species of regional, provincial or national significance as well as some species at risk.)

o In looking at the effect on wetland criteria, the Options are close, with Option 7 penalized for being closer to Mer Bleue.

§ The fact of the matter is that with Option 1, there will still be exponential growth of traffic on Renaud Road, close to Mer Bleue AND only Option 7, will shift that traffic off the Mer Bleue RAMSAR boundary providing a much larger buffer between the traffic and Mer Bleue. With Option 7 wildlife safety mitigation measures can be applied to the road/transitway to better protect animals, with Option 1, none of those measures would be implemented on Renaud, resulting in ever increasing wildlife mortality near Mer Bleue.

§ Option 1 is adjacent to 7 wetlands and Option 7 is adjacent to 4.

§ There is concern regarding the effect of Option 7 traffic near the bog. First it will move it away as mentioned above, but the fact is, the traffic will still travel on the roadway, if Option 1 is approved so it is somewhat of an issue with each option.

o As mentioned under fragmentation of the Greenbelt, Option 1 has 3.8 km. of new corridor length while Option 7 has only 2.5 km. This dispels the myth

regarding their relative effect on building new roadways in the Greenbelt.

o A concern has been raised regarding lighting on the new Option 7 and its effect on wildlife. Right now, there are thousands of car lights driving the area.

Neither the Blackburn Bypass or GESC Parkway have street lighting except at major intersections, so it is doubtful additional lighting would be required.

o Option 7 had no impact on Natural Heritage features, unlike option 1.

o There is a concern about the width of the new roadway. It is not different than doubling the size of the Bypass to 8 or more lanes through NCC, Core

Natural Area. It is possible as an interim measure, a model similar to the Champlain Bridge could be used, 2 lanes of cars and a bus lane west in the

morning and the opposite in the evening. This would only double the size of the existing Renaud Rd.

o It should be noted Mud Creek runs downstream, away from Mer Bleue, so any construction effects on the Creek should have less direct effect on the Bog.

· Other factors that are deemed of high importance to the NCC, that are not included under the Natural Environment section

o Views and Vistas. Option 7 is described as having the least impact on views and vistas and Option 1 has a fair impact on views. (8 lanes of traffic

through the Core Natural area on Blackburn Bypass).

o Proximity to sensitive land. (Air quality, noise and vibration) Option 7 ranked first and Option 1 ranked 3^rd.

o Recreation. This is the encouragement of recreation activities in the Greenbelt and improving access, interaction with trails/pathways. Option 7 ranks

first, Option 1 ranks 3^rd.

o Greenbelt Experience (impacts to established views, # of grade separations). Option 7 ranked 1^st and Option 1 ranked last

· There was a previous agreement in 2013 between the City and the NCC, why change now?

o That agreement was based on an EA and data from the early 90’s. The South of Orleans and the rest of Ottawa is growing exponentially and there is now a

much greater need for transportation options to the south of the City.

o The study area was very limited in size compared to the present study and didn’t extend to Blair or the #417 for a complete transportation picture.

o The 1990’s proposed routing was found to be greatly more expensive than originally anticipated.

o This is an updated EA Study that has found Option 7 to be the superior option and one that should address the concerns of the NCC.

o The Greenbelt Master Plan states: “it is a flexible plan, meeting ever changing needs in the Capital”.

· Traffic on Anderson Road.

o There are many people in the east end that need to get to the south of the city. The quickest route is via Renaud and Anderson. If Option 7 was seamlessly

linked to the Innes/Walkley link then this would likely encourage those people to travel on that routing, saving them about a 2.5k detour to get to the

Walkley/#417 interchange. This would divert about 4,500 cars from Anderson Rd. and save in the order of 700 tons of Greenhouse gas emissions per year.

o Anderson could be potentially closed to all but local traffic. Either of these measures would result in a significant reduction in harm to wildlife.

o The cost savings of Option 7 versus Option 1 could conceivably free up money to allow the Innes/Walkley link to be constructed more quickly.

o In the 2013 agreement the roadway was to be an Innes-Hunt Club Link. By reducing the length to Innes-Walkley there would be less net cumulative effect on the Greenbelt than was approved in the agreement.

· Overall, Transit and Transportation

o Cumberland transitway, travelling direct from the Navan Park and Ride to Blair LRT, will more directly get South Orleans transit users (Orleans has one of

the highest % of transit users in the city) to where they need to go. Stops in Blackburn would be a waste of money, one set in mature woods

equivalent to the NCC’s Core Natural Area. The 2 stops are 200 metres from the nearest houses, which are 300 metres from Old Innes that has

very regular transit service and has Apartment complexes situated right beside them. It is now a 9-minute bus ride to Blair station from Blackburn Hamlet

and soon the Montreal Rd. LRT will service the community at the northern edge. The transit stops on the bypass would be "white elephants" as it is quicker

to use the present service, than walk to the edge of the bypass for the vast majority or residents

o The South Orleans area is seeing extreme growth and will for the foreseeable future. Planning for appropriate transit and transportation infrastructure

started in the early 90’s but has never been fully implemented, causing gridlock and frustration.

o Previously it was determined that people needed to head downtown as a transportation priority, now it is recognized that there is a significant shift in focus

to the south part of the city. Unfortunately, all roads and planning seem to funnel traffic onto Innes Road. Which did recently add another traffic light, with

another traffic light to be added in the interim measures. Option 1 reinforces that mindset and if it comes into place many more thousands of computers will

cross through the Mer Bleue RAMSAR boundary and travel an unsafe (1 recent cycling and pedestrian fatality).

o Option 7 would allow the upgrade of Renaud so it would be safer for:

§ cyclist/pedestrians (creation of pathways and better integration with other area pathways),

§ drivers (eliminate 2 right angle turns),

§ wildlife (collision mitigation measures could be put in place)

With Option 1, none of this would take place and a mini “truck convoy” would continue to travel through Mer Bleue’s RAMSAR area, local neighbourhoods, school zones etc. and more fatalities will take place.

A number of adjustments were made on the weighting of the criteria (Including giving the Natural Environment even more significance) and Option 7 still came through as superior, with Option 1 close in 2 instances.

Cost.

Option 1 is 60% more expensive than Option 7. It is estimated Option 7 will cost around $306 million versus $489 for Option 1. The savings of $180 million would go along way to funding the Innes-Walkley link which would take significant traffic off Anderson Road. For the benefit of all.

• The 2013 NCC/City agreement was based on 25-year-old data and a limited study area. The more expansive EA shows Option 7 to be clearly the best choice for all parties, environmentally responsible and significantly cheaper than Option 1.

• The Greenbelt Plan’s, Vision 2067 says it:

• has an objective of increasing “quality of life of residents”

• is a “flexible plan", meeting ever changing needs in the Capital

• The City and NCC should go back to the drawing board and work this thing out. Option 7 is clearly the best Option for all parties and should be in the Transportation Master Plan.

The benefits of Option 7 in the EA conclusion:

• Improves transit travel time and reliability with direct uninterrupted travel between the Chapel Hill Park and Ride and Blair Road;

• Provides a new direct arterial roadway link to the future Innes-Walkley-Hunt Club (IWHC) Connection to address travel demand between Orléans South and the South Urban Area as well as Highway 417;

• Provides new multi-use pathways (MUPs) for east-west mobility and pedestrian and cycling connectivity to Blackburn Hamlet, the Chapel Hill Park and Ride, Bradley Estates community, Prescott Russell Trail and NCC pathways and beyond;

• Respects the RAMSAR boundary (a wetland site designated to be of international importance under the Ramsar Convention) as the Recommended Plan is outside this area;

• Improves safety for pedestrians and cyclists and removes a sharp 90-degree bend by realigning Renaud Road. The realignment shifts Renaud Road, which is currently within the RAMSAR boundary, to the outside perimeter of this wetland;

• Reduces traffic on Anderson Road when fully implemented with the IWHC Connection, reducing impact on the environmentally sensitive Mer Bleue wetland that surrounds Anderson Road;

• Preserves the natural character of the Greenbelt through the context of sensitive rural roadway and landscaping design, along with comprehensive Ecological Restoration and Enhancement Plans; and,

• Least expensive of the four short-listed options.