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INTRODUCTION
Thank you for your interest in the City of Ottawa’s Rideau Canal Crossing Environmental
Assessment study. This study was initiated in March 2011 to identify a recommended
plan for improving multi-use (pedestrian/cycling) linkages over the Rideau Canal
between the Pretoria and Bank Street bridges.
At this time, we have confirmed the need and justification for a high-level, fixed bridge
over the Rideau Canal and have identified a preferred crossing location between Fifth
Avenue and Clegg Street, just north of the Canal Ritz restaurant.
The purpose of this progress update is:
1. To share our exploration of design concepts which we’ve undertaken since the
second Public Open House in November 2011. We are looking for your input, which
will help us refine the design prior to presenting a Recommended Plan at the final
Open House in June 2012.
2. To present our preliminary review of intersection design concepts for Clegg Street
and Colonel By Drive and Fifth Avenue and Queen Elizabeth Drive.
Your involvement is essential to the planning and design process. Please review this
information and provide your comments. You can access project information by visiting
the project website (ottawa.ca/rideaucanalbridge.ca) and we encourage you to join the
conversation by visiting our study blog (rideaucanalbridge.ca).
1
EXAMPLES OF WHAT WE HEARD
At the November 2011 Public Open House, two design configurations were recommended to be carried forward for further
exploration. We received more than 170 comments from members of the public, all of which have helped inform the design
process.
PUBLIC OPEN HOUSE #2: WHAT WE HEARD
“More hidden, less obtrusive – a quieter design.”
“Can’t get across the street safely.”“Can’t get across the street safely.”“Can’t get across the street safely.”“Can’t get across the street safely.”
“Short, simple, a bit boring.”
“Flying over Colonel By is better than crossing at“Flying over Colonel By is better than crossing at“Flying over Colonel By is better than crossing at“Flying over Colonel By is better than crossing at����grade.”grade.”grade.”grade.”
“Architecturally very interesting.”“Architecturally very interesting.”“Architecturally very interesting.”“Architecturally very interesting.”
“Seems more quiet in design.”
“I don’t appreciate the extra effort it would take
pedestrians and cyclists to connect to the bike path.”
“Connects directly to bike/pedestrian path along each side of “Connects directly to bike/pedestrian path along each side of “Connects directly to bike/pedestrian path along each side of “Connects directly to bike/pedestrian path along each side of the Canal.”the Canal.”the Canal.”the Canal.”
“I prefer this option, mainly because of its connectivity, but also
because of the playful nature of the spiral on the eastern side.”
“Could be too risky for wheelchairs and bikes.”
“Too extravagant.”
“Interesting, but tight turn makes biking difficult. Corners are also
hard to light properly.”
“Screening by existing trees is better.”“Screening by existing trees is better.”“Screening by existing trees is better.”“Screening by existing trees is better.”
2
DESIGN OBJECTIVES
� Be compact, transparent, quiet, gentle;
� Minimize visual impact of the structure & approach
ramps for drivers, pathway & Canal users;
� Minimize long ramps over water and parallel to Canal
banks;
� Minimize piers in the water (ideally no more than 2);
� Be in scale with its setting;
� Include seamlessly integrated and continuous
cycling access;
� Provide universal and equitable access;
� Be as slender and light as possible within the
viewscape.
By consulting with the local community, the general public, Parks Canada, the National Capital Commission (NCC) staff and their
Advisory Committee on Planning, Design and Realty, we have been able to develop a series of specific design objectives to help
guide the design and ensure the bridge is both functional and respectful of its important setting.
A sample of useful precedents that
have helped inform the design process.
3
Following Public Open House #2, the two design options were further developed in response to public input and in order to better
understand their advantages and disadvantages. Through this process, we found that elements of both concepts were more
successful than others. In order to develop the best possible design, a set of key elements were independently explored and assessed
based on their ability to meet design objectives.
Specifically, we have explored the following key design elements:
• Bridge Landings;
• Structural Support; and
• Bridge Alignment.
FURTHER DESIGN EXPLORATION
4
The option of connecting directly to the Canal pathway along the east edge of the canal allows for a visually interesting and compact
structure. However, this landing configuration also presents a number of challenges. Specifically, this landing:
• Does not prioritize east-west travel, as it requires all east-west users to cross both parkways at-grade;
• Introduces the need for additional piers in the Canal (exceeding the maximum number of piers specified by Parks Canada);
• Requires realigning the existing pathway away from the Canal edge;
• Breaks continuity of the Canal wall, a heritage feature of this National Historic Site and World Heritage Site;
• Introduces a landing structure of significant visual complexity into the quiet, natural setting;
• Requires shifting Colonel By Drive 3-5m to the east; and
• Incorporates a long gently curving ramp that may encourage higher cyclist speeds, introducing potential conflicts with other
bridge users.
BRIDGE
LANDINGS
(EAST)
STRUCTURALSUPPORT
ALIGNMENT
EAST LANDING AT THE CANAL EDGE
Top left: East landing as viewed towards
Old Ottawa East
Top right: East landing as viewed from
the multi-use pathway along the Canal
Bottom left: Approaching the
east landing traveling north
down the Canal multi-use
pathway
Bottom right: East landing as
viewed towards west from
Clegg
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DESIGN
ELEMENTS:
When compared to the previous concept, spanning Colonel By Drive and landing in the median has a number of advantages.
Specifically, this option:
• Provides a grade-separated crossing of the road for all bridge users;
• Reduces the required number of supporting piers (2) in the Canal;
• Minimizes the scale of structure within the Canal setting;
• Can be well integrated into the existing median by means of tree retention and landscaping;
• Integrates both stairway and ramp access;
• Maintains the alignment of Colonel By Drive and the multi-use pathway;
• Incorporates a tight switchback ramp configuration that will encourage cyclists to slow down; and
• Is less visually obtrusive as it maintains open views of the Canal from the pathway and from the water.
EAST LANDING ON THE COLONEL BY MEDIAN
BRIDGE
LANDINGS
(EAST)
STRUCTURALSUPPORT
ALIGNMENT
Bottom left: Approaching the east
landing traveling north down the Canal
multi-use pathway
Bottom right: East landing as viewed
towards west from Clegg
Top left: Configuration of the landing
on the median between Colonel By
Drive and Echo Drive
Top right: East landing as viewed from
the multi-use pathway along the Canal
6
DESIGN
ELEMENTS:
BRIDGE
LANDINGS
(WEST)
STRUCTURALSUPPORT
ALIGNMENT
WEST LANDING LANDSCAPE
Integration with the existing landscape on the west side of the Canal has been an important consideration. The treatment of the
west landing at Fifth Avenue was also considered. The Lily Pond was one of the first projects of the Ottawa Improvement
Commission (today the National Capital Commission). Since its construction in 1903, the pond has been significantly modified,
however it retains its original form and function as a picturesque water feature.
The original concept presented at Public Open House #2 had the bridge spanning just over the south end of the pond, before
flying over the existing pathway and Canal (top image). We also explored options that moved the bridge away from the pond
towards the Canal Ritz building, but this configuration would require removing mature trees and exposing bridge users to the
restaurant service access, which is currently screened by these trees.
Finally, we explored the option of incorporating the pond as a key design feature, by enlarging it at the south end (bottom
image). Modifications to the pond would have associated design and construction costs.
CANAL RITZ
RESTAURANT
CANAL RITZ
RESTAURANT
Original Concept
Enlarging the Lily Pond
7
DESIGN
ELEMENTS:
ABOVE-DECK STRUCTURE
The option of incorporating a shallow, tilted above-deck
arch was also considered. When viewed from the water,
this concept has very clean lines and is visually appealing.
However to incorporate the arch, double V-frame pier
supports are required (see below) which, when viewed
from certain angles, results in a visually complex structure
of larger scale. This makes it very challenging to achieve
clean, simple lines, especially below the deck.BRIDGE
LANDINGS
STRUCTURAL
SUPPORT
ALIGNMENT
BELOW-DECK STRUCTURE
In contrast, the bridge deck can be supported on single open V-
frame piers which achieves the same slender deck as the arch
variation, but results in a more compact, transparent, ‘visually
quiet’ structure that maximizes openness and views to its
natural setting from above the deck. The below-deck structure
also minimizes the visual impact of a bridge on the landscape.
8
DESIGN
ELEMENTS:
COMBINATION
CURVED AND
STRAIGHT
ALIGNMENT
CONTINUOUSLY
CURVED
ALIGNMENT
LANDINGS
STRUCTURALSUPPORT
ALIGNMENT
N
DECK ALIGNMENT
The original concept for the bridge deck
alignment incorporated both curved and
straight sections. This idea was inspired
by the alignment of the canal in the area
(see below). However, from the
perspective of the user, the
combination of straight and curving
deck presents a very abrupt change in
direction at centre span, particularly
when viewed from the west (see above
right). To address this issue, a
continuous curve was introduced which
provides a more gradual, smooth and
flowing visual effect; perhaps more
appropriate to the quiet, residential
character of the study area.
9
DESIGN
ELEMENTS:
LATEST DESIGN CONCEPT
Based on our design explorations, we think that this concept incorporates the best elements of
previous options. This concept is still a work in progress and we would like to hear what you think.
10
Single v-frame supporting piers result in a more simple,
transparent structure.
Continuous curve of the bridge deck provides a more gradual,
smooth path for pedestrian and cyclist travel
Deck widens at centre span to accommodate a lookout area.
East ramp is separated from residential properties by row of
vegetation.
LET US KNOW
WHAT YOU
THINK!
Now that you have had a chance to review our bridge design progress, we would
appreciate your feedback. Please consider completing the online comment form below.
Freedom of Information and Protection of Privacy Act
Comments and information are being collected to assist in the identification of a policy recommendation. This material will be maintained on file and may be included
in project documentation. With the exception of personal information, all comments will become part of the public record.
QUESTIONS
1. Do you agree that the east landing on the Colonel By median better meets the design objectives
summarized earlier in this presentation?
2. What do you think about the west landing ideas shown?
3. What do you like/dislike about the structural support ideas shown?
4. Which alignment option do you consider best meets the design objectives?
5. Can you suggest any improvements or other ideas?
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INTERSECTION IMPROVEMENTS
In 2011, the National Capital Commission completed the Rideau Canal Corridor Pedestrian crossing study which identified and
prioritized locations where pedestrian crossing measures are warranted. The intersections of Colonel By Drive and Clegg Street and
Fifth Avenue and Queen Elizabeth Drive were both considered priority locations for improvements. As the new bridge is expected to
add a significant number of pedestrians/cyclists per hour to these intersections during peak periods, providing safe crossings at these
intersections is imperative. To address this issue, we are exploring a series of controlled crossing configurations and traffic calming
measures. Following further consultation with the NCC and City traffic operations staff, we will present our recommendation to the
public at Public Open House #3 in June 2012.
CLEGG STREET INTERSECTION
The Study Team is exploring pedestrian-activated signalization as well as a fully signalized intersection at Colonel By Drive and Clegg Street.
Pedestrian-activated signal at the north side of the
intersection of Colonel By and Clegg
Fully signalized intersection of Colonel By and
Clegg
Pedestrian-activated signal – As the name implies, a pedestrian-activated traffic signal (or half signal) is similar to a typical fully signalized
intersection with the exception that it is only activated (i.e. signals turn red) when activated by a pedestrian waiting to cross the roadway. In this
situation (photo on the left above), only vehicular traffic along Colonel By Drive is controlled by the traffic signal. The Clegg Street leg of the
intersection is not under the influence of the signal. A crosswalk is only across Colonel By Drive, north of Clegg.
Fully signalized intersection – The example shown above right is a typical fully signalized intersection where all directions of vehiclular traffic are
under the control of the traffic signal. Crosswalks are provided on all legs of the intersection.
12
INTERSECTION
DESIGN
FIFTH AVENUE INTERSECTION
Similar options are available at the intersection of Queen Elizabeth Drive and Fifth Avenue. While there is less traffic on Queen Elizabeth
than on Colonel By Drive, pedestrian/cycling activity associated with the Canal Ritz Restaurant, Lansdowne Park and Winterlude activities
is high. Under a fully-signalized intersection, it would also be possible to provide a ‘scramble intersection’, which stops all vehicular traffic
and allows pedestrians to cross in every direction, including diagonally, at the same time.
Pedestrian-activated signal north of intersection of Queen
Elizabeth and Fifth
Pedestrian-activated signal at the north side of the
intersection of Queen Elizabeth and Fifth
Pedestrian-activated signal at the south side of the
intersection of Queen Elizabeth and Fifth
Fully signalized intersection of Queen Elizabeth and Fifth
13
INTERSECTION
DESIGN
TRAFFIC CALMING
Traffic calming measures can be
used in conjunction with signal
control to further improve the
pedestrian/cycling experience at the
intersections. For example,
pedestrian bulb-outs narrow the
intersection and reduce the crossing
distance for pedestrians. The top
image illustrates bulb-outs at an
intersection in Ottawa’s Centretown
neighbourhood. Raised or textured
crosswalks could also be used to
help define pedestrian space. These
are used along Elgin Street in
Ottawa’s Golden Triangle
neighbourhood and at the crossing
of Colonel By in front of the Ottawa
Convention Centre (bottom inset).
14
NEXT STEPS
MAY 3, 2012
Advisory Committee on
Planning, Design and
Realty (ACPDR)
SPRING 2012
Develop Recommended
Plan
JUNE 2012
Public Open
House #3
SUMMER | FALL 2012
Finalize Recommended
Plan and prepare EA documents
FALL 2012
Present to Committee and
Council
Detail Design & Construction
(Subject to funding
availability)
Incorporating the public input received through this progress update, our next step will be to present our design explorations
to the NCC’s Advisory Committee on Planning, Design and Realty (ACPDR). This committee is formed of leading design experts
from across the country and will provide further guidance as we move towards a Recommended Plan, which will be presented
at the final Public Open House in June.
Following the June 2012 Public Open House, we will continue to refine the Recommended Plan and prepare EA
documentation. The final recommendation will be presented to Ottawa City Council in the fall of 2012. If approved, we will
then file EA documents for public review.
FALL 2012
File EA documents for public
revew
15
LET US KNOW
WHAT YOU
THINK!
Thank you for taking the time to review this material. Please complete an online comment form or send
us your comments by mail:
Colin Simpson, MCIP, RPP
Senior Project Manager, City of Ottawa
110 Laurier Avenue West, 4th Floor
Ottawa, ON K1P 1J1
Tel: 613-580-2424 x Fax: 613-580-2578
Freedom of Information and Protection of Privacy Act
Comments and information are being collected to assist in the identification of a policy recommendation. This material will be maintained on file and may be included
in project documentation. With the exception of personal information, all comments will become part of the public record.
GET
INVOLVED
• Visit the study website (ottawa.ca/rideaucanalbridge) to review our progress to date.
• Join the conversation on our study blog (rideaucanalbridge.ca).
• Participate in the final open house, scheduled for June 2012.
• Contact the study team directly, using the contact information above.
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