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).

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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.”

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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.

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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

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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

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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

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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.

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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.

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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.

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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.

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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

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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).

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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

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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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