| Frequently Asked Questions |
About the Study
General information about Phase 2
Phase 2APhase 2B
About the StudyHow will the Interprovincial Crossings EA study be completed in parallel and in consideration of other ongoing studies considering the Greenbelt? The Interprovincial Crossings EA is a Federal EA that is considering the societal need for a new crossings of the Ottawa River. It is currently considering three corridors that have been carried forward based on the Phase 1 work program of the Study. These three corridors, Study Design and a CEAA Scoping document describing the Phase 2B completion of the EA has been endorsed by both Municipal governments (Ottawa and Gatineau), both provincial governments (Ontario and Quebec) and the NCC Board. The EA study is currently receiving input on regional and local Values within these three corridors and this input will include comments from the ongoing Greenbelt studies that are considering the future vision for the Greenbelt. The Phase 2B study will then be considering the most context sensitive functional designs that are possible within the three corridors and then complete a comparative analysis to choose the top ranked corridor. The Phase 2B study is expected to be completed by the end of 2012. The environmental approvals are currently scheduled to be completed in December 2013. How is Phase 2B considering the removal of truck traffic in the King Edward corridor? The Study will be assessing several scenarios which remove the truck designation on King Edward Avenue and limit truck movements to local trips only. The Study will forecast the distribution of trips to other locations including the new crossing location. What is a Community Value Plan? The Community Value Plans will capture community input on their interests in the corridors under study by identifying areas to be protected (i.e. avoided or mitigated through design). There will be a record of issues that will be considered in the evaluation, the importance of these issues, and suggestions on the best approaches to mitigate these effects, if possible. What is the Interprovincial Crossings Study about? The overall Study is investigating a new interprovincial crossing, its need, potential locations and options. It is evaluating environmental, social, economic, heritage and planning impacts and recommending a technically preferred option or options as required for a new crossing. The Environmental Assessment Study for future interprovincial crossings is led jointly by the National Capital Commission, the Ministry of Transportation of Ontario and the Québec Ministry of Transportation, with technical support from the Cities of Ottawa and Gatineau. How is the Environmental Assessment (EA) process being regulated by the three levels of government? The Federal EA screening process is being followed by the NCC. Where two or more processes indicate different levels of requirements, in order to achieve the same goal, the more stringent and rigorous requirements will be applied. The province of Quebec confirmed on July 19 2010 that the Quebec EA does apply to this project. What is the role of the Ontario Government in the environmental assessment process? At the end of Phase 1, the Ontario Ministry of the Environment indicated that its provincial EA process did not apply to this project. As a funding partner, the Ontario Government has consistently represented the province’s interests in the Study’s process and has worked with the study partners to include the following enhancements to the federal EA screening requirements under CEAA: – Broadened the definition of “environmental effects” to include an assessment of direct social, as well as community values, transit and economic development effects, in addition to the natural environment and indirect socio-economic effects already covered by the CEAA • Under CEAA, the Responsible Authority may recommend that the Minister refer a project to a mediator or panel review. What is the current status of the Study? Phase 1 of the Study was completed in January of 2009. Phase 1 assessed the needs and justification for future crossing(s) of the Ottawa River between the City of Ottawa and the Ville de Gatineau, and concluded that an interprovincial crossing is required. The study evaluated alternative options and recommended the location and alignment of a future interprovincial crossing and associated roadworks. Phase 2 of the Study started in the fall of 2009 and was divided into two components. Phase 2A is now complete, and resulted in the following reports:
Phase 2B was initiated in the spring of 2011 with the first of four rounds of community consultation. June events will include: • Community Value Planning workshops for Corridors 5, 6 and 7 (June 14, 15 and 16) In July 2011, draft Community Value Plans will be available online for comments by the public. Click here to be advised on upcoming meeting dates and when the community plans will be available for review. When will public consultations begin? Public Consultations in Phase 2B will begin with: • Public Consultation Group Meeting - June 7, 2011 Click here to preregistration for one of these planned events. By contacting us and being added to our study mailing list you will receive notices of upcoming consultation events. How did you screen corridors in Phase 1 of the EA? Ten corridors within the urban area were assessed on the ability to connect to the freeway/highway system in the National Capital Region (NCR). Corridors which could not connect to such facilities and were considered to have significant adverse community and environmental impacts were screened at the outset. A second stage screening evaluated the corridors retained from the initial screening in more detail, including a cost/benefit analysis and considered all environmental, social, economic and transportation effects. Will additional corridors be reviewed during Phase 2 of the study? In Phase 2, three corridors will be evaluated:
These corridors were the three highest ranked corridors at Phase 1 of the Study. There will be no other corridors examined in Phase 2B. During Phase 2A, “Site Study Areas” for each of the three corridors were defined in accordance with Phase 1 corridor criteria. The Site Study Area is the potential project footprint, the area where new construction may take place. If required, mitigation measures may extend beyond the Site Study Area. Within the Site Study Areas of these three corridors, alternative alignments, profiles, cross-sections and intersection/interchange designs will be considered in Phase 2B to find the best possible location within the objectives of the study. Will modifications of Corridors 5, 6, 7 be examined? During Phase 2B, alternatives to components such as the alignment, profile, cross-section, intersections and interchanges will be considered within the Site Study Areas defined in the Study Design Report. Who is the decision-maker and who ultimately decides on the location of the crossing? The federal screening decision rests solely with the NCC and the federal regulators (Responsible Authorities) with input from the Study Partners. The decision at the end of Phase 1 was made by the NCC Board, MTO and MTQ, with input from the City Councils. A similar process will be carried out in Phase 2. When will the options go from 3 to 1? The study methodology is described in the Study Design Report. The elimination of one or more corridors from consideration is to occur in Phase 2B. Why is the Site Study Area of Corridor 6 so wide on the Ottawa side of the river? As part of Phase 1, concept alignments were developed for all corridors under consideration. Corridor 6 (Lower Duck Island) was described broadly as a connection between Highways 50 and 417 via Lorrain Boulevard and Ottawa Road 174. During the environmental assessment process, it is necessary to study “alternative alignments or designs” to accomplish the same objective. The Site Study Areas for each corridor were developed with the description of the corridors and the criteria for selecting corridors in mind. The need to consider alternative alignments, profiles, cross-sections and intersection/interchange designs within the Site Study Areas assisted in their definition. To address the desire expressed by many members of the public for additional flexibility for the alignments to be considered, the Study Team looked at the Greenbelt in Ottawa and determined that all of the Greenbelt should be included in the assessment. The west portion is included in Corridor 6 and the east portion is included in Corridor 7 (there is also some overlap). The inclusion of all of the Greenbelt was done because none of the Greenbelt had been examined and ruled out in Phase 1 and no technical analysis had been done during Phase 2A to assess potential alignments. General information about Phase 2The NCC will continue to manage the Study, following a coordinated approach, on behalf of the three financial partners (NCC, MTO and MTQ), the City of Ottawa and the City of Gatineau. What is the difference between Phases 1 and 2? Phase 1 of the Study assessed the need and justification for future crossing(s) of the Ottawa River between the City of Ottawa and the City of Gatineau. The study developed, evaluated and ranked alternative options. This has led to a short list of recommended locations and alignments for the study of future interprovincial crossings and associated roadway connections. Phase 2 of the Study will include more detailed development and refinement of the three bridge corridors identified as the highest ranked in Phase 1. The final product will be an Environmental Assessment Report and a Screening Report. For more information on the progress of this Study, visit the Background page. Completed work for this study can be found on the Resources page. Is it economical or useful to study the corridors of Lower Duck Island and Gatineau Airport / McLaurin Bay through Phase 2 of the Study? Yes, the undertaking of an environmental assessment of the three project corridors, including a comparative analysis and identification of effects and measures to minimize and/or mitigate the environmental effects, will provide decision makers with the information they require to make an informed decision. How does the NCC plan to evaluate the alternative crossing corridors during the Phase 2 Environmental Assessment? Evaluating the alternative corridors for a future interprovincial crossing is part of the Phase 2 Environmental Assessment. Determining the evaluation method was the mandate of the Phase 2A consultant, in consultation with the three funding partners (NCC, MTO and MTQ), and the City of Ottawa, the City of Gatineau and stakeholders, including the public. The evaluation methodology is described in the Study Design Report submitted as part of Phase 2A. What do the word “screening” and the term “screening report” refer to in the context of the EA? "Screening” refers to an environmental assessment that is conducted pursuant to the Canadian Environmental Assessment Act and that includes considerations such as any change the project may cause to the environment, the significance of potential adverse environmental effects, comments from the public, and any measures that would mitigate the identified environmental effects. A “Screening Report” is a report that summarizes the results of a screening. It is the decision document of the expert and regulatory federal departments respecting their joint position on the significance of potential adverse environmental effects with mitigation. Generally, the Screening Report presents a summary of the major issues addressed in the environmental assessment and may reject, modify or add to the mitigation measures recommended in the environmental assessment. Will you consider the Canotek proposal: bridge location at Corridor 6; road extending southerly along the west side of the Greenbelt to Ottawa Road 174 and extending northerly to Highway 148 and easterly along Highway 148 to a point where it then extends northerly to Autoroute 50? This proposal was considered in the context of the Site Study Area work done at Phase 2A. The boundaries of each Site Study Area were established in accordance with Phase 1 corridor criteria. The Site Study Area for Corridor 6 includes part of the area that some people refer to as the “Canotek proposal.” No technical analysis has been done during Phase 2A to confirm the feasibility of potential alignments that were proposed after Phase 1. Technical analysis of all reasonable alignments within the Site Study Areas will be conducted at Phase 2B. The corridor criteria from Phase 1 relevant to Phase 2 are summarized below. The Corridor must:
Does the Study Team have a methodology to address weighting? The evaluation methodology was developed at Phase 2A and is described in the Study Design. The public will be invited to contribute to the weighting process during Phase 2B. If a screening level assessment is done on the three options, will it be enough? Under the Canadian Environmental Assessment Act (CEAA), there are 4 types of environmental assessments (EAs): Screening; Comprehensive Study; Panel Review; and Mediation. There is no significant difference in the level of assessment that may be conducted between a ‘screening’ and a ‘comprehensive study.’ While the approval track under the CEAA is different, the scope (the considerations) of the screening being undertaken for this project is similar to that of a Comprehensive Study. Also, a screening can apply to more than one alternative. There is no restriction on the process using a ‘screening’ approach. The CEAA is based on self-assessment. It is up to the responsible federal department, in conjunction with regulatory and federal experts, to determine the scope of the project and the assessment. The scope of the project and scope of assessment is described in the Scoping Document. The EA Study will satisfy the requirements established by the CEAA and incorporate the information requirements of Quebec and Ontario environmental processes when those are more rigorous that the Federal requirements. In this way, the environmental requirements of Canada, Québec and Ontario will be applied. Phase 2APhase 2A was launched in October 2009 with a mandate to consult with communities, stakeholders and members of the public to obtain their input into the development of the Study Design (methodology for selecting a location) that will be used at Phase 2B. To access all final reports for Phase 2A please visit the Resources page. What were the costs related to Phase 2A of the Study? The total cost for Phase 2A was $0.65 million. When was Phase 2A be completed? Phase 2A concluded at the end of June 2010. Phase 2BHow will the planned Strategic Goods Movement Study by the NCC be integrated with the Phase 2B work? The work of the Strategic Goods Movement Study will inform the analysis of trucking operations undertaken in Phase 2B. Phase 2B will include its own analysis of trucking operations related to the three corridors, using the most current commercial vehicle survey data from Ontario Ministry of Transportation (MTO) and the ministère des Transports du Québec (MTQ) and new traffic data to be collected. The separate analysis is needed because the level of analysis associated with the planned Strategic Goods Movement Study will not be suitable for the more detailed assessment needed to differentiate between the corridors being considered in Phase 2B. What is the work planned for Phase 2B of the Study? The mandate of Phase 2B is to undertake the remaining environmental assessment services required to satisfy the legislative requirements for an EA Study. The work include the following:
When will a consultant be engaged for Phase 2B services? The award of a consultant services contract for Phase 2B was approved by the NCC Board in April 2011. What are the costs related to Phase 2B of the Study? The estimated cost for Phase 2B is $4.5 million. When will Phase 2B be completed? Phase 2B of the Study is to be completed in December 2012, and environmental approvals are currently scheduled to be completed in December 2013. What was the Ontario Municipal Board (OMB) decision on King Edward Avenue in 1999? Background: The 1997 Official Plan (OP) of the Regional Municipality of Ottawa-Carleton (RMOC) was appealed to the OMB by a number of individuals and groups who asked, among other items, that two interprovincial corridors, the Kettle Island corridor and the Champagne arterial (Lemieux) corridor, and the extension of the Vanier Parkway be added to the RMOC OP. The purpose of these additional road links was to reduce traffic impacts in the King Edward-Rideau-Waller- Nicholas (KERWN) truck route. Findings: Of the crossings discussed at the hearing, the OMB found that the Kettle Island corridor must be included in the Official Plan and that the approaches to the Kettle Island crossing must be protected. The OMB found that the King Edward Avenue area had suffered environmental, social and economic impacts. All parties at the hearing agreed that something had to be done. The OMB found that a new bridge should be designed to accommodate trucks and should be designated as a truck route. The OMB found that King Edward Avenue and Rideau Street should be removed from the regional truck route system when a new corridor capable of handling trucks safely and efficiently is in place. Why is a tunnel under King Edward Avenue not included as an option for evaluation in Phase 2B? during the first Public Consultation Session during Phase 1, members of the public inquired about the option of building a tunnel from the south end of the Macdonald-Cartier Bridge under Lower Town to connect with Nicholas Street. This option was considered and not carried forward mainly because it does not address interprovincial traffic. For reference, a technical memorandum describing the analysis during Phase 1 is included in Appendix M Technical Memoranda of the Final Documentation of Phase 1 and can be found on the study website under Resources. In Phase 2A, members of the public again inquired about this option. The feasibility of a variety of tunnel connections in this area was reviewed in the King Edward Avenue Renewal Study by the former Regional Municipality of Ottawa-Carleton. In 1999, the notion was also reviewed by the Ontario Municipal Board that approved the removal of the Vanier Parkway link from the Ottawa Official Plan. Following detailed consideration, the tunnel options were rejected during both the King Edward Study and the OMB hearing for a number of reasons including traffic problems and reduced road network continuity. As noted in Phase 1, while the tunnel’s ability to avoid a new crossing is appealing, the transportation supply provided by this link is insufficient to address the future demand for across the Ottawa River. The conclusions derived in the King Edward Avenue Renewal Study Report, previous OMB decisions and the Phase 1 analysis all remain valid. The City’s current analysis of travel across the Ottawa River indicates a deficiency of two lanes in the peak direction. Because this option was examined in Phase 1, in accordance with the principles established for Phase 2B, this idea will not be carried forward.
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