Project Description

Robinson Consultants Inc. was retained by the United Counties of Stormont, Dundas and Glengarry to complete the preliminary and detail design for the reconstruction of County Road 2, through the Village of Long Sault, including two roundabouts, and the design a proposed roundabout at the intersection of Country Road 2 and County Road 1, in the Village of Iroquois as joint project. The key purpose of the project was to address the high-speed characteristics of the project sites along County Road 2, a former MTO highway with design characteristics (e.g., flat/straight alignment, wide open corridor) that resulted in significant concerns with speed and safety.

For the intersection of County Road 2 and Country Road 1 in Iroquois, the specific challenges associated with this intersection included the approaching curvature of the County Road 2, which resulted in limited approaching visibility and the skew of the existing intersection which hindered the accommodation of heavy vehicles right-turn movements. To ensure adequate advanced indication of the facility to approaching motorists, a minor realignment of the approaching roads, coupled with the extension of the splitter islands were utilized. The accommodation of heavy vehicles required expansion of the roundabout’s inscribed circle diameter (ICD); however, in order to mitigate increased operating speeds of the facility, Robinson Consultants Inc. proposed external truck aprons to balance the need for large increases to the ICD with the anticipated passenger vehicle operating speeds. 

The project was the first roundabout for the Village, as well as the United Counties, therefore public outreach was included in the project, which included a public information session. To demonstrate the roundabout operations, a short video simulation of the future intersection was prepared by Robinson Consultants Inc. and displayed at the information session with County Staff and design team representation to address any questions or concerns that arose.

The key purpose of the reconstruction of County Road 2, through the Village of Long Sault was to address the high-speed characteristics of the roadway and provide streetscaping enhancements along the corridor reflect the surrounding community. The high-speed characteristics of County Road 2 formed a barrier between the community and the Waterfront Park and Trail. The corridor improvements included a reduction in the existing four-lane undivided cross-section to a two-lane divided cross section; complete with a planted centre median and pedestrian and cycling considerations and the design and construction of two single lane roundabouts that promote traffic calming and serve as a gateway to the community.

As the existing County Road 2 corridor was a former MTO highway through both Iroquois and Long Sault, the existing granular road base was found to be more robust than the current loading requirements, as such, Robinson Consultants Inc. was able to refine the roadway sections and profile to utilize the existing roadway structure to the greatest extent possible.  The utilization of the existing road structure resulted in a considerable reduction in the requirement for imported material, resulting in considerable capital savings to the Counties.

Project Description

Robinson Consultants Inc. was retained by the City of Ottawa to complete the preliminary and detail design of the extension of Brian Coburn Boulevard from Mer Bleue Road to Navan Road, and the widening of Mer Bleue Road, from the previous widening limits at the Hydro One corridor (south of Innes Road) to north of Renaud Road. The Mer Bleue Road portion included design and construction of a 1km section of the existing Mer Bleue Road corridor from a two-lane rural cross-section to a four-lane urban arterial cross-section, complete with pedestrian facilities and dedicated cycle lanes. The Brian Coburn Boulevard portion included the design of the ultimate four-lane cross-section and the design and construction of the interim two-lane cross-section for the new 3.2km Brian Coburn Boulevard corridor, including on-road and off-road cycling facilities. Both roadways included stormwater management (SWM) analysis and drainage design, and construction of roundabouts at all intersections.

The design for the project was extended to include development of a Species at Risk compensation plan and the development of a temporary Park and Ride facility concept adjacent to the project site, adjustments to the Mer Bleue Road construction limits, and the requirement for the design of the future outlet sewer. Other additional scope included temporary utility relocations, and post tender design modifications to address updated AODA requirements, streetlighting changes identified by the City, asbestos removal and dewatering required for one property demolition identified after the project had been tendered and temporary intersection repairs required at the intersection of Mer Bleue Road and Brian Coburn Boulevard.

Project Description

Robinson Consultants Inc. was retained by the City of Ottawa to complete the preliminary and detail design, tender package, and contract administration and inspection for the reconstruction of 2.4km of Montreal Road (North River Road to St. Laurent Boulevard) and 700m of North River Road (Selkirk to the north cul-de-sac). This $35,000,000 construction project included reconstruction of the existing urban roadway reducing the number of lanes from four to three (Vanier Parkway to St. Laurent Boulevard) to provide upgraded pedestrian facilities and cycle tracks on both sides of the corridor. The project also included protected intersections, reconstruction of 2.9km of watermain and 1.4km of sewers, geotechnical and environmental investigations, transportation analysis and review, expedited utility burials and relocations, landscaping and streetscaping, and extensive public consultation.

This contract required working with the contractor and the City of Ottawa on items to assist the schedule, such as ensuring that issues are addressed and communicated promptly; effective coordination of utility and City of Ottawa crew work; and monitoring the effectiveness and potentially modifying operational constraints to maximize production.

The contract administration team was comprised of key design team members which allowed for a seamless transition from design to contract administration, thereby ensuring that any critical or important considerations, including public or stakeholder concerns, were thoroughly understood by the contract administration team. Roles and responsibilities were clearly identified at the outset of construction including critical communication protocols between the City of Ottawa, stakeholders, contractors, and the contract administration team.

Project Description

Robinson Consultants Inc. was retained by the City of Ottawa to complete the preliminary design, detail design, tendering, and contract administration and inspection for the integrated reconstruction of Bronson Avenue, from Laurier Avenue to Imperial Avenue. The project included full reconstruction of the major 4-lane urban arterial facility and upgraded pedestrian facilities.

Given the historic nature of the corridor, aging, and inadequate underground services, large diameter transmission main, local watermains, and combined sewers required replacement. The project included 1.2km of road, 1km of 900mm watermain, 1.2km of 400mm watermain, and 1.2km of combined sewer ranging in size from 375-1200mm. Hydraulic modeling was carried out for portions of the combined sewer upgrades identified in the City's O'Connor Flood Control Implementation Study to be constructed within the Bronson Avenue Corridor to mitigate historic flooding issues in the area.

During the preliminary design phase of the project, Robinson Consultants Inc. worked with the design team on the O’Connor Flood Control Trunk Level Measures Design Report to optimize the original recommendations for trunk sewer upgrades between McLeod Street and Clemow Avenue. The project also included transportation analysis, lane reduction review, and design modifications to address utility costs.

Given the size of the proposed infrastructure, as well as the presence of significant underground utilities (Bell and Hydro), Robinson Consultants Inc. carried out a complete three-dimensional analysis of the narrow right -of-way to establish sewer and watermain corridors. This limited the conflicts that may have required utility relocations (at substantial cost), while maintaining required separations. As Bronson Avenue is a designated scenic entry route to the City and Traditional Mainstreet, significant public consultation efforts were undertaken through the development of the preliminary and detail design, with a focus on improved liveability of the highly constrained Bronson Avenue Corridor.

Project Description

Robinson Consultants Inc. was retained by the City of Ottawa to undertake the preliminary and detailed design for area traffic management and bioretention measures along Hemmingwood Way. The primary objectives of the assignment were to reduce the existing surface runoff through the implementation of bioretention measures and improve traffic safety along Hemmingwood Way. The proposed work included six bioretention rain gardens, two mid-block narrowings and a median, one intersection narrowing, and a Type C pedestrian crossover (PXO).

Several activities were completed to assess the suitability of the proposed LID measures including: drainage area delineation, hydrologic and hydraulic modelling, stormwater management modelling, geotechnical investigation, field permeability testing, groundwater level investigation, and Phase I and Limited Phase II Environmental Site Assessment, and consultation with environmental regulatory agencies. The field investigations revealed constrained conditions at some locations, including soils with low permeability and high groundwater table. Based on this detailed investigation, Robinson Consultants Inc. provided the City of Ottawa with recommendations for six bioretention cells located within proposed curb extensions. The inlets for the bioretention cells include a combination of curb cut inlets and cast-iron curb inlets. The preliminary and detailed design was completed and included a detailed landscaping and planting plan. Robinson Consultants Inc. prepared tender documents in accordance with the City of Ottawa standards and obtained the necessary environmental approvals.

Transportation Planning and Engineering Solutions

Project Description

Robinson Consultants Inc. was retained by the City of Ottawa to complete the coordinated network modifications on Prince of Wales Drive, a partial implementation of the Environmental Assessment that was previously completed for the corridor. The work included the design of nine intersection modifications on Prince of Wales Drive between Rideau Heights Drive and Merivale Road and at Hunt Club Road and Riverside Drive. The project also included the roadway rehabilitation of Prince of Wales Drive from Hunt Club Road to Strandherd Drive (9km) and the reconstruction of Rideau Glen Drive (150m). Intersection improvements included signalization, addition of auxiliary lanes, extension of existing auxiliary lanes, drainage improvements and cyclist and pedestrian accommodations, The project also included the roadway rehabilitation of Prince of Wales Drive from Hunt Club Road to Strandherd Drive, Rideau Glen Drive reconstruction, Winding Way culvert extension and Deakin Street multi – use pathway.

Project Description

Robinson Consultants Inc, was retained by the City of Ottawa to complete the preliminary design, detailed design, tendering, and contract administration and inspection for the integrated reconstruction of Albert Street, from Brickhill Street to City Centre Avenue, as well as the reconstruction of Empress Avenue, Lorne Street, Perkins Street, and Booth Street. The project included the realignment and separation of the Preston Street Combined Trunk Sewer, relocation of the large brick collector, separation of local sewers, and roadway realignment and reconstruction. Sewer work ranged in diameter from 250mm to 3000mm. Two jack and bore crossings of the high-pressure transmission main (HPTM) were also designed with sewer sizes of 900mm and 1676mm. The relocation of the large brick collector was fast tracked near completion of design when it was found that the existing large brick collector was in conflict with the proposed LRT Pimisi Station.

Due to the project’s proximity to the City of Ottawa’s proposed Confederation Line, LRT construction, and the adjacent National Capital Commission property, significant changes to the project requirements were encountered throughout the design process, including development and review of multiple collector sewer alignments and roadway configurations to mitigate impacts on adjacent federal lands.

Additionally, given the requirement to utilize the Albert Corridor as a temporary detour route for rapid transit during the construction of the Confederation Line, it was decided during the project that construction would be incorporated into the contract for the light rail construction, resulting in tight scheduling requirements for the completion of the design and tender package and extensive coordination with the City of Ottawa’s Rail Implementation Office and the Design-Build contractor for the light rail construction.

During the detail design of the project, the City of Ottawa initiated the functional design of the East-West Bikeway project, which included the Albert Street Corridor. Given the timing constraints imposed by the requirement to incorporate the Albert Street project into the Confederation Line contract, significant efforts were required to advance the design of the segregated cycling facilities for inclusion in the Albert Street project as a means of providing a ‘Complete Street’ upon completion of the transit detouring and Albert Street reconstruction.

Additional Complete Street features of the project include a comprehensive streetscaping plan, including pedestrian lighting and enhanced median plantings and boulevard buffer areas, and enhanced pedestrian and cyclist crossing facilities. Property Requirement Plans were prepared and submitted to the City for property acquisitions. A slope stability design was completed in order to replace a section of the retaining wall along the open aqueduct. Consultation with the environmental approval agencies was completed early in the design process to ensure that all required approvals were received prior to tendering.