CULTURAL HERITAGE EVALUATION REPORT. VANIER PARKWAY UNDERPASS, MTO SITE No HIGHWAY 417 (OTTAWA QUEENSWAY)

Transcription

1 CULTURAL HERITAGE EVALUATION REPORT VANIER PARKWAY UNDERPASS, MTO SITE No HIGHWAY 417 (OTTAWA QUEENSWAY) LOT 11, JUNCTION GORE GEOGRAPHIC TOWNSHIP OF GLOUCESTER CITY OF OTTAWA, ONTARIO GWP / GWP July 2011 Prepared for: MMM Group Limited Prepared by:

2 CULTURAL HERITAGE EVALUTION REPORT VANIER PARKWAY UNDERPASS, MTO SITE No HIGHWAY 417 (OTTAWA QUEENSWAY) LOT 11, JUNCTION GORE GEOGRAPHIC TOWNSHIP OF GLOUCESTER CITY OF OTTAWA, ONTARIO GWP / GWP July 2011 Prepared for: MMM Group Limited 1145 Hunt Club Road, Suite 300 Ottawa, ON, K1V 0Y3 Prepared by: Unterman McPhail Associates 540 Runnymede Road Toronto, Ontario, M6S 2Z7 Tel:

3 PROJECT PERSONNEL Unterman McPhail Associates Richard Unterman, Principal Barbara McPhail, Principal Jean Simonton Heritage Consultant

4 TABLE OF CONTENTS Page 1.0 INTRODUCTION HISTORICAL SUMMARY 2.1 Gloucester Township The Queensway and the Vanier Parkway Underpass Steel Girder Structures Bridge Designer CULTURAL HERITAGE LANDSCAPE DESCRIPTION 3.1 Area Context Site BUILT HERITAGE RESOURCE DESCRIPTION Vanier Parkway Underpass, MTO Site No Modifications Comparative Analysis EVALUATION OF VANIER PARKWAY UNDERPASS 5.1 Introduction Evaluation Cultural Heritage Value MITIGATION RECOMMENDATIONS 26 SOURCES APPENDIX A: Historical Maps, Photographs and Drawings APPENDIX B: Vanier Parkway Underpass, Bridge Survey Form APPENDIX C: MTO East Region List of Comparable Steel Girder Structures APPENDIX D: Evaluation Criteria, Ontario Heritage Bridge Guidelines for Provincially Owned Bridges (Interim-January 2008)

5 LIST OF FIGURES Page Figure 1. Figure 2. Figure 3. Figure 4. Figure 5. Location plan of the Vanier Parkway Underpass [Ottawa- Hull & Environs, Rand McNally Canada Inc., 2003]. 2 Site plan of the proposed bridge and interchange at Alta Vista Drive, August Site plan of the Vanier Parkway Underpass and interchange in the City of Ottawa [GoogleMaps 2011, as adapted]. 15 East elevation of the Vanier Parkway Underpass showing the dual lane controlled access highway with depressed median, August 20, 1963 [AO RG , A1301, B116250]. 17 A view north over the bridge deck depicts the four-lane paved roadway with concrete median, sidewalks, handrail system and lighting, August 20, 1963 [AO RG , A1301, B116250]. 18 LIST OF TABLES Page Table 1. Evaluation Score: Vanier Parkway Underpass, MTO Site No

6 Cultural Heritage Evaluation Report Page INTRODUCTION MMM Group Limited retained Unterman McPhail Associates, Heritage Resource Management Consultants to undertake a cultural heritage evaluation report (CHER) for the Vanier Parkway Underpass, MTO Site No on behalf of the Ministry of Transportation (MTO). A detailed design is being carried out for improvements to Highway 417 within the City of Ottawa. The project consists of widening Highway 417 by one lane in each direction from Nicholas Street to the Vanier Parkway (GWP ) and from the Vanier Parkway to Ottawa Road 174 (GWP ). In addition operational improvements, structure replacements and noise barrier retrofits have been identified through the Highway 417 corridor within the City of Ottawa. The study is being carried out in accordance with the requirements for a Group B project under the Class Environmental Assessment for Provincial Transportation Facilities (2000). As part of the Detailed Design Report, MTO requested the preparation of Cultural Heritage Evaluation Reports (CHERs) for seven (7) structures within the Highway 417 corridor. From east to west, the structures identified of potential heritage value are: o Belfast Road Underpass, MTO Site No ; o Vanier Parkway Underpass, MTO Site No ; o Rideau River (Hurdman s Bridge) Overpass, MTO Site No ; o Lees Avenue Underpass, MTO Site No ; o Nicholas Street Underpass, MTO Site No ; o Kent Street Overpass, MTO Site No ; and o Booth Street Overpass, MTO Site No MTO has requested an individual CHER be prepared for each of the seven (7) structures. The structures relate to the construction of Highway 417 in the 1950s and 1960s as part of the Trans-Canada Highway. The 10-mile stretch of the Trans-Canada Highway through the City of Ottawa was named the Queensway in Honour of Queen Elizabeth II. This report fulfills the requirements for a separate CHER for the Vanier Parkway Underpass. The Vanier Parkway Underpass with an interchange was identified as Bridge No. 31 at Alta Vista Drive at the time of construction. It has also been known as the Riverside Drive Underpass. The two-span steel girder structure was completed in It is located just east of the Rideau River on Lot 11, Junction Gore of the geographic Township of Gloucester (Figure 1). The Vanier Parkway Underpass is not included in the Ontario Heritage Bridge List for provincially owned bridges and has not been identified as a Candidate Class A, B or C structure in the Heritage Bridges Identification and Assessment Guide , Ontario. Consultation with the City of Ottawa confirms the Vanier Parkway Underpass has not been identified by the municipality as having heritage value.

7 Cultural Heritage Evaluation Report Page 2 This Cultural Heritage Resource Evaluation Report (CHER) includes a historical summary of the bridge and its setting, an evaluation of the cultural heritage value of the bridge, a summary of cultural heritage value and mitigation recommendations. Historical maps, photographs and drawings are included in Appendix A. Appendix B contains a bridge survey form with photographs of the structure and Appendix C has a list of comparable steel girder structures in the East Region provided by MTO. The Heritage Bridge Evaluation Criteria, Ontario Heritage Bridge Guidelines for Provincially Owned Bridges (Interim, January 2008) are found in Appendix D. Highway 417 is considered to run in an east to west direction in the vicinity of the Vanier Parkway Underpass. Figure 1. Location plan of the Vanier Parkway Underpass, MTO Site No [Ottawa-Hull & Environs, Rand McNally Canada Inc., 2003].

8 Cultural Heritage Evaluation Report Page HISTORICAL SUMMARY 2.1 Gloucester Township First surveyed in 1792, the Township of Gloucester was named after the second Duke of Gloucester, nephew of King George III. Known initially as Township B, it was laid out in four parts (Appendix A). The Junction Gore in the northwest part of the township was bounded by the Ottawa River to the north, the Rideau River to the west, St. Laurent Boulevard to the east and Walkley Road to the south. Within the Junction Gore, the land was divided into narrow strips that fronted onto the Rideau River. The long and narrow lots were numbered from north to south. The Ottawa Front was located in the eastern half of the township stretching from St. Laurent Boulevard to the eastern boundary and from the Ottawa River to the north to Osgoode Township to the south. The Rideau Front was situated in the southwest part of the township with a small portion in the southwest corner on the Rideau River known as the Broken Front. Bradish Billings ( ) is credited as being the first permanent European settler in Gloucester Township. He took up land on Lot 17 of the Junction Gore in Lumbering remained his chief occupation until he was able to devote himself fulltime to farming after The construction of the Rideau Canal ( ) and the square lumber trade provided impetus for much of the early development in the Ottawa area. The growth of Bytown on the west side of the Rideau River prompted interest in providing a bridge from Gloucester Township to the east. The Farmers Bridge, later known as Billings Bridge, was constructed in the winter of The village of Billings Bridge subsequently developed on both sides of the Rideau River. Thomas McKay ( ), Scottish mason and contractor on the Rideau Canal purchased 1,100 acres of land on the east side of the Rideau River in the Junction Gore in He encouraged other Scots to settle nearby and went on to develop an industrial complex including sawmills, gristmill, textile mill and facilities for manufacturing lath, shingles, window sash and doors. McKay constructed several stone buildings in the community he named New Edinburgh. The first bridge connecting Rideau Street in Bytown with Montreal Road in Gloucester was completed in 1836 at Cummings Island. In 1837, McKay commenced work on his own residence named Rideau Hall, which was purchased by the Government of Canada in 1868 for the Governor-General s residence. With the completion of the Rideau Canal settlement in Gloucester grew from 12 families in the first assessment taken in 1825 to 156 households in Much of the early growth was accommodated along the Rideau Canal and River and along the Montreal or King s Road that paralleled the Ottawa River through Concession 1 of the Ottawa Front in the northern part of the township. 1 Glenn Clark, A Historical Timeline for the Township of Gloucester, The Gloucester Historical Society, (accessed on April 1, 2011).

9 Cultural Heritage Evaluation Report Page 4 The Township of Gloucester was incorporated on January 1, The village of Billings Bridge was the centre of township operations with a township hall. The Illustrated Historical Atlas of the County of Carleton (1879) noted 25,360 acres of the total 83,573 acres of land in the township, just over one-third, were improved. 2 With a population of 7,815 people Gloucester Township was the largest township in Carlton County in terms of residents and after Nepean, the most prosperous in terms of assessment. Transportation routes throughout the township improved during the second half of the 19 th century. The Ottawa and Gloucester Road Company, which was established in 1865, undertook improvements to the route between Ottawa and Gloucester that became Bank Street. In addition to frequent replacements of Billings Bridge, the New Edinburgh Bridge at Green Island and the Cummings Bridge, which were caused by wash outs, important new bridges that improved communications between Gloucester Township and Ottawa were completed. Hurdman s Bridge over the Rideau River was completed in A small settlement grew up in the vicinity of Hurdman s Bridge 4 and when a post office opened in 1879 it took the name of the bridge. A school was located to the south of the bridge and C. Ladouceur ran a hotel and store. Hurdman was an early settlement family in the Ottawa area and contributed to the industrial and agricultural development along the Rideau River. Charles Hurdman came to the Ottawa Valley from County Cavan, Ireland, in the first part of the 1800s. Charles and Margaret Graham had a family of five sons and one daughter. Three of their sons, William, Robert and Charles Jr. established a lumber business in 1841 with mills located at Chaudière Falls. Operating under the name of Hurdman Brothers, the company went on to become one of the largest timber operations in Quebec. Charles Jr. remained in the family home on Alymer Road while William and Robert moved to the Junction Gore of Gloucester Township in the early 1870s. William settled on Lot 13, Junction Gore and Robert acquired Lot 14. William became director of the two district agricultural societies and organized the Dominion Exhibition of Both won international awards for their horse breeding at the Centennial Exhibition of 1876 in Philadelphia. Sketches of the Hurdman s farms in the Illustrated Historical Atlas of the County of Carleton (1879) identify William s property as Waterford Farm and Robert s as Victoria Cottage. 5 William and Robert undertook the construction of a bridge across the Rideau River in 1875 to provide access from their lumber and storage yards in Gloucester to the mills at Chaudière. It was noted the Hurdmans allowed the municipality and public to use the 2 Illustrated Historical Atlas of the County of Carleton (Toronto: H. Belden & Co., 1879) xxxv. 3 Ottawa Citizen, December 16, 1875 as reported by Glenn Clark, A Historical Timeline for the Township of Gloucester, The Gloucester Historical Society, Walker and Serré provide a date of 1867 for the bridge construction. 4 The bridge and community have been referred as Hurdman s and Hurdman Bridge. For consistency, the name Hurdman s Bridge is used throughout the report. 5 Illustrated Historical Atlas of the County of Carleton, 40.

10 Cultural Heritage Evaluation Report Page 5 bridge free of charge. 6 The County later acquired the bridge. The first bridge was a multispan wood truss structure set on rock filled wood cribs. The wood structure was replaced in with a concrete arch bridge, also known as Hurdman s Bridge. The road to the west of the bridge became known as Hurdman Road and provided access to the south end of Nicholas Street and the Sandy Hill area of Ottawa. The area around Hurdman s Bridge became the focus of railway activities in Gloucester Township in the late 1800s and early 1900s. Some workers housing and industrial activities developed in conjunction with the railways. The Bytown & Prescott Railway traveling north to south across the western part of the township was opened in 1854 as part of a plan by local businessmen to improve the transportation of lumber from the mills in Ottawa and Hull to port facilities on the St. Lawrence River at Prescott. In Gloucester Township, the line ran through from New Edinburgh to Manotick Station via Janeville, Hurdman s Bridge, Billings Bridge and Gloucester Station. Reorganized as the Ottawa & Prescott Railway in 1855, the line soon encountered financial difficulties. It went into receivership in 1865 and reemerged as the St. Lawrence & Ottawa Railway in Further financial problems resulted in the lease of the entire line to the Canadian Pacific Railway (CPR) in Four rail lines entering Ottawa from the east crossed the Rideau River in the vicinity of Hurdman s Bridge. Three railway bridges, one to the north of the road bridge and two to the south were constructed to carry the rail lines over the Rideau River. The Canada Atlantic Railway (CAR) owned and operated by J. R. Booth connected Ottawa with Montreal, Boston and New York. Formed in 1879 construction on the line was completed to Elgin and Catharine Streets in Ottawa in It was later extended to the west across the south side of Ottawa. Tracks were built at a later date along the east side of the Rideau Canal to Ottawa s new Central Station, which was built in 1896 on Rideau Street. The CAR shops including a roundhouse were located at the junction of the crosstown and downtown tracks. The Canadian Atlantic Railway became part of the Grand Truck Railway system in 1905, and was incorporated into the Canadian National Railway (CNR) in A second line constructed between Montreal and Ottawa c1898 was acquired by the Canadian Pacific Railway. Known as the Lake Shore Line, it crossed the Rideau River on a bridge to the south of the road bridge. The Ontario Pacific Railway was chartered in 1882 and was renamed the Ottawa & New York Railway (O&NYR) in It linked New York State to Ottawa with a bridge over the St. Lawrence River at Cornwall and entered Ottawa from the southeast at Hurdman s Bridge. It operated under a lease to the New York Central Railway from 1905 to 1957; after this date the line was abandoned and the property was sold. The line appears to have used the CPR Bridge over the Rideau River. The Canadian Northern Railway (CNoR) completed its line from Ottawa to Hawkesbury en route to Montreal in The line became part of the Canadian National 6 Harry J. Walker, Carleton Saga (Ottawa: Carleton County Council, 1968) 169.

11 Cultural Heritage Evaluation Report Page 6 Railway in The CNoR bridge over the Rideau River was located to the north of the road bridge. A station was located at Cyrville approximately one mile east of Hurdman s Bridge. The Township of Gloucester continued to grow and prosper throughout the 20 th century. Eastview, later known as Vanier and Rockcliffe Park were incorporated as separate municipalities in 1908 and 1925, respectively. In the Hurdman s Bridge area, the subdivision of Bannerman was registered in The subdivision comprising land in Lot 11, Junction Gore was intended to provide housing for railway workers. The streets were laid south from Tremblay Road and named alphabetically, from west to east, Avenue A to Avenue U. The township remained well known for its market gardens that supplied the City of Ottawa. The township also accommodated the growth of the city through annexations starting with New Edinburgh in In 1950, a section of the western part of the township including Hurdman s Bridge, Billings Bridge, Ellwood, Hog's Back, Manor Park, Rideau Park, Hawthorne and the developing communities of Riverview and Alta Vista became part of Ottawa. In 1946, the Federal District Commission (FDC) established a National Capital Planning Committee with membership from both local and federal governments to draw up a master plan of the National Capital District. The committee hired Jacques Gréber, a French Beaux-Arts planner with extensive experience in North America. As a result of Gréber s recommendations, the FDC was reformulated as the National Capital Commission (NCC) and the National Capital District was doubled in size to include land on both the Québec and Ontario sides of the Ottawa River. Submitted in 1950, Gréber s Plan for the National Capital was an urban planning exercise intended to transform Ottawa and Hull from industrial towns to an attractive modern capital. Among other recommendations, Gréber proposed the creation of a greenbelt around Ottawa, the development of a scenic parkway system, the relocation of the railway system and industries from the inner city to the suburbs, improvements to transportation and decentralization of government offices. One of the first tasks of the new NCC, working in partnership with the cities of Ottawa and Hull, was to remove much of the railway infrastructure from the central core areas and to convert former railway routes for vehicular traffic. The federal government began acquiring land in 1956 as part of the Greenbelt to protect the rural lands bordering Ottawa from urban sprawl. Ultimately 22,500 acres of land were expropriated in Gloucester Township as part of the Greenbelt. Gloucester also became home of several government facilities including the RCMP headquarters, Central Housing and Mortgage Corporation, National Defense Medical Centre, and Canadian Broadcasting Corporation. The NCC acquired almost 250 acres in the Hurdman s Bridge area and designed three industrial subdivisions during 1958 for industries displaced by the rail relocation programme. 7 One 7 Federal District Commission, Annual Report (Ottawa: 1958) 18.

12 Cultural Heritage Evaluation Report Page 7 area was for rail communications while the other two were laid out along the Queensway to the east of the Rideau River. The first stage of railway relocations took place between 1950 and 1956 and resulted in removal of the CNR cross-town tracks through the city. This action freed land for scenic driveways and government buildings and the construction of the Queensway. The initial plans did not envision the removal of tracks from the downtown core and relocation of the passenger terminal for another 25 years. The scope of the project changed dramatically with Prime Minister Diefenbaker s announcement in 1959 that the NCC would proceed with the construction of a new railway station in the east end of the city. This second stage of rail relocation released 6.5 hectares of land in the heart of the city. Similar developments proceeded in the Quebec portion of the National Capital Region. Railway facilities in the Hurdman s Bridge area changed significantly as a result of these activities. The New York Central line was abandoned in 1957 and the land sold. The CNR was authorized to close the Hurdman Line in 1966 and the former CNoR Bridge over the Rideau River to the north of the road bridge was removed. Likewise the former Ottawa & Prescott Railway of the CPR was closed in sections from the 1960s to the 1980s. The tracks of the Lakeshore line of the CPR and the former CAR line of the CNR remained in use although trains no longer passed over the Rideau River. The CNR Bridge was removed and the former CPR Bridge was converted to pedestrian use. As part of the rail relocation activities, the NCC constructed new facilities for the Canadian National Railway on Russell Road in Ottawa s new train station and freight terminals were opened in the Hurdman s Bridge area beside the Queensway in The area retained other important transportation facilities and became the hub of Ottawa s transportation network in the post World War II period. Rockcliffe Airport and Uplands Airport were both located in the township. The Department of Transport officially opened Uplands Airport in 1939 with commercial flights commencing the same year. Both facilities were used for pilot training during World War II. The Uplands Airport was renamed the Ottawa International Airport in 1964, currently the MacDonald- Cartier International Airport. Flying operations ceased at Rockcliffe RCAF station the same year. The OC Transport headquarters opened on St. Laurent Boulevard in The township was incorporated as the City of Gloucester in It was amalgamated into the City of Ottawa in The Queensway and the Vanier Parkway Underpass The Ontario Department of Public Highways (DPHO) was established in January The following year DPHO began to assume ownership of numerous roads in Ontario. The first stretch of road acquired was from Kingston Road in the County of York to Port Hope in Northumberland County as the provincial highway. In 1919, the federal government, under the Canada Highways Act, provided funds to the provinces on a pro

13 Cultural Heritage Evaluation Report Page 8 rata basis providing the provinces designated an official highway system. The Province of Ontario immediately approved the first highway system in Ontario in February 1920 in order to take advantage of 40% of construction costs for road improvements offered through the federal program. Existing roads in the Ottawa area were designated Provincial Highway No. 17 in 1920 and the new highway connected the city with Pembroke to the west and Point Fortune to the east. The eastern portion formed the old Montreal Road, the main connection between Ottawa and Montreal. Within Ottawa, Provincial Highway 17 followed local roads, namely, Carling Road, Bank Street, Rideau Street and Montreal Road (Appendix A). The Ontario Legislature authorized an Act that changed the name of the highways of Ontario from Provincial Highways to the King s Highway in The Department of Public Highways became the Department of Highways (DHO) in 1931 with its own minister who reported directly to the Legislature. DHO was given the responsibility for the planning, construction and maintenance of all highways and secondary roads throughout the Province of Ontario. Provincial Highway No. 17 was renamed King s Highway 17 at that time. The Trans-Canada Highway Act was approved in It was based upon the idea of establishing better communications between provinces and promoting economic development across Canada. The federal and provincial governments agreed on a set of minimum standards and construction time schedule. The Trans-Canada Highway (TCH) agreement was signed between the Federal and Ontario governments on April 24, Ottawa subsidized one Trans-Canada route in Ontario at a rate of 50% of the total cost of construction provided the road met the prescribed standards. In areas where there were no existing roads, the federal government offered 90% subsidies to close gaps in the route. The standards for the TCH included a minimum 100-foot right-of-way, pavement width between 22 and 24 feet, desirable curvature of 3º with a maximum 6º curvature and maximum gradient of 7%. 8 In Ontario, federal officials wanted a northerly road from Ottawa through the Ottawa River to North Bay and onto Lake Superior by Kirkland Lake and Hearst before heading to the Manitoba border crossing. Since this route missed the most populated area of Ontario and did little to assist local motorists or American tourists, the Province pushed for and won a more southerly route. 9 The federally sponsored route that was eventually approved incorporated a number of existing King s highways: o Highway 17 TCH (King s Highway 17) east from the Manitoba border to Dryden and Thunder Bay, along the shore of Lake Superior to Nipigon, Marathon, Wawa, Sault Ste. Marie and Sudbury; o Highway 69 from Sudbury through Parry Sound; 8 Footpaths to Freeways, Daniel, Francis. A Road for Canada: The Illustrated Story of the Trans-Canada Highway (Vancouver: Stanton Atkins & Dosil Publishers, 2006) 80.

14 Cultural Heritage Evaluation Report Page 9 o Highway 12 through Orillia; and o Highway 7 east through Peterborough, Perth to Ottawa B (Appendix A). 10 Reconnecting with Highway 17, the TCH reached the Quebec border near Point Fortune. In addition to the main TCH route, Ontario financed several branches, also constructed to TCH standards. One of these alternatives connected Ottawa and Sudbury via Highway 17. Construction activities commenced on the Trans-Canada Highway in The route was opened through Ontario in 1962, although construction activities continued until The delay in the completion of the TCH in Ontario was due to other costly provincial and urban projects that used up money and expertise such as the completion the Queen Elizabeth Way and the construction of Highway 400 and Highway 401 in the post World War II era. 11 As part of the federally sponsored Trans-Canada Highway route, Highway 17 was reconstructed through Ottawa as a controlled access, dual-lane freeway. DHO retained De Leuw, Cather & Company of Canada Limited of Toronto to develop the new route. The consultants set out their results in a document titled Report on the Queensway- Limited Access Highway, Ottawa, Ontario: Functional Plan and Estimates and dated July Within the city limits, i.e., St. Laurent Boulevard in the east to east of Richmond Road in the west, construction proceeded under a joint agreement signed on March 19, 1957, between the Federal Government, the Province of Ontario, the Federal District Commission (renamed the National Capital Commission in 1959), and the City of Ottawa. This agreement set out the responsibilities of the participating parties and confirmed that the route, plans and specifications would conform to the July 1955 report. 12 The Department of Highways was responsible for building connecting links with Highway 17 to the east and west of the capital. Beyond these points Highway 17 was upgraded to TCH standards as a conventional two-lane highway. Developing from Gréber s plan for the capital, a new expressway was envisioned extending across the city connecting with the scenic parkway system. The road was designed in accordance with standards developed in the mid 20 th century for the construction of limited access highways, namely a four-lane freeway with depressed grass median and grade separated interchanges. Much of the route through the city was constructed on the former right-of-way of the Canadian National Railway, originally the Canada Atlantic Railway. The availability of the existing right-of-way, continuous for approximately eight miles through the centre of the city was seen as a great advantage to the highway planners. 13 Both the section through the city and the connecting links were constructed to the same standards. 10 Footpaths to Freeways, A Road for Canada: The Illustrated Story of the Trans-Canada Highway, Department of Highways Ontario Annual Report (1957/58) De Leuw, Cather & Company of Canada Limited, Report on the Queensway-Limited Access Highway, Ottawa, Ontario: Functional Plan and Estimates (Toronto: July 1955) 18

15 Cultural Heritage Evaluation Report Page 10 The Functional Plan prepared by De Leuw, Cather & Company of Canada Limited identified four basic types of structures for the new highway, namely, steel girders, steel and concrete, concrete rigid frame and concrete rigid frame bents. 14 The typical underpass structures were proposed to be steel or composite construction and the overpass structures were concrete rigid frame or rigid frame bents. Steel girder structures were preferred to meet accelerated construction schedules. Open type abutments were recommended at interchanges. The road structures were designed for H-20-S-16 loading and rail structures were designed for E-72 loading. 15 The 10-mile stretch of the Trans-Canada Highway through the City of Ottawa was named the Queensway in Honour of Queen Elizabeth II. An official ceremony launching the construction of the route was held just east of the Hurdman s Bridge during the monarch s trip to Ottawa in Formally, the Queensway designation was applied to that portion of the highway within the city limits and constructed under the joint agreement between the Federal Government, the Province of Ontario, the Federal District Commission and the City of Ottawa. Under this agreement, the FDC/NCC contributed the former right-of-way of the CNR crosstown tracks, widened to 180-ft., and the land for the section east from the Rideau River to the city limit at St. Laurent Boulevard, as well as the future landscape construction and maintenance of the right-of-way. The DHO was responsible for the highway design and construction. The Functional Plan recommended:. the Queensway be landscaped in accordance with the most modern practices of roadside development. Trees, shrubs and grass should be selected and planted in a manner which will be in keeping with the present park-like setting of the National Capital Region. 17 Work on the Ottawa Queensway and the Highway 17 connecting links preceded in sections. 1. Work commenced on the east end of the project in 1957 and included the Highway 17 east approach from the east city limits to east of Montreal Road and Stage 1 of the Queensway itself from the east city limits to the Hurdman s Bridge. The 5.7-mile section included 4.5 miles of connecting link and 1.2 miles of the Queensway, and included three interchange and two underpass structures (Appendix A). It cost over 6.5 million dollars to complete. An official opening was held on November 25, The west end of the project included the Highway 17 west approach from the west city limits to Highway 15 and Stage 2 of the Queensway from the west city limits to the Carling-Kirkwood Interchange. Grading activities started in Report on the Queensway-Limited Access Highway, Ottawa, Ontario: Functional Plan and Estimates, Ibid, Glenn Clark, A Historical Timeline for the Township of Gloucester. 17 Report on the Queensway-Limited Access Highway, Ottawa, Ontario: Functional Plan and Estimates, 43.

16 Cultural Heritage Evaluation Report Page 11 and this section of highway with eight structures was opened to traffic on October 2, Stage 3 of the Queensway extended from Carling Avenue easterly to Bronson Avenue. Work commenced on the 2.75-mile section in Eleven structures were constructed within Stage 3. This section was completed in During the 1965 construction season work was carried out to complete the construction of the bridge over the Rideau Canal and the section from O Connor Street on the west to Concord Street on the east was opened. 5. The final section of the Queensway from O Connor Street on the west to the Alta Vista Drive interchange was completed in the fall of 1966 although some minor trim work was undertaken in The Functional Plan provided the following description of the proposed alignment of the highway from the Rideau River to the east city limits. The Queensway would cross the Rideau River on the new Hurdman s Bridge now under construction south of the existing structure. It would then swing northeasterly across Tremblay Road and continue on a long tangent paralleling Tremblay Road to the east city limits. A transition section would change the roadway from two 36-foot pavements and a 6-foot raised median on the Rideau River bridge to two 24-foot pavements and a 30-foot depressed median easterly to the city limits. 18 This surrounding area was noted as being sparsely settled and that industrial development would be encouraged in the area. The Vanier Parkway Underpass was constructed as part of the Ottawa Queensway Limited Access Highway in the 1950s. De Leuw, Cather & Company of Canada Limited, the author of the functional plan for the Queensway also designed most of the structures along the route. The firm prepared drawings dated August 1957 for the Vanier Parkway Underpass. The structure was identified originally as Bridge No. 31 at Alta Vista Drive. It has also been known as the Riverside Drive Underpass. Design Engineer D. G. Ramsay approved the Vanier Parkway Underpass drawings for DHO. Construction commenced in 1957 under General Contract No and Structural Steel Contract No, W. B. Laflamme Ltd. was awarded the general contract in the amount of $97,662 while Dominion Structural Steel Ltd. received the steel contract in the amount of $92, The DHO Annual Report (1959/60) indicated the bridge was completed in 1959 and described the underpass as a steel girder structure comprising two spans of 96-ft. 0-in. each. 20 The design of the underpass included provisions for an interchange at Alta Vista Drive. 18 Ibid, Eric Le Bourdais, Ottawa Queensway Construction Started, Roads and Engineering Construction, (December 1957) DHO Annual Report (1959/60) 117, 268 and 269.

17 Cultural Heritage Evaluation Report Page 12 The Functional Plan located an interchange immediately east of the Rideau River that would connect with the proposed Rideau River Highway and provide access to the RCMP Headquarters and future industrial areas. A four-phase approach to the construction of the interchange was proposed. By the time the design drawings were prepared in 1957 the interchange had been shifted to the east (rear) side of the RCMP building. The design drawings (1957) (Figure 2) and an aerial photograph (1958) (Appendix A) depict the interchange and a layout with directional ramps in each quadrant and loop ramps to the northeast and southeast. An aerial photograph (1973) indicates the interchange had been changed to a full cloverleaf with loop and directional ramps in each quadrant (Appendix A). The interchange also provided access from Tremblay Road on the south side of the highway to the Queensway westbound. A separate underpass structure carried Tremblay Road over the Queensway and tied into the loop and directional ramps in the northeast quadrant. This bridge was later removed. Figure 2. Site plan of the proposed bridge and interchange at Alta Vista Drive, August The Province of Ontario began construction on a new highway from Ottawa to Montreal and a sod turning ceremony was held at Ramsayville in Designated Highway 417, the new alignment was completed in Highway 417 joined the Queensway just east of Cyrville Road. At that time the Queensway to the west of the split became part of Highway 417, while the road to the east was retained as Highway 17. As part of the downloading of provincial highways in 1997 the east section became Regional Road 174 and was removed from the Trans-Canada Highway network. Highway 417 is currently the TCH route. The introduction of additional traffic lanes during the 1980s and 1990s

18 Cultural Heritage Evaluation Report Page 13 has resulted in the loss of the original grass median. Concrete barriers were installed between the opposing lanes of traffic and high mast lighting and signage typical of other 400-series highways was installed in the 1990s. 2.3 Steel Girder Structures The Vanier Parkway Underpass is classified as a rolled steel girder bridge. A rolled girder bridge is comprised of I-beams that are formed into that shape at a steel mill. They are typically used for spans of 10 to 30 m. A steel plate girder bridge is made out of flat steel sections that are fabricated on site into an I-beam shape. They can be deeper than rolled shapes and are able to span up to 100 m. Historically most of the rolled steel used in bridge construction in Ontario was fabricated in the United States. Steel bridges grew in popularity after By the beginning of World War I, most of Canada s railways had been completed and there was a shift to the construction of steel road bridges in the 1920s and 1930s to address the increasing volume of vehicles on the road. In 1922, the Canadian Engineering Standards Association issued a Specification for Steel Highway Bridges. The earliest girder structures were simple I-beam spans. There was little bridge construction during World War II and steel shortages that persisted into the mid-1950s resulted in fewer steel structures being built during this time. Changes in steel fabrication techniques in the 1960s resulted in riveted steel work being replaced by shop welded and high strength bolted field connections. Re-coating of the steel and nesting and roosting pigeons remain on-going maintenance issues for steel girder bridges. 2.4 Bridge Designer In 1958, A. M. Toye, Bridge Engineer with the DHO Bridge Division, described the need for the department to retain private consulting engineers to supplement the bridge division staff. 21 In the fiscal year , consultants completed 98 of 144 of the new bridge designs, or over two-thirds of the department s output. The Bridge Division staff reviewed and approved all the bridges designed by the consultants. De Leuw, Cather & Company of Canada Limited, Toronto, were retained in 1955 to prepare a functional plan for the Queensway Limited Access Highway in Ottawa. The firm later undertook the design of most of the structures along the route including the design of the Vanier Parkway Underpass and interchange for the DHO Bridge Office in Toronto. De Leuw, Cather & Company operations in Canada were initially managed from Chicago before De Leuw, Cather Canada was incorporated on December 31, Offices were established at 52 St. Clair Avenue East in Toronto. The firm was involved in important projects of the 1950s, including the construction of the Canada s first subway and the 21 DHO Annual Report (1958/59) 171.

19 Cultural Heritage Evaluation Report Page 14 Gardiner Expressway in Toronto, Trans-Canada Highway projects in Newfoundland, and the Queensway in Ottawa. Growth in the 1960s was characterized by expansion of Canadian operations from Newfoundland to Alberta and the first international engineering projects. Throughout the 1970s and 1980s the company expanded geographically, both abroad and into the United States, and functionally by offering more services in an increasing range of disciplines. The company took on the name Delcan in 1979 and remains in business with a diverse consulting practice. The designer initials on the drawing are L.J.M.; they and may refer to Leon John Marshall. Leon Marshall ( ) was born in England and immigrated to Canada in Trained as a civil engineer, he was the bridge engineer on the Queensway project for De Leuw Cather & Company. 22 W.J. Malone was the project manager of the project. 3.0 CULTURAL HERITAGE LANDSCAPE DESCRIPTION 3.1 Area Context Historically, the Township of Gloucester in Carleton County was bordered by the Ottawa River to the north, the Rideau River to the west and the Township of Osgoode to the south and the Township of Cumberland in the County of Russell. Currently the former Gloucester Township lies within the boundaries of the City of Ottawa. The Ottawa Valley lies in a sedimentary basin surrounded by Precambrian shield rocks. The land surface of Gloucester Township comprises a level to gently undulating plain of marine and moraine deposits interrupted by local bedrock uplands. The Ottawa River and its tributaries provide drainage to the region. The Ottawa area is located within the upper St. Lawrence section of the Great Lakes-St. Lawrence forest region. The largely deciduous original forest was originally logged in the early 1800s. Subsequent agricultural settlement completed the clearing of the land. Agriculture was the principal industry of the region from the mid-1850s to the mid- 1950s. In the post World War II period the area around Ottawa was subject to the pressures of urban expansion. A large portion of Gloucester Township was expropriated in 1956 as part of the establishment of the National Capital Commission s Greenbelt. The Mer Bleue Bog, lying within the Greenbelt, is one of the largest bogs in southern Ontario. It has been designated an internationally significant wetland under the United Nations Ramsar Convention. The agricultural character of the western part of Gloucester Township evolved with industrial and suburban development in the conjunction with the construction of the Queensway in the 1950s. A topographic map (1931) and an aerial photograph (1944) 22 Ottawa Queensway Construction Started, Roads and Engineering Construction, 92.

20 Cultural Heritage Evaluation Report Page 15 show a largely rural landscape with Hurdman s Bridge depicted as a defined village with post office and schools at the junction of several railway lines (Appendix A). An aerial photograph (1973) depicts modifications to the railway network and the introduction of the Queensway with an interchange at Alta Vista Drive (Appendix A). Parkland runs along the east side of the Rideau River and the new RCMP National Headquarters is located in a former seminary on the banks of the river to the north of the highway. The new railway station and associated facilities are shown to the southeast of the Vanier Parkway interchange. Industrial development extends to either side of the Queensway between Alta Vista Drive and St. Laurent Boulevard. Mapping (1999) shows a similar pattern of land use in proximity to the Vanier Parkway Underpass and interchange (Appendix A). 3.2 Site Figure 3. Site plan of the Vanier Parkway Underpass and interchange in the City of Ottawa [GoogleMaps 2011, as adapted]. The Vanier Parkway Underpass is located east of the Rideau River (Figure 3). Vanier Parkway, initially designated Alta Vista Drive, was developed as a new road in the overall Queensway construction. It was located on lands within the Bannerman subdivision comprising Avenues A to D. An interchange associated with the underpass provided access south to Russell Road and north to the Overbrook area. The road was later extended to connect with Alta Vista Drive, previously Churchill Avenue, to the south and Beechwood Avenue/St. Patrick Street to the north. Modifications to the local

21 Cultural Heritage Evaluation Report Page 16 road network in the 1980s resulted in Alta Vista Drive being renamed Vanier Parkway to the north of Highway 417. To the south, the road was realigned to connect to Riverside Drive. Alta Vista Drive currently terminates to the north at Industrial Avenue. Vanier Parkway forms part of the regional road network as Ottawa Regional Road 19. It is a well-travelled route running generally north to south along the east bank of the Rideau River. The four-lane road has a posted speed limit of 60 km/h. The OC Transpo Transitway paralleling the south side of Highway 417 passes over Riverside Drive a short distance south of the bridge. An interchange provides access to the east and westbound lanes of Highway 417 and permits traffic to exit north to the Vanier Parkway and southbound to Riverside Drive. It is a Parclo A-4 type interchange with directional ramps in each quadrant but loop ramps only to the northeast and southwest. Traffic signals control the intersections at the end of the exit ramps from Highway 417. The grove of deciduous trees within the northeast loop ramp appears to relate to the original landscaping plan of the late 1950s. When the underpass was designed in 1957, several railway tracks remained in proximity to the proposed new bridge including the CPR, CNR and New York Central to the south. The CNR and CPR had tracks that ran north to south between the bridge site and the river. By time the bridge was completed in 1959, most of the tracks had been removed. Mixed use characterizes the lands in proximity to Vanier Parkway and Highway 417 today. Generally open space and government buildings are set along the Rideau River while commercial and industrial facilities are found to the east beside the highway. The RCMP Headquarters is located to the northwest of the underpass at No Vanier Parkway. The complex is set in park-like grounds on the east bank of the Rideau River. Originally constructed in 1949 as a seminary the RCMP had acquired the site for its headquarters by The Hurdman Park, part of the Rideau River park system situated to the southwest is located on land formerly occupied by the village of Hurdman s Bridge and the railway companies. Although the NCC had designated the land on either side of the Queensway for industrial purposes in the late 1950s, the area between Vanier Parkway and Belfast Road to the east has developed for commercial purposes. The Ottawa VIA Train Station opened in 1966 at No. 200 Tremblay Road to the southeast of the Vanier Parkway Underpass. John B. Parkin & Associates won a Massey Medal for architecture in 1967 for the design of the train station. Cotemporary developments including the Hampton Inn Ottawa and Conference Centre at No. 100 Coventry Road and the Ottawa Baseball Stadium at No. 300 Coventry Road are located to the northwest.

22 Cultural Heritage Evaluation Report Page 17 BUILT HERITAGE RESOURCE DESCRIPTION The following description of the Vanier Parkway Underpass, MTO Site No , is based on the design drawings (1957), rehabilitation drawings (1987 and 1997), an inspection report (2009) and a site visit undertaken in March For the purposes of this report, the Vanier Parkway Underpass runs in a north to south direction and Highway 417 extends west to east. A selection of the engineering drawings is included in Appendix A and a Bridge Survey Form is found in Appendix B. 3.3 Vanier Parkway Underpass, MTO Site No The Vanier Parkway Underpass is classified as a steel girder structure. Load bearing beams run longitudinally between the abutments and piers. The two-span structure has an exposed concrete deck over the steel girders. Reinforced cast-in-place concrete is used for the major components of the substructure including abutments, wingwalls, curved retaining walls and pier. Figure 4. East elevation of the Vanier Parkway Underpass showing the dual lane controlled access highway with depressed median, August 20, 1963 [AO RG , A1301, B116250]. Each of the two spans of the bridge extend 90-ft. 6-in. (27.58 m) over Highway 417 (Figure 4). The General Arrangement drawing (1957) indicates the Queensway was designed in the vicinity of the underpass with 24-ft. (7.32 m) eastbound roadway to Montreal, 24-ft. (7.32 m), a westbound roadway to Ottawa, 10-ft. (3.05 m), shoulders to

23 Cultural Heritage Evaluation Report Page 18 the outside of the traffic lanes, 8-ft. (2.44 m) concrete median, 24-ft. (7.32 m) speed change lanes and a 10-ft. (3.05 m) wide shoulder to the outside of the speed change lanes. The centre grass median was of variable width but extended a minimum of 15-ft. 0-in. (4.57 m) at the bridge. The widening of the highway to three lanes in each direction resulted in the replacement of the grass median with a concrete barrier. Vanier Parkway has a skew of 15º to the Highway 417 alignment. The design of the Vanier Parkway Underpass uses a constant depth structure. The width of the structure is made up of 11 steel I-beams set at 6-ft. 6-in. (1.98 m) on centre. Each beam runs 92-ft. (28.04 m) between the abutment and centre pier. The drawings identify the two outside beams as 36WF 280# and the interior beams as 36WF 260#. The concrete pier at the centre of the roadway is made up of five columns, each 5-ft. 0-in. (1.52 m) in diameter. A pier cap connects the top of the columns. Linear detailing creating horizontal shadow lines breaks up the mass of the wingwalls and retaining walls. Figure 5. A view north over the bridge deck depicts the four-lane paved roadway with concrete median, sidewalks, handrail system and lighting, August 20, 1963 [AO RG , A1301, B116250]. The overall width of the deck is 73-ft. 0-in. (22.25 m) and it comprises two northbound lanes, two southbound lanes, two shoulders to the outside of the traffic lanes, two sidewalks and a concrete centre median (Figure 5). The deck is cantilevered approximately 4-ft. 0-in. (1.22 m) from the outside girders. At the time of construction the deck was made up of 7-in. (178 mm) slab of reinforced concrete with a wearing surface of 3 -in. (83 mm) asphalt. A 257-ft. 3-in. (78.41 m) long handrail system is set

24 Cultural Heritage Evaluation Report Page 19 on top of the concrete sidewalks. The handrail system comprises 12-ft. (3.66 m) long flared reinforced concrete end posts and intermediate metal posts that curve inwards at the top connected by four horizontal pipe rails. Light standards, two on each side of the bridge deck were incorporated into the original handrail design. The aluminum standards curve gracefully at the top over the roadway. The regular placement of the intermediate posts at 10-ft. 6-in. (3.20 m) to the middle of the bridge and 9-ft. 6-in. (2.90 m) to the ends was reduced to 4-ft. 11-in. (1.50 m) at the three expansion joints and two light standards. The variation provides an interesting rhythm across the length of the railing, unfortunately interrupted now by plywood panels and road signs mounted on the bridge. Some engineering drawings for subsequent Queensway bridges, e.g., Lees Avenue Underpass and Nicholas Street Underpass, noted this handrail design as the standard Queensway railing. The Vanier Parkway Underpass was the only one of seven structures on Highway 417 reviewed in March 2011 that retained the original railing Modifications The Vanier Parkway Underpass has undergone few alterations since its opening in The bridge retains its original handrail system and lighting and both of these elements contribute to its design character. Rehabilitation work in 1987 included repairs to the deck surface, concrete repairs to the abutments and piers, replacement of the pier bearing and coating of the structural steel and handrail. New expansion joints were installed in Additional concrete repairs were undertaken at the same time. As part of the widening of Highway 417 in the vicinity of the bridge, the centre median and side ditches were paved. The additional lanes were set within the existing spans resulting in few modifications to the bridge structure Comparative Analysis Steel remained a common construction material for bridges in 1959, the year the Vanier Parkway Underpass was completed. In that year, 128 structures were constructed on provincial highways. Of these, 47 were steel, including steel beam, steel girder, steel plate girder, steel deck trusses, steel low trusses and steel through trusses; 42 were concrete rigid frame; 11 were concrete beam and concrete box girder and 8 were prestressed concrete. 23 MTO East Region provided a chart giving the age and length of the longest span of steel I girder bridges on provincial highways in this region. The chart included five structure types, namely plate I girder, rolled steel girder, steel beam, steel girder and steel plate girder. The MTO information does not indicate whether or not the steel beam and steel girder structure were rolled or plate steel. As a result, only the information on rolled steel 23 DHO 1959/60, 196.

25 Cultural Heritage Evaluation Report Page 20 girder bridges within the MTO East Region was used to assess the importance of the functional design of the Vanier Parkway Underpass (Appendix C). The information identifies twenty-three (23) rolled steel girder structures constructed within the region between 1958 and Twelve (12) of these structures are associated with eight (8) sites on Highway 417 within the City of Ottawa, namely: o MTO Site No : Vanier Parkway Underpass (1959); o MTO Site No : Belfast Road Underpass (1959); o MTO Site No : Clyde Avenue Overpass EBL (1959); o MTO Site No : Clyde Avenue Overpass WBL (1959); o MTO Site No : EB Carling Avenue Overpass EBL (1959); o MTO Site No : EB Carling Avenue Overpass WBL (1959); o MTO Site No : Kirkwood Avenue Overpass EBL (1959); o MTO Site No : Kirkwood Avenue Overpass WBL (1959); o MTO Site No : WB Carling Avenue Overpass EBL (1959); o MTO Site No : WB Carling Avenue Overpass WBL (1960); o MTO Site No : Island Park Overpass EBL (1961); and o MTO Site No : Island Park Overpass WBL (1961). The Highway 417 bridges were all built in a three-year period, 1959 to With two spans of 90-ft. 6-in. (27.58 m), the Vanier Parkway Underpass has the longest span within the Highway 417 family of structures. 4.0 EVALUATION OF THE VANIER PARKWAY UNDERPASS 4.1 Introduction The Ontario Heritage Bridge Guidelines (OHBG) was revised in 2007 to address the conservation of provincially owned road bridges. The current OHBG, adopted by MTO (January 2008), supersedes previous versions of the guidelines in respect to provincially owned bridges. As part of the revised OHBG a new scoring system was developed to evaluate bridges for potential inclusion on the Heritage Bridge List. Derived from Ontario Regulation 9/06, which sets out criteria for determining cultural heritage value or interest, the scoring system is divided into three main areas: Design/Physical Value, Contextual Value and Historical/Associative Value. Within each category, criteria are individually scored. A bridge that achieves a score of 60 or greater is considered provincially important and worthy of inclusion on the Heritage Bridge List. The Vanier Parkway Underpass, MTO Site No has not been assessed previously as part of the earlier Ontario Heritage Bridge Guidelines (1983, rev. 1991) and is not listed in the Ontario Heritage Bridge List. The bridge has not been designated under the

26 Cultural Heritage Evaluation Report Page 21 Ontario Heritage Act, nor is it listed in the City of Ottawa s Inventory of Heritage Resources. It is not included in the Heritage Bridges Identification and Assessment Guide , Ontario ( Guide) Candidate Bridge List as a Class A, B or C structure. 4.2 Evaluation The evaluation of the Vanier Parkway Underpass comprises a summary of the heritage attributes of the bridge and the evaluation score presented in Table 1. Italicized statements/phrases in the evaluation descriptions in Section 5.3 are quoted from the evaluation criteria of the Ontario Heritage Bridge Guidelines (January 2008). Design/Physical Value Functional Design: The Vanier Parkway Underpass uses a rolled steel girder structure. The bridge was designed in 1957 and completed in Information provided by MTO East Region indicates the age of the structure is typical for rolled steel girder structures in the region. It is probable there are older structures of this type not identifiable within the chart provided. Each span of the two span bridge extends 90-ft. 6-in. (27.58 m). The information provided by MTO East Region indicates the length of span is the longest within the Highway 417 family of bridges and the third longest in the region. The Vanier Parkway Underpass would be considered to display a moderate degree of technical merit or scientific interest. Visual Appeal: The Vanier Parkway Underpass was designed in accordance with the design principles for Highway 17 and the Queensway developed by De Leuw, Cather & Company of Canada Limited of Toronto on behalf of DHO. It exhibits clean lines, openness and simplicity in detailing typical of highway bridges of the period. The horizontality of the underpass is emphasized through the long span of the constant steel girders, handrail design and shadows lines created by the cantilevered sidewalk and linear detailing on the wingwalls. The underpass has undergone few modifications and but is retains its dominant character and original form as identified by the following design elements: o two-span structure, each extending 90-ft. 6-in. (27.58 m); o reinforced concrete abutments with wingwalls featuring linear detailing; o curved concrete retaining walls;

27 Cultural Heritage Evaluation Report Page 22 o o centre pier made up of five circular columns with pier cap; constant depth superstructure made up eleven (11) WF 36 steel girders set at 6-ft. 6-in. (1.98 m) on centre in each span; o skew of 15º of the bridge to Highway 417; o handrail system made up of flared concrete end posts, curved steel intermediate posts and horizontal pipes. It is concluded the Vanier Parkway Underpass is a well-proportioned bridge that has a general massing that is appropriate to the landscape in which it is situated. Furthermore, it is concluded the modifications to the structure are sympathetic to the original design and character. Materials: The structure is steel girder and reinforced, cast-in-place concrete, common 20 th century materials. It is concluded that the materials are common materials or combinations. Contextual Value Landmark: The Highway 417 underpasses through Ottawa establish a family of bridges along the corridor. The Vanier Parkway Underpass is one of the original underpasses, and was the completed in the first stage of the highway construction. The underpass is a physically prominent structure over Highway 417. MTO differentiates individual structures within a family of bridges between those that are important, e.g., the first one entering the corridor or an important interchange and those that are contributory, e.g., a typical underpass. The Vanier Parkway Underpass is an important interchange in the corridor providing access to communities along the east side of Rideau River. It is considered to be an important element in understanding a family of bridges within a corridor. Character: Highway 417 with its wide right-of-way, grade separation structures and controlled access defines the character of the area in proximity to the Vanier Parkway Underpass. As one of the original underpasses it is concluded the structure contributes to the overall character of the area.

28 Cultural Heritage Evaluation Report Page 23 Historical/Associative Value Designer/Construction Firm: DHO retained De Leuw, Cather & Company of Canada Limited of Toronto to prepare the functional design and preliminary cost estimates for the 10-mile route of the Trans- Canada Highway through Ottawa. The firm submitted its findings in July 1955 and went on to design most of the structures along the corridor including the Vanier Parkway Underpass in De Leuw, Cather & Company of Canada Limited, which was established in 1953 and known as Delcan Limited since 1979, is a well-known consulting engineering firm responsible for a wide range of projects nationally and internationally. The evaluation criteria define designer-builder as companies, engineers and/or builders and as such De Leuw, Cather & Company of Canada Limited would be considered a known, prolific designer-builder. Association with a Historical theme, person or event: The Vanier Parkway Underpass is associated with two major themes in Ontario s and Canada s history: the development of the Trans-Canada Highway during the mid 20 th century and the development of Canada s Capital in the same period. The construction of the Trans-Canada Highway linking dispersed communities in Ontario with neighbouring provinces is recognized as a significant historical theme in the development of the province. 24 As a joint Federal Government, the Province of Ontario, the Federal District Commission and the City of Ottawa initiative the construction of the Trans-Canada Highway through the nation s capital had particular relevance. The removal of the CNR cross-town tracks through the city that freed up land for scenic driveways, government buildings as well as for the construction of the Queensway was a critical aspect of the proposed development of Canada s National Capital Region as presented in the Gréber Plan. MTO defines direct association as those bridges that represent a necessary or critical part to the development of the highway; close association as those bridges that represent the overcoming of an obstacle to the development of a highway and limited or no association as those bridges that represent a regular road crossing. Vanier Parkway was a new road at the time of construction and would be considered have limited or no association with the theme of the development of the Trans-Canada Highway. 24 The Ontario Heritage Trust has erected a plaque commemorating the importance to the province of the construction of the Trans-Canada Highway. The plaque is located on Highway 17 near Chippewa Falls, 13 km east of Batchawana Bay, at the approximate midway point of the route.

29 Cultural Heritage Evaluation Report Page 24 The Vanier Parkway Underpass associated with an interchange relates to the implementation of the Gréber Plan for the national capital as it provided access to new train station relocated from the downtown core, the RCMP Headquarters that represents the decentralization of government offices and industrial lands for companies displaced as a result of the rail relocation. It is concluded to have a close association with the development of Canada s National Capital Region.

30 Cultural Heritage Evaluation Report Page 25 TABLE 1: EVALUATION SCORE: VANIER PARKWAY UNDERPASS, MTO SITE NO Criteria Details Maximum Score Evaluation Score Comments Design/Physical Value Contextual Value Historical/ Associative Value Functional Design The length of the spans is of note within the East Region and the underpass displays a moderate degree of technical merit or scientific achievement. Visual Appeal Visually it is considered to be a well proportioned bridge that has a general massing that is appropriate to the landscape in which it is situated. Furthermore, it has undergone few modifications and retains its dominant character. Materials 10 0 The materials are common materials or combinations. Landmark 15 9 As an important interchange, the Vanier Parkway Underpass is considered to be an important element in understanding a family of bridges within a corridor, namely, the Highway 417 in Ottawa. Character 10 6 The Vanier Parkway Underpass maintains or contributes to the Contribution overall character of the area. Designer/ 15 9 De Leuw Cather & Company of Canada Limited would be Construction Firm Association with theme, person or event Total Score considered a known, prolific designer-builder As part of a grade separation interchange the Vanier Parkway Underpass is considered to have a close association with a historical theme, i.e., the development of Canada s National Capital Region.

31 Cultural Heritage Evaluation Report Page Cultural Heritage Value The Vanier Parkway Underpass, MTO Site No located on Highway 417 in the City of Ottawa, scores 54 points, and therefore does not meet the threshold of 60 points to be considered provincially important and worthy of inclusion on the Ontario Heritage Bridge List. 6.0 MITIGATION RECOMMENDATIONS MTO East Region is proposing to replace the existing Vanier Parkway Underpass, MTO Site No , as part of the proposed widening of Highway 417 in proximity to the Vanier Parkway. An undertaking should not adversely affect cultural heritage resources and intervention should be managed in such a way that its impact is sympathetic with the value of the resources. When the nature of the undertaking is such that adverse impacts are unavoidable it may be necessary to implement management or mitigation strategies that alleviate the deleterious effects to cultural heritage resources. Mitigation measures lessen or negate anticipated adverse impacts to cultural heritage resources. These measures may include such actions as avoidance, monitoring, protection, relocation documentation, salvage, remedial landscaping, etc., and may be a temporary or permanent action. The Vanier Parkway Underpass, MTO Site No does not met the threshold of 60 points to be considered of provincial importance and eligible for inclusion on the Ontario Heritage Bridge List. This CHER will serve as the documentation record for structure.

32 Cultural Heritage Evaluation Report SOURCES Canada-Con. Inc. Detailed Condition Survey Report: Vanier Parkway, Altavista Drive Underpass, Site No, , Ottawa. Prepared for MTO Eastern Region (Area East). March 19, De Leuw, Cather & Company of Canada Limited. The Queensway Limited Controlled Access Highway, Ottawa, Ontario, Functional Plan and Estimates. Prepared for the Department of Highways. Toronto, July Department of Highways Ontario Annual Reports. Toronto. 1957/ /67. Federal District Commission. Annual Reports. Ottawa: Federal District Commission, 1956 and Footpaths to Freeways: The Story of Ontario s Roads. Ontario Ministry of Transportation and Communications, Francis, Daniel. A Road for Canada: The Illustrated Story of the Trans-Canada Highway. Vancouver: Stanton Atkins & Dosil Publishers, Gordon, David. Weaving a Modern Plan for Canada s Capital: Jacques Gréber and the 1950 Plan for the National Capital Region, Urban History Review. Vol. XXXIX, No. 2 (March 2001). Heritage Resources Centre. Heritage Bridges Identification and Assessment Guide Ontario Prepared for Ministry of Culture and Ministry of Transportation Ontario Hills, G. A., N. R. Richards and F. F. Morwick. Soil Survey of Carleton County, Province of Ontario. Guelph, Ontario: Report No. 7 of the Ontario Soil Survey, Illustrated Historical Atlas of the County of Carleton. Toronto: H. Belden & Co., 1879, reprinted Wilton Publishing Company, Mika, Nick and Helma. Bytown, the Early Days of Ottawa. Belleville, Ontario: Mika Publishing Company, Ministry of Transportation. Ontario Heritage Bridge Program (Interim). Toronto. December 20, Ontario Bridge Management System (OBMS), Alta Vista Drive. November 3, Nagy, Thomas L. Ottawa in Maps. Ottawa: National Map Collection, Public Archives Canada, 1974.

33 Cultural Heritage Evaluation Report National Capital Commission. Annual Reports. Ottawa: National Capital Commission, 1959/ /64. A Capital in the Making. Ottawa: National Capital Commission Canada, Ottawa Queensway Construction Started, Roads and Engineering Construction, 92. Serré, Robert. Pioneer Families of Hurdman s Bridge (Gloucester Township). Gloucester, Ontario: Gloucester Historical Society, Smith, W. H. Smith s Canadian Gazetteer. Toronto: H. & W. Rowsell, Taylor, John H. Ottawa, An Illustrated History. Toronto: James Lorimer & Company Publishers, Unterman McPhail Associates. Cultural Heritage Evaluation Report, Cyrville Road Underpass, Site No , Highway 417 (Ottawa Queensway), Lots 25/26, Concession 2 Ottawa Front, Geographic Township of Gloucester, City of Ottawa, Ontario. G.W.P Walker, Harry and Olive. Carleton Saga. Ottawa: Printed by the Runge Press, Published with the authority of Carleton County Council. Web Sites Bevers, Cameron. The King s Highway htm (accessed April 11, 2011) Churcher, Colin. Significant Dates in Ottawa Railway History, Colin Churcher s Railway Pages. (accessed April 11, 2011) Clark, Glenn, A Historical Timeline for the Township of Gloucester, The Gloucester Historical Society, (accessed on April 1, 2011). Delcan. History of Delcan. (accessed April 11, 2011) Gloucester Historical Society. History, A Historical Timeline for the Township of Gloucester. (accessed April 11, 2011) New York Central Railway, Ottawa Division. (accessed April 11, 2011)

34 Cultural Heritage Evaluation Report New York and Ottawa Railway. (accessed April 11, 2011) Williams, Dwight. Ottawa s Alphabet Village, Spacing Ottawa, September 13, (accessed April 11, 2011) Wilson, Neal. Official Ontario Road Map of Ontario, (accessed April 11, 2011) Maps, photographs and drawings Archives of Ontario (AO) RG , A1301, B Bridge Negatives, Highway 17, Alta Vista Drive Bridge, August 20, RG , B1105, B Newton Photographic Associated Ltd., Ottawa: Ottawa Queensway, Alta Vista Drive looking east, January 26, RG , B1105, B Newton Photographic Associated Ltd., Ottawa: Ottawa Queensway, Alta Vista Drive looking north. Canadian Automobile Association. City of Ottawa showing King s Highway Routes through the City, Road Map of Ontario Department of Public Highways. Official Road Map of Ontario GoogleMaps Ministry of Transportation (MTO) Bridge No. 31 at Alta Vista Drive, Ottawa Queensway Limited Access Highway. De Leuw, Cather & Limited, Consulting Engineers, Toronto. August General Arrangement drawing for the rehabilitation of the Alta Vista Drive (Vanier Parkway) Underpass. Fenco. June National Air Photo Library. A , 1945 and A , National Topographic Series: Ottawa 31 G/5, 1931, 1968, 1976, 1983 and Ottawa Fire Insurance Plan. Toronto and Montreal: Underwriters Survey Bureau Limited. Vol. 6, November Ottawa-Hull & Environs, Rand McNally Canada Inc., 2003.

35 APPENDIX A: HISTORICAL MAPS, PHOTOGRAPHS AND DRAWINGS

36 Cultural Heritage Evaluation Report Appendix A A portion of the County of Carleton map shows the Junction Gore in the northwest part of Gloucester Township, Illustrated Historical Atlas of the County of Carleton (1879). A section of the Gloucester Township map shows the approximate location of the Vanier Parkway Underpass, Illustrated Historical Atlas of the County of Carleton (1879) (highlighted).

37 Cultural Heritage Evaluation Report Appendix A The National Topographic Series map Ottawa 31 G/5 (1931) depicts several railway lines congregating at the Rideau River in the vicinity of Hurdman s Bridge. Aerial photograph A (1944) illustrates the dispersed settlement along Tremblay Road and River Road to the east of the Rideau River.

38 Cultural Heritage Evaluation Report Appendix A A map of the City of Ottawa depicts the route of Highway 17 on local roads through the municipality [Official Road Map of Ontario 1926]. A map of the City of Ottawa indicates the King s Highway routes through the city prior to the construction of the Queensway [CAA Road Map of Ontario ].

39 Cultural Heritage Evaluation Report Appendix A A map shows the federally sponsored route of the Trans-Canada Highway through Ontario along with the two alternate routes [Department of Travel and Publicity, c1962]. Stage I of the Trans-Canada Highway construction in Ottawa comprising the east connecting link of Highway 17 and the Queensway from St. Laurent Boulevard to Hurdman s Bridge, including the Vanier Parkway Underpass was opened in 1960 [DHO Annual Report 1960/61].

40 Cultural Heritage Evaluation Report Appendix A The Functional Plan presented an interchange plan between the Rideau River and the west side of the RCMP Headquarters that would tie into the future Rideau River Highway [De Leuw, Cather & Company of Canada Limited. The Queensway Limited Controlled Access Highway, Ottawa, Ontario, Functional Plan and Estimates, July 1955]. The design drawings for the Alta Vista Underpass locate the interchange to the east of the RCMP Headquarters (1957).

41 Cultural Heritage Evaluation Report Appendix A An aerial view (1958) to the northwest shows the Queensway under construction and Vanier Parkway Underpass and interchange [AO RG B1105, B410870]. An aerial view (1958) to the east depicts the Queensway as well as the Vanier Parkway, Tremblay Road and Belfast Road underpasses [AO RG B1105, B410870].

42 Cultural Heritage Evaluation Report Appendix A Aerial photograph shows the completed Highway 417. Note the Vanier Parkway interchange has been modified to a full cloverleaf design [NAPL, A , 1973]. Ottawa 31 G/5 (1999) map indicates the absorption of the Hurdman s Bridge area (highlighted) into the urban fabric of the City of Ottawa.

43 Cultural Heritage Evaluation Report Appendix A General Arrangement drawing prepared by De Leuw Cather & Company of Canada Limited and dated August 1957 for Bridge No. 31 at Alta Vista Drive (Vanier Parkway Underpass) on the Ottawa Queensway Limited Access Highway.

44 Cultural Heritage Evaluation Report Appendix A Handrail & Electrical Ducts drawing prepared by De Leuw Cather & Company of Canada Limited and dated August 1957 for Bridge No. 31 at Alta Vista Drive (Vanier Parkway Underpass) on the Ottawa Queensway Limited Access Highway.

45 Cultural Heritage Evaluation Report Appendix A General Arrangement drawing for the rehabilitation of the Alta Vista Drive (Vanier Parkway) Underpass prepared by Fenco and dated June 1986.

46 APPENDIX B: VANIER PARKWAY UNDERPASS BRIDGE SURVEY FORM

47 Cultural Heritage Evaluation Report Appendix B BRIDGE NAME: Vanier Parkway Underpass (Riverside Drive/ Alta Vista Drive, Bridge No. 31 Underpass) HIGHWAY: Highway 417 (Queensway) Lot: 11 Con: Junction Gore Municipality: City of Ottawa (Geographic Township of Gloucester) County / R.M.:. 1:50:000 Map Ref.: Ottawa 31 G/5 Military Grid Ref.: Air Photo Ref.: A , (1945), A (1975) Description: The Vanier Parkway Underpass is located in the City of Ottawa east of the Rideau River. Recorder: Unterman McPhail Associates & Jean Simonton Heritage Consultant Map: Ottawa-Hull & Environs, Rand McNally Canada Inc., 2003 Ref. No Date: March 15, 2011 BRIDGE ENVIRONMENT & USES Water/Road/Rail/Other Crossing: The bridge carries Vanier Parkway (Riverside Drive) over Highway 417. Surrounding Land-Uses & Landscape: Vanier Parkway forms part of the regional road network as Ottawa Regional Road 19. It is a well-travelled route running generally north to south along the east bank of the Rideau River. The four-lane road has a posted speed limit of 60 km/h. An interchange provides access to the east and westbound lands of Highway 417 and permits traffic to exit north and southbound onto Vanier Parkway. The OC Transpo Transitway crosses Riverside Drive a short distance south of the bridge. The surrounding area is suburban supporting a variety of land uses. Hurdman Park is situated to southwest on the banks of the Rideau River and the RCMP Headquarters is to the northwest. The Ottawa Train Station, dating to 1966 is located to the southeast on Tremblay Road. The Hampton Inn and Ottawa Baseball Stadium occupy sites on Coventry Road to the northeast. Bridge Uses: Vehicular traffic including buses and pedestrian traffic DESIGN Materials: Steel girders and reinforced concrete abutments, wingwalls, retaining walls and centre pier. Construction Techniques: Simply supported steel girder (11, 36WF girders). Five circular columns, 5-ft. 0-in. (1.53 m) in diameter with pier cap make up the centre pier. Decorative Features: A distinctive handrail system with flared concrete end posts, curved intermediate metal posts and horizontal pipe rails was developed for the Queensway bridges. Slender aluminum light standards that curve over the roadway were incorporated into the design. The underpass retains these decorative features. Landscape Quality: The underpass is visually prominent to traffic on Highway 417 and Vanier Parkway. As an interchange it is an important element in the Highway 417 corridor. State of Preservation: The structure was rehabilitated in 1987 and additional concrete repairs were undertaken in The modifications are considered sympathetic and the bridge retains its original handrail system and lighting. Other Comments: Steel girder structures were identified as one of the typical underpass structures for the Queensway in the Functional Plan (1955). The structure has a skew of 15º.

48 Cultural Heritage Evaluation Report Appendix B DIMENSIONS (based on 1957 design drawings) Carriageway Width: 12-ft. (3.67 m) each No. of Lanes: Two SBL and two NBL Sidewalks: Two 5-ft. 0-in. (1.53 m) Longest Span: 90-ft. 6-in. (27.58 m) each Shortest Span: N/A Overall Length: Approximately 257-ft. 3-in. (78.41 m). Capacity: Unknown Overall Width: Approximately 73-ft. 0-in. (22.25 m) No. of Spans: Two Clearance: 15-ft. 0-in. (4.6 m); Centre EBL posted 4.4 m HISTORY Date Built: Drawings dated August 1957, construction commenced in 1957 and completed in 1959 (Annual Report of the Department of Highway Ontario for the Fiscal Year Ending March 31 st, 1960, 117 and ). Engineer/Designer: De Leuw, Cather & Company of Canada Limited, Toronto (also undertook the functional design for the Ottawa Queensway and connecting links for DHO). Construction Firm: W. B. Laflamme Ltd. (general) and Dominion Structural Steel Ltd. (steel). Drawings/Specifications: MTO East Region. (DHO District No. 9 at time of construction.) Photos: Archives of Ontario: RG A1301 B (August 20, 1963). Historical Association: The Vanier Parkway Underpass is associated with the construction of Highway 17 as a four lane, controlled access freeway through Ottawa, Previously the route used local city streets. The freeway was part of the official Trans-Canada Highway route across Ontario and related to urban planning for the national capital district in the 1950s. The section within the city limits was named the Queensway in honour of Queen Elizabeth II. Previous Bridges: None. Other Comments: Approved in 1949, the Trans Canada Highway Act was based upon the idea of establishing better communications between provinces and promoting economic development across Canada. The federal and provincial governments agreed on a set of minimum standards and construction time schedule. The Trans-Canada Highway (TCH) agreement was signed between the Federal and Ontario governments on April 24, The reconstruction of Highway 17 as part of the TCH proceeded through Ottawa under an agreement signed March 19, 1957 between the Federal Government, the Province of Ontario, the NCC and the City of Ottawa. Developing from the Plan for the National Capital (1950) prepared by Jacques Gréber to transform Ottawa and Hull into an attractive modern capital, an expressway was envisioned extending across the city and connecting with a system of scenic parkways. The Queensway s portion of Highway 17 through Ottawa used a former rail bed for much of its length. PROPERTY RIGHTS & RESPONSIBILITIES Owner: MTO Maintenance: MTO PLANNED UNDERTAKING MTO is undertaking a detailed design for improvements for Highway 417 in the City of Ottawa. The project consists of widening Highway 417 by one lane in each direction from Nicholas Street to the Vanier Parkway (GWP ) and from Vanier Parkway to Ottawa Road 174 (GWP ). Operational improvements, structure replacements and rehabilitations and noise barrier retrofits have been identified throughout the Highway 417 corridor. MTO is proposing to replace the Vanier Parkway Underpass using rapid replacement construction techniques. GENERAL COMMENTS High mast lighting has been in the vicinity of the bridge.

49 Cultural Heritage Evaluation Report Appendix B PHOTOGRAPHS South to the underpass showing the controlled intersection at the exit ramp to permit traffic to turn north and south onto Vanier Parkway. Southwest to the loop ramp with plantings that is located in the southwest quadrant. Westbound along Highway 417 showing four westbound lanes including a speed change lane, three eastbound lanes, paved median and paved shoulders. Eastbound along Highway 417. The RCMP Headquarters is a large complex set in park-like grounds beside the Rideau River to the northwest of the bridge. A contemporary hotel and conference centre is located to the northeast on Coventry Road.

50 Cultural Heritage Evaluation Report Appendix B PHOTOGRAPHS The east elevation shows the two-span, constant depth, steel girder underpass with full height abutments dating to The centre eastbound lane is posted with a clearance of 4.4 m. Five circular columns, each 5-ft. 0-in. in diameter, with pier cap make up the centre pier. A view north across the bridge depicts two northbound lanes and two southbound separated by a concrete median. Sidewalks are located on both sides of the bridge deck. A standard handrail system comprising concrete end posts, curved intermediate posts and horizontal pipe railing was developed for the Queensway bridges. The design of the railing along with the long spans of the constant depth girder and linear detailing on the wingwalls accents the horizontality of the underpass.