Report to/Rapport au:

Transportation and Transit Committee/

Comité des transports et des services de transport en commun

and Council/et au Conseil

23 October 2001 / le 23 octobre 2001

Submitted by/Soumis par: Rosemarie Leclair, General Manager/Directrice générale

Transportation, Utilities and Public Works/

Transport, services et travaux publics

Contact/Personne ressource: Richard Hewitt, Director Infrastructure Services/Directeur des services et travaux publics

580-2424, extension 21268, Richard.Hewitt@city.ottawa.on.ca

Ref N°: ACS2001-TUP-INF-0029

SUBJECT: CASTLEFRANK ROAD OVERPASS AND INTERCHANGE AT HIGHWAY 417 – ROADWAY MODIFICATIONS

OBJET: PASSAGE SUPÉRIEUR DU CHEMIN CASTLEFRANK ET ÉCHANGEUR À LA HAUTEUR DE L’AUTOROUTE 417 – MODIFICATIONS À LA CHAUSSÉE

REPORT RECOMMENDATIONS

That subject to today’s Public Hearing, the Transportation and Transit Committee recommend Council authorize staff to:

1. proceed with the detailed design of the project as described herein;

2. implement the mitigation measures recommended in the Community Traffic Concerns Study as an integral component of the overall project;

3. proceed with negotiations to acquire the property necessary for the construction of the project.

RECOMMANDATIONS DU RAPPORT

Que, compte tenu de l’audience publique d’aujourd’hui, le Comité des transports et des services de transport en commun recommande au Conseil municipal d’autoriser le personnel à :

1. Procéder à la conception détaillée du projet telle qu’elle est décrite dans le présent

document ;

2. Mettre en œuvre les mesures d’atténuation que l’étude sur les inquiétudes de la communauté relativement à la circulation recommande d’adopter comme partie intégrante du projet global ;

3. Procéder aux négociations en vue d’acquérir les terrains nécessaires à la réalisation de ce projet.

BACKGROUND

The Region’s 1997 Transportation Master Plan (TMP) identified the need to provide within Kanata a link across, and an additional connection to, Highway 417. The TMP identified this need beyond 10 years, although the timing could be advanced to meet transit and local development needs.

Rapid growth in Kanata, and in the City of Ottawa in general, has advanced the timing for most infrastructure projects identified in the TMP. Regional Council, on 27 September 2000, approved a report updating the priority list of projects required before 2006 and the Castlefrank Road Overpass & Interchange at Highway 417 was included on this list. Furthermore, it was recommended that the design proceed in the year 2000, to expedite its construction when funding becomes available.

DISCUSSION

The former City of Kanata is one of the five fastest growing communities in Canada, with growth forecast to continue to include an additional 2,300 homes and 1.4 million square feet of commercial, office and institutional developments by 2002. The development of the Town Centre has been an objective of the former City of Kanata since its inception, to ultimately accommodate up to 10,000 employees and 4,000 residents. Thus, the demand for transportation accessibility will continue.

Kanata is currently served by two Highway 417 interchanges - Terry Fox Drive and Eagleson Road. All traffic feeding these interchanges passes through four arterial road intersections (2 opposite each interchange) to reach the highway or their destination in Kanata. At its present rate of growth, the capacity of the existing infrastructure is presently inadequate. This project has been identified by the City of Ottawa as part of the solution to this concern. This undertaking will:

· enhance Kanata’s north-south linkages;

· promote economic development within the Kanata Town Centre;

· enhance ‘Transitway’ service to the Kanata Town Centre;

· provide more efficient vehicular access to the Town Centre and to and from the east;

· provide convenient access for residents in the Castlefrank corridor to both the Town Centre and to and from the east on Hwy. 417.

Approximately 80% of Kanata residents currently use their passenger vehicles for work purposes. To improve the transit modal share, an enhanced transit service is essential to the sustainable development of the Town Centre and the greater Kanata Urban Area. Although the City’s long-term plans are to extend the West Transitway through the Town Centre on the north side of Highway 417, the immediate strategy is to construct the Kanata Centrum Transit Station and Park & Ride lot in the southeast quadrant of the Kanata Centrum development, immediately west of the Castlefrank Road interchange.

This project is a vital component of the Kanata Centrum transit operations, as to operate effectively all transit routes serving the station to and from the east will use the Castlefrank overpass and interchange for access. Therefore, operation of the Kanata Centrum Transit station is contingent on the Castlefrank Road interchange being in place.

In 1999 the RMOC undertook a Class Environmental Assessment (EA) Study (Schedule “C”) for this project to identify and evaluate functional design alternatives in accordance with the Municipal Class Environmental Assessment guidelines for Municipal Roads, as well as the requirements of the Ministry of Transportation of Ontario (MTO) Class EA guidelines for Provincial Highways.

The recommended functional design alternative, associated impacts and proposed mitigation measures were presented to the City of Kanata Council on 31 August 1999 and submitted to and approved by Regional Transportation Committee and Regional Council on 06 and 13 October 1999, respectively.

On 13 October 2000, the Castlefrank Road Overpass & Interchange at Highway 417 Environmental Study Report (ESR) - Notice of Completion was filed with the Ministry of the Environment. During the thirty day review period no “bump-up” requests were received, approving the project to proceed to design and construction, as presented in the ESR.

On 29 January 2001, the City of Ottawa Transportation, Utilities and Public Works Department approved the appointment of Morrison Hershfield Limited to provide engineering services to carry out preliminary design and reporting for this project.

DESCRIPTION OF THE FACILITY

The proposed Castlefrank Road Overpass & Interchange at Highway 417 is situated within the former City of Kanata, approximately 0.6 km east of Terry Fox Drive (Annex ‘A’).

The design presented herein (Annex ‘B’), is a refinement of the approved functional design and addresses outstanding design issues identified for further analysis in the ESR. In addition, the traffic impact on adjacent local streets has been identified, and recommended mitigation measures to address these concerns are presented per the “Community Traffic Concerns Study” later in this report.

The proposed Castlefrank Road Overpass & Interchange at Highway 417 is configured as a partial “diamond” interchange connecting the existing north and south sections of Castlefrank Road and providing highway access to and from the east. The principle components include:

· the Highway 417 overpass structure;

· the future Transitway overpass structure;

· the E-N/S Ramp from westbound Highway 417 to Castlefrank Road;

· the N/S-E Ramp from Castlefrank Road to eastbound Highway 417;

· Castlefrank Road from Lord Byng Way to Katimavik Road,

· mitigation measures, predominantly on Castlefrank Road south of Katimavik Road, to address the local community’s traffic concerns. These measures are described under the heading “Community Traffic Concerns Study” later in this report.

Specific design elements of these components are described in more detail as follows:

CASTLEFRANK ROAD CROSS SECTION

This facility is intended to serve predominantly local community traffic demand and transit needs; as such Castlefrank Road - between Lord Byng Way and Katimavik Road - is configured as a two-lane road only, with auxiliary turning lanes provided where necessary.

The proposed design (Annex ‘C’) is for one continuous 3.5 m vehicular lane with a 1.8 m bicycle lane in each direction from Lord Byng Way to Katimavik Road. An additional 3.5 m left-turn lane is provided from Lord Byng Way to the N/S-E Ramp intersection.

E-N/S RAMP

The proposed E-N/S ramp is the westbound off-ramp from Highway 417. The ramp terminal at Castlefrank Road forms a ‘T’ intersection and will be controlled by traffic control signals (Annex ‘D’). The ramp has two 3.75 m lanes, with 1.0 m left and 2.5 m right shoulder widths. The speed change lane portion of the E-N/S Ramp along the westbound Highway 417 will extend easterly to connect to the end of the March Road westbound Highway 417 on-ramp, forming a continuous merge lane between these ramps.

N/S-E RAMP

The proposed N/S-E ramp is the eastbound on-ramp to Highway 417. The ramp origin at Castlefrank Road is also a ‘T’ intersection, and likewise will be controlled by traffic signals (Annex ‘E’). The ramp has a single 4.75 m wide lane with 1.0 m left and 2.5 m right shoulder widths. The speed change lane portion of the N/S-E Ramp along the eastbound Highway 417 will extend easterly to connect to the eastbound Eagleson Road off-ramp, forming a continuous merge lane between these two ramps.

A short northbound right-turn lane on to the ramp shall be provided on Castlefrank Road to ensure that the intersection operates safely, efficiently and effectively.

AIRD PLACE INTERSECTION

Traffic control signals shall be installed at the intersection of Castlefrank Road at Aird Place (Annex ‘E’), as the ESR identified a high demand for east‑west pedestrian crossings at this location and are therefore deemed appropriate. Northbound and southbound left-turn lanes are provided.

KATIMAVIK ROAD INTERSECTION

This intersection is presently and will continue to be controlled by traffic signals. Modifications to the intersection are required to match the proposed Castlefrank Road lane configurations north and south of Katimavik Road and to incorporate dedicated left-turn lanes on all four approaches (Annex ‘F’). The existing southbound right-turn lane shall be maintained.

HIGHWAY 417 OVERPASS STRUCTURE

The proposed Highway 417 overpass structure consists of a two-span steel box-beam girder bridge with a cast in place concrete deck. (Annex ‘G’) The deck cross-section is consistent with the roadway lane configuration, comprised of three 3.5 m vehicle lanes (including the southbound left-turn lane), a 1.8 m bicycle lane in each direction, a 2.0 m sidewalk on the east side of the structure and the combination of the 2.0 m sidewalk and 3.0 m pathway ‘promenade’ on the west side of the structure.

FUTURE TRANSITWAY OVERPASS

The proposed structure (Annex ‘H’) is a reinforced cast-in-place rigid frame concrete structure, with same lane arrangements as the highway overpass structure. The opening provided below Castlefrank Road is sized wide enough to accommodate the future West Transitway extension as well as providing for a 3.0 metre wide pedestrian walkway on the north side of the transitway.

Constructing this bridge now as part of this project is appropriate since the proximity of the future Transitway to both the E-N/S ramp intersection and the highway overpass abutment precludes building a detour on Castlefrank Road that would allow building this bridge later.

PEDESTRIAN FACILITIES

Providing an enhanced pedestrian environment that encourages walking as a desirable and safe mode of travel within the community was a design objective of this project.

The proposed design consists of a 2.0 m concrete sidewalk on the east side; and a combination 2.0 m concrete sidewalk and 3.0 m concrete multi-use pathway ‘promenade’ on the west side of Castlefrank Road. This ‘promenade’ provides a continuous crossing of the highway, uninterrupted by the ramp intersections, and is a significant enhancement compared to typical highway overpass pedestrian environments.

The ESR objective for the ‘promenade’ was to create a pedestrian friendly environment that would provide connectivity across the highway, buffer all users from vehicle traffic, provide direct access to most Town Centre amenities and enhance connections to local transit facilities. These objectives shall be achieved using architectural treatments designed to enhance the aesthetics and promote a feeling of “user-friendliness” within the facility. Exact details shall be determined during detailed design, however likely treatments will include coloured textured surfaces and pedestrian-level lighting systems over the entire length of the promenade. Providing alcoves containing benches, with or without covered shelters, to provide periodic protection from the weather shall be investigated.

The ‘promenade’ will be linked to the future Kanata Centrum Transit Station and Centrum Development by a 3.0 m asphalt pathway parallel to the north side of the future Transitway, adjacent to the Holiday Inn. This pathway will link to a future east-west pathway under Castlefrank Road through the proposed Transitway structure.

CYCLING FACILITIES

In accordance with the City of Ottawa planning and design standards, 1.8 m dedicated bike lanes will be provided between Katimavik Road and Lord Byng Way.

The ESR recommended 3.0 m bi-directional bicycle facility on the ‘promenade’ shall now be designated as a ‘multi-use’ pathway.

PROPOSED PEDESTRIAN SHELTER

The following statement appeared in the ESR:

“An overhead canopy over the pedestrian portion of the west side ‘promenade’ was considered as an optional feature during the functional design as a way to provide shelter to pedestrians over the most exposed section of the Highway 417 overpass (approximately 210 m). The adoption of the overhead canopy should be reviewed/confirmed during the detail design. Particular attention should be paid to the effects of wind loads and storms on the structure.”

As such, a conceptual design consisting of a cantilevered canopy structure attached to the western parapet wall of the bridges was developed. An initial study indicated that a continuous canopy would be subject to such significant and complicated wind loads that wind tunnel testing of a full scale model would be required to define them, as well as the dynamic effects of the wind loads on the highway bridge structure, the snow accumulations within and adjacent to the canopy and the effects of swirling winds on pedestrians and cyclists.

The MTO expressed concern that an errant vehicle could impact the canopy, and send it falling onto the highway below. To address this concern, a barrier wall would need to be built between the ‘promenade’ and the southbound traffic lane. Consequently, the bridge deck would have to be widened, increasing costs and the wall would create a ‘tunnel’ effect for the pedestrians and a maintenance concern for snow removal.

The cost estimate for this conceptual design is in the range of $1,000,000, including the additional structural elements within the Overpass structure to support the canopy. In light of this and the above concerns, a continuous canopy structure was rejected.

Other alternatives to meet the ESR objectives were explored. The result is the proposed design to provide interspersed shelters on the overpass structure (Annexes ‘I’ and ‘J’), combined with coloured, textured concrete surfaces and pedestrian level lighting.

The interspersed shelters would be spaced roughly equivalent to that of a normal city block and provide pedestrians refuge from the elements and a spot to rest. The proposed design provides an architectural element to the promenade that would be unique and provide a visual ‘signature’ to the crossing. The use of glass, elliptical shapes, and low-level lighting fixtures within the shelters creates a unique look for both the users of the facility and travelers viewing the facility from Highway 417.

Off the structures, the coloured, textured surface treatments and the pedestrian level lighting will extend to both the northern and southern ends of the promenade to provide visual continuity. Landscaping features such as trees and shrubs will be used as wind breaks to protect users from the elements and to provide a ‘soft’ and friendly appearance.

MINISTRY OF TRANSPORTATION DESIGN ISSUES

As the owners of Highway 417, the MTO are a significant stakeholder for the planning, design and construction of this facility. During preparation of the ESR, a number of issues were identified to be resolved with the MTO during the design stages of this project. These included compatibility with the future highway profile, construction staging and detouring, stormwater drainage and clearance at the existing pedestrian overpass (see below). During the course of the preliminary design, MTO personnel were frequently consulted and solutions for these issues were identified.

EXISTING PEDESTRIAN BRIDGE VERTICAL CLEARANCE

The ESR identified a potential vertical clearance constraint over the new ramps at the existing Kanata Pedestrian Overpass Structure, which would have to be addressed as part of the detailed design for this project. A Pedestrian Overpass Clearance Resolution Report (Draft, dated 31 January 2001) identified potential solutions to address this constraint. The report also confirmed that commissioning the E-N/S and N/S-E ramps can’t occur without resolving this vertical clearance constraint, and therefore resolving this issue is now part of the overall project scope of work. Accordingly, an allowance is included in the project baseline budget.

Discussions with former City of Kanata planning staff, as well as during public consultation associated with the Community Traffic Concerns Study, indicate that the permanent removal of this facility is not desirable. Since MTO has advised that drainage and pavement concerns preclude lowering Highway 417, the City’s options are to either raise and rehabilitate the existing structure, or replace it with a new structure that provides the required clearance over the ramps and is compatible with the proposed future transitway station on the north side of Highway 417.

The City is presently undertaking a planning study to identify the scope of work, and prepare functional designs and cost estimates for each alternative scenario. An evaluation matrix shall be developed, and based upon the results of this evaluation City staff will select the preferred alternative. This study is being carried out in accordance with the requirements of a Schedule ‘B’ project under the Municipal Class EA, which requires a screening process that includes public consultation with those who may be affected. The consultation for this study will include:

· Publication of the Study Commencement Notice;

· Letter to public stakeholders and agencies inviting comments and input;

· Public Open House to review alternative solutions and provide comments to assist the City of Ottawa in the planning and design of this project;

· Publication of Study Completion Notice.

The recommended option identified in this study shall be brought forward as an information item to this Committee.

UTILITIES

Utility relocations required as part of this project include the following:

· Approximately 300 metres of an existing Hydro Ottawa overhead twin 44 kV pole line, as well as Rogers Ottawa overhead fiber optic cable, to accommodate the E-N/S Ramp and the Castlefrank Road embankment north of Highway 417;

· 50 metres of underground Hydro Ottawa plant in the Kanata Leisure Center parking lot to construct the N/S-E ramp,

· Minor relocation of Bell Canada, Rogers Cablesystems and Hydro Ottawa underground plant in conjunction with road widenings.

STREETLIGHTING

Streetlighting of Castlefrank Road from Katimavik Road to Lord Byng Place will be provided and/or upgraded in accordance with current the City of Ottawa standards. The N/S-E and E-N/S ramps will be lit in accordance with MTO standards, and transition lighting will be utilized on both ramps between Castlefrank Road and Highway 417.

In addition, the streetlighting on Castlefrank Road from Hazeldean Road to Katimavik Road will be upgraded in accordance with the recommendations of the “Community Traffic Concerns Study” as described below.

NOISE ANALYSIS

A noise impact study for Castlefrank Road between Aird Place and Hazeldean Road was undertaken during the EA for this project. A report was prepared entitled “Assessment of Noise Impacts - Highway 417/Castlefrank Road Overpass & Interchange”, and 08 October 1999. The noise impact study indicates that mitigation for the future noise level is not required.

PROPERTY

Four parcels of property are impacted by the proposed construction of the E-N/S and N/S-E ramps, however only one piece of property is required to be purchased outright (Annex ‘K’). Also, there are four properties where grading restrictions to accommodate the roadway embankment requirements on future site development will apply.

Easements are required from two property owners in the northeast quadrant of the interchange to accommodate the relocated Kanata Hydro plant.

A legal agreement will be required between the City of Ottawa and the MTO to address right-of-way limits, ownership, authority, maintenance and other issues related to the overpass and highway ramps.

COMMUNITY TRAFFIC CONCERNS STUDY

On 13 October 1999, Regional Council approved the Castlefrank Road Overpass & Interchange at Highway 417 functional design as recommended in the EA Study, conditional on the following:

That regional staff, in coordination with, the city of Kanata, the Castlefrank Overpass Action Group, the Castlefrank School Committee and the Katimavik-Hazeldean Community Association, review the potential impacts of building the Castlefrank Overpass and Partial Interchange on the Katimavik-Hazeldean community with regards to staging of the project and possible temporary and permanent mitigation measures (e.g. traffic calming, turn restrictions, exclusive OC Transpo Use, etc.) and bring a report back to Transportation Committee outlining the options and proposed implementation process;

As a condition of any further detailed design work or construction, extensive traffic calming or other mitigation measures on adjacent streets (like Katimavik or Castlefrank Roads) must be incorporated into this project as one package;

Staff seek approval of Transportation Committee prior to proceeding with any transportation related Environmental Assessment (E.A.) Studies or any phases of such studies which were approved in a previous mandate as part of the overall E.A.

To comply with these directives, a “Community Traffic Concerns Study” was undertaken as a component of the preliminary design process to identify the issues and recommend appropriate mitigation measures to address concerns related to the increased traffic volumes brought about by the construction of the overpass and interchange. The study commenced in March 2001, and shall be considered completed by acceptance of this report.

In accordance with the City’s policies and accepted practices this study adhered to the planning principle of being driven by an assessment of real as opposed to perceived issues - as determined through public consultation and consensus building. Accordingly, a Public Advisory Committee (PAC) was established at the outset of the study. Volunteers were sought from community representatives, local school parent councils and other identified stakeholders, as well as by advertisement in the Kanata Kourier. PAC members represented the interests of their local community by identifying the issues and reviewing and assessing the proposed solutions as the study progressed.

Four points of public contact - two PAC meetings and two Public Open Houses (POH) - were held were held on the following dates:

· PAC Meeting No. 1, held 27 March, 2001;

· POH No. 1, held 18 April, 2001;

· PAC Meeting No. 2, held 12 June, 2001,

· POH No. 2 held September 25, 2001.

The first PAC and POH introduced the public to the technical team, identified the goals and study process, and sought the public’s input as to the real issues of concern. Having identified the major issues, the preliminary mitigation measures were presented at the second PAC for review. Comments received at this meeting were used to further modify and refine the proposed mitigation measures, and these were presented to the public at the second POH.

The main issue identified through public consultation was pedestrian crossing safety, particularly that of school children. Accordingly, the recommended mitigation measures fall under three broad categories - those that enhance pedestrian comfort and safety, those that serve to reduce vehicle speeds, and those that discourage non-local cut-through traffic.

The recommended mitigation measures are as listed and many of the measures address more than one of the identified issues. A concern was raised that implementation of the proposed mitigation measures would be subject to budgetary scrutiny and may be ‘piece-mealed’ or eliminated from the project altogether to save money. No specific priority was assigned to any of the measures, as staff and the public support the view that the listed measures should be implemented in concert with each other as one package, concurrent with the opening of the overpass and ramps:

(1) Replace the existing three-way stop signs at the Castlefrank Road/Kakulu Road intersection with Traffic Control Signals (Annex ‘M’). This will be complemented by:

· Addition a southbound left turn lane;

· Installation of colored, textured crosswalks on all legs of the intersection;

· Provision of both northbound and southbound far-side bus stops;

· Realignment of the existing west side pathway originating from Maple Grove Road to direct pedestrians to the proposed intersection crosswalks. A small berm will be placed where the path presently extends out to Castlefrank Road to discourage pedestrians from directly entering and crossing the road.

(2) Install coloured, textured crosswalks to create a highly visible, distinct crossing zones will be installed on all legs of the following intersections:

· Castlefrank Road and Aird Place;

· Castlefrank Road and Katimavik Road;

· Castlefrank Road at McCurdy Drive South.

(3) Develop ‘Gateway’ treatments on Castlefrank Road immediately south of Katimavik Road and immediately north of McNeil Court (Annexes ‘N’ and ‘O’). The gateway treatments would reduce entry speed and promote community identity by incorporating the following:

· Architectural objects (potentially a stone column on either side of the roadway);

· A horizontal deflection in the roadway geometry;

· A raised median incorporating landscape features. The median width varies from 2.5 to 10.0 meters (Annex ‘L’).

(4) Install curbs on both sides of Castlefrank Road with grass extending to the curb edge to visually narrow the roadway (Annex ‘L’). History has shown that narrowing the optical width of the roadway helps to reduce traffic speeds.

(5) Planting trees and shrubs along the corridor, with input from the local homeowners as regards to the type to be planted.

(6) In accordance with City design standards provide 4.25 m shared vehicle and cycling lanes in both directions on Castlefrank Road from Katimavik Road to Hazeldean Road.

(7) Prohibit truck travel on Castlefrank Road south of Highway 417 by installing truck prohibition signs at the following intersections:

· proposed E-N/S ramp at Castlefrank Road to prohibit the westbound to southbound left turn movement;

· Castlefrank Road at the proposed N/S-E ramp to prohibit the southbound through movement.

(8) Prohibit parking on the south side of Aird Place to improve visibility and safety for the residents who front on the roadway - especially when pulling out of their driveways; reduce on-street parking by visitors to the Kanata Leisure Centre and provide a physical element to discourage and/or reduce westbound cut-through traffic.

(10) Modify the radii at the northeast corners of the Hazeldean/Castlefrank intersection, and at the Castleglen Mall entrance, to direct right-turning vehicles into the northbound through lane on Castlefrank Road (Annex O). This breaks up the existing continuous auxiliary lane, thereby eliminating its use as an acceleration lane for right-turning traffic and the unsafe weaving associated with the current condition.

(11) Add an exclusive southbound Castlefrank to eastbound Hazeldean right-turn lane at the Castlefrank/Hazeldean intersection (Annex ‘O’). This reduces delay for right-turning vehicles, and thus discourages traffic from leaving Castlefrank Road and cutting through the local community on other streets to get to Hazeldean Road, such as McCurdy Drive South and Young Road.

(12) Provide a sidewalk on the west side of Castlefrank Road from Katimavik Road to Hazeldean Road, and on the south side of Kakulu Road from Castlefrank Road to Drainie Drive.

(13) Remove those mid-block links that connect the existing pathway on the east-side directly onto Castlefrank Road, wherever such connections do not lead to a controlled pedestrian crossing, with the following exceptions:

· the pathway connection across from McCurdy Drive North;

· the pathway connection across from Parsons Ridge.

(14) Upgrade the streetlighting along Castlefrank Road to meet current City standards.

CONSULTATION

The Castlefrank Road Overpass & Interchange at Highway 417 ESR involved extensive public consultation with the community at large, leading to the approval of the recommended alternative. Subsequent public consultation activities were undertaken as part of the “Community Traffic Concerns Study”, described above.

TRANSPORTATION MASTER PLAN

The proposed Castlefrank Road Overpass & Interchange at Highway 417 has been identified in the Transportation Master Plan and Regional Official Plan as a very important component of transportation infrastructure benefiting all travel modes, necessary to serve Kanata in general, and the Kanata Town Centre in particular. The provision of enhanced pedestrian facilities, dedicated bicycle facilities and the prerequisite for this facility to provide future transit service to Kanata Town Centre reinforce the TMP principle to provide a modal hierarchy with the emphasis on walking, cycling and transit usage and a desire to reduce the modal share of the automobile.

FINANCIAL IMPLICATIONS

The Baseline Budget for this project is $19,500,000, inclusive of all engineering, property and utility relocation costs. Currently $2,000,000 has been committed to undertake the preliminary and detailed design phases of the project. The remaining $17,500,000 funding will be requested for the 2002 Capital Budget.

This project has been requested for priority funding under Federal/Provincial programs.

DISPOSITION

Pending a decisive outcome of this Public Hearing, staff will undertake the detailed design. Construction will begin in the Spring of 2002, and the project should be complete and operational by the Fall of 2003, based on approval of the remaining funding under the 2002 Capital Budget.