2. That a project for the Terry Fox Overpass Bridge Deck Widening be established;

3. The transfer of 2004 spending authority and pre commitment of 2005 Capital budget, and associated Millennium Fund subsidy from the Woodroffe / Fallowfield Grade Separation to the projects outlined as follows:

a. 2004 transfer for the Southwest Transitway Project from the Nepean Sportsplex to Fallowfield Road ($1M);

b. 2004 transfer for the Terry Fox Drive Bridge Deck Widening Project ($3M);

c. 2004 transfer for the Fallowfield Road Widening Project from Holitman Drive to Greenbank Road ($7M);

d. 2005 pre-commitment for the Southwest Transitway Project from the Nepean Sportsplex to Fallowfield Road ($9M).

e. Staff to report back to Committee on the best use for the remaining $5M in the Millennium Funding envelope.

4. The allocation of 2004 funding as follows:

a. Transfer of $3.3 million Millennium Fund subsidy from the Woodroffe Fallowfield Grade Separation to Innes Road, and apply to $5.0 authority previously approved in 2004 Capital Budget

b. Return to source of $20,300 Citywide Reserve funding as listed in Appendix ‘A’.

c. Transfer of $142,800 Transit Reserve funding from Transitway Corridor Protection to the Southwest Transitway Project;

d. Increased development charge funding of $721,300 as listed in Appendix ‘A’.

5. The appointment of Totten Sims Hubicki and Delcan Corporation to carry out the designs of the projects outlined in the discussion portion of this report.

RECOMMANDATIONS DU RAPPORT

Le Comité des services organisationnels et du développement économique recommande que le Conseil approuve ce qui suit :

1. Sous réserve de l’approbation du Canadien National pour un croisement rail-route à niveau à l’intersection de l’avenue Woodroffe et du chemin Fallowfield, le personnel sera enjoint de modifier l’entente de subvention du Fonds du Millénaire conclue entre les niveaux supérieurs de gouvernement, conformément aux modifications mentionnées aux Recommandations 3 et 4.

2. Un projet visant l’élargissement du tablier du viaduc Terry Fox sera mis en oeuvre.

3. Le transfert de l’autorisation de dépense pour 2004 et de l’engagement préalable du Budget des immobilisations de 2005, ainsi que des fonds associés au Fonds du Millénaire pour le projet saut-de-mouton Woodroffe / Fallowfield aux autres projets se fera de la façon suivante :

a. Transfert en 2004 pour le projet du Transitway sud-ouest, du Nepean Sportsplex jusqu’au chemin Fallowfield (1 M$);

b. Transfert en 2004 pour le projet d’élargissement du pont du viaduc de la promenade Terry Fox (3 M$);

c. Transfert en 2004 pour le projet d’élargissement du chemin Fallowfield, de la promenade Holitman jusqu’au chemin Greenbank (7 M$);

d. Engagement préalable de 2005 pour le projet du Transitway sud-est, du Nepean Sportsplex jusqu’au chemin Fallowfield (9 M$);

e. Rapport du personnel au Comité quant à la meilleure utilisation des 5 M$ restant dans l’enveloppe du Fonds du Millénaire.

4. L’allocation des fonds en 2004 se fera de la façon suivante:

a. Transfert de 3,3 M$ provenant de la subvention du Fonds du Millénaire pour le saut-de-mouton sur Woodroffe/Fallowfield au projet du chemin Innes et allocation du pouvoir de dépenses d’un montant de 5 M$ déjà approuvé dans le budget d’immobilisations de 2004.

b. Retour des 20 300 $ provenant du Fonds de réserve de la ville à la source, tel qu’indiqué dans l’annexe A.

c. Transfert de 142 800 $ provenant du Fonds de Transit pour la protection du corridor du Transitway au projet du Transitway sud-ouest;

d. Augmentation de 721 300 $ du fonds de redevances d’exploitation, tel qu’indiqué dans l’annexe A.

5. Totten Sims Hubicki et Delcan Corporation seront chargés de la conception des projets dont il est fait mention dans la section discussion du présent rapport.

EXECUTIVE SUMMARY

Assumptions and Analysis:

The purpose of this report is to present Committee and Council with an update on the Woodroffe /Fallowfield Grade Separation Project and make recommendations to capitalize on the existing Millennium funding.

The Woodroffe/Fallowfield Grade Separation project, with a total authority of $40M, was approved by City Council. The budgetary provisions included an estimated contribution of $27.6 million from the Federal and Provincial governments as part of the Millennium initiative and $12.4M from the City 2003 Budget. Subsequent to Council approval and as part of the 2003 Rebate Program, Council approved a reduction of $10.8M net to the Woodroffe/Fallowfield Grade Separation Project.

The detailed geotechnical sub-surface investigations for the Woodroffe/Fallowfield Grade Separation Project revealed an anomalous condition of unusually high horizontal hydraulic conductivity (groundwater flow patterns) within the underlying bedrock located immediately below the founding elevation of both bridges. It was determined that in view of the magnitude of this condition, the conventional open-cut underpass option should be abandoned due to an unacceptable risk of catastrophic failure and possible severe impact on houses in Barrhaven.

This effectively left the City without a solution which could be considered practical and economically feasible, and therefore, from a transportation network perspective, without an adequate north/south roadway facility across the Greenbelt for the South Urban Community. In addition, the potentially unsafe situation at both track crossings remained unresolved.

Despite an earlier refusal by CN to consider any at-grade crossing scenarios, the exorbitant costs of grade separations and the changed conditions regarding train speeds with the presence of the Fallowfield Via Station gave staff the needed rationale to approach CN with a request for reconsideration. In January 2004, staff wrote to CN describing the City’s intention to undertake a Detailed Safety Assessment (DSA) for at-grade crossings at the Woodroffe and Fallowfield locations. CN has subsequently responded positively in that they are willing to collaborate with the City in this venture. The City has initiated work on the DSA, which is expected to be completed by end of summer 2004.

On the premise that at-grade crossings will be permitted, decisions are required concerning the present $40M funding envelope allotted for the Woodroffe/Fallowfield Grade Separation sub-project in the Millennium Agreement. The at-grade crossings will require approximately $10M of the $40M allotment, leaving a surplus of $30M in available funding.

Recent discussions with Federal and Provincial staff indicated the willingness of both levels of government to consider transferring this funding to other projects. However, these projects must meet the criteria set out in the Millennium Agreement and be mutually agreed to by all three partners.

Staff has reviewed possible candidates that meet the Millennium constraints for redistribution of funding and summarize those sub-project options as follows:

· Southwest Transitway Extension – Hunt Club Road/Sportsplex to Fallowfield

· Terry Fox Bridge Deck Widening

· Fallowfield Road Widening – Holitman to Greenbank

The above noted projects are being recommended because they have progressed sufficiently in design and approvals to meet the Millennium Agreement timelines.

This report also recommends the appointment of two consulting firms to undertake the design of this infrastructure. This is necessary to facilitate implementation to meet the current Millennium subsidy funding which ends in March 2006. Even so, an extension to this timeline is being sought, as timing is extremely tight especially for the Southwest Transitway sub-project.

Even with the redistribution of funds to the above works, there is still $5M remaining. Opportunities to support other critical projects are being investigated. However, candidate projects must meet the timelines and criteria established for the Millennium Fund and must be mutually agreed to by both provincial and federal partners. Recommendations arising out of this assessment will be presented to Committee and Council for consideration.

Financial Implications:

Original approved estimates for Project 900940 Woodroffe/Fallowfield Grade Separation included spending authority of $40 million. This spending level was included in the original Millennium Agreement with senior levels of government. Due to geotechnical considerations this project was deferred, and therefore was reduced by $10.8 million ($2.4 million Citywide reserve funding and $8.4 million development charge funding) as a contribution to the May 2003 Tax Grant program. Reinstatement of the Millennium Fund spending authority is required to allocate associated subsidy to other projects. However, full reinstatement of the $10.8 million authority is no longer required, because in the 2004 Capital Budget, an additional $5.0 million authority beyond previously negotiated level, was approved for another Millennium funded project, Innes Road.

The recommendations of this report:

i) Reinstate the City’s eligible spending authority by $0.8 million over 2004-2005 to attract senior level subsidy.

ii) Redirects Millennium funding to the $5.0 million eligible authority previously approved for the Innes Road project in 2004.

iii) Transfers authority and subsidy to accelerate 4 projects.

iv) Returns $20,300 to the City Wide Reserve Fund in 2004, while drawing an additional $721,300 from Development Charge Reserve Funds.

v) Pre commits the 2005 Budget for $1.285 million Transit Reserve Funding, and $1.775 million Development Charge Funding.

As indicated in the report, recommendations for the remaining $5.0 million of authority eligible for Millennium Fund subsidy will be the subject of a future report or budget deliberations.

Public Consultation/Input:

Public consultation will be undertaken during the design phase of each of the proposed projects.

SOMMAIRE

Hypothèses et analyse :

Le présent rapport vise à présenter au Comité et au Conseil une mise à jour du Projet de saut-de-mouton Woodroffe / Fallowfield et à formuler des recommandations afin de tirer profit du Fonds du Millénaire.

Le Projet de saut-de-mouton Woodroffe/Fallowfield, dont les autorisations totales s’élèvent à 40 millions de dollars, a été approuvé par le Conseil municipal. Les dispositions budgétaires prévoient une contribution estimée à 27,6 millions de dollars des gouvernements fédéral et provincial dans le cadre du Projet du Millénaire et de 12,4 millions provenant du budget 2003 de la Ville. À la suite de son approbation et dans le cadre du Programme de remise 2003, le Conseil a approuvé une réduction nette de 10,8 millions de dollars pour le Projet de saut-de-mouton Woodroffe/Fallowfield.

Les enquêtes géotechniques sub-superficielles détaillées réalisées dans le cadre du Projet de saut-de-mouton Woodroffe/Fallowfield ont révélé une condition irrégulière de conductivité hydraulique horizontale anormalement élevée (écoulements souterrains) dans le soubassement situé directement sous l’élévation des deux ponts. Il a été convenu qu’en raison de l’ampleur de la condition et des risques inacceptables de défaillance catastrophique et des sévères répercussions possibles sur les résidences de Barrhaven, le concept de passage inférieur à ciel ouvert devrait être abandonné.

Cette situation a eu pour effet de laisser la Ville sans solution pratique et économique et par conséquent, du point de vue du réseau de transport, sans route nord-sud adéquate dans la Ceinture de verdure pour desservir la communauté urbaine du secteur sud. De plus, la situation potentiellement dangereuse aux deux croisements rail-route à niveau est demeurée inchangée.

Malgré un premier refus du CN d’examiner les scénarios de croisements rail-route à niveau, les coûts exorbitants des sauts-de-mouton et des nouvelles conditions concernant la vitesse des trains à l’approche de la station Via Fallowfield ont fourni aux employés les arguments nécessaires pour demander au CN de réexaminer sa décision. En janvier 2004, des employés ont envoyé une lettre au CN pour l’aviser que la Ville avait l’intention d’effectuer une Évaluation de sécurité détaillée (ÉSD) des croisements rail-route à niveau du secteur Woodroffe-Fallowfield. Le CN a répondu de façon positive en acceptant de collaborer avec la Ville pour mener à terme ce projet. Dans le cadre de l’ÉSD, la Ville a amorcé des travaux, lesquels devraient être terminés d’ici la fin de l’été 2004.

En prenant pour acquis que les croisements rail-route à niveau seront permis, des décisions s’imposeront quant au financement actuel de 40 millions de dollars alloué pour le sous-projet de saut-de-mouton Woodroffe/Fallowfield dans le cadre de l’Accord du Millénaire. Environ 10 des 40 millions de dollars seront nécessaires pour les croisements rail-route à niveau, ce qui laisse un surplus de 30 millions de dollars en fonds disponibles.

Les récentes discussions menées avec les représentants des gouvernements fédéral et provincial démontrent la volonté des deux ordres de gouvernement de transférer ces fonds vers d’autres projets, lesquels devront répondre aux critères établis dans l’Accord du Millénaire et faire l’objet d’une entente mutuelle entre les trois partenaires.

Le personnel a étudié le dossier des candidats éventuels qui répondent aux critères du Projet du Millénaire en matière de redistribution des fonds et résume ces sous-projets de la façon suivante :

· Prolongement du Transitway sud-ouest – du chemin Hunt Club/Sportsplex jusqu’à Fallowfield;

· Élargissement du tablier du pont Terry Fox;

· Élargissement du chemin Fallowfield – de Holitman à Greenbank.

Les projets mentionnés ci-dessus ont été recommandés en raison du fait que leur conception a suffisamment évolué et que les approbations nécessaires ont été obtenues, et ce, dans les délais prévus dans l’Accord du Millénaire.

Le présent rapport recommande également la désignation de deux sociétés d’experts-conseils pour la conception de cette infrastructure. Cela s’avère nécessaire pour faciliter la mise en œuvre du projet et avoir droit au fonds de subvention du Millénaire, lequel sera en place jusqu’en mars 2006. Malgré tout, l’équipe du projet a demandé une prolongation des délais, lesquels sont extrêmement serrés, particulièrement en ce qui a trait au sous-projet du Transitway sud-ouest.

Malgré la redistribution des fonds aux projets mentionnés ci-dessus, il reste 5 M$. On regarde à la possibilité de soutenir d’autres projets critiques. Cependant, les projets éventuels doivent satisfaire aux échéanciers et aux critères établis pour le Fonds du Millénaire et obtenir l’accord à la fois des partenaires provinciaux et fédéraux. Les recommandations découlant de cette évaluation seront présentées au Comité et au Conseil pour examen.

Répercussions financières :

Les estimations originales qui ont été approuvées pour le Projet 900940 de saut-de-mouton Woodroffe/Fallowfield prévoyaient un pouvoir de dépenses de 40 millions de dollars. Ces dépenses avaient été incluses dans l’Accord du Millénaire conclu avec les niveaux supérieurs de gouvernement. En raison de facteurs géotechniques, le projet a été reporté et par conséquent, le budget a été réduit de 10,8 millions de dollars (2,4 millions du fonds de réserve de la Ville et 8,4 millions du fonds de redevances d’exploitation) à titre de contribution au Programme de subventions fiscales de mai 2003. Il est nécessaire de rétablir le pouvoir de dépense des Fonds du Millénaire afin d’allouer les fonds connexes à d’autres projets. Toutefois, le rétablissement intégral des 10,8 millions de dollars n’est plus nécessaire puisque le Budget des immobilisations de 2004, qui prévoit des dépenses additionnelles de 5 millions de dollars qui viennent s’ajouter au niveau de dépense précédemment négocié, a été approuvé pour un autre projet financé par le Fond du Millénaire, soit celui du chemin Innes.

Les recommandations formulées dans le présent rapport sont de :

i. rétablir le pouvoirde dépenses admissible de la Ville de 800 000 $ pour l’exercice 2004-2005 afin d’obtenir du financement des niveaux supérieurs de gouvernement.

ii. Rediriger le financement du Millénaire au pouvoir de dépenses admissible de 5 M$ auparavant approuvé pour le projet du chemin Innes en 2004.

iii. Transférer le pouvoir et le financement afin d’accélérer les quatre projets.

iv. Retourner 20 300 $ au Fonds de réserve de la Ville en 2004, tout en prenant un montant supplémentaire de 721 300 $ du Fonds de réserve des redevances d’exploitation.

v. Pré-engager le budget de 2005 pour la somme de 1 285 000 $ provenant du Fonds de Transit et la somme de 1 775 000 $ provenant du Fonds des redevances d’exploitation.

Tel qu’il est indiqué dans le rapport, les recommandations quant aux 5 M$ restant du pouvoir de dépenses du Fonds du Millénaire feront l’objet d’un rapport à venir ou de délibérations budgétaires.

Consultation publique/commentaires :

Une consultation publique aura lieu à l’étape de la conception de chacun des projets proposés.

BACKGROUND

Millennium Partnership Initiative

In 2000, Ontario announced a five-year $1B Millennium Partnership Initiative. The focus of this funding program is on strategic transportation, environmental and urban revitalization projects that renew, rebuild and expand infrastructure in Ontario’s large urban areas. Out of the $1B fund, $250M was allocated to strategic infrastructure projects in eight major urban areas: Hamilton, London, Ottawa, Sudbury, Thunder Bay, Windsor, Waterloo Region and Niagara Region.

Projects eligible for funding had to meet one of the following criteria:

· Relief of gridlock, including transit expansion projects;

· Environmental protection, including water and sewer upgrades;

· Access to strategic highway corridors;

· Urban revitalization projects, including public realm components of downtown and waterfront renewal projects.

Furthermore, the provincial government used “per capita allocations” as a way of distributing the Province’s funding investment. Based on this calculation, the City of Ottawa’s share is $70M. $25M was allocated for the Congress Centre Expansion – which left $45M for other strategic infrastructure projects in the City.

At the time, the City’s key infrastructure priorities that were urgently needed to sustain Ottawa’s growth were:

Southwest Transitway Extension (Sportsplex – Fallowfield)

West Transitway Extension (Pinecrest – Bayshore Station)

Kanata Centrum Transit Station & Park-and-Ride Lot

Fallowfield Park-and-Ride Lot

Terry Fox Drive (March – Hope Side Road)

Castlefrank Overpass

Fallowfield widening (Strandherd – Prince of Wales)

Woodroffe widening (Sportsplex – Fallowfield)

Woodroffe and Fallowfield Rail Grade Separations

Innes widening (Hwy 417 – Blair, and Orleans Blvd – Frank Kenny)

Merivale widening (Slack – Prince of Wales)

Carling widening (Moodie – March)

After long negotiations with the Province, in November 2001, the City received a confirmation that Ontario would provide up to $45M towards the following road improvement projects (total value $115.3M):

Woodroffe Avenue & Fallowfield Road Rail Grade Separation

Terry Fox Drive (Palladium – Hazeldean)

Terry Fox Drive (Richardson Side Road – Campeau)

Woodroffe widening (Sportsplex – CNR tracks)

Innes widening (Hwy 417 – Blair, and Orleans Blvd – Frank Kenny)

Since none of the transit projects were included in this program, the Province indicated that it would give early consideration under the Transit Investment Partnership initiative to the City’s transit projects.

Subsequently, the Province nominated the road projects for a matching federal funding under the Canada-Ontario Infrastructure Program (COIP). Canada accepted the nominated road projects and committed $32.9M towards these projects. The City’s portion of the overall total is $37.4M.

These priority projects have been under design and construction since 2002. It should be noted that the Millennium Partnership Initiative expires by end of March 2006.

Previous Studies - Railway Grade Separation at Woodroffe and Fallowfield

In order to accommodate the current and future population and economic growth of the South Urban Community, the need for additional transit and vehicular capacity on the Woodroffe Avenue and Fallowfield Road corridors was recognized by the former Region and the amalgamated City. This resulted in the undertaking of a number of studies including the following:

1. An Environmental Study Report (ESR) entitled “Southwest Transitway Extension, Baseline Station to Strandherd Drive”, which was approved in October 1999 with recommendations to construct an exclusive Transitway on the west side of Woodroffe Avenue. The Study also identified the widening of Woodroffe Avenue from two lanes to four lanes for interim bus-only lanes on Woodroffe Avenue from Slack Road southerly to the Fallowfield Transit Station as a lower-cost staging option. This section of Woodroffe Avenue crosses the Canadian National (CN) Smiths Falls Subdivision single railway track (Mile 3.26), where an underpass grade separation was recommended for Woodroffe Avenue and the future Southwest Transitway (SWT) lanes.

2. An Environmental Study Report entitled “Fallowfield Road, Cedarview Road to Woodroffe Avenue” was approved in July 1996 with recommendations to widen Fallowfield Road, including the section between Holitman Drive and the Fallowfield Transit Station. This section of Fallowfield Road crosses the same CN railway track (Mile 3.88), where an underpass grade separation was recommended for Fallowfield Road.

A separate underpass grade separation structure was also recommended to accommodate the future alignment of the Southwest Transitway. This structure would be immediately east, adjacent and parallel to the CN track structure at this location.

Both ESR reports recommended that the railway remain at-grade and that the roadway be depressed beneath. This was in consideration of the poor bearing capacity of the underlying soils to support large approach fills and the unacceptable visual intrusion of overpass structures, which were vigorously opposed by both the abutting residents on Fallowfield Road and the National Capital Commission.

Initial Exploration of At-grade Crossings

Prior to embarking upon the significant costs of grade separated structures, staff made written enquiries to CN proposing several different, specific at-grade crossing scenarios for general traffic, bus-only lanes and exclusive Transitway lanes under advanced signalized conditions. In a letter from CN dated 08 May 2001, the City received an emphatic refusal for each at-grade crossing option for widened roadways and transit facilities on a permanent basis, mainly due to traffic volume and train speed concerns.

To accommodate the above, the Woodroffe-Fallowfield Grade Separation project, with a total authority of $40M, was approved by City Council. The budgetary provisions included an estimated contribution of $27.6 million from the Federal and Provincial governments as part of the Millennium initiative and $12.4M from the City 2003 Budget. Subsequent to Council approval and as part of the 2003 Rebate Program, Council approved a reduction of $10.8M net to the Woodroffe / Fallowfield Grade Separation Project.

DISCUSSION

In 2001, the City set out to implement the grade separations and a consultant was retained to prepare a Functional Design Report on the methods and costs of construction of the grade separation structures (Figure 1). This work would include detailed geotechnical investigations at both locations, preliminary design of both rail structures as well as the Transitway structure at Fallowfield, the relocation of major utilities, the associated rail and road detours, associated new road works, the required stormwater management facility, development of a detailed Work Breakdown Structure including project Baseline Budget and schedule, and securing approvals in principle where required.

Figure 1: General Location Plan

Geotechnical Investigations

The detailed geotechnical sub-surface investigations revealed an anomalous condition of unusually high horizontal hydraulic conductivity (groundwater flow patterns) within the underlying bedrock located immediately below the founding elevation of both bridges. The geotechnical consultant advised that in view of the magnitude of this condition, the conventional open-cut underpass option should be abandoned due to an unacceptable risk of catastrophic failure and possible severe impact on houses in Barrhaven.

This conclusion prompted the investigation of multiple road and rail profile options as well as alternative grade separation structure designs to deal with these extraordinary hydro-geological conditions.

Analysis of Alternatives

It was recognized that overpass alternatives would require reopening both the ESRs undertaken earlier. The input that had been received as part of the earlier ESRs indicated widespread opposition by the residents to any overpass alternative due to the adverse aesthetic impact on their properties and noise propagation. The National Capital Commission was similarly opposed with a clear preference for the underpass alternatives. Furthermore, the time required to reconsider the ESRs would make delivery of the project within the time constraints imposed through Millennium funding (end of March 2006) impossible. The cost of the loss of subsidy for an overpass option was clearly a substantial negative to this option. However, preliminary cost estimates also identified this option as more costly than others.

The earlier decision to abandon the conventional open cut underpass option with very high ongoing pumping costs left consideration of a watertight “U” section underpass structure and a conventional open cut structure underlain with grouted bedrock as the two remaining options. Detailed analysis indicated that the construction of the conventional open-cut underpass structure with grouted bedrock was the least costly alternative from a lifecycle cost perspective.

Bedrock grouting entails drilling a grid pattern of holes through the earth overburden and approximately 4 m into the underlying bedrock beneath the structure locations and injecting cementitious grout under pressure into the fissures in the rock. This operation effectively seals the bedrock and substantially reduces hydraulic conductivity through the rock and into the open cut, which would provide a safe and relatively dry work environment and a stable underpass condition over the long term.

A peer review was conducted of the geotechnical data, the recommendation to make use of this technique, the probability of success and the reliability of the estimated costs. An experienced Ottawa-based geotechnical engineer, a hydro-geological consultant and a renowned expert in bedrock grouting were unanimous in supporting all recommendations put forward by the geotechnical consultant employed by the City. Although it was a considerably more expensive construction technique, it was technically sound.

As contemplated in the original Terms of Reference, the completion of the Functional Design Report provided the Baseline Budget for the project based upon a detailed Work Breakdown Structure for the grouted bedrock grade separation solution. The estimated cost including all related work, engineering and contingency, is $111M.

Investigation of Alternative Geometric Configurations

The updated estimated cost of grade separation was significantly greater than that envisioned at the ESR stage and prior to the discovery of the geotechnical difficulties in the bedrock structure. Therefore, secondary investigations were undertaken to see if there were other less conventional but feasible alternatives that could reduce the costs but still operate effectively from a transit and traffic perspective. Options involving realignments of the roads and Transitway corridors were developed at a conceptual level. The options are permutations of road and Transitway overpass and underpass arrangements that retain the railway in its existing vertical and horizontal alignment.

In general, the options were expected to result in a significantly lower level of traffic operations than the originally proposed option. With a less efficient system, there would be corresponding increases in travel time/delay, fuel usage and vehicular emissions. Functional cost estimates for these options were in the range of $69M to $82M. While less expensive than the original proposed option from the initial capital perspective, all of these alternatives would involve social impacts associated with the requirement to allocate extensive additional property within the Greenbelt for road/Transitway usage. These alternative alignments would be subject to environmental assessment wherein it was expected they would undergo vigorous opposition. Other possible options to investigate would be rail realignment and at-grade crossings of the railway.

Woodroffe Widening – Slack Road to the CN Track

It was considered prudent to proceed with the design for the widening of Woodroffe Avenue to a 4-lane rural cross-section between Slack Road and the CN tracks in order for the City to take maximum advantage of the subsidy provided under the Millennium Agreement. The conceptual cost estimate for this work, including engineering and contingency, is $6.5M (2001 dollars). Construction funding will be identified as part of the 2005 Capital Budget process.

Detailed Safety Assessments

The high costs of grade separations at the Woodroffe/Fallowfield location had effectively left the City without a viable solution and therefore, from a transportation network perspective, without an adequate north/south roadway facility across the Greenbelt for the South Urban Community. In addition, the potentially unsafe situation at both track crossings remained unresolved.

Despite an earlier refusal by CN to consider any at-grade crossing scenarios and considering the high costs, the lack of an adequate roadway facility across the Greenbelt, the safety issues at the crossing and the fact that all VIA trains now travel across both existing at-grade crossings at much reduced speed as they slow down for the new VIA Fallowfield Station, it was felt that it was in the City’s best interest to revisit the at-grade crossing option. This requires the undertaking of a Detailed Safety Assessment (DSA) for approval by Transport Canada.

A letter was sent to CN in January 2004 describing the City’s intention to undertake the DSA for at-grade crossings at the Woodroffe and Fallowfield locations. CN has subsequently responded positively in that they are willing to collaborate with the City in this venture. The City has initiated work on the DSA, which is expected to be completed by end of summer 2004.

The scope of the DSA includes 4 general traffic lanes plus paved shoulders, which will accommodate cyclists, an at-grade recreational pathway immediately to the east, as well as 2 Transitway lanes at-grade immediately to the west (Figures 2 & 3). This would provide the opportunity to complete a continuous 4-lane cross-section from the Woodroffe/Fallowfield intersection reconstruction completed in 2003 northerly to the existing 4-lane cross-section at Slack Road.

Figure 2: Railway Crossings

Figure 3: Woodroffe Avenue Railway Crossing

The DSA scope will also include the widening of Fallowfield Road to 4 lanes plus 2 bicycle lanes at-grade, as well as an at-grade recreational pathway immediately to the south and a 2-lane at-grade Transitway crossing of Fallowfield parallel to and east of the rail crossing (Figures 2 & 4). This would provide the opportunity to complete a continuous 4-lane cross-section from the Woodroffe/Fallowfield intersection reconstruction completed in 2003 westerly to the existing 4-lane cross-section at the Barrhaven Crossing Mall, and eventually connecting with the future widening of Fallowfield Road to 4 lanes westerly to Strandherd Drive.

Figure 4: Fallowfield Road Railway Crossing

Proposed Redistribution of Millennium Funding

In order to qualify for the Millennium subsidy funding which ends in March 2006, construction of the Woodroffe Avenue widening and both at-grade crossings including the localized widening, will need to be tendered in late 2004 or very early in 2005 with construction scheduled to be completed in 2005.

Assuming that at-grade crossings are permitted, decisions are required concerning the present $40M funding envelope allotted for the Woodroffe/Fallowfield Grade Separation sub-project in the Millennium Agreement. The at-grade crossings will require approximately $10M of the $40M allocated, leaving $30M remaining in available funding (which equates to $20.7M of Provincial and Federal share).

Staff has reviewed possible candidates that meet the Millennium constraints for redistribution of funding. It should be noted that the reallocation proposed is based on previously approved City-projects and are not new works. They are interrelated with the Millennium projects and had been discussed with the Province at the start of the funding negotiations, and hence they are not surprises to the City’s funding partners. The options for the City are as follows:

· Southwest Transitway Extension – Hunt Club Road/Sportsplex to Fallowfield

This project would provide an exclusive Transitway on lands to be acquired from the NCC immediately parallel to and west of Woodroffe Avenue. The facility would provide direct uninterrupted transit services from the existing bus-only lanes at the Nepean Sportsplex to the Fallowfield Transit Station and alleviate the necessity for 1,000 m of additional bus-only lanes associated with the Woodroffe Widening project. Modifications to the northbound bus-only and right-turn lanes on Woodroffe Avenue at Hunt Club are required to ensure proper transition between the proposed exclusive busway and the existing bus-only lanes north of Hunt Club Road. The Provincial Environmental Assessment is complete, however a Federal Environmental Assessment and property acquisition are required. Approximately $10M would be required to complete this project.

Building the Transitway separate from the main roadway of Woodroffe Avenue would have advantages for both transit customers and motorists, and would advance progress towards the City’s goals. Transit users would have a faster trip and more reliable service and additional road capacity would be provided for motorists. Transit service would not be subject to delays caused by traffic congestion or traffic signals on the main roadway, and motorists would not be subject to the restrictions to turns and to flexibility of a bus-only lane marked on the road.

This Southwest Transitway Extension is identified in the comprehensive Rapid Transit Network of the Transportation Master Plan, for implementation in Phase 1. It is one of two significant rapid transit corridors serving South Nepean, the other being the light rail transit (LRT) connection from the Barrhaven Town Centre to the activity centre of the Riverside South community across the Rideau River. The Transitway and LRT are mutually exclusive projects and both are required to serve Barrhaven residents. Planning for the LRT connection is currently underway as part of the North-South LRT Environmental Assessment Study.

· Terry Fox Bridge Deck Widening

This project was initially scheduled for construction in 2004, but was deferred to 2005 due to budgetary constraints. A legal agreement exists with the MTO requiring the City to carry out these works. Staff is awaiting Ministry of Transportation design approval for the structure, which is phase two of this project. Approximately $3M would be required for the completion of this project. It is a logical extension of the two existing Terry Fox Projects included in the Millennium Agreement. The project will remove a skew in the horizontal alignment, but more importantly will allow proper cycling lanes and pedestrian sidewalks across this busy traffic area.

It is a very important pedestrian bike link between the south Kanata residential quadrant and the Centrum Mall commercial area. Allowing safer passage for these users will further reduce vehicle usage in this vicinity.

The MTO will be doing maintenance works on its portion of the Overpass Bridge and coordinating this work within the framework of the City’s contract. This will minimize the overall disruption to the public.

· Fallowfield Road Widening – Holitman to Strandherd

This project is included in Phase 1 of the Transportation Master Plan and is a logical extension of the Fallowfield rail-crossing project presently included in the Millennium Agreement since it forms part of the adjacent transportation system. The Provincial Environmental Assessment is complete, however a Federal Environmental Assessment and property acquisition are required. The detailed design work is underway. Although this project requires approximately $22M to undertake, it is proposed that the remaining $7M of the surplus funding from the grade-separations project be used to widen Fallowfield westerly to approximately Greenbank Road.

At this time, there are remaining funds that can still be allocated to other priority projects if the Millennium Funding criteria are met. Staff is evaluating the options and a follow-up report to Committee on how best to utilize this $5M will be forthcoming.

Required Immediate Action

In order to take full advantage of the Millennium funding, the current requirement is that all project costs must be incurred before the end of March 2006. To meet this fast-tracked deadline, staff will have to immediately procure consultant services for the detailed designs of the above-noted projects. Delays in awarding these assignments will jeopardize the City’s ability to construct a portion of these projects during the 2005 construction season and could put the City at financial risk in having to wholly fund unfinished work. It is therefore recommended that the following consulting firms be awarded the design contracts, with justification for sole sourcing as described below:

Totten Sims Hubicki Associates (TSH)

Woodroffe Avenue At-Grade Crossing

· TSH is the original design consultant of record for the widening of Woodroffe Avenue from Slack Road to the CN tracks.

· TSH has recently been awarded an extension to this assignment to administer the Detailed Safety Assessment of at-grade crossings of the CN tracks by both Woodroffe Avenue and the SW Transitway.

Staff is requesting a further extension to the Woodroffe widening design assignment for TSH to carry out the final design and preparation of contract documents for tendering the 4-laning of the intervening section of Woodroffe Avenue (including track signalization work) between the southerly limit of the existing TSH assignment (1) and the existing Fallowfield Park & Ride signalized intersection completed in 2003. This will provide for a continuous 4-lane cross-section from Fallowfield Road north across the Greenbelt (Figure 3).

The estimated cost of this assignment extension is $275,000.

Southwest Transitway At-Grade Crossing

· TSH is also the design consultant for the Southwest Transitway from the Nepean Sportsplex to the CN tracks.

Staff is requesting an extension to the Southwest Transitway design assignment for TSH to carry out the final design and preparation of contract documents for tendering the intervening section of Southwest Transitway (including track signalization work) between the southerly limit of the existing TSH assignment (3) and the existing Fallowfield Transit Station and Park & Ride. This extension will also include the required modifications to the northbound bus-only and right-turn lanes on Woodroffe Avenue at Hunt Club. This will provide for a continuous exclusive transit facility from the Fallowfield Transit Station north across the Greenbelt to the Baseline Station (Figure 3).

The estimated cost of this assignment extension is $425,000.

TSH has completed all preliminary work in this area as a fundamental part of the above assignments (1 & 3) and is thus intimately familiar with the immediate area. The TSH team is in the best position to secure CN and Transport Canada approval for the Woodroffe and Transitway at-grade crossings, as well as Federal and Provincial environmental approvals, as an integral phase of the design process. In carrying out these design assignment extensions, they would represent the best value to the City based on their knowledge of the project, previous experience, and their resource availability to meet tight timelines.

Delcan Corporation

Fallowfield Road At-Grade Crossing

· Delcan is the original design consultant for the preliminary design for the widening of Fallowfield Road from Holitman Drive to the existing Fallowfield Park & Ride signalized intersection completed in 2003. This assignment included the detailed analysis of the preliminary design issues associated with the grade separation of both Woodroffe and Fallowfield with the CN tracks.

· Delcan was also the design consultant for interim works on Fallowfield Road between the CN tracks and the Fallowfield Park & Ride signalized intersection. This work provided interim relief to the car/track crossing safety problem as well as the Oriska Way transit connection.

Staff is requesting an extension of the Fallowfield Road assignment for Delcan to carry out the final design and preparation of contract documents for tendering the 4-laning of the intervening section of Fallowfield Road (including track signalization work) between the Barrhaven Crossing Mall (BCM) signalized entrance and the existing Fallowfield Park & Ride signalized intersection completed in 2003 (Figure 4).

The work will also provide identical services to the City for the Transitway link across Fallowfield parallel to the CN tracks linking into the existing Oriska Way connection (Figure 4). This will not only provide a continuous 4-lane cross-section from Woodroffe Avenue westerly to the Barrhaven Crossing Mall, but a continuous and exclusive transit facility from the south side of Fallowfield to the Transit Station and thence north across the Greenbelt.

Delcan has completed all preliminary work in this area as a fundamental part of the above assignments (1 & 2) and is thus intimately familiar with the immediate area. The Delcan team is in the best position to secure CN and Transport Canada approval for the Fallowfield at-grade crossings, as well as Federal and Provincial environmental approvals, as an integral phase of the design process. In carrying out this design assignment extension, they would represent the best value to the City by past local experience, present design team established, sufficient resources to meet tight timelines, and good working relationship with City staff.

The estimated cost of this assignment is $350,000.

Fallowfield Road Widening – Barrhaven Crossing Mall to Holitman Avenue

The assignments for final design and preparation of contract documents for tendering the widening of Fallowfield Road from Strandherd Drive to Holitman Drive have been awarded to those firms (Totten Sims Hubicki and the Ainley Group) that completed the preliminary design work. It is recommended that Delcan should similarly be awarded the final design assignment for the remaining portion of Fallowfield between Holitman and the Barrhaven Crossing Mall.

The estimated cost of this assignment is $250,000.

The above consultants have successfully completed similar assignments for the City. Please note that the above costs are estimates only and that formal proposals will be requested from the consultants upon Council’s concurrence. The City’s Supply Management Division will be involved in reviewing the proposals to ensure that rates are appropriate.

SUMMARY

As noted above, the City’s ability to capitalize on the existing Millennium funding is contingent upon several factors. They are summarized below for clarity:

1. Canadian National Railway approval of the at-grade crossing option on Woodroffe and Fallowfield is required. A decision is expected by end of summer 2004.

2. Federal and Provincial approval of the amendment to the Millennium Agreement is also required, including a time extension to March 2007. Federal officials have stated that approval of the time extension could take up to six months to obtain. The time extension is of particular concern with regards to the Southwest Transitway Project. By sole sourcing the design assignments, Staff is attempting to take full advantage of the existing funding window.

3. Federal Environmental Assessments, design approvals and property acquisition are required for some of the proposed projects. Both the National Capital Commission and Agriculture Canada have made verbal commitments to fast track the necessary approvals.

Staff will inform Council of any delays, beyond those identified in this report, which could jeopardize the City’s ability to take advantage of the available Millennium funding.

CONSULTATION/PUBLIC NOTIFICATION

Public consultation will be undertaken during the design phase of each of the proposed projects.

FINANCIAL IMPLICATIONS

Original approved estimates for Project 900940 Woodroffe/Fallowfield Grade Separation included spending authority of $40 million. This spending level was included in the original Millennium Agreement with senior levels of government. As documented in the report, due to geotechnical considerations, this project was deferred, and therefore was reduced by $10.8 million ($2.4 million City-wide reserve funding and $8.4 million development charge funding) as a contribution to the May 2003 Tax Grant Program. Reinstatement of the Millennium Fund spending authority is required to allocate associated subsidy to other projects. However, full reinstatement of the $10.8 million authority is not required, because in the 2004 Capital Budget, an additional $5.0 million authority beyond previously negotiated level, was approved for another Millennium funded project, Innes Road.

The recommendations of this report reinstate the City’s eligible spending by $0.8 million over 2004-2005 to attract senior level subsidy. The balance of $5.0 million will be the subject of a future report or budget deliberation.

Recommendation 1

No direct financial implications. See Recommendations 3 and 4.

Recommendation 2

Prior to approval of Capital Budget adjustments as listed in Recommendation 3, Project 902181 Terry Fox Overpass Bridge Deck Widening needs to be established. This project was previously included in capital forecasts.

Recommendation 3

Subject to City Council approval of Recommendations 1 and 2, spending authority and senior level subsidy are available for transfer in 2004, to the following projects:

a) 900280 Southwest Transitway: $1 million authority, $0.66 million subsidy. This project was previously forecast in 2003 Capital Budget for construction in 2005. The balance of required authority for construction is recommended for 2005 approval.

b) 902181 Terry Fox Overpass Bridge Deck Widening: $3 million authority, $1.98 million subsidy. This project was previously forecast in 2003 Capital Budget for construction in 2004, but excluded from the 2004 Capital Budget submission due to budgetary constraints.

c) 900044 Fallowfield Road Widening: $7 million authority, $4.62 million subsidy. This project was previously forecast in the Long Range Financial Plan for construction in 2007.

The net effect of transfers from this project will bring the revised total budget of the Woodroffe Fallowfield at grade crossing to $10 million, with $7.8 million subsidy.

d) Additional authority is pre committed in 2005 for project 900280 Southwest Transitway, including $9.0 million gross authority, funded with $5.94 million subsidy.

Recommendation 4

Transfers of approved subsidy and reserve funding, and allocation of additional development charge funding are required in 2004, as follows:

a) 900428 Innes Road – 417 to Blair and Orleans to Frank Kenny: $3.3 million subsidy. This project was approved for construction in the 2004 Capital Budget, including an additional $5.0 million beyond previously negotiated Millennium funding agreement level. Therefore, at the time of 2004 Budget approval, that additional $5.0 million did not attract subsidy. The impact of this report is to transfer subsidy from the Woodroffe Fallowfield project.

The balance of the required 2004 funding adjustments is described in Recommendations 4 b, c, and d.

Financial Impacts of Recommendations 3-4 are presented in table form in Appendix ‘A’.

Recommendation 5

Funds are available for the consulting assignments in the project accounts listed above.

DISPOSITION

Staff will immediately proceed with the award of the design assignments to Totten Sims Hubicki and Delcan Corporation upon Council’s approval of the above recommendations.

SUBJECT:	WOODROFFE / FALLOWFIELD GRADE SEPARATION - REALLOCATION of Millennium Funding

OBJET :	SAUT-DE-MOUTON SUR WOODROFFE / FALLOWFIELD - RéAFFECTATION DU FONDS DU MILLéNAIRE