1. WEST TRANSITWAY EXTENSION (SOUTHWEST TRANSITWAY TO PINECREST) VALUE ENGINEERING STUDY RECOMMENDATIONS

RECOMMANDATIONS DE L'ÉTUDE ANALYTIQUE DE LA VALEUR DE LA PROLONGATION DU TRANSITWAY DU SECTEUR OUEST (TRANSITWAY DIRECTION SUD-OUEST JUSQU'À PINECREST)

COMMITTEE RECOMMENDATIONs as amended

That Council approve the following:

1. Receive the results of the West Transitway Extension (Woodroffe to Pinecrest) Value Engineering Study;

2. That an Environmental Assessment be initiated to convert the equivalent of one lane in each direction within the 417 corridor to complete the Transitway and this be a solution pursued, as well as other routes that do not include demolition of homes.

3. That before the Ontario Government considers widening of any controlled access highway within or immediately contiguous to a major urban metropolis, that transit solutions have been fully explored with the municipality affected.

4. a. staff be directed to provide notice to the Owners of the properties listed on Schedule “A” to this Motion that the City will consider requests by Owners that the City purchase their property;

b. where requested in writing by an Owner to do so, staff will negotiate with the Owner with a view to a City purchase of the property;

c. the negotiations are to be based on an independent appraisal of fair market value, and on a willing seller-willing buyer basis;

d. where staff is satisfied that a fair market value price has been agreed upon, the City will purchase that property, subject to the acquisition approval process applicable to the purchase (Council or delegated Authority); and

e. acquisitions of any properties listed on Schedule “A” be funded from the Transit Capital Reserve.

Schedule “A”:

· 2496 Roman Avenue

· 2500 Roman Avenue

· 2506 Roman Avenue

· 2512 Roman Avenue

· 2514 Roman Avenue

· 2516 Roman Avenue

· 2522 Roman Avenue

· 2526 Roman Avenue

· 2532 Roman Avenue

· 2536 Roman Avenue

· 2540 Roman Avenue

· 2542 Roman Avenue

· 2546 Roman Avenue

· 2550 Roman Avenue

· 2554 Roman Avenue

· 2558 Roman Avenue

· 2562 Roman Avenue

· 2570 Roman Avenue

· 2576 Roman Avenue

· 2580 Roman Avenue

· 2584 Roman Avenue

· 2588 Roman Avenue

· 2592 Roman Avenue

· 2596 Roman Avenue

and 1063 Hindley Avenue

recommandations modifiées du comité

Que le Conseil approuve ce qui suit:

1. examine les résultats de l'étude analytique de la valeur de la prolongation du Transitway du secteur Ouest (Woodroffe jusqu'à Pinecrest).

2. qu’une évaluation environnementale sera entreprise de la transformation de l’équivalent d’une voie dans chaque direction dans le couloir de la 417 en vue de compléter le Transitway et que l’examen de cette solution, ainsi que d’autres tracés ne comportant pas la démolition de résidences, sera poursuivi.

3. que les solutions de transport en commun soient examinées à fond avec la municipalité concernée avant que le gouvernement de l’Ontario envisage l’élargissement d’une route à accès limité qui se trouve à l’intérieur ou à proximité immédiate d’une grande agglomération urbaine.

4. a. qu’il soit prescrit au personnel de signifier aux propriétaires des biens-fonds figurant à l’annexe A de la présente motion un avis les informant que la Ville prendra en considération leurs demandes de vente de leur bien-fonds à la Ville;

b. que le personnel, sur la demande écrite d’un propriétaire à cet effet, négocie avec lui en vue de l’achat de son bien-fonds par la Ville;

c. que de telles négociations soient fondées sur l’évaluation par un expert indépendant de la juste valeur marchande du bien-fonds et sur la base d’une vente de gré à gré;

d. lorsque le personnel est convaincu que le prix convenu correspond à la juste valeur marchande, que la Ville achète le bien-fonds, sous réserve du processus d’approbation des acquisitions qui régit de tels achats (approbation par le Conseil ou par voie de délégation de pouvoirs);

e. que l’acquisition de biens-fonds figurant à l’annexe A soit financée à partir de la réserve d’immobilisation du transport en commun.

Annexe A :

· 2496, avenue Roman

· 2500 avenue Roman

· 2506 avenue Roman

· 2512 avenue Roman

· 2514 avenue Roman

· 2516 avenue Roman

· 2522 avenue Roman

· 2526 avenue Roman

· 2532 avenue Roman

· 2536 avenue Roman

· 2540 avenue Roman

· 2542 avenue Roman

· 2546 avenue Roman

· 2550 avenue Roman

· 2554 avenue Roman

· 2558 avenue Roman

· 2562 avenue Roman

· 2570 avenue Roman

· 2576 avenue Roman

· 2580 avenue Roman

· 2584 avenue Roman

· 2588 avenue Roman

· 2592 avenue Roman

· 2596 avenue Roman

et 1063 avenue Hindley.

Documentation

1. Deputy City Manager, Planning, Transit and the Environment report dated 22 April 2008 (ACS2008-PTE-PLA-0058).

2. Extract of draft Minutes, 7 May 2008.

Report to/Rapport au :

Transit Committee

Comité des services de transport en commun

and Council / et au Conseil

22 April 2008 / le 22 avril 2008

Submitted by/Soumis par : Nancy Schepers, Deputy City Manager/Directrice municipale adjointe,

Planning, Transit and the Environment/Urbanisme, Transport en commun et Environnement

Contact Person/Personne ressource : Vivi Chi, Manager/Gestionnaire, Transportation and Infrastructure Planning/Planification, Transport et Infrastructure

Planning Branch/Direction de l'urbanisme

(613) 580-2424 x21877, vivi.chi@ottawa.ca

Bay/Baie (7), College (8)

Ref N°: ACS2008-PTE-PLA-0058

SUBJECT:	WEST TRANSITWAY EXTENSION (Southwest transitway TO PINECREST) VALUE ENGINEERING STUDY RECOMMENDATIONS

OBJET :	RECOMMANDATIONS DE L'ÉTUDE ANALYTIQUE DE LA VALEUR DE LA PROLONGATION DU TRANSITWAY DU SECTEUR OUEST (TRANSITWAY DIRECTION SUD-OUEST JUSQU'À PINECREST)

REPORT RECOMMENDATION

That Transit Committee recommend Council:

1. Receive the results of the West Transitway Extension (Woodroffe to Pinecrest) Value Engineering Study.

2. Direct staff to undertake an Environmental Assessment to consider revisions to the approved Transitway, including alternate Queensway alignments, from the Southwest Transitway to Pinecrest Road.

RECOMMANDATION DU RAPPORT

Que le Comité du transport en commun recommande au Conseil :

1. d'examiner les résultats de l'étude analytique de la valeur de la prolongation du Transitway du secteur Ouest (Woodroffe jusqu'à Pinecrest).

2. de demander au personnel d'effectuer une Évaluation environnementale afin d'examiner la possibilité de modifier le plan approuvé du Transitway, y compris les différents tracés le long du Queensway, de l'extrémité Sud-Ouest du Transitway jusqu'au chemin Pinecrest.

BACKGROUND

On 12 September 2007 Council approved the following motion:

Undertake a feasibility/Value Engineering study by 31 December 2007, to an upset value of $75,000, to determine the most cost-effective solution for the Woodroffe to Pinecrest section of the West Transitway Extension, and then amend the approved EA as appropriate, with any modification of the EA commencing immediately after the study is approved by Committee and Council with a completion time frame of 6 to 12 months.

This report responds to this motion and presents, for Committee and Council discussion, several key issues associated with the implementation of the West Transitway from Woodroffe Avenue to Pinecrest Road. The Value Engineering (VE) study was completed at a cost of $83,860.20, including a Ward meeting and additional life-cycle cost estimates.

DISCUSSION

Background

In 1994 the former Region completed the Environmental Assessment (EA) for the West Transitway Extension from Woodroffe Avenue to Acres Road. The recommended plan was for a grade-separated facility approximately four kilometres long located on the north side of the Queensway for most of its length. The only section not adjacent to the Queensway was that in the vicinity of Connaught Avenue where it was identified as a cut-and-cover tunnel section extending part way into the National Capital Commission (NCC) Pinecrest Creek corridor to connect to the Southwest Transitway.

The West Transitway Extension EA included an extensive public consultation process that spanned the full two years from Spring 1991 to Spring 1993. The formal consultation included four open house meetings and two additional community meetings in the Spring of 1993, with a total cumulative attendance of 1410 to those meetings.

The tunnel solution was developed as a mitigation measure to address public concerns regarding the disruption to the community and adjacent greenspace. The planned solution requires the removal of three homes on Connaught Avenue, a ventilation system for the closed tunnel section and the provision of a storm water pumping station to ensure that intense storms do not flood the Transitway. The three homes on Connaught Avenue have since been purchased by the Region/City for this project and are currently rented.

The Woodroffe to Pinecrest section, illustrated below in Figure 1, is 1.6 kilometres long and includes the above-noted cut-and-cover tunnel. This section is the last remaining segment of the West Transitway extension awaiting construction east of the Bayshore Station. The City’s 2003 Ottawa Rapid Transit Expansion Plan (ORTEP) report estimated the cost to construct this section at approximately $112M. Given the anticipated cost for this relatively short section of Transitway, it was thought prudent to explore more cost effective options that provide a similar function prior to making any decisions regarding its implementation. Accordingly, on 12 September 2007 City Council directed staff to undertake a Feasibility/Value Engineering (VE) study.

Figure 1 – West Transitway (Woodroffe to Pinecrest), 1994 EA

Value Engineering

A three-day workshop was held from January 22 to January 24, 2008 to analyse functional requirements, generate and evaluate ideas, and compare alternative value enhancements to move forward with the project.

The Value Engineering methodology is an interactive team approach that focuses on the functions that the project must deliver in order to achieve the needed balance between competing objectives and perspectives. For this project, the workshop participants developed a common understanding of the problem and defined their expectations. Both the Ministry of Transportation (MTO) and the National Capital Commission (NCC) were invited to participate in the three-day workshop, but were unable to attend. MTO staff did attend the study wrap up meeting and a detailed briefing. With this knowledge, the workshop participants were able to identify plausible ideas for consideration by Council.

It is important to recognize that the recommendations from the VE Team represent the consensus of the team following three days of intensive review. The VE study is also a scoping and brainstorming exercise, with the assistance of City of Ottawa staff, that creates an improved project understanding as a lead to the next phases of the project. These short listed ideas are proposed to be analyzed further, subsequent to the VE Team’s review, in the next steps towards implementation.

Project Cost Estimate Update

The project cost estimate was addressed as the initial activity of the VE study to establish a baseline for the comparison of options and alternatives. The most recent cost estimate of $112M, developed prior to the VE study, originated with the ORTEP study of 2003 and reflects the level of detail and costing known at that time (unescalated costs).

Using 2007 contract pricing from the adjacent West Transitway contract (Cont No. ISB07-6001 West Transitway Extension Bayshore Transit Station to Pinecrest Road), an updated capital budget of $138M was developed as a new baseline cost estimate for use during the VE study. The review of the project during the VE study indicated that the complexity of the project warrants a detailed review of the project sub-components at a level not possible in a three-day VE study and is better associated with the next step in the implementation of the project. Key project sub-components warranting further study included major sanitary and storm sewer relocations, watermain relocations, permanent stormwater pumping systems, and the associated upstream and downstream costs.

Transit Improvements – Short Term

In the short term, the VE team identified two high priority needs: providing reliable transit travel times, and the achievement of more competitive travel times in comparison to the auto mode, that were identified as performance measures for high quality transit performance.

Under the current operational environment the eastbound trips that access the Transitway system via Highway 417 and the Queensway Station are in the most need of improvement with respect to both reliable travel times and reduced travel times. Delay for westbound trips is less significant but still falls short of the quality expected of the mainline service on the Transitway network. In the eastbound direction, free-flow movements could be provided using the existing Pinecrest north to Highway 417 east ramp. Delays occur today once buses are required to merge from the on ramp into the main traffic lanes where they join the general traffic congestion, which occurs on a daily basis.

Fig 2 – Existing Bus Operations

An alternative that could bypass the current situation would be to introduce an eastbound bus lane beyond the north to east ramp that would improve the movement of buses to the Queensway Station. The fifth lane could be continuous from the Pinecrest on-ramp to the direct connection into the Queensway Station, and would allow busses to remain in their own lane. This could remove 30 to 60 seconds of delay from the current bus travel time, for almost all transit trips from Kanata-Stittsville to the central area of the City. This lane then connects to the Southwest Transitway via an existing ramp that allows turns to both the north and south.

In order to provide similar flexibility for the bus movements in the westbound direction, a new ramp could be constructed to the north east of the Queensway Station. Busses from Lincoln Fields would continue to use the existing ramp. Westbound buses could make use of a new westbound lane from the Queensway Station, which could connect to the 417 off-ramp at Pinecrest and directly to the new Transitway access ramp, now under construction.

The interim transit facility described above is shown in Figures 1A and 1B of the attached Document 1: West Transitway Extension - Value Engineering Study, Executive Summary. Due to the recent completion of the Queensway Environmental Assessment by the Ministry of Transportation it has been possible to better determine the impact of these potential modifications on the long-term plans for Highway 417. The key modifications to Highway 417 between the Pinecrest Interchange and the Woodroffe Interchange proposed by the MTO EA are the adjustment of the on and off ramps to accommodate four lanes for each direction on the Queensway. This future work can be accommodated within the current Highway 417 lands.

The above described interim transit project could improve service while the final planning, approvals, property acquisition and detailed designs move forward on the permanent Transitway system between Pinecrest and the Southwest Transitway.

Preliminary cost estimates are in the order of $25M. Since the additional lane would be configured in accordance with the long-term plans for Highway 417 it will be possible to negotiate agreements for cost recovery and coordinate the work with the Ministry of Transportation.

Transit Improvements – Medium Term

In the westbound direction, building a connection from a Highway 417 bus lane to the permanent Transitway at the Pinecrest Interchange could remove the delays associated with the current Highway 417 off-ramp terminal intersection at Pinecrest. This interim project could utilize bus lanes on Highway 417, providing free-flow movement from the Queensway Station to the Transitway at Pinecrest. Time savings of 30 to 45 seconds, for almost all transit trips from Kanata-Stittsville to the central area of the City, could be achieved at a low throwaway costs since most of the construction would be part of the ultimate Transitway. Further analysis of the cost/benefit of this subproject are recommended to determine if it is advisable to build this stage, and put it into service, or move directly into the permanent Transitway.

The interim transit facility described above is shown in Figure 2 of the attached Document 1.

Preliminary cost estimates for this stage are in the order of $50M.

Transit Improvements – Long Term

The examination of the current plan for the West Transitway found two key areas of cost and complexity: low tunnel sections that must have all storm water pumped from them, and major relocations of sanitary sewers, storm sewers and watermains.

The VE team identified an alternative to the tunnel approach for the eastern half of the connection to the Southwest Transitway. This option parallels Highway 417 and could involve the purchase of 25 residential properties on Roman Avenue that back onto the Queensway. This alternative has lower capital costs, bundles the transportation facilities with the Queensway corridor to confine social and environmental effects.

Figure 3 – Alignment Recommended for Review

This alternative eliminates the tunnel under Connaught Avenue and the associated watermain, storm sewer and sanitary sewer conflicts. The cost estimates indicate that the alternate alignment is less than half the cost of the currently approved alignment, for the section between the OC Transpo Garage and the Southwest Transitway, due to the substantially simplified Transitway design. In addition to the reduced one time capital costs an analysis of the long term life-cycle operating and maintenance costs have produced an estimate of net present savings in the order of $10M to $15M, for the same Transitway section.

Preliminary capital cost estimates for this alternate alignment, including property costs, are in the order of $18M. The existing plan with the Connaught Avenue tunnel with its associated pumping and ventilation systems, from the 1994 EA, is currently estimated at $49M for the same Transitway section. These estimate comparisons are detailed in the following Table.

Cost comparisons for the West Transitway Extension

(OC Transpo Garage to the Southwest Transitway)

1994 EA – Tunnel Plan		VE Study – Alternate Alignment
Estimated construction cost	$49M	Estimated construction cost	$18M
Estimated life-cycle cost (30 year)	$21M	Estimated life-cycle cost (30 year)	$6M
Total	$70M		$24M

All permanent Transitway alignments that were considered during the VE study are compatible with Light Rail Transit (LRT) conversion.

Figure 4 – Conceptual West Transitway connection to the Southwest Transitway at the Queensway Station, based on the alternate Queensway alignment

ENVIRONMENTAL IMPLICATIONS

Environmental Assessment

The alternate Transitway alignment along the north side of Highway 417, proposed by the VE study, will require analysis and consultation in an EA process. The Class process is recommended rather than an Addendum to the 94 EA because the new municipal class EA process was approved in 2007 and includes rapid transit corridor studies, that is the recommended approach for the review of this proposed change in alignment for the West Transitway. The study would include the work necessary to produce a harmonized Federal-Provincial EA document due to the need for access to NCC property in the Pinecrest creek corridor. A study of this nature is normally expected to take place over 12 to 18 months, that would accommodate technical studies and public consultation.

The processes and procedures that would be followed in a Class EA of the West Transitway are the same as those used for major arterial road projects. It would include forming a Public Consultation Group for detailed consultation with the most directly affected members of the public and conducting study Open House meetings.

The interim bus lane projects proposed in the Highway 417 corridor would require an environmental assessment in coordination with the Ministry of Transportation. The Highway 417 EA from Anderson Road to Highway 416 is complete but not yet approved so any portions of that proposed project which support the bus lane alternative would need independent approval as part of the interim transit alternative.

Stormwater Management

The VE study highlighted the relocation of major storm sewers as an area of risk that warrants closer investigation and evaluation. The update to the preliminary design will include a detailed investigation of the currently proposed storm siphon and advise if alternative methods or routings are possible. This work is common to all alternatives.

Noise

Noise projections and mitigation are an essential component of Transitway planning and design and will be included in the update to the preliminary design and any environmental assessments.

Air Quality

Air quality projections will form an essential component to the evaluation of alignment alternatives in any environmental assessment.

CONSULTATION

On Monday, 17 March 2008 a public information meeting was held at Severn Community Public School. The Ward Councillor and the Queensway Terrace North Community Association arranged the meeting. Approximately 70 area residents attended the meeting, with 55 signing in.

The key recommendations from the Value Engineering Study were presented and discussed including the proposal to formally study the alternate alignment along the Queensway. The residents in attendance expressed their concern that any review of a new Transitway route could put any plans they had for their homes on hold. It was explained that a study could be 12 to 18 months in duration.

During the West Transitway EA in the early 1990s an alignment along the Queensway was very controversial. Strong public opposition at that time prompted the development of the Connaught tunnel alternative. Based on the comments at the information meeting, calls received since the meeting, and discussion with representatives from the Community Association there continues to be opposition to a review of a Queensway alignment.

National Capital Commission

Both alternatives to connect the West Transitway to the Southwest Transitway must cross the Pinecrest Creek corridor that is owned by the NCC. NCC staff are aware of the VE study and its recommendation to evaluate an alternate alignment. Should a new study move forward, NCC staff have advised that additional discussions and presentations to their Advisory Committee on Planning, Design and Realty (ACPDR) will be required.

Ontario Ministry of Transportation

All alternatives include the use of portions of the Highway 417 corridor. MTO staff are aware of the VE study and its recommendation to evaluate an alternate alignment and interim transit facilities in the Queensway corridor. MTO staff indicated that proposals without impacts on the recommended final configuration of the Queensway, detailed in the Highway 417 EA, might be considered. Further discussions will be required to gain agreement on the scope and terms of an agreement to formally study an interim transit facility in the Highway 417 corridor, or to cost share on any components of the ultimate Queensway that are constructed.

FINANCIAL IMPLICATIONS

Funding for the detailed design of the West Transitway (Southwest Transitway to Pinecrest) was identified in the 2008 budget in Account 904688, with $12M available.

The identified funds are sufficient to update the preliminary design and conduct the recommended environmental assessments.

Additional authority to fund the construction of the West Transitway or any interim bus lanes are subject to confirmation during preliminary and detailed design, and future budget submissions.

SUPPORTING DOCUMENTATION

Document 1 – West Transitway Extension Value Engineering Study (Executive Summary)

DISPOSITION

Following Committee and Council approval, the following activities will be undertaken:

Development of an EA study Statement of Work for presentation to Transit Committee.
An update to the functional design to confirm the cost estimate for each component of the project, including major utility relocations. The updated functional design is the key input to the environmental assessment studies, and will inform any subsequent detailed designs.
Initiate the RFQ/RFP process for consultant services, based on the approved Statement of Work, and proceed with a Class environmental assessment on the West Transitway from the Southwest Transitway to Pinecrest Road regarding alignment alternatives along Highway 417, and for the interim bus lane alternatives on Highway 417, with the participation of the Ministry of Transportation.
A detailed design in accordance with the findings of the functional design as modified by the environmental assessment of the Transitway and interim bus lanes.

The City of Ottawa has initiated the West Transit way Extension Value Engineering Study to re-examine the east half of the EA study from 1994.

Executive Summary

The West Transitway Value Engineering Review was carried out from January 22 to 24, 2008 by a diversified independent team of engineering and planning specialists. The VE team was asked to question all previous decisions, and provide the City of Ottawa with independent advice that would serve the transit objectives of the City as well as focus on the areas of the project that provide the best value.

The VE team utilized several techniques to review the project from first principles and develop a list of VE proposals that the City can consider for carrying the project forward. These proposals are described below in the following categories:

Project Cost Estimate Update

It was recommended that the cost estimate developed in the early 1990’s be updated to reflect current tender prices and areas of the design which may not have been captured as high cost in the initial WBS cost estimate. One element that should be reviewed to ensure a reasonable cost is the large 1500 mm diameter watermain that runs alongside Pinecrest Creek and intercepts the NCC/Connaught Avenue tunnel. This watermain is a major feedermain from the filtration plant that services Ottawa. It cannot be taken out of commission for any length of time; therefore, if it had to be moved, a new feedermain would first need to be constructed. In addition, the profile of the EA design is set low to accommodate the tunnel design and requires siphons for a storm sewer and sanitary sewer. This system will present a significant risk to service reliability and may not be acceptable to the City - which in turn may require consideration of alternative diversions at a higher cost. Furthermore, drainage of the Transitway by gravity is impossible, thus requiring pumping for the entire proposed length. This would have a significant impact on capital and long term maintenance costs.

Using contract pricing from the adjacent Transitway contract (Contract No ISB07-6001 West Transitway Extension Bayshore Transit Station to Pinecrest Road), an escalated capital budget of $138 million (excluding design costs) was tabled as a ballpark value of a more probable cost. This cost was used to establish the order of potential magnitude by the VE Team. It led to a recommendation that the City should update the baseline cost estimate, including design costs, possibly as the next activity for any EA update, to allow more informed decisions on budgeting.

Project Implementation

The VE Team recommended that the project be divided into two projects – short term and long term improvements. Initially the focus should be on short term, lower cost improvements achieved through relatively free-flow operation with bus lanes along the Highway 417 corridor which tie into the Transitway section that will be completed in 2008 (Bayshore Transit Station to Pinecrest Road). The long term goal will be to provide a dedicated alignment for exclusive transit use.

This staged approach will both reduce and defer the capital cost of the project that is currently estimated at more than $130 million for the existing approved project. However, the team confirmed the need to plan and protect an ultimate plan for implementation. A potential trigger to construct the entire controlled access connection to the Southwest Transitway may be transit oriented redevelopment in the area, a complete transition of the system to LRT technology, or redevelopment.

Short term improvements should focus on maximizing the operation within the Highway 417 corridor, where a bus lane system can be implemented with few property impacts and at a significantly lower capital cost. A current decision, unknown at the time of the original EA, is the confirmation of the MTO’s long range property protection for an 8-lane basic cross-section in this corridor. The Team validated that the Queensway station and bus lanes can be developed to integrate with this MTO plan, with few properties being impacted and at a much lower capital cost. Deferring major capital costs and providing high service will allow transit investment in areas with the greatest need.

Transit Operational Improvements - Short Term

For short term improvements, the team identified two high priority needs: providing consistent travel time and perceptibly shorter travel times in comparison to auto travel. Both were judged as the performance measures for high transit performance and both may be met by implementing Stage 1 and Stage 2 as described below.

Stage 1: Transit vehicles travel in the Highway 417 Corridor (Figures 1A & 1B).

In the eastbound direction, free-flow movements can be provided using the existing Pinecrest Road to Highway 417 (N-E) ramp. Currently, delays occur on a daily basis due to buses merging into the through traffic lanes where they are constrained to the speed of the congested traffic. A practical and easily implementable alternative, which also accommodates MTO’s planned widening to a fourth lane, is to bypass the current situation by introducing a fifth eastbound lane beyond the N-E ramp that would significantly improve the movement of buses to Queensway Station. The fifth lane would be continuous from the Pinecrest on-ramp to a direct connection to the existing bus only exit lane at Queensway Station, and will not require any lane shift for bus drivers. This lane would be shared in part with general traffic as vehicles cross from the S-E on-ramp to the freeway through lanes. This could improve the current bus travel time by 30 to 60 seconds. This lane terminates with a stop condition at the Southwest Transitway junction where buses can turn either north to Lincoln Fields Station or south to Baseline Station (Figure 1A).

This alternative would constitute a new type of merge/diverge bus lane treatment in Ottawa, and should include overhead signage to advise drivers of the transition. This scheme provides free-flow movements at a low capital cost.

In order to provide a similar flexibility for bus movements in the westbound direction, a new S-W inner loop ramp will need to be constructed in the northeast quadrant at Queensway Station. N-W bus movements will utilize the existing ramp. Westbound buses will then take advantage of a new westbound fifth lane from Queensway Station which will align with the existing Highway 417 off-ramp to Pinecrest Road (Figure 1A).

If the S-W ramp connection is to pass through the upper westbound Queensway Station (UWQS), and the MTO’s plans for a fourth lane are to be accommodated, then significant costs will be incurred to demolish the UWQS, extend the structure to the north and then rebuild the UWQS facility.

This cost can be avoided by building the required structure and ramp configuration in Stage 1, in order to accommodate this movement in Stage 3 (Figure 1B).

Stage 2: Westbound transit vehicles exit the Highway 417 corridor to the permanent Transitway alignment. Eastbound buses remain in the Highway 417 corridor (Figure 2).

In the westbound direction, building a connection to the ultimate Transitway can remove the delays associated with the current Highway 417 off-ramp terminal at the Pinecrest intersection. This improvement can utilize the Stage 1 westbound bus lanes in the freeway corridor, allowing them to exit prior to the Highway 417 off-ramp deceleration lane and providing free-flow movement of buses from Queensway Station to the West Transitway at Pinecrest Road. Time savings of 30-45 seconds can be achieved with no throw-away costs, as this will be part of the ultimate Transitway construction (Figure 2).

A phasing of this could be to utilize the at-grade Pinecrest intersection.

A second eastbound short term operational improvement for consideration is a dedicated bus-only lane developed on the Pinecrest N-E ramp. This would be grade-separated with Pinecrest Road and include a tightening of the S-E ramp (similar to the modification constructed in the northwest quadrant). This option provides a better bus operation but has a significantly higher capital cost.

Both stages should be investigated in greater detail (including discussion with the MTO) as part of an interim alternative EA.

Transit Operational Improvements - Long Term

In the long term, a dedicated alignment should be protected. The VE Team supported the original EA design which includes a tunnel, and the City should protect this corridor. This design has a significant impact on the NCC owned Pinecrest Creek corridor and in order to accommodate the required grades at the Southwest Transitway junction and Pinecrest Creek crossing, the easterly portal of the tunnel must be elevated well above this recreational parkland where the physical and visual impact must be ‘buried’ with extensive grading. There are also two locations with utility conflicts that result from the tunnel profile which may have high costs and associated risks (life safety or flooding).

The VE team recommended that an alternative to the tunnel approach be investigated as part of an EA update. This approach would be to review an alternate alignment (Alternative A) that had been considered in the original EA and was ranked high but was rejected due to community disruption and public comment.

Stage 3: Permanent Transitway extended easterly and parallel to Highway 417 corridor to multi-directional connection to the Southwest Transitway (Figure 3).

This option parallels the freeway and would involve the purchase of 24 residential properties along the north side of the Highway 417 right-of-way (Figure 3). An advantage of this alignment is that it bundles the transportation infrastructure into a common corridor, which minimizes social impacts (except the direct impacts to individuals). This alignment eliminates all environmental impacts to the Pinecrest Creek corridor and the creek itself. It also eliminates the depressed profile at Connaught Avenue (the tunnel), which avoids the watermain, storm sewer and sanitary sewer conflicts, and it has much lower capital and long term maintenance costs.

The opportunity that exists today, which did not exist at the time of the original EA, is to reduce the effect on homeowners by choosing short term operational improvements (Stages 1 & 2) and then staging the long term plan (Stage 3) in the decades to come. This can allow these houses to be purchased incrementally over time, as they are put on the market by willing sellers. This option can be compared to a modified tunnel option as part of an EA update study.

Table A provides a brief summary of the components of each Stage as well as consideration of compatibility with future light rail transit (LRT) and probable costs.

EA Implications

The VE Team recommended that a new Environmental Assessment (EA) for this section should be undertaken, using the current Class EA which now includes transit projects. This will allow the City to plan immediate operational improvements, as well as revisit the ultimate plan to ascertain if a more appropriate plan exists that integrates the MTO Highway 417 and the City of Ottawa transit plans.

Value Engineering was used by the Team to define the necessary project requirements and prioritize ideas that could improve the value of the project, therefore ensuring the most reasonable design alternatives are carried forward.

These design alternatives identify implementable alternatives for both short term and long term high value improvements

Project Implementation

Project implementation improvement ideas included:

SP-01

o Develop a staging plan for the original EA design

ST-06A

o Defer Connaught Tunnel indefinitely

o Split transit service on north and south sides of Highway 417

o Eliminate congestion delays

ST-06B

o Stage the project with a lower cost interim phase

o Interim phase can be staged to defer the Connaught Tunnel

o Utilize split roadways

o Use a westbound grade separation at Pinecrest Road (basketweave)

Transit Operational Improvements

Interim transit operational improvement ideas included:

RT-13B

o Build alignment F with eastbound buses accessing Transitway through existing ramp network

o Low cost interim alignment to ensure bus priority

ST-20

o Utilize Queensview Drive for Transitway and relocate Pinecrest station to northwest quadrant

RT-13A

o Build alignment F and replace eastbound tunnel with a basketweave structure under the Pinecrest S-E ramp

o Low cost interim alignment to ensure bus priority

Ultimate transitway operational improvement ideas included:

§ ST-32

o Construct transitway adjacent to Highway 417 on north side by removing houses on south side of Roman Avenue, to eliminate tunnel and park crossing (Alternative A)

§ ST-28

o Use existing E-N/S and Transitway Ramps as Diamond IC ramps at Pinecrest Road

Station Design

Station design ideas included:

AS-01

o Interim eastbound/westbound split system with the Baxter Station at-grade on each side of Highway 417

AS-05

o Build kiss-n-ride for station drop-off/pick-up

AS-08

o Defer pedestrian bridge with split station

TR-01

o Revise the Pinecrest Road ramp to improve pedestrian crossing

TR-04

o Integrate Baxter Station with adjacent development using P3

TR-17

o Provide multi-use pathway on north side of Highway 417

TR-06

o Eliminate Baxter Station

Tunnel Design

Minor improvements to the original tunnel design were considered and should be revisited in the EA update. These modifications could include:

MI-01

o Lower tunnel within NCC property

MI-04

o Build a vegetative landscaped berm along open cut

Minor Design Elements

Other design improvements that should be investigated include:

OT-06

o Provide a new storm outlet

DP-01

o Incorporate full accessibility

DP-12

o

This report documents the Value Engineering process and presents the best ideas to improve the value of the new expansion.

Update vehicle design (LRT) standards to consider modern technology

DP-03

o Use rigid concrete pavement

DP-13, TR-14, TR-15

o Implement ITS architecture to automate the planning and management functions and provide real time information to transit users

AS-07

o Expand upon inclusion of retail uses within stations

The study utilized the 6-phase job plan of SAVE International to define the necessary project requirements and prioritize elements. This was achieved through the three VE primary stages: pre-workshop activities, workshop efforts and post-workshop activities.

The pre-workshop activities included data collection, analyzing and reviewing study materials supplied by the Design Team and model development, which established the primary elements of the project design proposal.

A 3-day workshop was held from January 22 to January 24, 2008 to analyze functional requirements, generate and evaluate ideas, and compare alternative value enhancements to move forward with the project.

The post-workshop activities involved finalization of ideas, refinement of ideas short-listed by the VE Team, screening by the owner and design team of which ideas to possibly implement, and the preparation of this report.

This VE Review presents the consensus of the independent Team, based on the results of the Workshop session. This report is intended to focus on a detailed review of the elements of the project that appear to offer the best opportunity to improve value.

The Value Engineering methodology is an interactive team approach that focuses on the functions that the project must deliver in order to achieve the needed balance between competing objectives and perspectives. For this project, the Workshop participants developed a common understanding of the problem and defined their expectations. With this knowledge, they were able to identify plausible ideas for consideration by the owner and Design Team. This report documents the process utilized to generate and refine these ideas. The Design Team is encouraged to fully consider and weigh out the merits of each idea to maximize the value of the project.

Context of the VE Review

It must be recognized that the proposals and recommendations from the VE Team represent the consensus of the team following 3 days of intensive review. These recommendations will be the subject of a more detailed review and analysis with further investigations that will provide a basis and direction for further study. They represent a scoping and brainstorming exercise utilizing City of Ottawa and OC Transpo staff for project understanding as one of the phases of the study. These short listed ideas are expected to be analyzed further, subsequent to the VE Team’s review.