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5. west transitway extension from bayshore station to west of moodie drive: Noise barrier Funding and Proposed Implementation schedule
PROLONGEMENT DU TRANSITWAY DU SECTEUR OUEST DE LA STATION BAYSHORE JUSQU’À L’OUEST DE LA PROMENADE MOODIE: financement de l’écran ANTIBRUIT et calendrier proposé de mise en œuvre
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That Council:
1. Receive this report for information; and,
2. Direct staff to advance the timing of the proposed implementation schedule of the recommended plan as a result of the Federal Government’s purchase of the Nortel Moodie campus.
3. Approve that the Legal / Risk Management comment be amended to read as follows:
“Since the interim connection to Moodie Drive is not being constructed in Phase 1, the Transitway cannot be put into service until the completion of Phase 2. The construction of Phase 2 requires approximately 1.2 hectares of NCC Greenbelt land. The NCC is currently undertaking their Greenbelt Master Plan Review and will not be in a position to approve the sale of the requested property until after the review is completed, which is expected sometime in 2012. Phase 2 cannot be constructed until the property is transferred.
In the event that the land transfer did not take place, Phase 1 could not be utilized. Thus, the risk to the City is that it would be proceeding with the commencement of construction of Phase 1 before the ability to proceed with Phase 2 is a certainty.”
4. Approve that following the Environmental Assessment process, the station location of the proposed Corkstown/Moodie area station be brought back to the Transportation Committee and Council for consideration.
Que le Conseil :
1. prenne connaissance de ce rapport; et,
2. charge le personnel d’avancer le calendrier de la mise en œuvre proposée du plan recommandé, par suite de l’acquisition par le gouvernement fédéral du campus Nortel Moodie.
3. approuve que le commentaire sous la rubrique « Répercussions sur le plan juridique et de la gestion des risques » soit ainsi rédigé:
« Puisque le circuit temporaire qui dessert la promenade Moodie ne sera pas construit dans la Phase 1, le Transitway ne pourra entrer en service avant la fin de la Phase 2. La construction de la Phase 2 nécessite environ 1,2 hectare des terres de la Ceinture de verdure, qui est gérée par la CCN. La CCN procède actuellement à l’examen du Plan directeur de la Ceinture de verdure de la capitale nationale et ne sera pas en position d’approuver la vente de la propriété demandée avant que l’examen ne soit complété, ce qui est prévu en 2012. La Phase 2 ne peut être entamée avant que la propriété ne soit mutée.
Dans l’éventualité où le transfert de la propriété n’aurait pas lieu, la Phase 1 ne pourrait être utilisée. Par conséquent, cette situation engendre le risque que la Ville entame la construction de la Phase 1 avant d’être assurée que la construction de la Phase 2 ne soit possible. »
4. approuve qu’à la suite du processus d’évaluation environnementale, l’emplacement de la station du secteur Corkstown/Moodie soit présenté de nouveau au Comité des transports et au Conseil aux fins d’examen.
Documentation
1. Deputy City Manager’s report dated 30 March 2011, Infrastructure Services and Community Sustainability (ACS2011-ICS-INF-0004).
2. Extract of Draft Minutes 6 of the Transportation Committee Meeting dated 6 April 2011.
and Council / at au conseil
30 March 2011 / le 30 mars 2011
Submitted by/Soumis par : Nancy Schepers, Deputy City Manager/
Directrice municipal adjointe, Infrastructure Services and Community Sustainability/Services d’infrastructure et Viabilité des collectivités
Contact Person/Personne ressource : Wayne Newell, General Manager, Directeur général,
Infrastructure Services / Services d'infrastructure
(613) 580-2424 x16002, Wayne.Newell@ottawa.ca
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Ref N°: ACS2011-ICS-INF-0004 |
That the Transportation Committee recommend that Council:
2. Receive this report for information; and,
2. Direct staff to advance the timing of the proposed implementation schedule of the recommended plan as a result of the Federal Government’s purchase of the Nortel Moodie campus.
Que le Comité des transports recommande ce qui suit au Conseil:
3. De prendre connaissance de ce rapport; et,
2. Charger le personnel d’avancer le calendrier de la mise en œuvre proposée du plan recommandé, par suite de l’acquisition par le gouvernement fédéral du campus Nortel Moodie.
BACKGROUND
In February 2009, the City of Ottawa initiated a planning and design study to identify a Recommended Plan to extend the bus rapid transit (BRT) network (Transitway) from Bayshore Station to west of Moodie Drive. The project was identified as a priority transit investment (Phase 1, Increment 1) in the 2008 Transportation Master Plan (TMP) and is required to address current transit service reliability issues associated with running scheduled bus service in mixed traffic on Highway 417 (the Queensway).
Following Council approval on 08 September 2010 of the Preliminary Recommended Plan, the formal provincial Environmental Assessment (EA) approvals process has been initiated in accordance with the Transit Project Assessment Process (TPAP {O. Reg. 231/08}). In addition, as National Capital Commission (NCC) lands are required, a screening under the Canadian Environmental Assessment Act (CEA Act) has been initiated.
This report outlines the results of requests for funding from both the Federal and Provincial govenments to construct noise attenuation barriers as well as new recommendations regarding the project implementation phasing resulting from the Federal governments’ purchase of the Nortel Moodie campus.
DISCUSSION
Noise Attenuation Barrier Funding Request
The approved Preliminary Recommended Plan (illustrated in Document 1) locates the Transitway on the north side of Highway 417 and is comprised of two 4.0m transitway lanes and two 2.5m paved shoulders. The Transitway is for exclusive transit use and is grade-separated at both Holly Acres Road and Moodie Drive. A transitway station is proposed immediately east of Moodie Drive with local bus access from Corkstown Road. This station is fully integrated with the existing multi-use pathway network and provides OC Transpo with the flexibility to terminate/turn around local and shuttle bus services. A small “kiss-and-ride” facility is also proposed adjacent to the station on Corkstown Road in order to improve community access to rapid transit.
The noise analysis completed in support of this plan concluded that the contribution to environmental noise from the Transitway is expected to range from 0.1 to 0.2 dBA and be indistinguishable from local background traffic noise in the horizon year (2031). On opening day, the contribution of the Transitway would be less than 1 dBA which is significantly below the threshold of human sensitivity to noise level increases. The dominant source of roadway noise is, and will continue to be, Highway 417. In accordance with the City’s Environmental Noise Control Guidelines for Capital Works Projects (Surface Transportation Corridors), this predicted increase does not warrant noise attenuation measures (an increase of 5 dBA, and a total future noise level of > 60 dBA is required to meet the warrant). Therefore, cost for the supply and installation of noise barriers is considered provisional and will require separate Council approval.
However, it is recognized that without noise attenuation measures, the projected growth in highway traffic will result in future noise levels that exceed 60 dBA at a number of receptor locations (this threshold is already exceeded in some areas). Responding to this issue, the Ministry of Transportation (MTO) has identified two sites in the study area as candidates for their Retrofit Noise Barrier Program (extending from Bayshore Station to near the proposed station at Corkstown Road). Recognizing this, the approved West Transitway Extension Preliminary Recommended Plan has been developed so as not to preclude the future installation of these barriers by MTO.
On 8 September 2010, City Council approved the following motion:
Whereas existing noise levels in the 417 corridor from Bayshore to Moodie Drive range to upwards of 63 dBA;
And Whereas the dominant source of roadway noise is and will continue to be Highway 417;
And Whereas the projected growth in highway traffic will result in future noise levels that exceed 60 dBA at a number of receptor locations;
And Whereas the Ministry of Transportation (MTO) has identified areas along the route as candidate sites for their Retrofit Noise Barrier Program;
Therefore be it resolved that Council direct staff to engage the Ministry of Transportation and the National Capital Commission in discussions to implement noise barriers;
That staff be directed to seek funding sources at the Federal, Provincial and Municipal level and report back to the Transit Committee within three months; and
Further to this direction, funding requests were sent to both the NCC and the MTO. Both requests were declined.
Revised Project Phasing
The approved Preliminary Recommended Plan described above represents the ultimate, long-term plan for a fully grade-separated Transitway facility. Policy 5.2.2 (3) of the TMP, however, directs staff to defer the cost of grade-separating rapid transit elements by introducing measures that improve reliability by incrementally introducing enhancements to isolate transit from mixed traffic. In accordance with this direction, the possibility of deferring the construction of grade separations at Holly Acres Road and/or Moodie Drive was analyzed. The analysis concluded that while the grade separation of Holly Acres Road is required in the near term, the construction of three required structures at the Moodie Drive interchange (as well as the Transitway station at Corkstown Road) could be deferred until at least 2021.
Shortly after City Council approved the Preliminary Recommended Plan and associated implementation schedule described above, the Federal Government (PWGSC) announced that it had purchased the Nortel Moodie campus with the intention of moving in approximatly 10,000 employees by 2013 and up to 15,000 by 2031. This rate of employment level growth at the former Nortel site differs significantly from current growth rates and reflects much quicker occupancy levels than those currently identified in the City’s Official Plan (OP) 2031 planning horizon. It is noted that the previous analysis highlighed that the at-grade alternative would not be sufficient to meet the longer term planning horizon (2031) with approximatly 8,000 employees (2031) (see Document 4)
As a result, the proposed implementation schedule for this project is revised as follows:
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Timeframe |
Description of Works |
Estimated Cost |
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Phase 1 |
2011 to 2013 |
· Construct exclusive Transitway from Bayshore Station to just east of the Transitway station at Moodie Drive; · Construct grade separation of Holly Acres Road; · Construct retaining walls, barriers along the highway · Construct the grade separation at Holly Acres Road, including the re-aligned Acres Road/S-W on-ramp · Construct improvements to the existing multi-use pathway and on-road cycling network in the vicinity of Holly Acres Road; and, · Implement environmental mitigation measures. |
$43 M* (note 1) |
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Phase 2 |
2012 to 2014 |
· Construct grade separation of Moodie Drive for westbound Transitway buses. · Construct transit station configuration at Corkstown Road. · Construct improvements to the existing multi-use pathway and on-road cycling network in the vicinity of Moodie Drive |
$33 M |
*Note 1 - The amount budgeted in the 2011 Capital Budget $43 M includes for $8M provisional item for Noise Barriers if directed by City Council (otherwise the Phase 1 cost is $35M)
This project requires 5.5 hectares of MTO land, 1.2 hectares of NCC land, and 0.2 hectares of private property.
Since the interim connection to Moodie Drive is not being constructed in Phase 1, the Transitway cannot be put into service until the completion of Phase 2. The construction of Phase 2 requires approximately 1.2 hectares of NCC Greenbelt land. The NCC is currently undertaking their Greenbelt Master Plan Review and will not be in a position to approve the sale of the requested property until after the review is completed, which is expected sometime in 2012. Phase 2 cannot be constructed until the property is transferred.
Noise Barrier
If Council elects to construct the noise barrier, the approximate cost for a standard noise barrier is $4M for +/- 1500m of noise barriers at the locations identified in the MTO Noise Barrier Retrofit Study, Highway 417, 2008, (extending from Bayshore Station to the east side of the berm and the west side of the berm to near the proposed station at Corkstown Road). Alternatively, the approximate cost for the installation of a standard noise barrier for the full length +/-2,900m is $7.8M.
The MTO has recently completed a Context Sensitive Design Study (CSDS) for the 417 corridor, which aims to increase the aesthetics of structures (overpasses, underpass, noise barriers etc.) in and around the Highway 417 corridor. The NCC’s letter (Document 3) states that a condition for the land use transfer would require the noise barriers to comply with the standards/ recommendations set forth in the CSDS (for example, but not limited to; translucent materials, colour concrete, impressed designs etc.). Further discussions are required with the NCC to further define these costs and requirements. However, it is expected that the premium above the standard noise barrier could be significant.
Subject to further assessment and detailing of the design work, the estimate for the Phase 1 project is $35 million (not including $8M contingency set aside for noise barriers if directed by Council). Phase 2 of the project is estimated to cost an additional $33 million for the grade separation of Moodie Drive (for westbound buses) and the construction of the long-term station at Corkstown Road.
RURAL IMPLICATIONS
Transit services for rural residents who use the Park and Rides in the west end of the City will be improved by the construction of the West Transitway Extension (Bayshore to Moodie).
CONSULTATION
To date, we have held the following focus meetings with the Crystal Beach/Lakeview Community Association (CBLCA) executive:
1. 30 April 2009;
2. 1 September 2009;
3. 2 November 2009;
4. 12 January 2010;
5. 4 February 2010; and
6. 16 June 2010.
Furthermore, we have held three open houses with the general public to discuss this project and elicit feedback. These were held on:
1. 25 June 2009 at Maki House in the Crystal Beach/Lakeview community;
2. Two back-to-back open houses: 22 February 2010 in Kanata at the Mlacak Centre , and 24 February 2010 at Maki House in the Crystal Beach/Lakeview community; and
3. 23 June 2010 at Maki House in the Crystal Beach/Lakeview community.
All Open Houses were advertised city-wide in the Ottawa Citizen, the Le Droit and the City website.
Recognizing that this project impacts many stakeholders, the project team has met on an ongoing basis with the City of Ottawa Advisory Committees and government agencies, such as:
· Ottawa Forests and Greenspace Advisory Committee (OFGAC);
· Roads and Cycling Advisory Committee (RCAC);
· Pedestrian and Transit Advisory Committee (PTAC)
· National Capital Commission (NCC); and
· Ministry of Transportation Ontario (MTO).
Staff are committed to continuing consultation with City Advisory Committees and the public to further study and review pedestrian and cyclist issues as the project moves through the environmental assessment and detail design stages.
Continued consultation will occur as the project moves to satisfy the legislative requirements of the Transit Project Assessment Process (TPAP), (Ontario Regulation 231/08). An additional Open House is expected to be held in spring 2011 prior to the project receiving Environmental Assessment Approval.
With regards to the grade separation at Moodie Drive, feedback from the community has indicated that they are in favour of the grade separation at Moodie Drive.
Councillor Mark Taylor has been briefed on this project.
There are no Legal/Risk Management impediments to implementing this report's recommendation.
The recommendation contained herein aims to support the following Strategic Directions adopted by Council on 11 July 2007:
A1 Improve the City's transportation network to afford ease of mobility, keep pace with growth, reduce congestion and work towards model split targets.
B1 Attain transit goals (30 per cent modal split) by 2021.
E6 Require walking, transit and cycling oriented communities and employment centres.
F4 Ensure that City infrastructure required for new growth is built or improved as needed to serve the growth.
N/A
FINANCIAL IMPLICATIONS
The 2011 draft capital budget included $43 million to extend the West Transitway from Bayshore Station to just east of Moodie Drive.
The project will not proceed without a commitment from our funding partners at the Provincial and Federal levels.
Funding for Phase 2 will be identified for consideration as part of the 2012 Capital Budget.
Document 1: Preliminary Recommended Plan
Document 2: Letter received from MTO dated 5 November 2010
Document 3: Letter received from NCC dated 5 January 2011
Document 4: Revised Growth Projection – Review of Moodie At-Grade Transitway Phasing strategy
Document 5: Initial Council Report - ACS2010-ICS-INF-0012 (previously distributed and held on file)
Following Committee and Council approval, the following activities will be undertaken:
Both Phase 1 and Phase 2 will not to proceed to construction until funding approval has been secured from the Provincial and Federal Governments.
west transitway extension from bayshore station to west of moodie drive: Noise barrier Funding and Proposed Implementation schedule
PROLONGEMENT DU TRANSITWAY DU SECTEUR OUEST DE LA STATION BAYSHORE JUSQU’À L’OUEST DE LA PROMENADE MOODIE: financement de l’écran ANTIBRUIT et calendrier proposé de mise en œuvre
ACS2011-ICS-INF-0004 BAY (7)
Following a staff presentation (a copy of which is held on file), Councillor Taylor spoke in favour of the South-side extension as originally proposed during the development of the TMP, and addressed his concerns with the proposed North-side extension which include: Environmental impacts on the lands and creeks; community impacts, as the federal and provincial governments did not agree to co-fund noise barriers; the cost risks of moving forward without the approval of phase II from the NCC, which is necessary for the approval of Phase I and which depends on the completion of the Greenbelt Master Plan; lack of service to the current DND campus, lack of maintenance for NCC paths during the winter. He added that it would require the construction of a new bridge over the Queensway and demolition of the South-side park-and-ride to build a new one on the North-side. He stated that staff have yet to come up with details as to how their alignment will tie into Scotiabank Place. He asked councillor’s to direct staff to reconsider the placement of the Corkstown station, expressing that community’s has concerns both for itself, and for that end of the city. He asked that committee give the public delegations consideration by either deferring or otherwise modifying the report until adequate answers were presented. He concluded by stating that the ability to proceed was impeded by two reasons: the NCC has not granted permission to move on Phase II, and co-funding from the provincial and federal governments has not been granted.
Bill Fenton, resident expressed concern with traffic delays for Kanata/Stittsville commuters and the subsequent increased operating cost, which he would have liked to see reflected in the business plan. He suggested that it would be more efficient to stay on the recently widened Queensway and that the new Moodie Drive station and Bayshore Station would essentially result in two stations side by side. The commuters at the DND campus should remain the Queensway and transfer at Bayshore as opposed to Moodie. The recent widening of Queensway thus renders bad timing for the proposed extension which runs parallel to the proposed transitway extension. He suggested that it would make more operational and financial sense to build phase II at the same time as phase IV from Woodroffe to Bayshore, as well as at the same time as Bayshore to Eagleson, to build them all at once. He closed by stating that the proposal didn’t meet the requirements of the Transportation Master Plan and the Official Plan because it decreases service reliability, increases wait times and travel times, will reduce ridership and increase costs.
Paul Williams, resident, Crystal Beach Area expressed concern with shuttle buses that travel between Moodie Drive station and the DND campus. He stated it’s similarity to the scenario at Holly Acres which requires getting off and crossing the 417 to get onto the transitway. He requested that the City release the cost of the link and stated that no traffic study has yet been done for peakhour traffic at Corkstown Road. He stated that Delcan had previously done an environmental assessment on the Nortel campus which indicated that at Corkstown and Moodie there is total congestion in the evening peak period, which would mean that buses would be sitting idly. He requested that an environmental assessment be repeated to include buses, and that staff look at the Delcan recommendations that have not been implemented.
Ruth Tremblay, President, Crystal Beach/Lakeview Community Association spoke in support of a South-side extension. Referring to the Bayshore to Queensway Carleton Hospital and Baseline Road link on Holly Acres Road in the TMP, she stated that in order to widen the Queensway East of Holly Acres, the MOT will move two Eastbound Queensway on ramps to Holly Acres Road which would subsequently require widening and would leave no room for a transit way link on that road. She stated that the South-side extension from Bayshore to Eagleson would provide more direct links to the Hospital, Bell’s Corners, the Eagleson Park-and-Ride and Scotiabank Place. She recommended that committee obtain new analyses based on the increasing number of forecasted jobs in the Moodie Drive area. She stated that there would be traffic congestion if the Eastbound and Westbound grade separations were not done at the same time. She suggested that the buses either remain on the highway or either build the Bayshore to Eagleson link immediately. She requested new transit travel time savings analysis based on 15 thousand jobs as opposed to the Official Plan’s projection of 72 hundred in the Moodie Drive area by 2031, as well as an analysis of the evening commute. She stated that this would demonstrate the need for both grade separations, which can be provided by building from Bayshore to Eagleson. She stated that while the McCormick-Ranking memorandum outlined increased traffic volumes for the morning Westbound commute, it did not show the impact at the Moodie Drive intersection for the evening Eastbound commute, and should be done and presented to committee. She stated that it would cause congestion from the highway Northwards on Moodie Drive to the bridge, delaying DND shuttles turning left onto Corkstown to access the proposed station. She suggested that the shuttles be given a right hand Southbound lane on Moodie to Corkstown, however the Eastbound buses would not be efficiently able to access the station until the transitway from Moodie to Eagleson is built.
Ms. Tremblay presented environmental concerns with the North-side extension stating that the NCC and Trans Canada Trail are at the North side and that the station located at the East side of Moodie Drive would threaten regionally rare 100 year old black Maple trees, species at risk and other varieties of wildlife, as well as Stillwater Creek which is a life sciences site with a type 2 fish habitat. She stated that the creek and surrounding ditches protect the Crystal Beach Community from floods, including Corkstown Road and that the 3W watermain project which will install a 42 inch watermain under the Queensway at the same location will increase the amount of water that is being diverted from Stillwater Creek, so much so that the waterflow is failing to perform the usual breakup of ice where Stillwater Creek runs into the Ottawa River. In closing she stated that the South route would cause less environmental damage, would protect the urban forest, Stillwater Creek and the watershed.
Councillor Wilkinson noted that to build the extension to Eagleson on the South side through Kanata would require the removal of three senior’s residences and hundreds of homes. In response Ms. Tremblay suggested that the transitway move back to the North at Eagleson by crossing the bridge. Councillor Wilkinson stated that the train was factor because it connects on the North side, which Council approved last year after the EA was completed.
Peggy McGillivray informed the committee that in June of last year, 200 residents made their voice heard that noise was a huge problem and that they didn’t want the transitway to be built on the North side in the absence of implemented noise attenuation measures. She stated that while the provincial sound limit was is decibels, nearly the entire community is at the 60 mark and in some places at 63. She stated that the noise is increasing, and that the noise study was done in the summer when the leaves are out and block the sound. She qualified the report’s comments on sound as incorrect and stated that it doesn’t mention the rushhour noise level or the decibels from bus acceleration. For these reasons noise attenuation would need to be addressed before the North route is put into effect, and she reminded committee that the figures are representative of last year, without taking into consideration the new DND campus. She stated that the Ministry of Transportation of Ontario has affirmed in a study of November 2008 that putting up sound barriers will reduce noise up to 6.7. Lastly, she requested that the money to reduce noise attenuation be included with the development of the North side of the transitway.
Guy Potvin, resident of Creeks Inn supported the comments of the previous delegations who expressed the position of the community association and expressed support for the ward councillor’s statement that we should take a step back to determine whether we are in fact on the right track. He said that although Council had approved development of the North side of highway 417, the community has voiced fundamental concerns with this approach and this route, and suggested that the proposal be re-evaluated before spending $77M on a project which isn’t as efficient as it should be. He stated that staff should reconsider building the extension on the South side of the 417 within the same price range as the North side extension. This option would serve the Queensway Carleton Hospital, Bell High School and Bell’s Corners, and it would satisfy the NCC, the MTO and the residents of both Crystal Beach Lake View and of Qualicum at the same time, and would continue to provide Kanata with the same level of service. In response to the comments on having to cross the bridge at Eagleson he recommended that consideration be given to the new underpass. In closing he asked that councillors delay the proposal and that staff entirely re-evaluate the extension from Bayshore to Eagleson. He stated that a South side extension would not cost more than the North side extension and and should be considered before construction begins.
Chair Wilkinson reminded the Committee that approval has already been given to go ahead with development and that the recommendation is to move faster on getting the transitway to pass Moodie Drive by directing staff of the next phase of development to then be able to plan for the DND commuters, not on deciding its location. She then asked staff to comment on the rational for building on the North side as opposed to the South side for the new members of the committee.
Staff stated that they are currently undergoing the EA process in the preliminary, pre-consultation phase which has a six month period. He stated that the earliest review of the North side alignment happened in 1994 and that two EAs had been done. There had been a missing link at Moodie Drive and this development proposal is too close that loop. Staff then confirmed that the current EA is in fact looking at how and where to locate transit stations, and that there would be public consultation through the duration of the EA and design phases where the public could provide input on location, and that there are other partners such as the NCC who would also be providing their input. In response to council Taylor’s questions, staff informed the committee that should another location be suggested by the public to better serve the DND campus on the West side of Moodie, the most favoured alternatives would be weighed by cost, social impacts, and environmental impacts.
Moved by S. Moffatt
That the Legal / Risk Management comment be amended to read as follows:
“Since the interim connection to Moodie Drive is not being constructed in Phase 1, the Transitway cannot be put into service until the completion of Phase 2. The construction of Phase 2 requires approximately 1.2 hectares of NCC Greenbelt land. The NCC is currently undertaking their Greenbelt Master Plan Review and will not be in a position to approve the sale of the requested property until after the review is completed, which is expected sometime in 2012. Phase 2 cannot be constructed until the property is transferred.
In the event that the land transfer did not take place, Phase 1 could not be utilized. Thus, the risk to the City is that it would be proceeding with the commencement of construction of Phase 1 before the ability to proceed with Phase 2 is a certainty.”
CARRIED
Moved by R. Bloess
That following the EA process the station location of the proposed Corkstown-Moodie station location be brought back to committee and Council for consideration.
CARRIED
That the Transportation Committee recommend that Council:
1. Receive this report for information; and,
2. Direct staff to advance the timing of the proposed implementation schedule of the recommended plan as a result of the Federal Government’s purchase of the Nortel Moodie campus.
3. That the Legal / Risk Management comment be amended to read as follows:
“Since the interim connection to Moodie Drive is not being constructed in Phase 1, the Transitway cannot be put into service until the completion of Phase 2. The construction of Phase 2 requires approximately 1.2 hectares of NCC Greenbelt land. The NCC is currently undertaking their Greenbelt Master Plan Review and will not be in a position to approve the sale of the requested property until after the review is completed, which is expected sometime in 2012. Phase 2 cannot be constructed until the property is transferred.
In the event that the land transfer did not take place, Phase 1 could not be utilized. Thus, the risk to the City is that it would be proceeding with the commencement of construction of Phase 1 before the ability to proceed with Phase 2 is a certainty.”
4. That following the Environmental Assessment process, the station location of the proposed Corkstown/Moodie area station be brought back to the Transportation Committee and Council for consideration.
CARRIED, as amended