Comité des services de transport en commun
(613) 580-2424 x 21877, Vivi.Chi@ottawa.ca
That the Transit Committee approve the Statement of Work for the Western LRT Corridor Planning and Environmental Assessment as detailed in Document 1.
Que le Comité du transport en commun approuve l’énoncé des travaux relatif à la planification et à l’évaluation environnementale du couloir Ouest de TLR, comme il est expliqué en détail dans le Document 1.
The 2008 Transportation Master Plan (TMP) identified two LRT corridors west of the downtown: a rapid transit LRT corridor in the vicinity of the Ottawa River Parkway (ORP) as part of Phase 1 of the rapid transit network implementation and an at-grade, LRT route on Carling Avenue in Phase 2. The objective of the rapid transit LRT corridor is to provide high-quality transit service to southwest and west-end residents travelling to the downtown area. Carling LRT corridor was identified to provide easy access to communities and employment areas along the corridor and providing connection to the main Rapid Transit Network at Lincoln Fields and the Carling Station of the O-Train/proposed North-South LRT corridor.
On 28 November 2008, Council directed staff to commence work on the Environmental Assessment (EA) for the Western LRT rapid transit Corridor. Prior to initiating the consultant selection process for any EA, staff informs and seeks approval from Committee on the scope of work for the study. The study’s scope identifies the level of effort to undertake the work, and thus sets the study budget.
The Statement of Work (SoW) is described in Document 1. It outlines the tasks to be undertaken to complete the Planning and EA study, including federal EA requirements, for a rapid transit facility connecting the LRT corridor from the downtown to Baseline Station. Upon approval from the City’s Transit Committee, this SoW will form the basis for a Request for Qualifications (RFQ) to be issued by the City prior to a Request for Proposals (RFP).
The City could apply the new provincial EA regulation aimed at expediting EA approval for transit projects, taking advantage of the background work related to this project undertaken as part of the recent Transportation Master Plan (TMP) update. However, based on public feedback and comments from the National Capital Commission (NCC) during Transit Committee and Council’s deliberation of the TMP, the planning phase of this study is being expanded to re-assess the need and function of the two LRT corridors identified. It is proposed that all reasonable alternative corridors be examined from the Ottawa River Parkway to Carling Avenue, including an option of only one transit corridor serving the two functions (rapid transit and community transit functions). Once a rapid transit corridor is identified, the Study will examine a range of alternative design options, and identify both construction and operational impacts of the project on all aspects of the environment.
Ontario’s expedited EA process will kick in once the full planning effort is completed (needs/justification, alternative corridor analysis, alternative design options). As there is a requirement for Federal permits and property, and with the City pursuing Federal funding, the project must also comply with the requirements of the Canadian Environmental Assessment Act (CEAA). Since this project must satisfy both Provincial and Federal act requirements, a co-ordinated process will be undertaken to avoid unnecessary duplication.
The study area will span from Bayview Station in the east to Baseline Station in the southwest. The northern limit will be the Ottawa River and the southern limit is Carling Avenue. This study area considers the role of Bayview and Tunney’s Pasture, Lincoln Fields and Baseline Stations as transfer points.
It should be noted that there is an overlap between this study area and the current Ottawa Downtown Transit Tunnel (DOTT) Planning and EA Study which extends from Tunney’s to Blair to ensure that the Carling option is being considered.
Some tasks will require examination of a broader area beyond these limits in order to address environmental impacts; operational issues; to coordinate with relevant on-going studies and projects; and, to study and identify tie-ins to future network connections.
Key considerations for the Western LRT Corridor Planning and EA study include the following:
A multi-disciplinary consultant team, comprised of engineers, planners, architects and other relevant specialists will undertake this study. In accordance with established City practice for the acquisition of services, a two-step process consisting of a Request for Qualifications (RFQ) followed by a detailed Request for Proposals (RFP) will be utilized.
It is expected that it will take approximately 26 months (20 months for the planning stage and six months for the EA stage) after contract award to complete this study. These timelines are consistent with industry practice for projects of this scope and complexity.
The study will examine and evaluate the project’s effects on social, physical and natural environments within the study area. Appropriate mitigation measures will be developed and post mitigation environmental impacts will also be determined.
The recommendations contained herein directly support the following Strategic Directions adopted by Council on 11 July 2007:
B3 Attain transit goals (30 per cent modal split) by 2021.
E9 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.
This Statement of Work has been prepared in collaboration with the National Capital Commission.
Consultation will be an integral part of the EA process. The City will work closely with the NCC to determine the most sustainable corridor. The City will also involve a large number of stakeholders, including community groups, property owners, approval agencies and special interest groups. Early in the study process stakeholders will be identified through various forms of consultation, including liaison with City Councillors, Community Associations, approval agencies and public notification.
Consultation with the general public will occur principally through open house meetings, but also through the project web page, e-mail and additional meetings as required.
There are no legal/risk Management impediments to implementing this report's recommendation.
Funding for the Western LRT Corridor Planning and Environmental Assessment Study is available in Internal Order No. 905184 - Rapid Transit EA Studies 2009.
Document 1 Western Parkway LRT Corridor Planning and Environmental Assessment Study – Statement of Work
Following Committee approval of the attached Statement of Work, the consultant selection process will commence.
WESTERN LIGHT RAIL TRANSIT CORRIDOR (BAYVIEW
TO BASELINE) PLANNING AND ENVIRONMENTAL
ASSESSMENT STUDY DOCUMENT 1
STATEMENT OF WORK
The City of Ottawa is the proponent of a Planning and Environmental Assessment (EA) to study the proposed Western Light Rail Transit (LRT) Corridor project from Bayview to Baseline Station. This project is identified in the 2008 Transportation Master Plan (TMP) to be in the vicinity of the Ottawa River Parkway (ORP) corridor as part of Phase 1 of the rapid transit network implementation.
The TMP also identified Carling Avenue as an at-grade, east-west LRT route in Phase 2 of the TMP implementation, providing easy access to communities and employment areas along the Carling corridor and providing connection to the main Rapid Transit Network at Lincoln Fields and the Carling Station of the O-Train/ proposed North-South LRT corridor.
This Study will re-assess the need for the two LRT corridors, examine all reasonable alternative corridors including an option of only one transit corridor serving the two functions: rapid transit and community transit functions. Once a rapid transit corridor is identified, the Study will examine a range of alternative design options, and identify both construction and operational impacts of the project on all aspects of the environment. The EA will bring forward a recommended plan detailing the corridor alignment, location of stations, supporting infrastructure and all measures to mitigate environmental impacts. In addition, detailed costs, implementation timelines and all subsequent approvals required to proceed with the construction of the project will be identified.
This Statement of Work (SOW) describes the City’s intentions with respect to the methodology, public consultation and deliverables for this study. It outlines the tasks to be undertaken to complete the Planning and EA study, including federal EA needs, and upon approval from the City’s Transit Committee will form the basis for a Request for Qualifications (RFQ) to be issued by the City prior to a Request for Proposals (RFP).
During the 1970s the former Region of Ottawa Carleton began a program to implement Bus Rapid Transit (the Transitway) in the region. This program led to the construction of the initial 31-km Transitway network extending from Baseline Station in the southwest to Blair Station in the east and from Hurdman Station to South Keys Station in the southeast. There are a few missing segments in the city’s Transitway network. Chief among them is that part of the Transitway between Dominion Station and Lincoln Fields Station. The present bus services on the Ottawa River Parkway in mixed traffic is a consequence of the absence of consensus on a permanent Transitway route through the western sectors of the city. One of the urban corridors parallel to the Parkway corridor, evaluated as part of Transitway planning by the former Regional government in the 1980s, is a former tramway corridor between Byron Avenue and Richmond Road that continues to exist mostly as a linear park, although the Richmond/Byron corridor is now experiencing infill development.
Since the completion of these initial sections, several extensions of the Transitway have been implemented and an O-Train service between Greenboro and Bayview Stations has been introduce. Ridership has reached more than 120 riders per capita – highest in North America of comparable-size cities. This success, however, has led to the system reaching its capacity in the downtown area and has contributed to congestion problems and reliability issues especially in the winter months.
On 28 November 2008, as part of the Transportation Master Plan (TMP) discussion, Council approved a new rapid transit plan that calls for the construction of an LRT tunnel in the downtown core and the conversion of the existing Transitway to LRT between Blair and Baseline stations. On the same date, Council approved the expansion of the scope of work for the Ottawa Downtown Transit Tunnel (DOTT) EA to include an extension to Tunney’s Pasture and Blair Station. Council also directed staff to commence the work on the EA study for the Western LRT Corridor.
At present, on the section between Bayview and Baseline Station, buses use an exclusive grade-separated Transitway between Bayview and Dominion Stations (3.6km), then run on the Ottawa River Parkway (ORP) in mixed traffic between Dominion and Lincoln Field Stations (4.0km), then use the exclusive grade-separated Transitway section from Lincoln Fields to Baseline Station (3.0 km). The transit operation on ORP started in 1974 and has been subject to several legal agreements with the National Capital Commission. The latest agreement extended the City’s right to use the Parkway to 2031, for an annual payment by the City.
The ORP is a distinct part of some 90 kilometres of scenic parkways in the Capital Region. It is one of the most popular and scenic parkways in the Capital. It opened in 1961 as a prime example of the parkway movement of the early 20th century with an objective of bringing the natural and human environments into closer harmony and showcase the outstanding natural and urban shorelines of the Capital for residents and visitors alike. Its distinctive character is defined by unique alignment, constitution of the corridor setting, roadside treatment, grades, commercial vehicle prohibition, signage standards, and lighting restrictions.
The ORP has evolved from being a scenic route to also becoming an important commuter artery for southwest and west-end residents travelling to the downtown area by private vehicles or public transit, particularly government employees who work at the Tunney's Pasture office complex, and other areas. About 140 buses per direction currently use the Ottawa Parkway during the peak hour (a bus every 25 seconds – September 2008 data). The ORP continues to be closed to automobiles and opened to pedestrian and non-motorized traffic every Sunday between May and September.
A number of planning, heritage, environmental, transportation and landscape studies and policy initiatives undertaken by the NCC and the City of Ottawa will influence and inform this study. These studies and initiatives are described below:
The 1999 NCC Plan for Canada’s Capital identified “Integrated Transportation and Communities” as one of the key important Capital Planning Principles. The plan supports affordable, accessible and integrated transportation networks within Canada’s Capital Region and between the Capital and the rest of the world. The Plan stresses that Capital destinations, facilities and events should be accessible through the use of a transportation network that can serve public transit users, pedestrians, cyclists and drivers – both visitors and residents alike. The plan also defines the role of parkways as fundamental instruments to communicate the green quality and image of the Capital, as essential venues for public events and celebrations, and as key picturesque channels that influence public perception and communicate the green image and landscape of the Capital.
The NCC Strategic Transportation Initiatives White Paper defines the NCC strategies in support of sustainable urban transportation. It identifies NCC perspective for moving from a transportation system dominated by low occupancy car use to a more balanced transportation system, where the contribution of integrated land use and transportation geared toward the long-term reduction of greenhouse gas emissions is recognized, and where public transportation and alternative transportation options are given preference and made to succeed.
The 2005 NCC’s Ottawa River Parkway Corridor Visual Character Assessment and Analysis Study, represents a comprehensive landscape analysis of the Ottawa River Corridor focusing on its desired visual character, and identifies its key Capital gateway functions, views, and associated land requirements.
The NCC has embarked in 2007 on the Capital Urban Lands Master Plan process. The purpose of this plan is to define a vision, strategic orientations, guidelines and development proposals for Capital Urban Lands in order to enhance their contribution to the experience and unique living environment of Canada’s Capital. The plan process will be conducted in two phases with completion in 2011.
An evaluation of the 1999 NCC Plan for Canada’s Capital was launched in 2008 to determine the scope of the full plan review, which is expected to cover a broad range of subjects and issues, and will include an expanded section or emphasis on sustainable transportation in the NCR, and on environmental sustainability affecting all areas of federal interest in the Capital. The plan review is expected to be completed by 2013.
The City's Official Plan sets out a growth management strategy that emphasizes urban intensification and increased mix-use development at key locations along rapid transit corridors. The completion of the 5 year review of the Official Plan will see the addition of new policies, as required by the Provincial Policy Statement, to identify and promote opportunities for intensification and redevelopment by way of setting minimum targets within built up areas. In the study area this would apply to the Mixed-Use Centres of Tunney’s Pasture and Bayview-Preston and to the Arterial Main Street of Carling Avenue.
In 2007 Council approved the Richmond Road/Westboro Community Design Plan (CDP), which foresees substantial growth from intensification in this corridor during the next two decades. A 40% transit modal split target was set out in the CDP.
In 2008 Council approved the Transportation Master Plan. As part of developing the Western LRT corridor, the TMP team reviewed several corridor options, including the Ottawa River Parkway, Byron/Richmond Corridor and Carling Avenue. However, the City is committed to re-examining the corridor options in more detail and confirmation of the exact location for the Western LRT corridor will be determined through this Planning and EA Study.
When assessing alternative corridors, a wide variety of factors will be examined, including but not limited to:
§ Need Assessment;
§ Ridership potential;
§ LRT technologies;
§ Roles as mass mobility system and as community building and regeneration catalyst;
§ Potential to promote and advance transit oriented development;
§ Community access and land use integration;
§ Congestion reduction;
§ Visual, cultural landscape and heritage attributes;
§ Environmental characteristics;
Some of the major issues are presented below. Although they are discussed independently, most of these issues are closely related to each other, and their interdependence will have a direct bearing on the study findings and EA recommended plan.
4.1 Need Assessment
Each of the alternative corridors poses different challenges. Using the most current information and technical data available, this study will identify existing and future transit demand (in the area and along the alternative corridors) and document opportunities and challenges within the Study area. The study will analyze the need and justification for LRT corridor(s) to provide rapid transit and community transit functions. The study will also quantify benefits to transit riders for each of the alternative options.
4.2 LRT Technologies
A separate LRT technology review is being undertaken to evaluate potential technologies that would be suitable for Ottawa’s LRT system. A range of key technology selection issues will be examined including power collection system (overheads versus catenary-free operation), degree of separation, winter operating and maintenance consideration, driver operated versus automated trains, single versus multiple vehicle technology. A decision on recommended LRT technology characteristic is expected to be reached by the end of Summer 2009.
The EA study will consider and identify issues associated with the recommended LRT technology including constraints and opportunities, the requirement for transfer points, station locations and platform configuration, supporting infrastructure requirements, access to stations, accessibility to the Ottawa River and pathways, aesthetics, safety and security.
4.3 Corridor Design and Station Integration
The selection of a preferred corridor and alignment will be based on a comprehensive examination of alternative routes and the feasibility of implementing an LRT facility in a constrained and built-up area which will have an impact on the surrounding environment for pedestrians, cyclists, and residents. Therefore, corridor and station location and design will have to address a host of issues including but not limited to:
· Integration with and access by adjacent communities, businesses and employment areas
· Effect on adjacent communities (unifying or divisive effects)
· Effect on the Ottawa River Parkway
· Integration with the existing pedestrian environment, including safety and access considerations
· Effect on designated cycling and multi-use pathway routes
· Air quality, noise and vibration
· Aesthetic, urban design, views and vistas
· Potential displacement of vehicular traffic
· Impact on overhead and underground utilities and services
· Construction and operational costs, phasing and operational issues
Principles that will guide the perspectives and approach in this study include, but are not limited to the following:
· Connecting places and communities by providing convenient service to and from places where people live, play and work – where the emphasis is on serving communities, advancing transportation land use goals, and promoting transit and active transportation opportunities;
· Service that complements and does not diminish the character and quality of the corridors and communities with importance placed on context sensitive and innovative, high quality and green urban design approaches;
· Respect for the integrity of the natural environment, cultural and heritage traits that showcase the City and the Capital;
· Economic vitality where the economic health of the study area and the Capital are improved through enhanced mobility and access, promotion of active transport, densification, transit-oriented development opportunities, and where adverse impacts on property values are minimized; and,
· Early, ongoing, inclusive and transparent stakeholder and public engagement whereby information exchange and interactive process promoted a high level of meaningful participation in the identification, evaluation, selection and design of a corridor, route and stations.
As the City is the proponent for this undertaking, this project is subject to the Ontario Environmental Assessment Act (OEAA). The project must also comply with the requirements of the Canadian Environmental Assessment Act (CEAA) considering the potential implication of federal and NCC properties, the potential requirements for Federal permits and funding. Since this project must satisfy both Provincial and Federal Act requirements, a co-ordinated process will be undertaken to avoid unnecessary duplication.
In addition, the Ontario Secretariat for Aboriginal Affairs and Indian and Northern Affairs Canada will be contacted to review any First Nations issues or ongoing claims within the Study area. Recognizing the federal role in this regard, the Study will ensure appropriate coordination with federal authorities pursuant to the 2008 federal guidelines on “Aboriginal Consultation and Accommodation”. Direct consultation with affected First Nations will also be carried out as appropriate.
6.1.1 Study Area
To ensure that all options are being considered, the study area (Figure 1) has been expanded easterly to Bayview and southerly to Carling Avenue. The study area highlights consideration of the roles and functions of Bayview, Tunney’s, Lincoln Fields and Baseline Stations as transfer points.
Some tasks will require examination of a broader area beyond these limits in order to address environmental impacts; operational issues; to coordinate with relevant on-going studies and projects; to study possible future network connections. Therefore, the study area will be confirmed early in the study process, informed by consultation with stakeholders and the public.
The City recognizes that time is needed to fully consult with the National Capital Commission as well as to engage in a significant public outreach and consultation with surrounding communities. Therefore, it is estimated that this Study could be completed within 24 months from the award of the contract.
6.1.3 Co-ordination with other Studies
The study will be informed by and take into consideration any information including analysis and findings of past and concurrent transportation, planning and infrastructure studies and projects that could that could have relevance to this study. They include, but are not limited to:
· Downtown Ottawa Transit Tunnel: Tunney’s Pasture to Blair Station Planning and Environmental Assessment Study
· Richmond Road/Westboro Community Design Plan
· Development Plan and Strategy For Centrepointe
· Richmond/Westboro Transportation Management Plan
· Former City of Ottawa Preston-Champagne Secondary Plan
6.2 Planning and Environmental Assessment
6.2.1 Study Design
A Study Design will be developed to ensure that all aspects of the environmental assessment will be properly addressed. Part of this task will be to work closely with the NCC and liaison with Provincial and Federal authorities responsible for environmental assessment review.
The Study Design report represents the study’s perspective and is subject to changes and refinements as the project proceeds and in response to comments received throughout the consultation program. The Study design will be made available at all public Open Houses and on the City’s project web site.
The Study Design will:
· Describe the purpose of the undertaking
· Confirm the study area
· Describe the approach, methodology and tasks to complete this assignment, including a plan for development of alternative corridors/alignments as well as a process for evaluating these alternatives
· Set out the study consultation program
· Define the membership, roles and responsibilities of consultation groups and identifies all project stakeholders
· Identify the administrative structure of the Study
· Set out study schedule highlighting major milestones and decision-making steps
· Description of the EA process for the proposed project, including:
6.2.2 Need and Justification for the Project
In order to expedite sustainable transportation solutions, Ontario’s new EA Regulation for transit allows the City to rely on relevant past analyses (such as the 2008 TMP) to justify public transit projects. However, due to public concerns raised during the TMP update, this Study will not take advantage of the new transit EA Regulation and will begin with a review of the need to expand LRT services westerly to serve west and southwest residents inside and outside the greenbelt. The key components of this stage include:
· Identifying and assess all future travel demand including transit ridership within the Study area
· Identifying current and projected transportation problems and opportunities within the study area
· Identifying the quality and capacity of transit service that is required to achieve transit ridership and transit modal split targets as well as promote opportunities for intensification and redevelopment
· Identifying the infrastructure (one or more corridors) required to provide the appropriate level of transit service to achieve these goals
6.2.3 Environmental Inventory/Existing Conditions
An inventory of the existing social, economic, physical and natural environments within the study area will be compiled. The inventory will consider all available background material and where necessary, supplement this information through on-site surveys and/or detailed studies. The inventory must be of sufficient detail to enable the analysis of all alternatives considered in this study.
In general, the inventory will identify and describe those aspects of the environment that could potentially affect, or be affected by, the undertaking. Some of the specific aspects of the environment associated with this project include:
· Green spaces and natural areas including the Ottawa River Parkway corridor, Ottawa River and its accessory watercourses;
· Urban environments
· Noise and vibration
· Current and future pedestrian, cycling and multi-use pathway corridors
· Utilities including water, storm and sanitary drainage, hydro, gas, bell, cable, etc.
· Subsurface (geotechnical) conditions
· Heritage and archaeological conditions
Comments received from the public, consultation groups and other stakeholders will be used to refine the inventory. The complete inventory will be clearly described and documented within the Environmental Inventory/Existing Conditions Interim report and the Environmental Project Report (EPR).
6.2.4 Evaluation Criteria and Evaluation Process
A comprehensive evaluation criteria and methodology to evaluate the various alternative corridors and alternative designs will be developed. The inventory of existing conditions will define the scope of impacts on the environment that will need to be examined to determine the technically preferred corridor(s).
Factors that are consistent with the goals and objectives of this study will be identified to conduct the evaluation of alternatives. The criteria will include but not limited to:
q Transportation – To assess how alternative corridors could satisfy TMP mobility and modal split objectives, including but not limited to the following criteria:
· Ridership potential;
· Travel time savings;
· User benefit
· Connections to existing and future transit services;
· Traffic and congestion reduction;
· Efficiency of transit operations;
· Opportunities for interprovincial transit connectivity
· Compatibility with existing and planned pedestrian and cycling networks and facilities
q Land Use – Conformity with NCC and the City of Ottawa land use policy directions using measures such as service to key employment areas, integration with surrounding community, contribution to community revitalization and transit-oriented development opportunities, amount of existing residential and commercial developments as well as amount of developable land within the corridor or station location.
q Environmental – to assess the potential effects of alternatives on the natural and physical environment
q Social – to assess the potential impact on nearby and adjacent neighbourhoods, communities and facilities, including noise and vibration impacts (during and post construction), Green House Gas (GHG) emission, and potential land and property requirements. City and NCC urban design and planning objectives, heritage and archaeological features, First Nation land claims, and community access to transit.
q Compatibility – Extent of conformity with City of Ottawa plans and strategies, compatibility with NCC plans and strategies including:
· City of Ottawa Official Plan;
· City of Ottawa Transportation Master Plan;
· NCC Plan for Canada’s Capital;
· NCC Capital Urban Land Master Plan;
· NCC Parkways Policy; and,
· NCC Strategic Transportation Initiative White Paper.
q Economic – Potential for rapid transit to act as a catalyst for new development and redevelopment in the study area
q Financial – to assess cost-effectiveness by estimating factors such as operating cost per passenger, total capital cost, total capital cost per new rider, operating cost, fiscal capacity, benefit cost analyses
q Implementation – Ease of implementation, including constructability consideration, property right-of-way acquisition issues, and other constraints and issues that could delay implementation
The evaluation process will be clearly described and documented. Comments received from the public, consultation groups and other stakeholders will be used to refine the evaluation criteria.
6.2.5 Identify and Evaluate Alternatives Corridors
Possible alternative rapid transit corridors include:
· Expand rapid transit (LRT) on the Ottawa River Parkway corridor
· Expand LRT using Byron/Richmond corridor
· Expand LRT using O Train/Carling corridors
· Combinations of the above-noted alternatives
The alternative corridors will be evaluated relative to the status quo whereby transit service conditions are retained, based on the previously discussed criteria. The results of this analysis will be presented to the NCC, study stakeholders, Consultation Groups, government agencies and public for review and comment at the first Public Open House (POH) prior to formulating a recommendation on the preferred corridor. An interim report on the preferred corridor will be presented to the Transit Committee for approval.
6.2.6 Develop Alternative Alignments/Designs
Following the identification of the preferred corridor, various design alternatives will be identified and evaluated. Detailed alignment and cross-section design alternatives, including station locations and layouts will be identified based on a consideration of any constraints within the study area, input from the Study Team, NCC, key stakeholders, Consultation Groups, the public and government agencies, and accepted rapid transit guidelines, standards, and practices. All proposed designs will include associated modifications to existing crossing/connection roadways as required.
The various alternative designs will consider:
· Landscaping and urban design features
· Station locations and layouts
· Station integration opportunities
· Geotechnical considerations
· Grade separations and structural general arrangements
· Power and electrical supply
· Utility location and relocations
· Stormwater management
· Safety and security
· Operation considerations
· Constructability and staging
Additional field investigations, surveys, test pits and boreholes as necessary to document the scope and potential impact of the design alternatives will be undertaken. Alignment alternatives will consider horizontal plan and vertical profiles.
6.2.7 Evaluation of Alternative Designs
The study will clearly identify the initial impacts of each alternative design as well as the net post-mitigation impact as well as enhancement opportunities using quantifiable indicators and measures wherever possible. To ensure that all impacts are appropriately evaluated, the following topics will be covered in detailed environmental impact studies:
· Transportation Service and Existing Infrastructure:
o Impact on transit travel times and variability
o Impact on transit ridership
o Impact on pedestrian and cycling network, environment, security and accessibility
o Impact on vehicular traffic
o Impact on utilities
· Natural Environment:
o Impact on green space and urban natural environment
o Impact on groundwater and surface storm water drainage
o Impact on local and global air quality
o Impact on greenhouse gas emissions
o Impact of contaminated lands
· Social Environment:
o Urban design including landscape, streetscape plans and station design
o Impact on adjacent land uses, including access and loading activities
o Health care cost impact of air quality
o Impact on First Nation traditional use of lands
o Impact on noise and vibration levels
o Safety and security
o Heritage and archaeological matters
· Economic Environment:
o Impact on local businesses
o Impact on transit revenues and operating costs
o Impact on property taxes, development charges and other municipal financing functions
o Impact of air quality on health care cost
The results of the evaluation will be presented at the second Public Open House (POH).
6.2.8 Recommended Plan
Following the evaluation of the alternative designs using the above-noted detailed evaluation criteria, and after determining all necessary mitigation measures to minimize any adverse impacts of the project, the study team, with input from key stakeholders, the Consultation Groups, landowners and review agencies, will select and document a preferred alternative design, which will be presented at a final Open House.
Upon receipt and incorporation of public feedback, the preferred alternative design will then be developed to a sufficient level of detail as required to produce a functional design plan that is adequate for submissions for project approvals in principle and to establish a complete scope of work, baseline budget and implementation schedule for the entire project. This Recommended Plan will incorporate the functional design plan and will include but may not necessarily be limited to:
q A written description of the undertaking including the design parameters
q Functional design drawings (1:500 scale, plan and profile) for the preferred alignment with geo-referenced horizontal alignment; vertical profile; grading; drainage; property envelope;
q Cross-section drawings for typical sections as well as critical areas;
q Landscape and urban design plans;
q Vehicle technology
q Storm water management requirements
q Property needs/acquisition plan Implementation (staging) plan and detour plan during construction;
q Signal and communication infrastructure requirements
q Electrical power supply infrastructure requirements
q Infrastructure implementation/staging plan (i.e. municipal servicing, utility coordination, rehabilitation of roads, etc.)
q Potential mitigation measures, with a commitment to compliance monitoring during project implementation
q Project baseline budget in approved WBS format
The Recommended Plan, including mitigation measures, will clearly identify and set out the requirements and timing for all subsequent approvals required to proceed with construction of the project. This plan will be presented to the NCC’s Advisory Committee on Planning, Design and Realty (ACPADR) for comments and advice. Information will be provided to NCC staff for presentation to the NCC Board. The recommended plan will be presented to the Transit Committee and Council for approval.
7.1 Federal EA Project Description Report
The transit route could be running through NCC lands. Also, federal permits, and funding are most likely required before project implementation can proceed. In order to expedite the future federal approval processes, the City and Study consultant will initiate discussions with the relevant federal Responsible Authorities (RAs) to identify all federal EA requirements and initiate the federal EA screening process. This will ensure that all relevant existing environmental inventory data collected and impact assessments carried out during this assignment are scoped sufficiently to address federal EA screening requirements.
A Project Description Report will be prepared in accordance with the requirements of the federal RAs. The report will include enough information on potential impacts, mitigation measures and conceptual compensation strategies to allow the federal agencies to conclude on the significance of environmental effects at this early planning stage.
7.2 Federal Screening Report
Upon completion of the Study, and in addition to the EPR, a Federal Screening Report will also be prepared. The Report will be of sufficient scope to address the federal screening requirements. It will document the proposed project and summarize all stages of the study process leading to the development of the final recommended plan for the Project.
The deliverables for the study include:
q Study Design, including project scope, alternatives, evaluation criteria and methodology, consultation and communications plan;
q Project Need and Assessment Report
q Draft and Final Ontario Environmental Project Report (EPR)
q Environmental Inventory/Existing Conditions Report
q Recommended Plan
q Federal EA Project Description Report
q Federal screening report
q Project Ridership and Business Case Reports
q Project capital and operating cost estimate, including baseline budget, in Work Breakdown Structure (WBS) format
q Noise, Vibration and Air Quality Report
q Geotechnical Report
q Consultation Summary Report
q Written and graphical content for all public notices related to the study
q Public Open House and Consultation Group presentation display and information materials, handouts, signage, etc.
q Project Web Page data
q Project Update Newsletter – minimum of three
q Functional design drawings (1:500 scale) of the recommended plan, including plans and profiles for recommended alignments, station layouts and elevation drawings, structure general arrangement drawings, utility relocation details, storm water management plans, landscape design plans, supporting infrastructure and property requirement plans
q Project Implementation/Staging Plan, which shall identify all future approval requirements including those for property acquisitions and easements and other property related matters
8.1 Environmental Project Report
Under Ontario’s proposed new EA Regulation, an Environmental Project Report (EPR) has to be prepared and completed within the legislated timeframe for transit EAs. A Draft and Final EPR will be prepared to document the entire study process including consultation, the recommended design and any appropriate mitigation plans, amending procedure, costing, and implementation and staging plan, and commitments to future action, including external approvals known to be required.
The final EPR, incorporating all pertinent comments, will be prepared and placed on public record for a minimum 30-day review period.
Future ridership projection will be developed as part of this EA. The ridership study will develop peak hour and all day ridership projections for the years 2021 and 2031 for the alternative corridors. It is expected that this data will feed directly into the EA analysis. The analysis and refinement of ridership projections will be used as input to the selection of the preferred solution and for the project business case report.
8.3 Project Business Case Report
The Consultant will prepare a detailed Project Business Case report to support Federal and Provincial funding applications in compliance with all funding agency requirements. The report will incorporate detailed Planning and EA study findings such as ridership projections, capital costs, operating and maintenance costs, impact on travel time for transit and auto users in the corridor, environmental costs related to vehicle emissions, and others as input to a socio-economic benefit-cost analysis evaluation using specialized software, such as ‘TransDEC’ or approved equivalent, as mandated by the funding agencies. The Business Case Report should take into account the benefits to transit system users all across the network
Developing an accurate project baseline budget is an essential component of this study, as it will contribute to the City’s capital budget forecasting and priority setting, and shall form the basis for project funding applications to senior governmental levels.
The baseline budget will be structured in approved WBS format in accordance with the City’s standard Program Management System. The WBS will include detailed scope statements for all major project elements, which will be identified on a WBS diagram, and will identify all items and their costs required to complete the undertaking, including operating and maintenance costs. The baseline budget will include contingency allowances and escalation costs and will identify cash flow projections based upon estimated project implementation timelines.
This study will involve a large number of stakeholders, including City Advisory Committees, community groups, property owners, businesses, approval agencies and special interest groups. Early in the study process stakeholders will be identified. This will be accomplished through various forms of consultation, including liaison with Ward Councillors, property owners, community and business associations, government agencies and public notification.
The consultation program will primarily consist of meetings with stakeholders, individually and through Consultation Groups, and meetings with the general public through Public Open Houses. Consultation Groups will meet with the Study Team at key stages to review and comment on specific issues, the study progress and findings. Notes of all meetings, individual or group, will be documented and form part of the EA process. The three Consultation Groups are:
q Public Consultation Group (PCG)
q Agency Consultation Group (ACG)
q Business Consultation Group (BCG)
The membership, roles and responsibilities of each Consultation Group will be defined prior to meetings taking place.
Specific aspects of the consultation program are detailed as follows.
9.1 Public Consultation Group
A Public Consultation Group (PCG) will be formed to enable community/special interest groups and adjacent property owners to provide direct input to the study, advising and commenting on local issues and concerns. Membership of this group will be determined in consultation with affected ward councillors.
9.2 Agency Consultation Group
An Agency Consultation Group (ACG) will be formed to address the full range of technical issues and to comment on all of the special studies required to fully assess the various alternatives and to ensure that the City is following the procedures, legislation and addressing appropriate policies. Members will include representatives primarily from government agencies and approval bodies.
The ACG will meet at key stages throughout the study. Direct one-on-one consultation with other Agency groups may be necessary as specific issues arise during the course of the study. Presentations to other groups such as the NCC’s Advisory Committee on Planning, Design and Realty (ACPDAR) will be required and will occur at key points during the study.
9.3 Business Consultation Group
A Business Consultation Group (BCG) will be formed to enable businesses owners and private sector property owners to inform and provide input to the study, advising and commenting on local economic and business issues and concerns. Membership of this group will be determined in consultation with affected ward councillors.
The public will be notified of: the EA Study commencement, all Public Open Houses (POHs) and the submission of the EPR for Ministry approval. Notifications will be sent out at appropriate stages in the Study, and each announcement will take the following forms:
q Advertisements in daily newspapers (The Ottawa Citizen, Le Droit)
q The project web site on the City’s web portal
Additional notifications will be undertaken, as required, in accordance with provincial EA regulations.
9.5 Public Open Houses
The Public Open Houses (POHs) will be held to present and obtain feedback on existing conditions, alternative corridors, alternative design concepts, and the recommended plan.
Background and presentation material will include a “Project Update Newsletter” which will summarize the information presented at the POH and will be available for general distribution. Bilingual staff will be present during all Public Open House meetings and all material presented at the POH meetings as well as the “Project Update Newsletter” will be in both official languages.
9.6 Project Web Page
A Project Information Web Page will be established for this Study on the City’s external web portal. The purpose of the Web Page will be to inform the public of the progress and interim findings of the study and upcoming meetings or activities, and to provide a point of access for public consultation and feedback.
9.7 Project Master Mailing List
A Master Mailing List for the project will be established at the study outset and updated throughout the course of the project. The Mailing List will be updated via Public Open Houses, general enquires, e-mails and other forms of consultation.
9.8 Presentations to NCC
Interim study findings at key milestones, conclusions and recommendations will be presented to ACPDR.
9.9 Transit Committee and Council Meetings
The interim and final study findings will be presented to the Transit Committee and Council for approval.