Report to/Rapport au :

Transit Committee

Comité du transport en commun

and Council / et au Conseil

30 July 2010 / le 30 juillet 2010

Submitted by/Soumis par : Nancy Schepers, Deputy City Manager/Directrice municipale adjointe, Infrastructure Services and Community Sustainability/Services d 'infrastructure et Viabilité des collectivités

Contact/Personne ressource: Vivi Chi, Manager/Gestionnaire, Transportation Planning/Planification des transports, Planning and Growth Management/Urbanisme et Gestion de la croissance

(613) 580-2424 x 21877, Vivi.Chi@ottawa.ca

Kanata North (4), Stittsville (6), Rideau Goulbourn (21)

Ref N°: ACS2010-ICS-PGM-0156

SUBJECT:	WEST TRANSITWAY CONNECTION (terry FOX drive to fernbank road) pLANNING Study - functional design recommendations
OBJET :	ÉTUDE DE PLANIFICATION RELATIVE AUX RACCORDEMENTS DU TRANSITWAY OUEST (DE LA PROMENADE TERRY FOX AU CHEMIN FERNBANK) – RECOMMANDATIONS RELATIVES À L’ÉTUDE FONCTIONNELLE

REPORT RECOMMENDATIONS

That the Transit Committee recommend Council:

1. Approve the recommended functional design for the West Transitway Connection from Terry Fox Drive to Fernbank Road;

2. Direct staff to initiate the Transit Project Assessment Process based on the functional design in accordance with the Ontario Environmental Assessment Act (Regulation 231/08) including the preparation and filing of the Environmental Project Report for formal public review and comment; and

3. Direct staff to initiate the property acquisition, subject to the completion of the Environmental Assessment process and annual capital budget approval.

RECOMMANDATIONS DU RAPPORT

Que le Comité du transport en commun recommande au Conseil :

1. D’approuver l’étude fonctionnelle recommandée concernant les raccordements du Transitway Ouest de la promenade Terry Fox au chemin Fernbank;

2. De superviser le personnel dans le cadre du déclenchement du processus d’évaluation du projet de transport en commun en fonction de l’étude fonctionnelle, conformément à la Loi sur les évaluations environnementales de l’Ontario (règlement 231/08), ce qui comprend l’élaboration et le dépôt du rapport de projet environnemental aux fins de l’examen officiel et de l’émission de commentaires par le public; et

3. D’enjoindre au personnel de commencer l’acquisition de la propriété, sous réserve de l’achèvement du processus d’évaluation environnementale et de l’approbation du budget d’immobilisation annuel.

Executive Summary

Assumptions and Analysis

This study was undertaken to confirm the location of the future Transitway alignment and station locations through Kanata West and Fernbank communities in order to allow development to proceed.  Previous planning work identified the need and rationale for the Transitway, which was further confirmed in the 2008 Transportation Master Plan.

The corridor was identified by the planning processes for the Kanata West and Fernbank Communities.  Running through the centre of the communities it will promote transit-oriented development and encourage transit use.  Within Kanata West, the Transitway alignment was identified east of the North-South Arterial and the Fernbank Community Design Plan placed it in the median of the roadway. 

In total, 7.9 kilometres of Transitway and eight stations are being proposed as part of this EA.

A key issue to be determined through this study was transition from adjacent to median transit operation relative to the proposed North-South Arterial. Options for the transition were developed and analyzed.  Option 2, with grade separations at Maple Grove Road and Hazeldean Road, and a transition south of Hazeldean Station is recommended.  This Option has the highest capital cost, but most closely resembles land use plans for Kanata West and Fernbank, provides superior transit service for the long term, and has the least impact on traffic operations at Hazeldean.  The overall higher costs can be offset by construction staging, with the grade separation being deferred until traffic and transit demands warrant. The throw away costs would amount to $2 M in 2010 dollars, unescalated.

Next steps include starting the formal EA process and completion of the EA in 2011, and initiating the property protection process, subject to the provisions of the Planning Act, as plans are received from adjacent developers.

Legal/Risk Management Implications:

There are no Legal/Risk Management impediments to implementing this Report's recommendation.

Technical Implications:

N/A

Financial Implications:

The preliminary project cost estimate to design and construct the West Transitway Connection from Terry Fox Drive to Fernbank Road is approximately $425 M, unescalated.  The following provides a cost breakdown in 2010 dollars:

• Construction – Terry Fox Drive to Fernbank Road (7.9 km)                            $260 M

• Design, Project Management, Construction Administration (30%)                    $80 M

• Property Acquisition                                                                                           $15 M

• Project Contingency (20%)                                                                                 $70 M

                                                                                                                            $425 M

Funding for these works will be requested at the appropriate time, as part of the annual Capital Budget process cycle to be approved by Council.

Funding for the environmental assessment process is provided for in Capital Account 902973 (Smart Growth Transit-Environmental Assessment).

Public Consultation/Input:

This study involved stakeholder groups, including community organizations, property owners, businesses within the study area, institutions, approval agencies and groups with a special interest in the study.  In addition to the Agency, Business and Public Consultation Group meetings (two meetings each),  three formal Public Open Houses were conducted this year on 25 March, 02 June, and 22 June.  A project bulletin and comment-questionnaire was developed and distributed at each of the open houses.

Information from the study has been posted on the City’s web site:

(http://ottawa.ca/residents/public_consult/transitway_connections/index_en.html)

Consultation efforts will continue as the study progresses to the EA phase of this project.

RÉSUMÉ

Hypothèses et analyse :

Cette étude a été entreprise en vue de confirmer les emplacements du futur tracé du Transitway et de ses stations au sein des collectivités de Kanata-Ouest et de Fernbank, afin d’en faciliter le développement. Les travaux de planification antérieurs ont permis d’établir le besoin et la raison d’être d’un Transitway, lesquels ont par la suite été confirmés dans le Plan directeur des transports de 2008.

Les processus de planification pour les collectivités de Kanata-Ouest et de Fernbank ont permis de définir le couloir projeté. Traversant le centre des collectivités, il favorisera un développement axé sur le transport en commun ainsi qu’une utilisation accrue de ce service. À Kanata-Ouest, on a établi le tracé du Transitway à l’est de l’artère nord-sud, tandis que le Plan de conception communautaire de Fernbank le place au centre de la chaussée.

Au total, cette évaluation environnementale (ÉE) vise 7,9 kilomètres du Transitway et huit stations.

Dans le cadre de cette étude, il a fallu examiner l’élément clé qu’est la transition entre la circulation adjacente et la circulation médiane du transport en commun, par rapport à l’artère nord-sud projetée. On a procédé à la conception et à l’analyse de différentes options relativement à cette transition, à la suite desquelles on a recommandé l’option nº 2, préconisant des carrefours à niveaux différents sur les chemins Maple Grove et Hazeldean, ainsi que le déplacement de la station Hazeldean vers le sud. Cette option présente les dépenses en immobilisations les plus importantes; en revanche, il s’agit de l’option la plus fidèle aux plans d’aménagement de Kanata-Ouest et de Fernbank, en plus de garantir, à long terme, un service de transport en commun de qualité supérieure et d’avoir l’incidence la plus faible sur la circulation au niveau d’Hazeldean. Les coûts globaux plus élevés associés à cette option peuvent être compensés par l’échelonnement des travaux, en retardant la construction du carrefour à niveaux différents en fonction des besoins de la circulation et du transport en commun. Il en résulterait des frais de deux millions de dollars (dollars de 2010 non actualisés).

Incidences juridiques / concernant la gestion des risques :

La mise en œuvre de la recommandation du présent rapport ne fait l’objet d’aucune contrainte juridique ou de gestion des risques.

Incidences techniques :

S.O.

Répercussions financières :

Le coût approximatif du projet préliminaire de conception et de construction des raccordements du Transitway Ouest, de la promenade Terry Fox au chemin Fernbank, s’élève à 425 millions de dollars, coût non actualisé. Les coûts affichés ci-dessous sont en dollars de 2010 :

• Construction – de la promenade Terry Fox au chemin Fernbank (7,9 km)         260 M$

• Conception, gestion de projet et administration de la construction (30 %)          80 M$

• Acquisition de biens                                                                                              15 M$

• Fonds pour imprévus (20 %)                                                                                 70 M$

                                                                                                                              425 M$

Le financement de ces travaux sera demandé au moment opportun, pendant le cycle du processus du budget annuel des immobilisations qui doit être approuvé au Conseil.

Le financement du processus d’évaluation environnementale est assuré par le compte d’immobilisations n^o 902973 (études d’évaluation environnementale de la croissance intelligente du transport en commun).

Consultation publique / commentaires :

Ont pris part à cette étude différents groupes d’intervenants, dont des organismes communautaires, des propriétaires fonciers, des entreprises du secteur visé par l’étude, des institutions, des agences d’approbation et des groupes ayant un intérêt particulier dans l’étude. En plus des réunions des groupes de consultation publique, de consultation d’organismes et de consultation d’entreprises (2 réunions chacun), trois séances portes ouvertes formelles ont eu lieu au cours de l’année, soit le 25 mars, le 2 juin et le 22 juin. On a élaboré et distribué un bulletin et une fiche de commentaires sur le projet à chacune des séances portes ouvertes.

Les renseignements concernant l’étude ont été affichés sur le site Web de la Ville à l'adresse suivante :

(http://ottawa.ca/residents/public_consult/transitway_connections/index_fr.html)

Les efforts consultatifs se poursuivront au gré de la progression de l’étude, jusqu’à la phase d’évaluation environnementale (EE) du projet.

Les étapes à venir comprennent le démarrage du processus officiel d’EE et sa finalisation en 2011, ainsi que le déclenchement du processus de protection de la propriété, sous réserve des dispositions de la Loi sur l’aménagement du territoire, dès la réception des plans de la part des promoteurs du secteur.

BACKGROUND

Transportation system improvements are crucial to accommodating the City’s population growth and the associated increases in travel demand.  Consequently, a Rapid Transit Network was developed, and approved by Council in 2008, which includes new Light Rapid Transit (LRT) lines and a number of extensions and additions to the existing Bus Rapid Transit (BRT) Transitway system.  In Kanata, two extensions of the BRT network were included: a connection from Terry Fox Drive to Fernbank Road, and a connection from Eagleson Road north along March Road to Old Carp Road.  Both corridors will be protected for conversion to LRT in the future. The two corridors are shown in Figure 1.

The two segments were originally combined into a single study based on previous work and based on the economies of combining two smaller studies into a single larger one.  The two segments are independent, however as both are in Kanata, joint public meetings were possible.  As the study developed, additional corridor options beyond those previously examined were identified for the March Road corridor, which required additional work compared to the Kanata West corridor.  Time to assess the additional options made the joint schedule incompatible, as the Kanata West section approval is required to address development applications and subdivision plans currently underway.

This report focuses on the functional design for the West Transitway (Terry Fox Drive to Fernbank Road) in Kanata West. The functional design for the March Road section will be presented to Committee and Council in 2011.

Figure 1: West Transitway Connection

The West Transitway Connection, Terry Fox Drive to Fernbank Road extends west of Terry Fox Drive and has a southern extension that proceeds through development areas known as Kanata West and Stittsville to the extent of the urban boundary at Fernbank Road.

In reconfirming the alignment through the two development communities, consideration was given to satisfying the need/opportunity for transit, as well as approved development plans and approvals already in place under previous planning exercises in Kanata West.  For this reason, alignment alternatives were not re-assessed through Kanata West or Fernbank development areas as transportation master plans exist that defined these alignments.  The rapid transit corridors identified in the Kanata West and Fernbank Community Design Plans (CDPs) are being carried forward as part of the West Transitway Connection project.  This study examines, in further detail, the corridor identified through those planning processes, to develop an alignment, station locations and configurations for the West Transitway Connection.

The environmental assessment will be in accordance with the Transit Project Regulations (Ontario Regulation 231/08) which was enacted in 2008 and has strict timelines for the EA process.  The Regulation assumes that all detailed planning efforts (such as TMPs, CDPs, functional design) are completed before the EA is initiated.  This report addresses the functional design for the transitway alignment.

DISCUSSION

Existing Community Planning Efforts:

The Kanata West development concept plans (Figure 2), shows the Transitway located generally through the centre of the community, and adjacent to the North-South Arterial from Maple Grove Road to Hazeldean Road.  Stations were shown at Carp River, Campeau Drive, Scotiabank Place, Maple Grove Road and Hazeldean Road. A planned station at Didsbury Road is east of the development area, but was indicated on earlier plans for the Kanata Centrum area.

As noted, the Kanata West Transportation Master Plan (June 2006) identified the general alignment of a rapid transit corridor west of Kanata Centrum through the Kanata West Development Area to Hazeldean Road.  The alignment for rapid transit to extend from Hazeldean Road south to Fernbank Road was generally identified in the Fernbank Community Design Plan (CDP) as shown in Figure 3.

Figure 2: Kanata West Concept Plan

Figure 3: Fernbank Community Design Plan

The Fernbank Community Design Plan also evaluated and identified a transit corridor.  The Fernbank Transportation Master Plan and the CDP show the Transitway in the median of the North-South Arterial with major stations to be located at Hazeldean Road, Abbott Street and Fernbank Road.

The Kanata West and Fernbank plans also illustrate the location and proposed use of the lands within their plan areas. Transitway stations have been located at major arterial road crossings, development nodes or recreational sites, recognizing that further Environmental Assessment work would be undertaken to identify the alignment and station locations and to complete the functional design and impact assessment of the Transitway.

Project Need

The West Transitway Connection (Terry Fox Drive to Fernbank Road) will:

• Respond to growth pressures by providing improved transportation in the study area;

• Contribute to keeping Ottawa a liveable and economically viable city by providing a valuable facility for structuring and achieving land use, environmental, and social objectives; and

• Expand the City’s rapid transit network to accommodate existing and future travel demand in Kanata and to key regional centres.

The West Transitway Connection offers significant opportunities for compact, mixed-used development in the vicinity of stations.  Defining and protecting the Transitway alignments and station locations allows for transit-oriented development in the appropriate forms at the right locations.  As development proceeds, by providing an efficient, reliable and safe transit system will encourage desirable shifts to travel by transit in the Mixed-Use Centres, Employment Areas and Enterprise Areas. 

This project is highlighted in the TMP: the portion from Terry Fox to Scotiabank Place is a Phase 2 project, Phase 1, Increment 3.

Evaluation of Alternative Alignments

Three alignment options were developed for the Transitway as it transitions from adjacent to the North-South Arterial at the northern half of the study area, to the median of the Arterial in the southern half.  The details and assessments of these transition options are summarized below.

Option 1: Transition between Maple Grove Road and Hazeldean Road

Option 2: Transition south of Hazeldean Road

Option 3: Transition north of Maple Grove Road

The evaluation of the transition alternatives was based on the impact to the existing environment with input from the public.  Criteria included:

• Compatibility with Existing and Future Road System

• Ridership and Transit Operations

• Geometrics

• Compatibility with Existing and Future Communities

• Effects on Noise, Air Quality and Vibration

• Soil and Groundwater Considerations

• Effects on Natural Features

• Constructability

• Capital Cost

• Land Acquisition Requirements

The evaluation of transition alternatives is summarized in Table 1 and includes the indicators used to evaluate each of the corridor alternatives.

Table 1: Evaluation of Corridor Options

The evaluation results show that Options 2 and 3 were ranked similarly with the primary difference relate to grade separation.  Option 2 provides grade separation of the Transitway at Hazeldean Road and Maple Grove Road, resulting in better traffic operations for all vehicles and transit.  Option 3 is at grade at Hazeldean Road and Maple Grove Road, which results in poor performance for traffic operations at the intersections, particularly the intersection at Hazeldean.

Option 2 is recommended because it:

• Is most compatible with approved land use plans for the Kanata West and Fernbank communities,

• Provides superior transit service for the long term,

• Provides the least impact on traffic operations at Hazeldean Road, and

• Provides opportunities for phased construction.

While Option 2 is approximately $95 million greater in cost, the implementation of the Transitway grade-separation can be done in stages.  The North-South Arterial will be constructed in sections from south to north to accommodate development, however, more northerly portions could be constructed for bus use only, or widened from an initial two lanes to the ultimate four lanes and provide transit use in mixed traffic or in dedicated bus lanes.  Once the arterial reaches capacity, the grade-separated Transitway would need to be constructed to improve transit service and reduce congestion.  The throw away costs would amount to $2 M in 2010 dollars, unescalated.

The geotechnical investigation undertaken as part of the CDP and this project indicates that there are poor to very poor soil conditions along most of the corridor.  Grade raise limits for local roads and development have been respected and the costs for the project reflect the need for deep pile foundations for the elevated station and Transitway construction and the need for specialized light-weight or ultra light-weight fill at the transitions.

A description of the functional design is provided below and illustrated in Document 1.

Recommended Alignment (7.9 km total)

Centrum – Scotiabank Place: 2.8 km

Beginning at Terry Fox Station, the proposed Transitway is located along the north side of Highway 417.  West of Terry Fox Station, the Transitway follows the curve of the westbound Highway 417 off-ramp at Terry Fox Drive.  The Transitway then passes under Terry Fox Drive before reaching Didsbury Road, where a typical 4-lane station will be provided.  The alignment will require the closure of Goulbourn Forced Road at the Transitway to allow for the extension of Earl Grey Drive under Terry Fox Drive to serve the local neighbourhood.

After crossing Didsbury Road at grade, with a controlled intersection, the Transitway curves to the northwest before entering Carp River Station.  West of the Carp River Station, the alignment crosses over the Carp River on a new bridge structure, before curving to the left and entering Campeau Station.  Both the Carp River and Campeau Stations will be typical 4-lane Transitway Stations. At the east end of Campeau Station there will be a second road crossing to provide access to the development lands south of the Transitway and north of Highway 417.  The sidewalks on the roadway will provide the access to the Station.  West of Campeau Station, the Transitway curves towards the south and passes over Feedmill Creek before rising to cross over Highway 417, east of Huntmar Drive.  South of Highway 417, the Transitway remains on an elevated structure located on the east side of Huntmar Drive, and west of Scotiabank Place.  A station serving Scotiabank Place will be provided between Cyclone Taylor Drive and Palladium Drive. This station will need to serve large volumes of passengers before and after events. By‑pass lanes and platforms are supported with adequate circulation capacity to manage operations.

Scotiabank Place – Fernbank Road: (5.1 km)

South of Scotiabank Place, the elevated Transitway passes over Palladium Drive before descending back to grade.  South of Palladium Drive, the Transitway proceeds towards the corridor for the future North-South Arterial.  The Transitway will be located along the east side of this road and continue south before rising onto a structure to cross over Maple Grove Road.  At Maple Grove Road, a station will be provided on the elevated structure, with pedestrian access from the north side of the street.  The station was shown conceptually during the public consultation and has now been located to serve both Maple Grove Road and the potential soccer complex to the northeast. By-pass lanes will be provided through the station to meet operational needs. South of Maple Grove Road, the Transitway descends back to grade and passes over Poole Creek on a new bridge structure.

North of Hazeldean Road, the alignment rises onto another elevated structure to cross Hazeldean Road.  A station will be provided on the elevated structure.  The station is positioned directly over Hazeldean Road to provide good access to both the north and south sides of the road. By‑pass lanes are included through the station to meet the operational needs. Two park and ride facilities will be provided at Hazeldean Station, located north (325 spaces) and south (325 spaces) of Hazeldean Road, and linked by the station.

South of Hazeldean Station, the elevated structure will cross the northbound lanes of the North‑South Arterial, descend back to grade and continue south in a dedicated transit facility located within the median of the North-South Arterial.  At Abbott Street, an at-grade station will be provided, consisting of staggered bus platforms within the median.  A third central by-pass lane has been included and will provide a by-pass immediately adjacent to each platform, transitioning through the intersection with Abbott Street. A Park and Ride Facility (250 spaces) will be provided on the southeast corner of the Abbott/North-South Arterial intersection.  South of Abbott Street, the alignment continues at-grade within the median of the North-South Arterial until reaching Fernbank Road, where a terminus station and Park and Ride Facility (200 spaces) will be provided. As a terminal station, the platforms may be located in the Park and Ride area, or split by direction such that one platform remains in the median and the other is located in the Park and Ride. The arrangement will need to be revisited if the Transitway is extended further south in the future.

Implementation/Staging Opportunity

The TMP indicates that the construction of the West Transitway Connection (Terry Fox Drive to Fernbank Road) is expected to happen in two phases:

• The section from Terry Fox Drive to Scotia Bank Place is included in Phase 1, Increment 3; and

• The section from Scotiabank Place to Fernbank Road is included in Phase 2.

Scotiabank Place Station will serve as the terminus for initial construction of the West Transitway Connection.  Terminal facilities consisting of a turnaround loop, operator facilities and lay-by spaces for buses will need to be provided at this location in order to support regular transit operations as well as additional service requirements for events at the stadium.

Staging of construction south of Scotiabank Place could include:

• Constructing portions of the North-South Arterial not already in place and using them as dedicated transit lanes, or opening them for general traffic and operating bus service in mixed traffic;

• Widening portions of the North-South Arterial to allow buses to operate in mixed traffic or in dedicated shoulder lanes; and ultimately

• Constructing the adjacent Transitway and grade separations when demand dictates.

Constructing the project in stages as described above allows the City to defer the majority of the costs associated with the structures in excess of $95 million of expenditure until congestion dictates the requirement for a grade-separated transit facility.

Major activities for the initial stage include the construction of:

• The paved running way, including embankments, drainage, road base, asphalt and lighting;

• Stations, including the platforms, shelters, buildings and connections to the roads, sidewalks and bicycle pathways;

• Bridge structures, including a major bridge over Highway 417 near Scotia Bank Place; and

• Park and Ride facilities at key stations including, parking areas, access points and pedestrian access to the adjacent station.

Park and Ride Lot Locations

In addition to confirming the alignment and station locations, the study also examined the potential for four Park and Ride locations, including two at Hazeldean Road, one at Abbott Street and one at Fernbank Road.  None of the locations presented critical impediments to development as a Park and Ride.  As a result, the park and ride space allotment was distributed amongst all four locations to best capture ridership and reduce localized land use impacts. The four Park and Ride Facility locations are shown on the plans in Document 1.

Approximately 650 park and ride spaces will be provided in the vicinity of Hazeldean Station in two lots.  One lot will be located on the north side of Hazeldean Road on land acquired by the City for the original terminal station site.  Access will be provided directly off Hazeldean Road and could also be integrated with the access provided by the adjacent development.  The second lot would be on the south side of Hazeldean Road and would be approximately the same size depending on property negotiations with the current land owner.  Access could be directly off Hazeldean Road or integrated with the adjacent development.  Providing two lots at this location will improve access and egress queuing and provide for improved access to the station.

The park and ride lot at Abbott Street will be dual purpose, serving commuters during the weekdays and providing access to the adjacent neighbourhood park and Trans-Canada trail at other times.  This lot would be constructed under the hydro towers.  The Fernbank Road lot would provide a location for rural transit users and those close to the south edge of the urban area to access the Transitway.  The lot and station are located on the north side of Fernbank Road inside the urban boundary.  Land for this site was identified in the Fernbank CDP.

Analysis of Environmental Effects

Localized, site specific impacts are summarized below including recommended mitigation measures:

Transportation

The Extension of Earl Grey Drive:

In order to accommodate the grades in the vicinity of Terry Fox and Highway 417 it is necessary to close Goulbourn Forced Road at the intersection with the Transitway.  To facilitate continued movement and access to existing and planned development, Didsbury Road will be extended south and then east along the southern edge of the MTO Works Yard (adjacent to Highway 417) and north towards the Transitway.  Earl Grey Drive will be extended under Terry Fox and back to the Centrum development, allowing for a better level of service to the area and improving traffic circulation patterns.

Station Connection to Scotiabank Place:

The Transitway is grade separated across Highway 417.  The alignment and station are located to the west side of Scotiabank Place (adjacent to Huntmar Road), with pedestrian access connecting to the second level of the stadium.  Internal access and egress patterns within the stadium will need to be altered to accommodate an efficient connection to the Transitway station.

A Pedestrian Crossing at Abbott Street:

The Trans-Canada Trail crosses the Fernbank CDP area and intersects with the adjacent North‑South Arterial and the Transitway.  The Fernbank CDP recommends protecting for a grade‑separation of the Trans-Canada Trail at this location.  Given the very poor soil conditions at this location, the intersection of the North-South Arterial and Transitway with Abbott Street and the hydro lines immediately south of Abbott Street, the only feasible alternative for a grade separation is to provide an underpass for the Trail.  The functional plan would accommodate a crossing of the Trail under the Transitway.  If grade separation is not feasible or is cost prohibitive, alternate protection for an at-grade crossing of the Trail will need to be provided.

Traffic Management, Access and Pedestrian Control Plan:

A traffic management plan would be developed during the detailed design/pre-construction phase and implemented in the construction phase.  Traffic detours and lane reductions will be required during construction of the segregated transitway.  Traffic detours or lane reductions may be required at Terry Fox, Goulbourn Forced Road, Didsbury Drive, Campeau Drive, Huntmar Drive, Scotiabank Place, Palladium Drive, Maple Grove Road, Hazeldean Drive and Fernbank Road.  The Contractor will be required to develop a traffic management plan for all detours which shall be monitored by the City. 

Natural Environment

Fisheries Compensation Plan for the Crossing of the Carp River and Poole Creek:

Within the Kanata West development area, the Transitway has been considered within the nine roadway crossings proposed to be constructed over the next 20 years. These proposed works may result in the Harmful Alteration Disruption and Destruction (HADD) of fish habitat.  Through negotiations with the Department of Fisheries and Oceans it has been agreed that the ecological restoration works associated with the Carp River Restoration will be "credited" against the future proposed crossings and that this is an acceptable project for utilizing the habitat banking concept.

Butternut Tree Survey and Management Plan for Identified Sites:

Butternut trees have been identified in the area.  They are a protected species due to the presence of a canker which is a disease that is drastically reducing the population. The MNR has a recovery and protection plan in place provincially and mitigation is possible. Prior to construction of the Transitway a survey of the butternut trees should be conducted and a site specific mitigation plan developed.  Part of the considerations is that the timing for construction is far into the future and any butternuts present today may potentially not survive at time of Transitway construction.

Erosion and Sediment Control Plan:

The purpose of the erosion and sediment control plan is to determine the degree of erosion and sedimentation that would occur under normally anticipated weather conditions during the life of the project, and to develop and implement mitigative measures to control any unforeseen areas determined to be predisposed of the problem.  These elements would be identified in the detailed design process and construction specifications.  The plans will be prepared to the satisfaction of the regulatory authorities including the City and the Conservation Authority.

Landscaping Plan:

A landscape plan will be prepared during the detailed design and pre-construction phase and implemented during the construction phase for the median and roadside areas identified in the functional plan.  An allowance for landscaping has been included in the cost estimate.

Emergency Response Plan During Construction:

The preparation of an emergency response plan by the Contractor shall allow for full emergency services access during the construction period, such that at any time there is a method to access all land uses in the event of an emergency.  The plan should also include provisions for providing temporary services to end uses in the event of a construction related service outage or other service disruption.  A spills response and reporting process should also be included in the plan and adhered to by the Contractor.  In the event of a spill, the Ministry of the Environment is to be contacted, spills and discharges of pollutants or contaminants will be contained immediately, and clean up should be initiated quickly to ensure protection of the environment.

Management of Excess Materials:

Construction waste types may include the following:  soil, rock, concrete, asphalt, natural wood and other vegetation, sod, steel and other metals, etc.  General management and disposal of construction waste by the Contractor will be similar to the guidelines and practices of the Ontario Provincial Standards Specifications, and must conform to Ontario's Environmental Protection Act and associated regulations, and, if applicable, to the Ontario Dangerous Goods Transportation Act and the Canadian Transportation of Dangerous Goods Act.

Social Environment

Stage Two Archaeological Assessments Adjacent to the Corridor from Hazeldean Road to Abbott Street:

Areas of archaeological potential were identified in the Fernbank CDP area.  If development has not occurred in advance of the Transitway construction, a Stage 2 Archaeological Assessment would need to be undertaken.

Property Impact

Property acquisition requirements have been identified along the corridor.  Some of the lands have been acquired through the site plan process, while others are awaiting applications from land owners.  Some of the identified lands will need to be acquired by the City to support the project.  Costs associated with acquiring property and property rights on which to build or provide construction easements for the construction of the West Transitway includes right‑of‑way preparation, legal and appraisal services and land survey.

CONSULTATION

This study involved stakeholder groups, including community organizations, property owners and businesses within the study area, institutions, approval agencies and groups with a special interest in the study.  In addition to the Agency, Business and Public Consultation Group meetings (two meetings each),  three formal Public Open Houses with presentation were conducted this year on 25 March, 02 June, and 22 June.  A project bulletin and comment‑questionnaire was developed and distributed at each of the open houses.  A summary of the comments and responses are included below.

Contact with Aboriginal Communities (Algonquins of Ontario and Metis) were made initially to inform them of the project and identify opportunities for involvement.  In accordance with the Provincial EA process, the Aboriginal Communities will be given an opportunity to review the draft EA and provide input into the process following the Notice of Commencement. No comments have been provided to date.

Information from the study has been posted on the City’s web site: (http://ottawa.ca/residents/public_consult/transitway_connections/index_en.html).  Consultation efforts will continue as the study progresses to the EA phase of this project.

Public Open House#1

The purpose of the first public open house was to present existing conditions and alternative alignment options for two section of the West Transitway Connection, the March Road Corridor and the connection south from Terry Fox Drive to Fernbank Road via Scotiabank Place.  A total of 32 people attended the Open House, the majority of the participants originated from the Beaverbrook Community.  The majority of the comments related to the segment of the West Transitway between March Road and Kanata Centrum which has already been approved through a prior environmental assessment process.  Similarily, comments relating to the March Road Corridor will be reviewed during the environmental assessment for that corridor which will be presented to Council seperately at a later date.  A portion of the comments related to existing and future road and transit operations that are beyond the scope of this study (such as Highway 417 operation, and current bus services).

Specific concerns relating to the Transitway portion between Terry Fox Drive and Fernbank Road include noise, vibration and soil suitablity for the transit facility, Park and Ride Facility locations and preference for a grade-separated solution.

Noise and Vibration:

Comments related to noise and vibration are common to this class of project.  An Environmental Noise, Air Quality and Ground Vibration Study was completed for the project.  The assessment procedure included a combination of of computational modelling based on current environmental data, physical site measurements, and interpretation of gathered data.  The existing conditions data is compared to established City guidelines and provincial guidelines set forth by the Ministry of the Environment.  The report concluded that noise levels at existing or possible future sensitive points of reception are within acceptable limits.

Soil Suitablilty:

Soil conditions in the area vary from poor to very poor.  The clay soils are susceptible to settlement, and the area CDPs indicate minimal grade changes for all development to minimize potential settlements.  As a result, structures and embankments for the Transitway will need to rely on deep piles for foundations and use of light weight or ultra light weight fill materials, increasing the capital cost of the project.  These conditions have been accounted for in the cost estimate.

Park and Ride Facility Locations:

It was suggested that a Park and Ride Facilty be located at Fernbank Road for the convenience of Stittsville residents.  A Park and Ride Facility in this location was included as part of the evaluation and recommendation. 

Grade-Seperation:

A preference was noted that a grade-seperated solution should be implemented at the onset to ensure a cost-effective alternative and one that would be truly rapid transit.  The recommended alignment includes grade-separated solutions where possible, and includes potential staging strategies to minimize initial capital costs and provide for future grade separations when traffic and transit volumes warrant.

Natural Environment:

The protection of Poole Creek and its inhabitants as well as wildlife in the area was cited as a concern, particularly during construction.  The functional plan identifies requirements for conservation and protection of aquatic habitats and their inhabitants.

Design:

General design comments were received with respect to facility design including transit station design and park and ride lots and will be incorporated into future detailed design work including such elements as: station safety, landscaping, and lighting.

Public Open House #2

The purpose of the second public open house was to present the evaluation of alignment alternatives and evaluate the preliminary preferred alternative solution.  The event specifically dealt with the West Transitway Connection between Terry Fox Drive and Fernbank Road.  The open house included a presentation to the community.  A total of 15 people attended with the majority representing the communities of Kanata South and Stittsville.

Concerns specific to the project included noise, the ability to incorporate a multi-use pathway over the Queensway at Scotiabank Place, and the plan’s alignment with the City's environmental stategy, the objectives of the TMP and NCC’s sustainability objectives.

Multi-Use Facility:

The Official Plan, the TMP, and the Pedestrian and Cycling plans require a multi-use pathway to be constructed adjacent to transit facilities where feasible.  While this can be achieved for a significant proportion of the Transitway, the structure over Highway 417 and the area adjacent to Scotiabank Place is not well connected to adjacent facilities and would essentially confine pedestrians or cyclists to the Transitway, thus reducing the integration with the community and adjacent facilities.  The pathway should be developed along arterial roadways through this area.

Station and Park and Ride locations have been integrated to make the experience of walking or cycling both convenient and positive in a way to enhance the overall experience of getting to and from the transit stop or station in accordance with the Transit-Oriented Development (TOD) guidelines.

Sustainability Objectives:

The West Transitway Connection between Terry Fox Drive and Fernbank Road implements the objectives of the City’s Official Plan and its supporting plans.

Public Open House #3

A subsequent open house was convened at the request of the Ward Councillor on 22 June 2010 for the community of Stittsville.  This event again focused on the portion of the Transitway between Terry Fox Drive to Fernbank Road.  A total of 14 people attended with the majority representing Stittsville.  One written comment was received, expressing a preference for LRT over BRT for this project. A verbal comment was received with respect to protection of prime agricultural land.

COMMENTS BY THE WARD COUNCILLOR(S)

Councillor Wilkinson supports the recommendations in the report.

Councillor Qadri is aware of this report.

Councillor Brooks - “Move ahead, you have my concurrence.”

LEGAL/RISK MANAGEMENT IMPLICATIONS

There are no legal/risk management impediments to implementing this report's recommendations.

CITY STRATEGIC PLAN

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.

TECHNICAL IMPLICATIONS

N/A

FINANCIAL IMPLICATIONS

The preliminary project cost estimate to design and construct the West Transitway Connection from Terry Fox Drive to Fernbank Road is approximately $425 M, unescalated.  The following provides a cost breakdown in 2010 dollars:

• Construction – Terry Fox Drive to Fernbank Road (7.9 km)                            $260 M

• Design, Project Management, Construction Administration (30%)                    $80 M

• Property Acquisition                                                                                           $15 M

• Project Contingency (20%)                                                                                 $70 M

                                                                                                                            $425 M

Cost estimates will form part of the Long-Range Financial Plan, which will be tabled later this year. Funding will be requested, at the appropriate times, through the capital budget process. 

Funding for the environmental assessment process is provided for in Capital Account 902973 (Smart Growth Transit-Environmental Assessment).

SUPPORTING DOCUMENTATION

Document 1    West Transitway Connection (Terry Fox Drive to Fernbank Road) Functional Design Plans

DISPOSITION

Following Committee and Council approval of the functional design, Planning and Growth Management will undertake the following:

· Initiate and complete the formal Environmental Assessment process using the functional design to define the undertaking and file the Environmental Assessment Report with the Ministry of the environment in accordance with Ontario EA Regulation 231/08 for transit project.

· Initiate the property protection process, subject to the provisions of the Planning Act as plans are received from adjacent developers

· Initiate the property acquisition process, subject to subsequent year capital funding requests, and the completion of the EA process.