Report to/Rapport au :

Transit Committee

Comité des transports en commun

and Council / et au Conseil

12 January 2007 / le 12 janvier 2007

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

Contact Person/Personne ressource : Vivi Chi, Manager, Transportation Infrastructure Planning

Planning, Environment and Infrastructure Policy/Politiques d’urbanisme, d’environnement et d’infrastructure

(613) 580-2424 x21722, vivi.chi@ottawa.ca

REPORT RECOMMENDATION

That the Transit Committee recommend Council:

1.         Suspend the work on the East-West (Orleans-Walkley-Kanata) LRT Environmental Assessment and defer the initiation of the Carling LRT Environmental Assessment Study, Rideau-Montreal LRT Environmental Assessment Study, and the Interprovincial Transit Environmental Assessment Study pending the recommendations of the Mayor’s Task Force on Transportation;

2.         Direct staff to include in the 2007 Draft Capital Budget priority Bus Rapid Transit projects as identified in the Rapid Transit Expansion Study using the residual North-South Light Rail Transit funds as identified by the City Treasurer and available senior level government funding.

RECOMMANDATION DU RAPPORT

Que le Comité du transport en commun recommande au Conseil :

1.                  De suspendre l’évaluation environnementale concernant le couloir est-ouest du train léger sur rail et de reporter l’étude d’évaluation environnementale des couloirs Carling et Rideau-Montréal du train léger sur rail ainsi que l’étude d’évaluation environnementale sur le transport en commun interprovincial, dans l’attente des recommandations du Groupe de travail du maire sur les transports;

2.                  D’enjoindre le personnel d’inclure dans les prévisions préliminaires du budget des immobilisations les projets de transport en commun rapide prioritaires prévus dans l’Étude sur l’expansion du réseau de transport en commun rapide, en utilisant les fonds non dépensés du projet du couloir nord-sud du train léger sur rail établis par le trésorier de la Ville ainsi que les crédits disponibles des paliers de gouvernement supérieurs.

EXECUTIVE SUMMARY

Assumptions and Analysis:

On 25 October 2006, Council put the East-West LRT Study on hold and directed staff to return to Committee in January 2007 with a comprehensive status report on the East-West LRT EA. The purpose of this report is to respond to the Council motion, but in the context of the subsequent decisions to cancel the North-South LRT and the announcement with respect to the formation of the Mayor’s Task Force on Transportation.

The East-West Corridor (Orléans-Walkley-Kanata) is proposed to serve the greatest concentration of jobs outside the core and is intended to complement the five existing rapid transit corridors that serve to connect the suburbs to downtown. Work started on the Environmental Assessment Study for the E-W corridor in April 2004 and has progressed to the point where a preliminary preferred alignment was identified. Some concerns were raised by the public and some Councillors regarding the Study findings. Therefore, it is recommended that the work on this EA be suspended until the Task Force completes its review.

It is also recommended that the initiation of other transit Environmental Assessment studies, as identified in the report, be deferred pending the recommendations of the Mayor’s Task Force on Transportation.

Given Council’s decision to cancel the North-South LRT project and in order to guide the 2007 budget deliberations, alternative transit related projects are proposed in this report that would address transportation demand in the short-term.

Financial Implications:

Approximately $145 million will be required in 2007 to fund the proposed short-term transit projects. Funding details will be provided in the draft capital budget document to be tabled on 7 February 2007.

Public Consultation/Input:

No consultation was undertaken in the preparation of this report. However, consultation will be undertaken during the detailed design work for the transit projects identified for short-term implementation.

RÉSUMÉ

Hypothèses et analyse :

Le 25 octobre 2006, le Conseil mettait de côté l’étude du couloir est-ouest du TLR et demandait au personnel de présenter de nouveau au comité, en janvier 2007, un rapport global sur la situation de l’évaluation environnementale de ce couloir. L’objectif de ce rapport est de répondre à la motion du Conseil, mais dans le contexte des décisions subséquentes d’annuler l’option du couloir nord-sud et de l’annonce de la mise sur pied du groupe de travail du maire sur les transports.

La vocation du couloir est-ouest (Orléans-Walkley-Kanata) serait de desservir l’endroit réunissant le plus grand nombre d’emplois en dehors du secteur central et de constituer un complément aux cinq couloirs de transport en commun rapide actuels qui assurent la connexion entre la banlieue et le centre‑ville. Les travaux d’évaluation environnementale du couloir est‑ouest ont commencé en avril 2004 et sont arrivés à un point où on pouvait proposer un tracé préférentiel préliminaire. Le public et certains conseillers ont exprimé leurs préoccupations au sujet des conclusions de l’étude. Par conséquent, on recommande de suspendre les travaux relatifs à cette ÉE jusqu’à ce que le groupe de travail ait terminé son examen.

On recommande également de reporter le lancement de toute autre évaluation environnementale du transport en commun, identifiée dans ce rapport, jusqu’à ce que le groupe de travail du maire ait déposé ses recommandations.

Compte tenu de la décision du Conseil d’annuler le projet de développement du couloir nord-sud du TLR et afin d’orienter les délibérations budgétaires pour l’année 2007, on propose comme solution de rechange dans ce rapport des projets de transport en commun qui permettraient de répondre aux besoins à court terme en matière de transport.

Répercussions financières :

Afin d’assurer le financement des projets de transport à court terme proposés on aura besoin d’environ 145 millions de dollars. L’ébauche du budget d’immobilisations attendue pour le 7 février 2007 permettra de prendre connaissance des détails concernant ce financement. 

Consultation publique/Commentaires :

Aucune consultation n’a eu lieu lors de la préparation de ce rapport, contrairement à ce qui se passera dans le cadre du travail de conception détaillé des projets de transport qui doivent être mis en place à court terme.

BACKGROUND

On 25 October 2006, Council received an information memo (attached as Document 1) that provided a brief update on the status of specific transportation environmental assessments (EAs) such as the East-West LRT, Rideau-Montreal LRT, Carling LRT and Interprovincial Crossings Study as well as other major transportation EAs currently underway or about to begin. At that time, Council put the East-West LRT Study on hold and directed staff to return to Committee in January 2007 with a comprehensive status report on the East-West LRT EA and the rationale for proceeding with certain corridors while excluding others.

On 14 December 2006, Council cancelled the North-South LRT project and on December 18th requested staff to prepare a memo summarizing the anticipated financial impacts of this decision and to identify the extent of funding available for supporting other transportation related priorities (staff response is attached as Document 3). In addition, staff were requested to provide an overview of the short and longer term transportation infrastructure planning implications of this decision to guide the 2007 budget deliberations (staff response is attached as Document 2). Finally, Mayor O’Brien announced on 11 January 2007 his intent to form a Task Force to study the City’s transportation priorities with final recommendations due by 1 June 2007.

The purpose of this report is to respond to the original motion of Council, passed in October 2006, but to do so in the context of the subsequent decisions on the North-South LRT and the formation of the Task Force. In support of 2007 capital budget deliberations, a number of transit-related capital projects are proposed as short-term opportunities to enhance customer service and serve growth pressures while the longer-term review by the Task Force takes place.

DISCUSSION

Environmental Assessment Status Update

EAST-WEST LRT (ORLÉANS-WALKLEY-KANATA) EA STUDY:  STATUS UPDATE

After the downtown, the greatest concentration of jobs outside the core is a band across the southern end of the inner greenbelt area. The band is generally bounded by Hunt Club and Walkley/OCR Railway and includes a variety of industrial, business parks as well as residential communities. These areas are poorly served by transit today. The East-West Corridor (Orléans-Walkley-Kanata) is proposed to serve these areas by providing improved east-west transit connectivity which would help to improve the City’s transit mode split, relieve pressure on the downtown transit corridors and serve as a catalyst for intensification and revitalization of older industrial lands. The corridor also presents a unique opportunity to influence new development within the new growth areas of Kanata and Orléans. This by-pass corridor is intended to complement the five existing corridors that serve to connect the suburbs to the primary destination of downtown. It also connects communities to nodes of employment outside of the core. In other words, the East-West line complements the Transitway network, which is the backbone of the City’s rapid transit system.

Although the Rapid Transit Expansion Study (RTES) identified a later implementation date for this corridor, in 2003 Council deemed it prudent to undertake the Environmental Assessment (EA) for this corridor ahead of time and authorized the commencement of the Environmental Assessment Studies for the corridor in order to identify and protect it in advance of new residential and commercial developments.

In April 2004, Transportation Committee approved the Statement of Work for the Study and in June 2005 Council approved the Terms of Reference, which was subsequently approved by the Ministry of the Environment in September 2005. Up to October 2006, the EA study progressed to the point where a preliminary preferred alignment was identified after much consultation and detailed analyses of many different alignment options. Some of the major options that were examined, but not selected based on the evaluation criteria established through consultation, included the rail corridor, Hydro corridor, the Queensway, and conversion of the Transitway. A summary of these analyses was presented to the public and the information can be found on the City’s website.

Over the course of the public open houses and at Committee several issues have been raised by members of the public and Council regarding the study findings including the following:

·           The corridor runs south of the core area and therefore it does not connect residents to downtown;

·           The corridor is no longer rapid transit since it runs on arterial roads for many sections;

·           It is better to convert the existing Transitway to LRT; and

·           The corridor should be on the Queensway.

Given these concerns, and despite the risk of losing opportunities to protect properties within the corridor, it is recommended that the work on this EA be suspended until the Task Force on Transportation completes its review.

It should be noted that up to October 2006, $1.8 million has been spent on this EA study and a lot of valuable work has already been completed. The study included the corridor for the extension of the Cumberland Transitway from Navan Road to Innes-Blair intersection. If the Task Force deems it appropriate to use this identified corridor and extend the Transitway to Blair Station to provide a continuous link from Cumberland to downtown, then all that would be required is a scope change to this existing EA to address the short section between Innes-Blair intersection and Blair Station. This would be the most expedient and cost-effective way to complete the planning work for the western portion of Cumberland Transitway (Navan Road to Blair Station) as opposed to starting a completely new study, which would take at least two years to complete. For these reasons and in order to be able to respond to development applications, it is recommended that the EA be suspended and options left open until the Task Force work is complete, rather than prematurely terminating the study at this time.

CARLING LRT EA STUDY:  STATUS UPDATE

Carling Avenue is another east-west corridor identified in RTES. It has a relatively wide right-of-way with some transit supportive land use (high rises, employment areas, shopping malls, Lincoln Fields, Carlingwood, Fairlawn plaza, Westgate), entertainment, schools (Woodroffe, Broadview, Nepean, Notre Dame), and connections to other rapid transit lines (O-Train, Southwest Transitway, future East-West LRT Corridor).

This study process was initiated at Council’s direction. A consultant firm has been selected, through a competitive process, however the contract has not been awarded.

Since the Transportation Master Plan (TMP) scheduled this project in the latter part of the planning horizon and since this Study could be affected by the Task Force’s recommendations, it is proposed that this study be deferred pending completion of the Task Force’s mandate.

RIDEAU-MONTREAL LRT EA STUDY:  STATUS UPDATE

The original rapid transit network concept described in RTES envisaged the Rideau-Montreal Corridor as an extension to the North-South Corridor LRT line and to connect to the East-West LRT. It was thought of as a complementary project providing connectivity to the rest of the network. In the TMP, this project is also scheduled for the latter part of the planning period.

To respond to Council’s direction to initiate the EA work for this corridor, staff selected a consultant firm, through a competitive process, but the contract has not been awarded.

Since this EA is dependent on the findings of the downtown transit capacity study, discussed later in the report, and the Task Force’s recommendations for other projects (such as the North-South and East-West corridors) it is recommended that this EA be deferred until the work of the Task Force is complete.

It should be noted that since the original RTES concept, redevelopment plans for the 310-acre Rockcliffe Airbase Lands are underway. A draft Community Design Plan (CDP) for the Rockcliffe land development has been proposed by Canada Land Corporation that shows three alternative transit alignments to serve this area.  Staff will continue to be involved in the work on the CDP to ensure that options are not precluded for a future extension of transit corridors from downtown.

INTERPROVINCIAL TRANSIT EA STUDY:  STATUS UPDATE

The genesis of this study arose from a consideration of the following:

·           the impact of existing bus services on the quality of life for residents along Rideau Street and King Edward Avenue;

·           the current level of development in the core area; and

·           the number of major urban and transportation planning studies already underway in the downtown by the City as well as the NCC and STO (such as LeBreton Flats redevelopment, Sparks Street Mall, Core Area Sector Plan including Chaudière and Victoria Islands, the Rapibus, and the Downtown Urban Design Strategy).

Direction to begin this work came from the National Capital Tripartite Planning Committee and was confirmed by Council.

The purpose of the study is to define a transit system that serves the downtown cores of Ottawa and Gatineau. This system would effectively integrate existing and planned transit services while enhancing the vitality of the two central areas of the Capital Region. The City of Ottawa, the STO, and the NCC are the joint proponents of this EA. The consultant selection process is nearing completion but the contract has not been awarded. The funding agreement with the NCC and STO has not been executed.

This study will be directly affected by longer-term directions that will be considered by the Task Force relating to transit through the core area. In view of this, it is recommended that the study be suspended pending the outcome of other studies.

FUTURE TRANSIT CAPACITY NEEDS AND OPTIONS THROUGH THE DOWNTOWN

The Rapid Transit Implementation Plan adopted in the mid 1970s, recognized the eventual need for a grade-separated Transitway through the downtown. The Plan identified the construction of the grade-separated Transitway corridors outside the Central Area to be the first priorities and recommended delaying the grade separation of the central portion until it became needed.

RTES also confirmed that public transit travel demands could be accommodated by a combination of BRT and LRT operating at street level in the downtown core for the foreseeable future, particularly if some of the demand for non-downtown travel is provided by other by-pass type corridors.

However, continuing ridership growth on the routes which operate through downtown has led to continuing increases in the number of buses using Albert and Slater Streets. Transit service changes and operation adjustments have been implemented to improve service operation. The introduction of Smart Card fare system in 2008 and the installation of improved real-time passenger information system will further improve transit operation by improving customer-boarding time.

As transit demand to and from the downtown continues to grow, it will become increasingly difficult to accommodate all of the transit vehicles in existing bus lanes on Albert and Slater Streets.  It was proposed that an EA study be undertaken to address future transit capacity needs and options through the downtown-which may result in the construction of a facility to grade separate all transit vehicles from the general traffic as an ultimate solution. Since vehicle capacity and its implications on the urban environment in the downtown core will be considered by the Mayor’s Task Force, it is recommended that study initiation be deferred until the Task Force completes its review.

2007 DRAFT CAPITAL BUDGET PRIORITY BUS RAPID TRANSIT PROJECTS

Given Council’s decision on 25 October 2006 to put the East-West LRT EA Study on hold as well as its decision on the 14 December 2006 to cancel the North-South LRT project, it became necessary to identify and review current timing and priorities for short-term transit investments that would address pressing transit challenges in order to guide the 2007 budget deliberations.

In Ottawa, the rapid transit network had its genesis during the 1970s, when the former Region of Ottawa-Carleton began a program to implement a bus-based rapid transit (BRT) system.  This original program led to the development of a very successful bus rapid transit network. The existing four Transitway corridors (West, Southwest, East, Southeast) carry passengers into and out of the core primarily as a grade-separated system – with the exception through the downtown area. The current Transitway carries about 240,000 trips per day.  Ottawa is the city with the highest transit ridership per capita compared to any other North American city of similar size. However, the network as originally planned, was not completed as the funding subsidies from the Province were curtailed in the mid 1990s.

Additional priority bus rapid transit corridors have been identified through the work undertaken by RTES, based on the following key principles:

·           A rapid transit service must be based on a network model;

·           A network must connect communities to employment opportunities and other major destinations;

·           The downtown core will continue its dominance as a major employment destination;

·           Expanding network coverage will result in network connectivity and efficiency;

·           A network leveraged on the existing bus-based Transitway and complemented by an LRT service in selected corridors will offer the greatest accessibility; and

·           The primary service from the suburbs to the downtown must be supplemented by secondary service to connect neighbourhoods and other employment areas to achieve the 30% modal share.

The existing Transitway and future extensions have been designed to serve the primary travel demand from the suburbs to the downtown. While major portions of the Transitway system are already constructed, there are some missing links that could be implemented in the short term to improve transit service for existing riders, attract new riders, and assist in the prevention of increased auto congestion. The proposed projects recognize the Transitway as the backbone of the rapid transit system and recommend the strategic expansion of the Park and Ride system to meet the demand that is exceeding supply, most pressingly in the South and East.

The following is a list of these missing links, which are already identified in RTES and the TMP along with the timing of the authority for these projects as identified in the Long Range Financial Plan III (LRFP 3):

·           Cumberland Transitway (Trim Road to Navan) (2008-2009)

·           Southwest Transitway (Fallowfield to Chapman Mills) (2007-2009)

·           West Transitway (Bayshore to Moodie) (2009-2014)

·           West Transitway (Southwest Transitway to Pinecrest) (2014)

Since the planning work for these projects is in place, it is recommended that the City proceed immediately with the detailed designs and property purchases, followed by construction as funds become available.

Other transit-related projects are also identified to support the ridership growth anticipated as a result of implementing the above projects:

·           Construction of a new transit garage (2007)

·           Construction of new Park-and-Ride lots (2008)

·           Purchase of new buses (2007-2010)

·           SmartCard Project (2008)

The City Treasurer has identified $100 million in transit-related development charges made available as a result of the cancellation of the North-South Light Rail Transit project, and an additional $12.4 million Infrastructure Grant funding available for other transportation priorities. Staff continue to discuss the eligibility of bus rapid transit and road projects for provincial and federal funding.

Cumberland Transitway (Trim Road to Navan):

Orleans is a rapidly growing urban area with a population of 99,000 today, and is projected to reach 131,000 by 2021. The East Urban Community is currently served by the very successful East Transitway (running along highway 174, served by Route 95 and other express services), and its Orleans Park-and-Ride Lot has been at capacity for years. The City recently opened another lot at Trim Road, with some service extension to Lot for commuters east of Trim Road). For the growing community south of Innes Road, the Cumberland Transitway was identified in the early 1990s. Since that time, corridor protection and planning studies have been completed.

Currently, transit carries 36% of peak hour trips across the Greens Creek Screenline – the highest in the City. This number is forecasted to reach 41% by 2021. To accommodate existing demand and continuing growth in transit ridership, the Cumberland Transitway was identified in the TMP as an interim BRT that could ultimately be converted into light rail as part of the East-West Corridor LRT (Orleans-Walkley-Kanata) project to provide high quality transit access to the southern sector of rapidly growing East Urban Community.

An approved EA already exists for the corridor that extends from Trim Road to Navan Road and design work can start soon. Therefore it is recommended that $10M be allocated in 2007 for design and property purchases with a possible construction start date of 2008.

The section from Navan Road to Innes/Blair Intersection is part of the East-West Corridor LRT EA Study, which will be subject to the Task Force considerations as discussed later in the report.

Southwest Transitway (Fallowfield to Chapman Mills):

The original 31-km Transitway program terminated at Baseline Station with a Park-and-Ride Lot. As south Nepean grew, an extension of the Transitway from Baseline Station to Strandherd Drive was planned in the late 1990s, with implementation dependent on funding availability. Since that time, the City built critical sections (Bus-only lane to Nepean Sportsplex and recently the construction of the Transitway from the Sportsplex to Fallowfield Park-and-Ride Lot, using funding provided by the Federal and Ontario governments through the Millennium Partnership Program).

South Nepean has been growing rapidly over the past few years (currently 55,000) and is expected to grow to over 105,000 in the future. Currently, transit carries about 10% of peak hour trips across Fallowfield Screenline (underestimated since it doesn’t account for riders accessing Fallowfield transit station through the 1000 space park and ride lot). Transit modal split is forecasted to reach 31% by 2021. To accommodate the continuing growth in transit ridership, as evident by the overspill of demand in the Fallowfield Park and Ride lot, transit service has recently opened the Strandherd Park and Ride Lot with interim transit service extension on the road system.

Therefore, it is proposed to extend the existing Southwest Transitway that currently terminates at Fallowfield Station and Park-and-Ride Lot. The corridor would extend on an exclusive right-of-way to the Barrhaven Town Centre to support existing and future growth in South Nepean.

An approved EA already exists to extend the Transitway south to Strandherd and design can start pending budget approval.

It is recommended that $6M be allocated in the 2007 budget for design and property purchases.

West Transitway Extension (Southwest Transitway to Pinecrest, and Bayshore to Moodie):

Kanata/Stittsville is another rapidly growing urban area with a population of 88,000 today, and is projected to reach 186,000 by 2021. Currently, transit carries 18% of peak hour trips across the Eagleson Road screenline. This number is forecasted to reach 38% by 2021. The West Transitway Extension is a key element of transit infrastructure that is required to support existing transit demand as well as projected growth without the need for massive road-building projects.

Transit passengers currently use the West Transitway that extends from Eagleson Road to downtown core. Transit services operate on bus-only shoulder lanes on Highway 417 between Eagleson Road Interchange and Park-and-Ride lot and Moodie Drive Interchange in both directions and between Moodie Drive and Holly Acres in the westbound direction. Buses continue to operate in mixed traffic on Highway 417 to the Queensway Station where it connects with the Southwest Transitway to Lincoln Fields and then beyond to the downtown.

Plans have been completed for a Transitway extension through to Kanata from the Southwest Transitway, with implementation subject to funding availability. Bayshore Station was constructed in 2000, and the section from Pinecrest to Bayshore is in the City’s 2007 work plan with funding coming from a Provincial grant. However, there are still two critical missing links of the West Transitway Extension that, when constructed, will improve reliability of transit service and reduce travel time for transit riders when compared with current bus operation in mixed traffic in the highly congested portion of on Highway 417.

An approved EA already exists for this corridor, which runs along the north edge of Highway 417. The design and construction of the additional two sections would complete the West Transitway Extension from the Southwest Transitway to Moodie.

Design work for these two sections could start soon with a possible construction start date of late 2008. Therefore, it is recommended that $20M be allocated in the 2007 budget for design and property purchases.

New Park & Ride Lots:

Park and ride lots have been very successful in attracting commuters to transit from the suburbs and rural areas of the City and residents in the communities outside of the City limits.  These lots, which are connected to downtown and other major destinations by fast and frequent Transitway service are in high demand and have been demonstrated to attract commuters who would otherwise not consider taking transit.

To support the proposed Cumberland Transitway, the following two lots are also proposed:

·           Park-and-Ride lot at Orleans Blvd (in Chapel Hill South)

·           Park-and-Ride lot near Trim Road (Millennium Park)

Also, as a result of cancelling the North/South LRT project, and as an interim solution to serve the existing transit demand from Riverside South Community, it is proposed that two new Park and Ride lots be constructed in the south, which would be served by a transit service extension on the road system from South Keys and Fallowfield Stations.

Therefore, it is proposed that $20M be allocated for Park and Ride lots in 2007 budget to start the planning and design works with a possible construction in 2008.

New Buses:

The need for additional buses in the next five years has been increased by the cancellation of the LRT project. The transit network plan that was developed to support the LRT is being revised and the results of this review will be available at the end of January.  To support the 2007 budget deliberations, it is estimated that approximately 26 articulated buses will be required for growth in 2008.  Since these buses will have to be ordered in 2007 for delivery in 2008, it is proposed that $20.9M be allocated for bus purchases in 2007 budget. Further information on fleet growth will be provided at the 31 January meeting of Transit Committee for Committee’s information.

New Transit Garage:

A new bus garage will be required by 2009 at the latest to accommodate existing and planned fleet acquisitions.  Authority is needed in 2007 in order to have the new garage completed by 2009. Funding for this project ($53.3 million) is already included in the LRFP3 in 2007.

SmartCard Project

In the Fall 2006 Council approved the start of a procurement process for a smartcard fare system. The terms of reference of the system have been developed to the point that an RFP can be released and it is hoped that the system can be in operation by the end of 2008. Key benefits of the smartcard system are: increased transit ridership; reduced fare fraud; and reduce operating costs.  The system is expected to cost in the order of $15 million and it is proposed to include this amount in the 2007 budget instead of 2008 as originally shown in the LRFPIII.

CONSULTATION

No consultation was undertaken in the preparation of this report. However, extensive consultation was undertaken during the preparation of RTES, TMP as well as during the EA studies for Cumberland Transitway, Southwest Transitway, West Transitway, as well as the East-West LRT EA. Further consultation will be undertaken during the detailed deign work for the Transitway links identified for short-term implementation.

FINANCIAL IMPLICATIONS

Recommendation 2 of this report will require a request for the following authorities in 2007 budget:

·           $10M for the Cumberland Transitway between Trim and Navan (account # 904290) for design and property purchase in 2007;

·           $12M for the West Transitway Extension between Southwest Transitway and Pinecrest (account # 903279) for design and property purchase;

·           $8M for the West Transitway Extension between Bayshore and Moodie (account # 904294) for design and property purchase;

·           $6M for the Southwest Transitway Extension from Fallowfield to Barrhaven Towncentre (account # 903275) for design and property purchase;

·           $20M for Park & Ride lots (account # 903278);

·           $20.9M for new buses (account # 900874);

·           $53.3M for a new transit garage (account # 903780);

·           $15M for the SmartCard project (account # 900300).

Funding details will be provided in the draft capital budget document to be tabled on 7 February 2007.

SUPPORTING DOCUMENTATION

Document 1      Memo from Acting Deputy City Manager, Planning and Growth Management regarding status of major transportation Environmental Assessments (EAs) (11 October 2006)

Document 2      Memo from the Deputy City Manager, Planning Transit and the Environment regarding transportation planning impacts related to Council’s decision not to proceed with the North-South Light Rail Transit (22 December 2006)

Document 3      Memo from the City Treasurer regarding impact of cancellation of the North/South Light Rail project (21 December 2006)

DISPOSITION

Upon receipt of Council approval, staff will include the transit projects identified for short-term implementation in 2007 budget.

MEMO FROM DEPUTY CITY MANAGER, PLANNING AND

GROWTH MANAGEMENT (11 OCTOBER 2006)                                             DOCUMENT 1

On 04 October 2006, several inquires were made at the Transportation Committee meeting regarding the status of specific EAs such as the East-West LRT, Rideau-Montréal LRT, Carling LRT and Interprovincial Bridges Study.  Further to direction given by the Transportation Committee, this memo also provides a brief update on the status of other major transportation EAs currently underway or about to begin this year.

A more comprehensive status report on the East-West LRT EA (detailing the technical findings to date, public comments and study team responses etc.) will be prepared and presented to Transportation Committee in early 2007.  Pending feedback from Committee on the work done to date by staff and the project consultants, and further consultation with the public and other government agencies, the study’s final recommendations could be ready for presentation to Committee by mid 2007.

East-West LRT EA

Council and Transportation Committee Decisions To Date

• February 2003: Council approved the Rapid Transit Expansion Study (RTES)
  • East-West LRT corridor was identified at a strategic level, as part of an overall transportation network
  • Rationale for this corridor was described

• July 2003:  Council received the findings of the Ottawa Rapid Transit Expansion Program (ORTEP) Implementation Strategy
  • East-West LRT corridor and the North-South LRT were identified as critical projects to meet the implementation timeframe for light rail projects
  • EA studies were recommended to be initiated immediately

• September 2003:  Council approved the Transportation Master Plan as a supporting document to the City’s Official Plan
  • TMP included the findings of RTES and ORTEP

• April 2004:  Committee approved the Statement of Work (SoW) which outlined the scope of the EA study to be undertaken
  • Study limits and the corridor were presented, including study rationale
  • Based on Committee’s approval of the SoW, a consultant team was retained to carry out the study

• February 2005:  Committee was presented with the study’s Terms of Reference (a requirement of the Ontario Environmental Assessment Act)
  • The Terms of Reference (ToR) were developed with input from the study’s consultation groups as well as the general public (meetings and open houses took place in November and December 2004)
  • The ToR identified various alignments to be examined in the EA
  • Committee directed the Study Team to re-consult with the public

• May 2005:  Committee approved the re-submitted ToR (Council approval in June 2005)
  • Approved ToR had relatively minor editorial modifications to the original version
  • ToR was approved by the Ministry of the Environment (MOE) in September 2005, with no changes
  • Study team proceeded with the detailed analysis and evaluation required of an EA, in accordance with the MOE approved ToR

Study Activities Undertaken

• November 2005:  A series of meetings with the study’s consultation groups (Public, Agency, Business) and the general public (through open houses) took place to present the study area’s existing conditions, alternative solutions to the transportation problem (do-nothing, road, and transit solutions).  Transit was confirmed as the preferred solution for this project.

• February 2006:  A special meeting was held with the Air-Quality subgroup of the study’s Public Consultation Group.  The issues discussed pertained to air quality predictions and monitoring.

• May 2006:  A series of meetings with the study’s consultation groups and general public took place to present all corridor alignments that were investigated, the technology comparisons, and the technically preferred alignment and technology.

• May 2006 to Present:  The Study Team is carrying out the detailed functional planning/designing and refining the technically preferred alignment - based on comments received to date.  Meetings with stakeholders continue (examples:  Blackburn Hamlet Community Association, Scotiabank Place, MTO, Parks Canada, etc). Staff will be providing an update on this work and seek direction from Committee in early 2007. A final round of public open houses is planned prior to finalizing the study recommendations for Committee and Council’s consideration (mid 2007).

Carling Corridor LRT EA and Rideau-Montreal Corridor LRT EA:

These independent projects make up the two remaining east-west LRT links in the Council-approved transportation network.  They will connect to other corridors (including the East-West LRT project) to provide access options and flexibility for transit users.  After all three east-west studies are completed, Council will decide on the implementation priority for each project.

Committee approved the Statements of Work for Carling and Rideau-Montréal studies in May 2006.  Consultant teams have just been selected.  Terms of References will be prepared for each, with presentations to Committee and Council approval by Spring 2007.

North-South LRT EA (University of Ottawa to Barrhaven Town Centre):

Federal and Provincial EA approval has been received for the original EA (Rideau Centre to Barrhaven Town Centre).  An Addendum to the EA has been completed for the extension to the University and to allow car traffic back onto MacKenzie King Bridge.  A report on the Addendum will be presented to Transportation Committee on 18 October 2006.

Interprovincial Transit Integration (Core Area) EA:

Consultant proposals are currently being evaluated and it is expected that the study can get underway before year-end.  The Terms of Reference will be presented to Committee and Council for approval by mid 2007.  A change in project management (previously National Capital Commission were to lead) now has this study being jointly chaired between the City of Ottawa and STO, with 1/3 funding contribution from the NCC.  Committee approved the Statement of Work in October 2004.

Interprovincial Crossings EA:

The NCC is leading this study, with equal funding contributions from the MTO and MTQ.  The NCC presented the study’s Statement of Work to Committee in November 2005.  A consultant team has been selected and contract award is awaiting Treasury Board approval.  The City has representation on the study’s Steering Committee as well as the Core Study Team.  Consultation and communication of study progress will be a major effort for the NCC and its provincial partners.  The Terms of Reference will be presented to Committee in 2007.

Innes-Walkley Link EA and Hunt Club Extension EA:

Several meetings and open houses have been held with the general public and government agencies.  Refinements to the alignment are taking place with on-going discussions with the NCC and the MTO.  This work can wrap up in 2007.  One final open house will be held before presenting the study recommendations to Committee and Council.

Campeau Drive Widening EA (Didsbury Road to March Road):

A final open house is scheduled for late 2006.  Presentation of the study recommendations to Committee and Council will be in March/April 2007.

Eagleson Road Widening EA (Cope Drive to Hope Side Road):

A final open house is scheduled for late 2006.  Presentation of the study recommendations to Committee and Council will be in March/April 2007.

Jockvale Road Widening EA (Rideau River to Prince of Wales)

The Statement of Work will be presented to Committee on 18 October 2006.

Original signed by

John L. Moser

MEMO FROM DEPUTY CITY MANAGER, PLANNING,

TRANSIT AND THE ENVIRONMENT (22 DECEMBER 2006)                      DOCUMENT 2

At the Council meeting of Monday, December 18^th, staff advised that they would report on the financial impacts to the Long Range Financial Plan III and the 2007 Operating and Capital Budget related to Council’s decision not to pursue the North-South Light Rail Transit project.

The City Treasurer’s companion memo provides details on the financial impacts and opportunities of Council’s decision. This memo will outline long-term transportation planning implications, medium-term infrastructure improvements as they relate to the 2007 Budget process, and recommended 2007 Operating and Capital transit projects.

Long-Term Transportation Planning

The decision not to proceed with the North-South Light Rail Transit project requires Council to revisit and confirm the transportation vision as articulated in the Official Plan and Transportation Master Plan. This will require a reassessment of short and long-term transit priorities advanced in both the Rapid Transit Expansion Study (RTES) and Ottawa Rapid Transit Expansion Program (ORTEP). This direction will then be used to refresh the 2008 Official Plan, 2008 Transportation Master Plan, and amend any necessary Community Design Plans.

At this time, Staff have been advised that it is the Mayor’s intention to strike a Task Force who will review and make recommendations in May 2007 on the City’s overall transportation priorities. Considerations could include:

• East - West LRT EA Study (Orleans-Walkley-Kanata)
• Carling LRT EA Study
• Rideau-Montreal LRT EA Study
• Future transit capacity needs and options through the downtown
• Interprovincial transit study
• Browning Corridor Study EA
• Property acquisition for North-South Light Rail Transit corridor protection

Following Council’s deliberations of the Task Force’s findings, the LRFP III document will be amended accordingly.

Medium-term Infrastructure Improvements

The decision not to proceed with the North-South Light Rail Transit project requires the introduction of alternative projects to address transportation demand, particularly in the southern part of the City. Priority Transportation Master Plan transit and road projects in the southern area of the City have been listed below along with priority East-West Bus Rapid Transit projects. The timing of the authority for these projects as identified Long Range Financial Plan III is as shown below. In addition, other infrastructure projects which were tied to the North-South Light Rail Transit project have been listed. Given the removal of North-South Light Rail Transit, staff intends to review the overall relative priorities of these projects and make recommendations as part of the 2007 Capital Budget submission using the fiscal capacity identified by the City Treasurer.

Transit projects:

• Design and Construction of the Cumberland Transitway (Blackburn Hamlet to Trim Road)

(2008-2009)

• Design and Construction of the West Transitway from Bayshore to Moodie (2009-2014)
• Design and Construction of the Southwest Transitway (Fallowfield to Chapman Mills) (2007-2009)
• Construction of a new Transit Garage (2007)
• Construction of new Parks and Ride, including the acceleration of the Leitrim Park and Ride (2008)
• Purchase of new buses (2007-2010)

Road projects:

• Widening of Limebank Rd. (2008)
• Widening of Earl Armstrong Rd. (Rideau River to Shoreline) (2013)
• Widening of Riverside Dr. (Hunt Club to Limebank Rd.)  (2008)
• Widening of Woodroffe Ave. (Strandherd to Stoneway Ave.) (2007)
• Extension of Strandherd Rd. (Woodroffe to Prince of Wales) (2007)
• Widening of Strandherd Rd. (Fallowfield Rd. to Rideau River)   (2016)
• Construction of the Strandherd-Armstrong Bridge (authority exists)
• Albert Street Improvements between Empress and Booth Streets  (authority exists)

Other Infrastructure projects:

• Water/Sewer Rehabilitation on Albert, Slater, Bronson, Empress, and Booth streets (authority exists)
• Bridge rehabilitation on LRT corridor (authority exists)
• Bridge Rehabilitation for Airport Parkway overpass (authority exists)

Recommended Operating and Capital Budget 2007 Transit projects

The 2010 transit network plan was developed on the premise that buses and light rail vehicles would share the same lanes on Albert and Slater Streets. Now that this will not be the case in that time period, a detailed review of the hub and spoke network is underway to determine which changes to transit are required to create strategic networks that will improve service and increase ridership. Recommended changes will be brought forward through Budget 2007. In addition staff will be considering additional short-term North-South transit measures to address immediate needs, for example a Park and Ride facility in the Southeast.

Should you require further information on the above, please do not hesitate to contact me.

All the best for the holiday season,

Original signed by:

Nancy Schepers

NS./ CC

cc:     Kent Kirkpatrick, City Manager
Members of Executive Management Committee

MEMO FROM CITY TREASURER (DECEMBER 21, 2006)                           DOCUMENT 3

At the Council meeting of December 18, 2006, a request was made to identify the financial impact of the cancellation of the North//South Light Rail Project.  Attached is a list of capital projects that were approved in 2006 that either formed part of the base LRT project or were being advanced in order to coordinate with the LRT work.  The spending to date of each project has also been identified.

As you will see from the chart, the funds spent to date on the LRT project plus those estimated to project wrap-up are now projected to be $68 million.  This leaves approximately $100 million of development charge funding available to be reallocated to other transit growth capital works and $12.4 million of Infrastructure Grant funding available for other transportation priorities.  The $17.4 million in provincial gas tax that would have been used to service the authorized debt for the LRT project was already being used in the 2007 transit capital program as the debt servicing was not to start until 2008. 

The future status of the water and sewer rehabilitation projects, bridge and road projects and transit related projects will be identified in a memo from the Deputy City Manager of Planning, Transit and Environment.

In terms of impacts on the 2007 operating budget, $2 million in additional costs related to the LRT were identified which included the savings associated with the discontinuance of the O-Train in April and the introduction of the hub and spoke model of bus service.  The hub and spoke service model is under review.  Based on continued O-Train service in 2007 and the implementation of the revised hub and spoke model, the additional funding pressure for 2007 has been reduced to $800,000.  This reduces the 2007 corporate list of pressures by $1.2 million - from $95.4 million to $94.2 million.

If you have any further questions please contact either myself at 14159 or Tom Fedec at 21316.

Marian Simulik

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