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Report to/Rapport au :

Transportation Committee Comité des transports

and Council / et au Conseil

November 7, 2013 7 novembre 2013

Submitted by/Soumis par : Nancy Schepers, Deputy City Manager/Directrice municipale adjointe, Planning and Infrastructure/Urbanisme et Infrastructure

Contact Person / 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@.ca

CITY WIDE / À L'ÉCHELLE DE LA VILLE Ref N°: ACS2013-PAI-PGM-0230

SUBJECT: TRANSPORTATION MASTER PLAN, OTTAWA PEDESTRIAN PLAN AND OTTAWA CYCLING PLAN UPDATE – ADDENDUM REPORT

OBJET : PLAN DIRECTEUR DES TRANSPORTS, PLAN DE LA CIRCULATION PIÉTONNIÈRE D’OTTAWA ET PLAN SUR LE CYCLISME D’OTTAWA – ADDENDA

REPORT RECOMMENDATION That Transportation Committee recommend Council approve the recommended changes identified in this report (Table 1) to the draft Transportation Master Plan, Ottawa Pedestrian Plan and Ottawa Cycling Plan that was tabled on October 9, 2013 at the Joint Transportation Committee and Transit Commission meeting.

RECOMMANDATION DU RAPPORT Que le Comité des transports recommande au Conseil d’approuver les modifications recommandées et précisées dans le présent rapport (tableau 1) pour la version provisoire du Plan directeur des transports, le Plan de la circulation piétonnière d’Ottawa et le Plan sur le cyclisme d’Ottawa qui ont été déposé le 9 octobre 2013 lors de la réunion conjointe du Comité des transports et de la Commission du transport en commun.

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EXECUTIVE SUMMARY Assumptions and Analysis

This is an addendum to the October 9, 2013 joint Transportation Committee and Transit Commission staff report (ACS2013-PAI-PGM-0193) to summarize the consultation feedback and proposed changes following the tabling and public release of the draft 2013 Transportation Master Plan (TMP), Ottawa Pedestrian Plan (OPP) and Ottawa Cycling Plan (OCP).

Financial Implications

There are no financial implications regarding this addendum.

Public Consultation/Input Consultation following the October tabling included four Public Information Sessions (PIC) and several stakeholder and advisory committee meetings, as described in the Consultation section of this report. All PIC information was available on Ottawa.ca and additional feedback was received via emails and through online submissions. Table 1 lists the recommended changes based on the consultation.

RÉSUMÉ

Hypothèses et analyse

Le présent addenda au rapport conjoint du personnel du Comité des transports et de la Commission du transport en commun daté du 9 octobre 2013 (ACS2013-PAI-PGM- 0193) résume les commentaires formulés pendant les consultations et les changements proposés à la suite du dépôt et de la publication de la version provisoire du Plan directeur des transports (PDT) 2013, du Plan de la circulation piétonne d’Ottawa (PCPO) et du Plan sur le cyclisme d’Ottawa (PCO).

Répercussions financières

Le présent addenda n’a pas de répercussions financières.

Consultation/commentaires du public La consultation qui a eu lieu après le dépôt du rapport en octobre comprenait quatre séances d’information publiques (SIP) et plusieurs réunions d’intervenants et de comités consultatifs, tel que décrit dans la section Consultation du présent rapport. Toutes les informations relatives aux SIP étaient disponibles sur ottawa.ca; d’autres commentaires ont été fournis par l’intermédiaire de courriels et de présentations en ligne. Le tableau 1 dresse la liste les changements recommandés à la suite de la consultation.

BACKGROUND The updated TMP, OPP and OCP were tabled at a joint Transportation Committee and Transit Commission meeting on October 9, 2013. Several public consultation events

3 subsequently followed and staff were directed to report back with the results of these consultations for the Transportation Committee meeting of November 15, 2013.

DISCUSSION The following summarizes the main concerns and issues identified through the October consultation processes. Recommended changes to the plans based on the consultation feedback are listed below in Table 1.

Accessibility

Staff highlighted the accessibility components of the TMP, OPP and OCP to the Accessibility Advisory Committee (AAC) on October 21, 2013. Feedback from the AAC included a desire for greater emphasis on accessibility, particularly Para Transpo services. Many AAC comments also pertained to the operations and maintenance of existing facilities, such as snow removal and sidewalk repair. While important considerations, both of these issues are more appropriately dealt with through the annual operations planning process.

The TMP includes supporting principles to meet mobility needs of all residents through providing “integrated multi-modal and barrier-free transportation facilities and services.” The City also adheres to provincial legislation such as the Accessibility for Ontarians with Disabilities Act. Staff acknowledge the benefits of additional content with respect to Para Transpo and recommend adding an additional section to Chapter 4 of the TMP with respect to accessibility for transit customers with disabilities, as outlined in Table 1. Specifically, this new section indicates that the City will meet and exceed municipal, provincial and federal guidelines and legislation for people with disabilities.

Modifications are also proposed for the OCP to indicate that the AAC shall be provided with opportunities to review technical design standards involving cycling facilities, as shown in Table 1.

Complete Street Policies

Section 7.1 of the draft TMP outlines the context and actions to design and build complete streets. While several comments were received that support the inclusion of this new content in the TMP, some suggest it should be more detailed and specific.

The Ottawa Board of Health at its October 21, 2013 meeting directed Ottawa Public Health and Planning and Growth Management staff “to review the 10 key elements of a comprehensive complete streets policy that are promoted by Complete Streets for Canada as they relate to the Draft Transportation Master Plan, the Draft Cycling Plan and the Draft Pedestrian Plan (ACS2013-OPH-HPDP-0007).” This review has taken place which resulted in some minor text changes to Section 7.1 of the TMP, as shown in Table 1.

It should be noted that there are already many examples of the elements integrated throughout the TMP, OPP and OCP. For example, all new roads and road widenings in

4 the TMP include provisions for walking and cycling, the plans aim to improve connectivity through comprehensive and interconnected networks, and performance monitoring includes measurable outcomes. In addition, Action 7-2 in the TMP directs staff to “update road design guidelines, standards and processes to reflect complete street principles.”

Rail Service to the Ottawa Macdonald-Cartier International Airport

Several comments were received suggesting the O-Train should be extended to the Ottawa Macdonald-Cartier International Airport (OMCIA). It is important to note that the TMP recommends extending Light Rail Transit (LRT) to the Airport in the long-term, likely post-2031 or sooner if funding becomes available. In the meantime, an 8 km extension of the O-Train is recommended to Bowesville Road with additional new stations at Leitrim, , Walkley, and Gladstone.

Many options for extending the O-Train were examined collaboratively with the Airport Authority, details of which are included in the October 9 staff report (TMP Rapid Transit and Transit Priority Development Report). The analysis concluded that an extension of the O-Train to Bowesville without a spur line to the Airport provides the best value when considering ridership and costs. An O-Train extension to Bowesville is expected to result in approximately 2,700 riders in the peak periods between Bowesville and South Keys stations while, in comparison, approximately 400 airport passengers and employees would be served in the peak periods with an O-Train extension to the Airport. The analysis documented for the TMP followed Council’s direction to develop a rapid transit strategy between Bayview and Town Centre (ACS2012-ICS- TRA-0003) and concluded that the option to extend the O-Train to the Airport and provide Bus Rapid Transit (BRT) service to Barrhaven would result in similar ridership gains as extending the O-Train to Bowesville with a BRT service to Barrhaven but would require approximately $123 million in additional capital costs.

Additional important factors considered include the layout of the airport runways, terminal buildings, and infrastructure that prevent the O-Train from getting closer than 400 metres of the main Airport terminal building. A spur line to the Airport would also require every second or third train to go to the Airport and would result in a decrease of O-Train service to every 18 or 27 minutes south of . This would be a significant decrease in service compared to the existing Route 97 which already provides 10-minute service directly to the main Airport terminal building.

Rapid Transit within the Fernbank Community

The Fernbank community is located between Kanata South and and bounded by Hazeldean and Fernbank Roads. The Community Design Plan for the Fernbank area calls for 9,700 to 11,000 dwelling units and approximately 2,500 to 2,600 jobs. Comments were received regarding the deferral of the planned BRT corridor along the North-South Arterial through this community, particularly since the arterial road is shown as a Phase 2 project in the 2031 affordable plan.

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Staff reviewed the proposal to defer this section of BRT from the affordable 2031 implementation plan and confirmed that future traffic volumes along the future new four- lane North-South Arterial will allow buses to operate efficiently in mixed traffic without a separate BRT facility. Three future new park and ride facilities along the North-South Arterial remain within the 2031 affordable plan. To ensure efficient bus operations and ridership along the corridor, staff recommend identifying additional transit priority measures as part of the 2031 affordable plan to include traffic signal priority for transit vehicles and queue jump bus lanes in advance of the BRT facility.

Light rail transit extension to

Events at the Canadian Tire Centre (CTC) create off-peak, irregular travel demand. Recognizing this, staff propose to continue with a flexible and targeted supply of BRT service. This type of transit provides maximum return on capital and operating investment for this type of demand because it can be geared to moving larger groups of riders for special events and discontinued when not needed. This type of service is also more flexible than a dedicated rail line, which, if implemented, would require trains running to the CTC during rush hours when there is little demand.

With bus service, similar to the transportation planning for , the City can support large and small events at the CTC with public transit according to the size of the event.

In the CTC case, the OC Transpo 400 series of buses provide this service, and modelling shows that at least until the 2031 planning horizon, this type of service will continue to be the most effective way to accommodate the travel demands created by the CTC. In the short term, a new ramp from the CTC to the 417 for bus use will help move transit riders quickly out of the CTC following special events.

In the long run post 2031, other transit improvements are expected in the Kanata area including the extension of the western BRT to the CTC and into the Fernbank area, including the eventual conversion to LRT as shown in Document 2.

Light rail transit extension to

Comments were received suggesting that the LRT terminus should be extended to Moodie Drive from Bayshore Station as it will save future BRT to LRT conversion costs and will provide environmental benefits. Although staff recognize these benefits, a Bayshore terminus provides more opportunities for combining multiple trips during the transfer process (shopping, banking, etc) compared to which has limited opportunities for transit-oriented development given the adjacent Greenbelt lands. Extending LRT to Moodie would also increase costs beyond what has been identified as affordable and is therefore not being recommended at this time.

Light rail transit extension to

An LRT extension to Trim Road is included in the TMP to be implemented post-2031 or sooner if funding becomes available. The estimated capital cost to extend LRT from

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Place d'Orléans to Trim Road is approximately $305 million. This estimate includes costs for major structures through this narrow corridor that is known to have poor soil conditions and also includes the relocation of several high-tension hydro poles. These constraints are the main reasons why an LRT extension is not part of the Stage 2 affordable plan.

Light rail transit extension to Barrhaven

An LRT extension from to Barrhaven Town Centre is included in the TMP to be implemented post-2031 or sooner if funding becomes available. The estimated capital cost to extend LRT to the Barrhaven Town Centre is beyond what the City can afford within the 18-year planning horizon. The Southeast Transitway currently provides sufficient capacity and rapid transit service along this corridor.

March Road widening and Kanata North Bus Rapid Transit

Significant growth is expected in Kanata North with approximately 3,000 new homes and additional employment opportunities in the area bounded by Old , Murphy Court, Nadia Court and the rail corridor. A Community Design Plan is currently underway for this area. Given the growth expansion plans for Kanata North, comments were received expressing concern with future traffic congestion along March Road. The TMP future travel demand forecasts for the northern end of March Road indicate that it will be busy during peak periods, however the widening of March Road between Old Carp Road and Dunrobin Road has been prioritized beyond the 2031 affordable planning horizon when compared to all other growth-related road priorities within the city.

Given the level of concern expressed during the consultation process, staff divided the March Road widening segment into two smaller segments with a focus on the portion of March Road immediately within the growth area inside the urban boundary. Staff then reviewed this smaller urbanized segment of March Road against all other TMP road projects and concluded that its priority ranking remains outside of the affordable planning horizon. Staff recommend on-going monitoring of the traffic volumes along March Road through the City’s annual intersection and cordon count traffic program with further consideration as part of future TMP updates as the development in the area progresses.

Staff also undertook a high-level value engineering exercise to review the terminus of the Kanata North Bus Rapid Transit (BRT) project along March Road within the 2031 affordable planning horizon. The review concluded that a further extension of the BRT corridor is possible as well as a BRT facility on the north side of the Queensway between and March Road if two major bus-dedicated structures at March Road and the Queensway are deferred. The deferral of the two structures will require buses to exit the Queensway via the existing off-ramp and travel a short distance in mixed traffic to Corkstown Road. Buses travelling to Terry Fox Station would cross March Road to Campeau Drive and then turn south on Teron Road to access a new BRT facility towards Terry Fox Station. A new BRT station would also be built at the existing pedestrian overpass. Staff recommend proceeding with the deferral

7 to implement the BRT facility to Terry Fox Station and to extend the BRT corridor along March Road to Solandt Road.

Hope Side Road widening

The widening of Hope Side Road is identified as a Phase 3 TMP affordable road project to be implemented post-2025, however there is concern that development in the area will result in traffic congestion before the road is widened. The project team reviewed the timing for this $23 million project, however, were unable to adjust the road priorities or financial modelling to advance the project to an earlier phase. Instead, staff recommend monitoring traffic volumes along Hope Side Road as part of the annual traffic count program and to implement intersection modifications at Crownridge Drive and Hope Side Road in advance of the Hope Side Road widening project as warranted. The near term widening of Old and West will include a new roundabout at the intersection of Hope Side Road and Old Richmond Road which will improve traffic flow in the area.

Prince of Wales Drive widening

Although comments were received to widen additional sections of , the estimated cost for the section between and Fisher Avenue is approximately $163 million. Alternatively, the TMP recommends widening the section between Hunt Club Road and Colonnade Road as a Phase 3 affordable road project to address congestion along the busiest section and to improve conditions for pedestrians and cyclists under the narrow rail crossing in that location. Additional intersection modification are planned in the near term for the Merivale and Fallowfield intersections which will further improve through capacity along Prince of Wales Drive. The complete widening and urbanization of Prince of Wales Drive between Strandherd Drive and Fisher Avenue is recommended in the TMP to be implemented post-2031 or sooner if funds become available.

Heavy trucks on Waller Street, and King Edward Avenue

The recent decision by the government to not proceed with a new inter- provincial bridge crossing has stalled the long-term solution to help alleviate heavy truck movements through the downtown area. This lack of a future strategy has resulted in comments for the TMP to recommend a comprehensive truck route study with a focus to reduce heavy truck traffic through the downtown area and specifically on Waller Street, Rideau Street and King Edward Avenue. Table 1 lists edits to the TMP that specifically addresses this issue in more detail as proposed by the Lowertown Community Association, Action Sandy Hill, the Downtown Rideau BIA and others.

Rideau Canal Footbridge (Fifth Avenue and Clegg Street)

Comments were received to advance the timing of the future planned footbridge over the Rideau Canal between Fifth Avenue and Clegg Street. This project is currently planned as a Phase 2 project to be constructed post-2019; however there is significant public interest in advancing this project to an earlier date.

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The affordable funding envelope for major multi-use structures is approximately $40 million over the 18-year planning horizon, phased into three six-year increments of approximately $13 million each. The first phase of projects includes the new footbridge over the Rideau River between Donald Street and East and the upgrading of the Prince of Wales (POW) Bridge to accommodate pedestrians and cyclists. The timing for both of these Phase 1 projects received significant public support. The Rideau River footbridge is estimated to require $8 million in City funds while the POW bridge project will require approximately $3 million in City funds and is contingent on equal cost-sharing from the City of Gatineau and the federal government. The Rideau Canal footbridge is estimated to require approximately $15 million of City funds and does not currently fit within the financial model for an earlier implementation. Opportunities to advance the Rideau Canal footbridge will continue to be pursued if additional funds become available. The City is also pursuing a value-engineering exercise to explore ways to reduce the cost of the footbridge to make it more affordable.

Pedestrian Infrastructure

Minor changes to the implementation timing of a few pedestrian projects are recommended as listed in Table 1. These changes, which fit within the set affordability envelope, impact Varley Drive and Halton Terrance in the Kanata North community and will advance projects that directly support walking access to schools and parks.

Additional comments with respect to the maintenance, operation and design of pedestrian infrastructure were received with a general desire to improve walkability through improvements to intersection design, vehicle speeds, and winter maintenance.

Cycling Infrastructure

A number of minor adjustments based on consultation feedback are recommended to the affordable and ultimate cycling networks as listed in Table 1. These changes, which fit within the set affordability envelope, mainly impact cycling projects in the Barrhaven, Hunt Club, Vanier, Sandy Hill and Lowertown communities; include the addition of paved shoulders along Old between Trim Road and Dunning Road. Prince of Wales Drive has also been identified as a cycling spine route in the Ultimate cycling plan.

Recommended Changes

Table 1 lists the recommended changes to the Draft TMP, OPP and OCP based on the consultation feedback. Figures 1 through 4 show the new and revised recommended maps for the TMP, OPP and OCP.

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Table 1: Recommended Changes to the Draft Transportation Master Plan (TMP), Ottawa Pedestrian Plan (OPP) and Ottawa Cycling Plan (OCP)

TMP Add new action and text to Section 4.1 as shown below: Chapter 4 Action 4-5: Meet or exceed municipal, provincial and federal guidelines and legislation for people with disabilities.

Accessibility: Over the life of this plan, there will be an increased demand for accessible transit, as Ottawa’s population of seniors continues to rise and medical advances increasingly allow persons with disabilities to lead fully independent lives. All Transitway, O-Train and stations have been designed as barrier-free as possible, and all buses are low-floor models able to carry customers who use mobility devices such as wheelchairs.

An important strategic objective of Ottawa’s transit service is to continue to offer full accessibility to transit for residents and visitors who have permanent or temporary disabilities, through both specialized services (Para Transpo) and barrier-free conventional services that meet or exceed legislative requirements and guidelines. TMP Change description of Kanata North BRT to “Corkstown Road to Exhibit 4.1 Solandt”.

Add “West Transitway” between “March Road and Terry Fox Station”.

Change “Bowesville Station” to “Bowesville / Riverside South Station”. Ensure consistency throughout document. TMP Change description of March Road transit priority measures to Exhibit 4.2 reference “Solandt Road to Maxwell Bridge”

Add “Stittsville North-South Arterial” with transit priority measures between ”Palladium to Fernbank” with description “Transit signal priority and queue jump lanes at select intersections”. Adjust costs accordingly. TMP Add “Plans will seek to improve levels of service in locations where Action 5-3 barriers to walking are high.”

TMP Refer to “complete streets” as policy rather than guiding principle Action 7 -1 throughout.

Replace “However, final configuration will be based on the demand of each mode” with “Where high demands from multiple modes exist, the City will seek to balance the needs of all users in a sustainable way.”

Add “traffic calming” to the scope of update for complete streets.

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TMP Add “and on streets where high accident and safety issues remain Action 7-2 prominent” as part of the identification of opportunities for complete streets. TMP Change “Kanata West North-South Arterial” to “Stittsville North-South Exhibit 7.2 Arterial”. Ensure consistency throughout document.

Change “Kanata West Main Street” to “Stittsville Main Street Extension” with description “between Palladium Drive and Fernbank Road”. Ensure consistency throughout document. TMP Add “safety” to the factors for possible road modifications. Action 7-5

TMP Add “ public safety issue” and include “Waller Street, Rideau Street, Action 7-7 and ByWard Market” as part of Interprovincial Bridges section. Mention “new” truck route as a primary consideration.

Add “The City will work with provincial and federal governments to develop a transportation system that supports the City’s growth management objectives. The City will explore alternative ways to accommodate interprovincial truck travel. Once a safe and efficient alternative to the downtown truck route is found, the City will remove Rideau Street and King Edward Avenue from the City’s identified truck route system.” TMP Change transit priority for to between “Industrial Annex A Avenue and ”. Ensure consistency throughout document.

TMP Update all maps as required. Include new Ultimate Rapid Transit and Annex B Transit Priority map that shows LRT extensions to Kanata and Barrhaven. OPP Change implementation timing of projects as follows: Exhibit 3.3  Defer the timing of Varley Drive, east side (outside) Beaverbrook to Carr, from Phase 1 to Phase 2.  Defer the timing of Varley Drive, west side (inside) Beaverbrook to Milne, from Phase 1 to Phase 2.  Advance the timing of Varley Drive (inside) Beaverbrook to Carr, from Phase 2 to Phase 1.  Advance the timing of Halton Terrace, Flamborough to Newcastle, from Phase 2 to Phase 1. OPP Update map accordingly. Exhibit 3.2

OCP Indicate that cycling facilities shall be designed to appeal a resident of Sec 4.3.2. average cycling ability.

OCP Indicate that the Accessibility Advisory Committee shall be provided Rec. 4.5 with an opportunity to comment on technical design standards for roadway cross sections involving cycling facilities as these documents are updated. Remove any references to two mid-level bike tracks

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within the OCP document.

OCP Modify eBike usage policy to permit eScooters on selected MUPS on a Section 4.5 case-by-case basis (i.e. where long sections of a MUP run alongside high speed roads without bike lanes). OCP For roads inside of the Urban Boundary with rural cross-sections, the Sec. 5.3.3 nomograph found in OCP Exhibit 4.7 will be consulted to determine if paved shoulders are warranted.

Replace the following sentence “When repaving a rural roadway along a designated cycling route, paved shoulders will be added or restored as part of the repaving budget” with “In the rural area (outside of the urban boundary) , paved shoulders will be added or restored as part of the repaving budget on spine routes identified in the Ottawa Cycling Plan.”

Also, specify that: Inside the urban boundary (only for roads with rural cross-sections), the addition of paved shoulders will be considered on a case by case basis according to demand and affordability.

OCP Update external collaboration section to emphasize general ongoing Section 7.0 cooperation between partners on issues of interest.

OCP  Advance the timing of the MUP along (Longfields Annex E Drive to Stoneway Drive, OCP project P3-5). (Phase1)  Extend the Hunt Club Greenway to connect to the pedestrian/cycling bridge over the (OCP project P1-7).  Add shared cycling facilities within existing curb-lines to St. Patrick Street and Murray Street ( to King Edward Street), Beausoleil Drive (York Street to Cobourg Street), Old St Patrick Street (Beausoleil Drive to Cobourg Street).  Add shared cycling facilities within existing curb-lines to Donald Street and Cummings Avenue (from Donald Street to Ogilvie Road).  Add a southbound cycling facility along By Ward Market Square from Clarence Street to York Street. OCP Add a MUP crossing over Jockvale Road to interconnect the MUP Annex E segments running just south of the VIA rail line in Barrhaven. (Phase2) Add paved shoulders to Old Montreal Road from Trim Road to Dunning Road (P2-20). OCP Realign the Lindenlea – Vanier Neighbourhood Bikeway to include Lola Annex E Street, DesChamps Avenue and Montfort Street (OCP project P3-12). (Phase3)

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OCP Mapping Designate the following roads as Spine Routes on the GEO Ottawa Ultimate Network Map:  , from North of Lester to Mitch Owens  Donnelly Drive – Lanark boundary to Fourth Line, and Fourth Line – Donnelly Drive to Roger Stevens Drive  Old Montreal Road from Trim Rd to Dunning Rd.  Prince of Wales (to North Gower)

Update all other related cycling maps as required.

Figure 1: Affordable Pedestrian Projects

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Figure 2: Affordable Cycling Projects

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Figure 3: Affordable Rapid Transit and Transit Priority Network

Figure 4: Rapid Transit and Transit Priority Network Concept (Ultimate)

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RURAL IMPLICATIONS Feedback from rural residents are included in the overall summary of all feedback received through the TMP, OPP and OCP consultation processes. In general, the main issues from rural residents included traffic congestion on roads on the fringe of the Urban Boundary, including March Road, Navan Road, Renaud Road and Old Montreal Road. Paved shoulders to facilitate cycling along Old Montreal Road between Trim Road and Dunning Road were also identified as a concern and have been added to the recommended affordable cycling network.

CONSULTATION The consultation for this addendum report is centered on the draft TMP, OPP and OCP that was tabled on October 9, 2013. The consultation process prior to the tabling is documented in the main staff report that was released on October 9, 2013 (ACS2013- PAI-PGM-0193).

Public Information Sessions

Four public information sessions were held following the October tabling of the TMP, OPP and OCP:

 October 15 - Ottawa City Hall  October 17 - Kanata Recreation Complex  October 22 - Walter Baker Sports Centre  October 24 - Bob MacQuarrie Recreation Complex

Approximately 320 people in total attended the above public meetings which were advertised in the local newspapers, on the City’s website and through the Building a Liveable Ottawa electronic newsletter. The meetings were reported in print newspapers, during television newscasts, in community newspapers and a variety of news and community websites. Feedback was received via paper comment sheets, on-line comment forms and through emails to [email protected]. Approximately 129 transportation-related written submissions were received between October 9 and October 29.

Sponsors Group Meetings

Two additional Sponsor Group meetings occurred following the October tabling of the TMP, OPP and OCP. In general, the Sponsor Group is supportive of the TMP, OPP and OCP.

Community Panel Meetings

Two additional Community Panel meetings occurred following the October tabling of the TMP, OPP and OCP. In general, the Community Panel is supportive of the TMP, OPP

16 and OCP. Written submissions from various Community Panel members were received and helped to form the major themes identified in the Discussion section of this report.

Developer Industry Panel Meetings

Two additional Developer Panel meetings occurred following the October tabling. In general, the Developer Panel is concerned about how the updated plans will impact development charges.

Business Improvement Area Consultation

A consultation and information session was held for representatives of Ottawa Business Improvement Areas (BIAs) on October 22, 2013. Invitations were distributed by City staff to representatives of all the member organizations of the Ottawa Council of BIAs. Representatives from five different BIAs attended the session. Several localized transit and cycling issues were discussed.

Agency Consultation Group Meetings

Additional Agency Consultation meetings followed the October tabling of the TMP, OPP and OCP. Staff from Public Works and Government Service Canada (PWGSC) indicated they are mostly concerned about inter-provincial transit connectivity and the coordination of major projects. They also identified their desire to extend LRT west of Tunney’s Pasture Station as a priority. The National Capital Commission (NCC) has expressed objectives to avoid fragmentation of Core Natural Areas and Natural Area Linkages, which are addressed in greater detail at the Environmental Assessment stage. The feedback from the NCC is in keeping with the NCC and City of Ottawa Joint Study on the Cumulative Effects of Transport on the Greenbelt, which has been referenced in Section 7.7 of the updated TMP to confirm that the City will work with the NCC to implement mutually agreeable environmental mitigation measures for projects crossing the Greenbelt.

First Nation, Métis, and Aboriginal Consultation

The First Nation, Métis, and Aboriginal Consultation was supplemented with a letter mail out to the Métis Consultation Unit, to two Chiefs, and to the Algonquins of Ontario Consultation Office following the October tabling. To date, no response has been received.

Advisory Committees

Staff consulted with the City’s Environmental Stewardship Advisory Committee (ESAC) on October 18, 2013 and with the AAC on October 21, 2013. The ESAC is supportive of the pedestrian and cycling plan updates. The AAC raised issues which have been identified and addressed in the Discussion section of this report.

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COMMENTS BY THE WARD COUNCILLORS This is a city-wide report – not applicable.

LEGAL IMPLICATIONS There are no further legal impediments for implementing the recommendations in this report than outlined in the original report, Transportation Master Plan, Ottawa Pedestrian Plan and Ottawa Cycling Plan Update.

RISK MANAGEMENT IMPLICATIONS There are no risks associated with this addendum report.

FINANCIAL IMPLICATIONS There are no financial implications regarding this addendum to the draft Transportation Master Plan, Ottawa Pedestrian Plan and Ottawa Cycling Plan that was tabled on October 9, 2013 at the Joint Transportation Committee and Transit Commission meeting.

ACCESSIBILITY IMPACTS Planning, design and construction projects that will flow from projects planned under the TMP, OPP and OCP will meet all municipal, provincial and federal accessibility requirements, including the City of Ottawa standards as are updated from time to time.

TECHNOLOGY IMPLICATIONS Information Technology approved this report without comments.

TERM OF COUNCIL PRIORITIES The work summarized in this report is supportive of the following Term of Council Priorities:  TM1 - Ensure sustainable transit services.  TM2 - Maximize density in and around transit stations.  TM3 - Provide infrastructure to support mobility choices.  TM4 - Promote alternative mobility choice.  GP3 - Make sustainable choices.  FS2 - Maintain and enhance the City’s financial position.

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SUPPORTING DOCUMENTATION Document 1 October 9, 2013 report to Joint Transportation Committee and Transit Commission (ACS2013-PAI-PGM-0193) (issued separately – on file with the City Clerk)

DISPOSITION Upon Council approval of this report, the Planning and Growth Management Department will finalize the TMP, OPP and OCP documents to include any changes made by Committees and Council, including updates to the Official Plan as required.