Western LRT Corridor Planning and Environmental Assessment Study

Public Consultation Group Meeting #4

12 June 2012 2

Agenda

• Study Update • Corridor Alignments • Evaluation Process and Results • Next Steps Study Update

• Public Open House #1 November 2010 – Background – Existing Conditions – Long list of corridors – Planning Objectives and Design Criteria • CG Meetings April 2011 – Finalized Planning Objectives and Design Criteria – Weights and Ranks (workbooks) – 15 Corridor Alignments • Corridor Evaluation • Transportation Committee Report (interim progress) 6 June 2012

3 Study Update

4 5

Primary Corridors • Higher speed • Stations further apart (800 – 2000 m) – Similar to Existing • Substantial station facilities • Supports nodal development • Fully exclusive Right‐of‐Way 6

Supplementary Corridors

• Lower speed • Stations closer together (400 – 800 m) • Simpler station facilities • Supports linear development • Partially‐exclusive Right‐of‐Way – Cross through intersections – Signal Priority 7

Network Planning

Northern Primary

3 Carling Primary 1 2

4 3 Hybrid Primary 1 2 4 3 1 5 2 8

Corridor Alignments

• Development of corridor alignments: – Network planning – Operational requirements – Preliminary screening of corridor alternatives – Conceptual corridor alignments for evaluation 9

Operational Requirements for WLRTC

• Cappyacity • Train Operations • Grade separation • LRT design standards Capacity

• Driven by downtown requirements – 17,000‐19,000 persons per hour, peak direction (pphpd) in morning peak hour, east of Bayview – 12,000‐14,000 pphpd between Lincoln Fields and Bayview – 6,000‐8,000 pphpd south of Lincoln Fields – Addit iona l 6,000‐8,000 pphdhpd dddemand to/from west (Bayshore/Kanata) • 4 car trains required every 2‐3 minutes in peak hour • Reverse flow is about 25% of peak flow

10 11

Train Operations

• Multiple Branch Operation – Affects capacity – WTE connection and run‐through (long‐term) • Turnbacks – Lincoln Fields (WTE connection) – Other locations (based on operational need) • Maintenance and Storage – OLRT M&S Facility can accommodate overnight storage and heavy maintenance – Provide additiona l storage along line for flexi bi lity, service recovery • Signalling – Moving Block System to provide for maximum througgphput ((pcapacit y) – Protect for implementation of Automatic Train Operation (ATO) 12

Grade Separation

• Fully exclusive right‐of‐way required to: – Increase speed and reliability – Eliminate delays from other traffic – Allow sufficient capacity to be provided – Protect for automatic train operation (future) – Protect core of the network for the future • Need to ensure LRT is not a barrier to movement across corridor: • Provide pedestrian/cyclist crossings of corridor • Ensure vehicular access to/from communities, development 13

LRT Design Standards

• WLRTC will use same design standards as the OLRT • City is currently developing more detailed design standards as part of preliminary engineering for OLRT • Results of ongoing Design Build Finance Maintain competition will further inform WLRTC design (vehicle‐type, systems, etc.) 14

Corridors Considered 15

Conceptual Corridor Alignments

• Study team developed alignment options for corridors carried forward from preliminary screening – Presented at April 2011 Consultation Group meetings – 15 alignments carried forward • Conceptual design based on: – Planning Objectives and Design Criteria – Operational requirements • Additional issues to be addressed at design stage: – Station location and layout – Station design alternatives (Lincoln Fields, Carling/O‐Train) – Pinecrest Creek corridor segment design (grade separations, Queensway Station, WTE connection) 16

Carling via O -Train (C -1) • South from using existing O-Train cut, rising out of cut south of Beech • Turns west at Carling on elevated guideway to cross over Carling and signalized intersections west of O-Train corridor • Short tunnel to reduce grade and cross under Central Experimental Farm entrance • Parkdale Station at-grade on south side of Carling • Short tunnel to cross under Holland, Island Park intersections and Royal Hospital entrance • Elevated from Merivale to Maitland to cross over signalized intersections and Highway 417 • Elevated from Iroquois to Woodland to cross over signalized intersections • Short at-grade sections to take advantage of existing profile of • Elevated at to cross over signalized intersections and Carling Avenue before entering Pinecrest Creek corridor • At-grade through Pinecrest Creek corridor, replacing existing Transitway to 17

Carling via Kirkwood (C -2) • West from Tunney’s Pasture Station using existing West Transitway • Turns south at McRae and runs in a tunnel under Kirkwood to Carling • Turns west at Carling and rises onto an elevated guideway • Elevated from Churchill to Maitland to cross over signalized intersections • Elevated from Iroquois to Woodland to cross over signalized intersections • Short at-grade sections to take advantage of existing profile of Carling Avenue • Elevated at Lincoln Fields Station to cross over signalized intersections and Carling Avenue before entering Pinecrest Creek corridor • At-grade through Pinecrest Creek corridor, replacing existing Transitway to Baseline Station 18

Carling via Churchill (C -3) • West from Tunney’s Pasture Station using existing West Transitway • Turns south at Churchill and runs in a tunnel under Churchill to Carling • Turns west at Carling and rises onto an elevated guideway • Elevated from Clyde to Maitland to cross over signalized intersections • Elevated from Iroquois to Woodland to cross over signalized intersections • Short at-grade sections to take advantage of existing profile of Carling Avenue • Elevated east of Lincoln Fields Station to cross over signalized intersections and Carling Avenue before entering Pinecrest Creek corridor • At-grade through Pinecrest Creek corridor, replacing existing Transitway to Baseline Station 19

Richmond/Byron via Churchill (R -1, R -2)

• West from Tunney’s Pasture Station using existing West Transitway • Turns south at Churchill and runs in a tunnel under Churchill to Byron • Turns west at Byron and runs under street to Fraser • At-grade sections along north side of linear park, with underground crossing of Woodroffe • Enters tunnel west of New Orchard and turns south at Ottawa River Parkway to enter Lincoln Fields Station at- grade • Additional option to remain underground underground for entire alignment between Churchill and Ottawa River Parkway • At-grade through Pinecrest Creek corridor, replacing existing Transitway to Baseline Station 20 Richmond/Byron via Churchill (R -3, R -4)

• West from Tunney’s Pasture Station using existing West Transitway • Turns south at Churchill and runs in a tunnel under Churchill to Byron • Turns west at Byron and runs under street to Fraser • At-grade sections along north side of linear park, to Woodroffe • Enters tunnel and turns south at Woodroffe • Runs in tunnel under Woodroffe to Carling • Turns west at Carling and returns to surface • Additional option to remain underground for entire alignment between Churchill and Carling • Elevated east of Lincoln Fields Station to cross over sigggnalized intersections and Carling Avenue before entering Pinecrest Creek corridor • At-grade through Pinecrest Creek corridor, replacing existing Transitway to Baseline Station 21

Richmond/Byron via Rochester Field (R-5, R -6)

• West from Tunney’s Pasture Station using existing West Transitway • West of turns south and crosses Rochester Field • Enters into a tunnel to cross under • At-grade sections along north side of linear park, with underground crossing of Woodroffe • Enters tunnel west of New Orchard and turns south at Ottawa River Parkway to enter Lincoln Fields Station at-grade • Additional option to remain underground underground for entire alignment between Rochester Field and Ottawa River Parkway • At-grade through Pinecrest Creek corridor, replacing existing Transitway to Baseline Station 22

Richmond/Byron via Rochester Field (R-7, R -8)

• West from Tunney’s Pasture Station using existing West Transitway • West of Dominion Station turns south and crosses Rochester Field • Enters into a tunnel to cross under Richmond Road • At-grade section along north side of linear park, to Woodroffe • Enters tunnel and turns south at Woodroffe • Runs in tunnel under Woodroffe to Carling • Turns west at Carling and returns to surface • Additional option to remain underground for entire alignment between Rochester Field and Carling • Elevated east of Lincoln Fields Station to cross over sigggnalized intersections and Carling Avenue before entering Pinecrest Creek corridor • At-grade through Pinecrest Creek corridor, replacing existing Transitway to Baseline Station 23 Richmond/Byron via Cleary/ORP (R -9, R -10)

• West from Tunney’s Pasture Station using existing West Transitway • West of Dominion Station runs on surface adjacent to Ottawa River Parkway to east of Cleary • East of Cleary, enters into tunnel to cross under Richmond Road, remaining underground to west of Woodroffe • At-grade section along north side of linear park west of Woodroffe • Enters tunnel west of New Orchard and turns south at Ottawa River Parkway to enter Lincoln Fields Station at-grade • Additional option to remain underground for section from Cleary to east of Lincoln Fields Station • At-grade through Pinecrest Creek corridor, replacing existing Transitway to Baseline Station 24 Richmond/Byron via Cleary (R -11)

• West from Tunney’ s Pasture Station using existing West Transitway • West of Dominion Station runs on surface adjacent to Ottawa River Parkway to east of Cleary • East of Cleary, enters into tunnel to cross under Richmond Road • Remains in tunnel under linear park and turns south at Woodroffe • Runs in tunnel under Woodroffe to Carling • Turns west at Carling and returns to surface • Additional option to remain underground for entire alignment between Churchill and Carling • Elevated east of Lincoln Fields Station to cross over signalized intersections and Carling Avenue before entering Pinecrest Creek corridor • At-grade through Pinecrest Creek corridor, replacing existing Transitway to Baseline Station 25 Ottawa River Parkway (O-1)

• West from Tunney’s Pasture Station using existing West TitTransitway • West of Dominion Station, uses Ottawa River Parkway corridor, with existing eastbound traffic lanes converted to LRT between Dominion Station and Lincoln Fields Station • Existing westbound lanes converted to carry one lane of traffic in each direction • Short elevated section at Woodrofffe to cross over roadway • At-grade through Pinecrest Creek corridor south of Lincoln Fields Station, replacing existing Transitway to Baseline Station 26 Corridor Evaluation

• Planning objectives and design criteria developed with Consultation Group input • Consultation Group members provided ranking and weighting of the evaluation indicators • Study team scored each corridor alignment • Ranks and weights applied • Sensitivity testing undertaken 27 Criteria Weighting Results Study Criteria Category ACG BCG PCG Blended Team Promote Smart Growth 11. 20 13. 89 13. 00 13. 11 12. 80 Compatibility with Adjacent Communities 12.97 9.73 10.00 13.07 11.44 Protect Historical, Cultural and Archaeological Resources 10. 17 11. 60 5805.80 11. 50 9779.77 Create Successful Rapid Transit Stations 12.20 10.93 19.20 12.75 13.77 Provide a Safe Facility 6.93 8.85 10.20 7.14 8.28 Increase Ridership, Mobility and Capacity 13.93 11.00 15.40 13.61 13.48 Maximize Sensitivity to Natural Environment 8.43 14.47 5.00 10.89 9.70 Apply Sustainable Design Best Practices 7.07 10.67 5.80 8.89 8.11 Wise Public Investment 17.10 8.88 15.60 9.03 12.65 Corridor Evaluation Results 300

250

200

150 Blended Score

100

50

0 R‐1O‐1R‐9R‐5R‐10 R‐3R‐6R‐2R‐7R‐11 R‐4R‐8C‐3C‐2C‐1

28 Corridor Capital Costs $3,000

$2,500

$2,000

$1,500 Blended Score Millions

$1,000

$500

$‐ R‐1O‐1R‐9R‐5R‐10 R‐3R‐6R‐2R‐7R‐11 R‐4R‐8C‐3C‐2C‐1

29 Corridor Evaluation Results ACG PCG BCG Study Team Alternative Alignment ID Score Rank Score Rank Score Rank Score Rank Carling via O-Train C-1 203.26 15 212.52 15 192.61 15 183.00 15 Carling via Kirkwood C-2 236.44 13 235.70 13 212.24 14 205.45 14 Carling via Churchill C-3 244.17 9 244.00 9 226.88 13 219.00 12

R/B via Churchill/Richmond R-1 264.36 1 258.11 1 277.35 1 262.23 4 R/B via Churchill/Richmond (u/g) R-2 251.59 7 249.69 5 248.23 8 235.67 7 R/B via Churchill/Woodroffe R-3 254.12 6 248.35 6 249.45 7 235.32 8 R/B via Churchill/Woodroffe (u/g) R-4 242.75 10 243.23 10 227.51 12 215.12 13

R/B via Rochester Field/Richmond R-5 255.55 4 247.42 7 272.92 2 262.64 3 R/B via Rochester Field/Richmond (u/g) R-6 250.19 8 247.17 8 253.00 6 245.51 6 R/B via Rochester Field/Woodroffe R-7 240.07 11 235.89 12 243.76 9 233.48 9 R/B via Rochester Field/Woodroffe (u/g) R-8 231.94 14 232.98 14 228.48 11 219.39 11

R/B via ORP/Cleary/Richmond R-9 258.95 2 252.82 3 270.07 3 263.71 2 R/B via ORP/Cleary/Richmond (u/g) R-10 255.91 3 251.44 4 267.06 4 257.76 5 R/B via ORP/Cleary/Woodroffe R-11 236. 78 12 236. 75 11 237. 31 10 228. 55 10

ORP O-1 254.63 5 254.14 2 264.96 5 274.65 1 30 Corridor Evaluation Results 300

250

200

Blended Score

150 ACG Score BCG Score PCG Score

100

50

0 R‐1O‐1R‐9R‐5R‐10 R‐3R‐6R‐2R‐7R‐11 R‐4R‐8C‐3C‐2C‐1

31 Corridor Evaluation Results 300

250

200

Blended Score

150 ACG Score BCG Score PCG Score

100

50

0 R‐1O‐1R‐9R‐5

32 Corridor Evaluation Results

• Four alternative corridor alignments consistently score higher than the other alignments – R‐1 (R/B via Churchill/Richmond) – O‐1 (Ottawa River Parkway) – R‐9 (R/B via ORP/Cleary/Richmond) – R‐5 (R/B via Rochester Field/Richmond) • Sensitivity tests confirm that these four alternatives be carridied ffdorward for ffthurther assessment

33 Next Steps

• Study team will undertake additional design work – Lincoln Fields – Baseline section – Connection with West Transitway Extension – Station location and design – Public access across corridor – Traffic impacts – Detailed analysis of benefits, impacts, mitigation measures, and project estimates • Public Open House and Presentation #2 (Early 2013) – Evaluation results – Preferred corridor alignment 34 35 Comments or Questions?

Contacts: Kornel Mucsi, P. Eng. Program Manager, Transportation Planning Tel: (613) 580‐2424 x 12503 Fax: (613) 580‐2578 [email protected]

PlPaul CftCroft, MCIP, RPP Deputy Project Manager, Delcan Tel: (613) 738‐4160 Fax: (()613) 739‐7105 [email protected]

Thank You!