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Home , Downtown Ottawa, Riverview station, Transitway (Ottawa)

Report to/Rapport au :

Transportation Committee Comité des transports

and Council / et au Conseil

October 24, 2012 24 octobre 2012

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@ottawa.ca

Gloucester-South Nepean (22) Ref N°: ACS2012-PAI-PGM-0249

SUBJECT: BARRHAVEN TO RIVERSIDE SOUTH RAPID TRANSIT PLANNING AND ENVIRONMENTAL ASSESSMENT STUDY RECOMMENDATIONS

OBJET : RECOMMANDATIONS DE L’ÉTUDE DE PLANIFICATION ET D’ÉVALUATION ENVIRONNEMENTALE POUR LE TRANSPORT EN COMMUN RAPIDE ENTRE BARRHAVEN ET RIVERSIDE-SUD

REPORT RECOMMENDATIONS That the Transportation Committee recommend Council approve initiating the Transit Project Assessment Process in accordance with Ontario Environmental Assessment Act (Regulation 231/08) for the Barrhaven to Riverside South Bus Rapid Transit facilities as described in this report and supporting documents, including the preparation and filing of an Environmental Project Report for formal public review and comment.

RECOMMANDATIONS DU RAPPORT Que le Comité des transports recommande au Conseil d’approuver le lancement du Processus d’évaluation des projets du transport en commun conformément à la Loi sur les évaluations environnementales de l’Ontario (Réglementation 231/08) concernant les installations du transport en commun rapide par autobus entre Barrhaven et Riverside-Sud, comme le décrivent le présent rapport et les documents d’appui, et d’approuver également la préparation et le dépôt d’un

2 rapport de projet environnemental qui servira à l’examen officiel et aux commentaires du public.

Executive Summary Assumptions and Analysis

The North-South Corridor LRT Project Environmental Assessment (N-S LRT EA) from Barrhaven Town Centre to the Rideau Centre was approved by the Minister of the Environment in June 2006. The EA report identified twin-track electric Light Rail Transit (LRT) as the recommended technology for the entire corridor.

In 2008, Council approved an updated Transportation Master Plan (TMP) that identified the segment of the N-S corridor connecting Barrhaven Town Centre and Riverside South Town Centre as a bus rapid transit (BRT) facility terminating at an LRT/BRT transfer station and Park and Ride within Riverside South Town Centre. This change in technology requires a new EA approval which is the principal subject of this Planning and EA study.

This study also addresses a City commitment made in response to the Ontario Municipal Board (OMB) appeal hearing for Official Plan Amendment (OPA) No. 76, in which the City agreed to identify:

• Property requirements for the BRT stations along the Transitway between Limebank Road and the Rideau River; • Land requirements, both size and location, to accommodate the BRT-LRT transfer station to the west of Limebank Road, and as part of this work a review of the size and location of the Park and Ride facility proposed on the east and west sides of Limebank Road to serve this BRT-LRT station, and • LRT station requirements, particularly north of Earl Armstrong Road with respect to drainage and station platform size as well as pedestrian circulation needs.

Additionally, in response to Council direction, staff identified in a report presented to the 22 February 2012 Transit Commission meeting that it was technically feasible to extend the existing single-track diesel powered O-Train to either Leitrim or Bowesville Station and Park and Rides. That report concluded that a recommendation regarding possible future extension of the O-Train should be examined within the 2013 Transportation Master Plan Update. Accordingly, this BRT Planning and EA Study also identifies a Recommended Plan to extend BRT technology within the future LRT corridor between Riverside South Town Centre and a potential future O-Train transfer/terminus at either the Leitrim or Bowesville Station and Park and Ride facilities.

To address imminent planned development along Chapman Mills Drive, this report also presents an interim implementation plan (Document 1) to defer the full cost of constructing the ultimate transit facility (Document 2), provide enhanced transit service reliability in the near term, and address existing operational issues in this corridor.

Accordingly, this report presents the Recommended Plan that describes:

1. An ultimate BRT facility from Barrhaven Town Centre to Riverside South Town Centre; 2. An interim BRT Extension from Riverside South Town Centre to Bowesville or Leitrim Station and Park and Ride facilities; and 3. A near term implementation strategy on Chapman Mills Drive.

This project is being planned in accordance with the Transit Project Assessment Process (TPAP) as described in Ontario’s Transit Project Regulation (O. Reg. 231/08). Prior to initiating the formal approvals process, the TPAP requires proponents to have a clearly defined transit project which necessitates a considerable amount of planning work. In the context of this project, planning activities completed by the City have included corridor selection (as part of the N-S LRT EA), assessment and evaluation of design alternatives, identification of a strategy to guide project implementation and a comprehensive stakeholder engagement program including Agency, Stakeholder and Business Consultation Group Meetings and a Public Open House.

Project Estimate

The preliminary project cost estimate to design and construct the transitway facility is $225 M in 2012 dollars.

This estimate will be refined after detailed design of the project and will include inflation in accordance with the Construction Price Index.

The upcoming TMP review will include an update to the affordability model and the establishment of project priorities. This project will be part of that review.

The recommended plan to extend BRT from Greenbank Road to a BRT/LRT transfer facility west of Street 4 in Riverside South Town Centre is estimated to cost $85 million. The potential interim extension of BRRT facility from Riverside South Town Centre to Bowesville Park and Ride is estimated to cost $95 million. The potential interim extension of this BRRT facility from Bowesville Park and Ride to Leitrim Park and Ride is estimated to cost $45 million. The near-term transit priority implementation plan for Chapman Mills Drive from Greenbank Road to Woodroffe Avenue is estimated to cost $12 million. The $6M for near-term transit priority measures for the section between Longfields and Woodroffe would come from existing capital authority. The remaining Greenbank to Longfields section would be funded from development charges and future capital authority for transit priorities and/or transit supplementary network projects.

Public Consultation/Input

Meetings with Agency, Business, and Public Consultation Groups were held three times between April and September 2012. Comments and feedback were incorporated during the development and evaluation of alternatives and preparation of the Recommended Plan. A Public Open House was held on 2 October 2012 at Steve MacLean School with 33 people signing the registry. There was a general support for the recommended plan and the concerns that were raised were design in nature and would be responded to in

4 the detail design plan (next phase of project) or were transit operational issues that would be managed by OCTranspo.

Hypothèses et analyse

L’évaluation environnementale du couloir nord-sud du TLR du centre de Barrhaven au Centre Rideau a été approuvée par le ministre de l’Environnement en juin 2006. Le rapport d’ÉE désignait le train léger sur rail électrique à voies doubles comme la technologie recommandée pour la totalité du couloir.

En 2008, le Conseil a approuvé le Plan directeur des transports mis à jour qui énonçait que le tronçon du couloir N-S reliant le centre ville de Barrhaven et le centre de Riverside Sud serait relié par transport en commun rapide par autobus (TCRA) se terminant à une station de correspondance TCRA/TLR et un parc-o-bus au centre de Riverside Sud. Ce changement de technologie exige qu’une nouvelle ÉE soit réalisée et approuvée ce qui est le principal objectif de l’étude de planification et d’évaluation environnementale.

Cette étude porte également sur l’engagement pris par la Ville en réponse à l’audition de l’appel fait à la Commission des affaires municipales de l’Ontario concernant la modification 76 du Plan officiel, dans laquelle la Ville a convenu de déterminer :

• Les exigences relatives aux propriétés pour les stations du TCRA le long du Transitway entre le chemin Limebank et la rivière Rideau; • Les besoins en terrain, soit la taille et l’emplacement, pour accommoder la station de correspondance TCRA/TLR à l’ouest du chemin Limebank; et, dans le cadre de ces travaux, l’évaluation de la taille et de l’emplacement du parc-o-bus proposé sur les côtés est et ouest du chemin Limebank afin de servir la station du TCRA/TLR; et • Les besoins pour la station de TLR, plus particulièrement au nord du chemin Earl Armstrong, relativement au drainage et à la taille des quais de la station ainsi que les besoins pour la circulation piétonnière.

De plus, en réponse à une directive du Conseil, le personnel a indiqué dans un rapport présenté à la réunion du 22 février 2012 de la Commission du transport en commun que, du point de vue technique, il était techniquement possible de prolonger le couloir existant de l’O-Train diesel à voie simple jusqu’aux stations et parc-o-bus de Leitrim ou Bowesville. Ce rapport concluait qu’il serait important de prendre en considération une recommandation concernant le prolongement possible futur du O-Train dans la mise à jour du Plan des transports de 2013. Par ailleurs, cette étude de planification et d’évaluation environnementale pour le transport en commun rapide entre Barrhaven et Riverside-Sud mentionne également un plan recommandé visant à étendre la technologie du TCRA dans le couloir futur du TLR entre le centre de Riverside Sud et un terminus/station de correspondance possible futur de l’O-Train aux stations et parcs-o-bus Leitrim ou Bowesville.

En vue des projets d’aménagement prévus le long de la promenade Chapman Mill, ce rapport présente un plan de mise en œuvre intermédiaire qui propose de reporter les

5 coûts totaux de la construction des installations de transport en commun définitives, de fournir dans l’intérim un service fiable et amélioré de transport en commun et de régler les problèmes opérationnels dans ce couloir.

En conséquence, le présent rapport présente le plan recommandé qui décrit :

1. Les installations de TCRA définitives du centre de Barrhaven au centre de Riverside Sud; 2. Le prolongement TCRA du centre de Riverside Sud aux installations de station et de parc-o-bus de Bowesville ou Leitrim; et 3. Une stratégie de mise en œuvre à court terme sur la promenade Chapman Mills.

Ce projet est planifié conformément au processus d’évaluation des projets de transport en commun, tel que décrit dans le règlement sur les projets de transport en commun (Règlement de l’Ontario 231/08). Avant de lancer les processus d’approbation officiels, le processus d’évaluation des projets de transport en commun exige que les proposants présentent un projet de transport en commun clairement défini, ce qui se traduira par beaucoup de temps passé à la planification. Dans le contexte de ce projet, les activités de planification qu’a réalisées la Ville ont porté sur la sélection du couloir (dans le cadre de l’évaluation environnementale du couloir nord-sud du TLR), l’évaluation des diverses solutions de concept, la mise au point d’une stratégie pour guider la mise en œuvre et un programme complet pour s’assurer de la participation des intervenants, dont des rencontres avec des groupes de consultation d’organismes, d’intervenants et d’entreprises, ainsi qu’une séance portes ouvertes.

Estimations du projet

L’estimation préliminaire des coûts du projet visant la conception et la construction des installations du Transitway s’élève à 225 millions de dollars, en dollars de 2012.

Cette estimation sera affinée une fois que les détails de la conception du projet seront connus et que l’inflation aura été ajoutée, conformément à l’Indice des prix de la construction.

Le prochain examen du PDT, dont il fera partie, contiendra une mise à jour au modèle d’abordabilité et l’établissement des priorités du projet.

Le plan recommandé visant à élargir le tracé du transport en commun rapide par autobus (TCRA) reliant le chemin Greenbank à un terminus de correspondance proposé entre train et autobus situé immédiatement à l’ouest de la rue 4, au centre-ville de Riverside-Sud, devrait coûter 85 millions de dollars, selon les estimations. La prolongation provisoire potentielle de l’installation du transport en commun rapide (TCR) entre le centre-ville de Riverside-Sud et le parc-o-bus de Bowesville devrait coûter 95 millions de dollars. La prolongation provisoire potentielle de TCR entre les parcs-o-bus de Bowesville et de Leitrim devrait coûter 45 millions de dollars. Le plan de mise en œuvre du corridor prioritaire de transport en commun, à court terme, sur la promenade Chapman Mills, entre le chemin Greenbank et l’avenue Woodroffe, devrait coûter 12 millions de dollars. Les 6 millions de dollars réservés au corridor prioritaire de transport

6 en commun à court terme, et en l’occurrence, au tronçon entre la promenade Longfields et l’avenue Woodroffe, proviendront de l’autorisation d’immobilisations en vigueur. Le tronçon entre le chemin Greenbank et la promenade Longfields sera financé à même les charges d’aménagement et l’autorisation d’immobilisations ultérieures pour priorités aux transports en commun.

Consultation/commentaires publics

Trois rencontres ont eu lieu avec des groupes de consultation publique, de consultation d’entreprises et de consultation d'organismes entre avril et septembre 2012. Les commentaires ont été intégrés pendant l’élaboration et l’évaluation de solutions de remplacement et la préparation du plan recommandé. Une séance portes ouvertes a eu lieu le 2 octobre 2012 à l’école Steve MacLean, 33 personnes ont signé le registre. En général, ces personnes ont manifesté leur appui au plan recommandé. Quelques inquiétudes ont été énoncées au sujet de la conception et seront abordées dans le plan de conception détaillée (étape suivante du projet) ; ou encore portaient sur des questions opérationnelles qui seront gérées par OC Transpo.

BACKGROUND The North-South Corridor LRT Project Environmental Assessment (N-S LRT EA) from Barrhaven Town Centre to the Rideau Centre was completed and approved by the Minister of the Environment on 19 June 2006. The EA report identified twin-track electrified Light Rail Transit (LRT) as the recommended technology for the entire corridor. The project was intended to be constructed and operational by fall 2009; therefore, interim implementation solutions were not identified. The project was terminated by City Council in December 2006 and the downtown portion of the Recommended Plan was subsequently replaced by the Downtown Ottawa Transit Tunnel (DOTT) EA. The current single-track diesel-powered O-Train continues to operate in the corridor between Bayview and Greenboro stations.

In 2008, City Council approved an updated Transportation Master Plan (TMP) that identified the rapid transit corridor connecting Barrhaven Town Centre and Riverside South Town Centre as a bus rapid transit (BRT) facility. This represents a change to the approved N-S LRT EA, which had identified twin-track LRT along this section of the transit network. Furthermore, the 2008 TMP identified the twin-track LRT terminating at an LRT/BRT transfer station and Park and Ride within Riverside South Town Centre, just west of Limebank Road.

As operational characteristics and right-of-way (ROW) requirements differ between BRT and LRT, on 07 December 2011, Transportation Committee approved the Statement of Work for a new Planning and Environmental Assessment (EA) Study to identify and reserve any additional property required to accommodate a BRT facility between Barrhaven Town Centre and Riverside South Town Centre. Study limits are illustrated in Figure 1.

Figure 1 Study Area

This Planning and EA study also addresses a City commitment made in response to the OMB appeal hearing for OPA No. 76, in which the City agreed to identify:

• Property requirements for the BRT stations along the Transitway between Limebank Road and the Rideau River; • Land requirements, both size and location, to accommodate the BRT-LRT transfer station to the west of Limebank Road, and as part of this work a review of the size and location of the Park and Ride facility proposed on the east and west sides of Limebank Road to serve this BRT-LRT station; and • LRT station requirements, particularly north of Earl Armstrong Road with respect to drainage and station platform size as well as pedestrian circulation needs.

At its meeting of 22 June 2011, Council approved work to increase the frequency of O-Train service from 15 minutes to eight minutes between Bayview Drive and Greenboro Crescent. This project is now underway and is expected to be completed in 2014.

Furthermore, Transit Commission also directed staff to investigate and report back on the feasibility of extending the current O-Train service further south toward Leitrim and Riverside South. A report to the 22 February 2012 Transit Commission meeting identified that it was technically feasible to extend the O-Train to either Leitrim Park and

Ride or Bowesville Park and Ride. The report concluded that a recommendation regarding the future extension of the O-Train should be presented as part of the 2013 Transportation Master Plan Update. Therefore, this BRT Planning and EA Study also identifies a Recommended Plan to extend BRT technology within the future LRT corridor between Riverside South Town Centre and a potential future O-Train transfer/terminus at either the Leitrim or Bowesville Station and Park and Ride facilities (Figure 2).

Figure 2 Possible O-Train Transfer Locations

Finally, to address recent, ongoing and imminent planned development along Chapman Mills Drive, an interim implementation plan is proposed that will defer the full cost of constructing the ultimate transit facility, provide enhanced transit service reliability in the near term, and address existing operational issues in this corridor.

This project is being planned in accordance with the Transit Project Assessment Process (TPAP) as described in Ontario’s Transit Project Regulation (O. Reg. 231/08). The TPAP is based on the principles and best practices of Environmental Assessment planning and places a six month maximum timeframe on the approvals process. Prior to initiating the formal approvals process, the TPAP requires proponents to have a clearly defined transit project which necessitates a considerable amount of planning work. In the context of this project, planning activities completed by the City have included corridor selection (as part of the N-S LRT EA), assessment and evaluation of design alternatives, identification of a strategy to guide project implementation and a comprehensive stakeholder engagement program including Agency, Stakeholder and Business Consultation Group Meetings and a Public Open House. Together, the

9 findings from these planning activities constitute the Recommended Plan which is presented herein for Transportation Committee and Council approval.

DISCUSSION Project Need

To support the growth management objectives set out in the Official Plan, the City has established the strategic goal of increasing the peak-hour transit modal split from 23 per cent to 30 per cent by 2031. To help achieve this objective, the 2008 TMP identified a plan for a required network of inter-linked rapid transit corridors including a downtown tunnel and incremental extensions to growing urban centres outside of the Greenbelt. The Capital Works Plan contained in the 2008 TMP prioritized the implementation of future transportation infrastructure projects based on need. In the Capital Works Plan, the Barrhaven Riverside South Rapid Transit project was identified as a Phase 2 project.

Within the south urban community, the City has planned and protected for transit supportive development through the South Nepean (Barrhaven) Town Centre Community Design Plan (2006) and the Riverside South Community Design Plan (2010). Both plans established a vision for these growing communities that emphasized compact, mixed-use, pedestrian scaled and transit supportive development. Specifically, the plan for both town centres includes a mixed-use main street that also incorporates an at-grade rapid transit corridor (Chapman Mills Drive in Barrhaven Town Centre and ‘Transit Street’ in Riverside South Town Centre).

The land use policies in the Barrhaven CDP support 22 000 residents and 12 000 jobs at full build-out. In Riverside South Town Centre, the CDP calls for 25 000 jobs and 50 000 residents at full-build out. By introducing rapid transit at the earliest stage in the development of these new urban communities, the Recommended Plan presented in this report will promote alternative modes of transportation and reduce overall auto- dependence.

This study is being completed at this time to meet City commitments included an agreement with Urbandale Development Corporation and Riverside South Development Corporation (27 September 2011) that came as a result of an appeal to the OPA#76 Rapid Transit Schedule.

Description of the Recommended Plan

Ultimate BRT from Barrhaven Town Centre to Riverside South Town Centre

In general, the Recommended Plan (Document 2) constitutes a two lane BRT facility that follows the general alignment of the approved N-S LRT corridor connecting Greenbank Road with a proposed LRT/BRT transfer terminus located immediately west of Street 4 in Riverside South Town Centre. With the exception of the Rideau River crossing (via the Strandherd-Armstrong Bridge), this facility will be exclusively for transit use, and will not be grade separated with crossing streets. This facility is projected to serve approximately 1 000 passengers in the peak hour, peak direction; and will provide connections to the

Southwest Transitway (in the west) and the future N-S LRT corridor (in the east). Seven rapid transit stations are provided at key intersections along the corridor. Three stations incorporate Park and Ride facilities – at Woodroffe Avenue (825 spaces), River Road (940 spaces) and Street 4 (1660 spaces). The proposed Park and Ride facilities have been designed to accommodate the projected 2031 demand.

As illustrated in Figure 3, the Recommended Plan can be separated into three distinct areas.

Legend Transit Station with Park and Ride Transit Station

Figure 3 Recommended Plan-Distinct Areas (Barrhaven to Riverside South Town Centre)

Area 1: Barrhaven Town Centre (from Greenbank Road to Chapman Mills Park and Ride) – Within Barrhaven Town Centre the Recommended Plan includes a two-lane BRT facility operating within the median of Chapman Mills Drive. Each transit lane is 4.0 metre wide, and is separated from Chapman Mills Drive by a 4.5 metre grassed median on each side. Consistent with the N-S LRT EA, stations are proposed at the Southwest Transitway, Longfields Drive, and Beatrice Avenue. At each location the transit platforms are located on the far side of the intersection. While this Planning and EA study seeks approval for the transit component of this cross-section only, considerable work was also carried out to refine the City’s vision for Chapman Mills Drive, which is intended to form the mixed-use, pedestrian scaled core of Barrhaven Town Centre. Specifically, through a review of the South Nepean Town Centre CDP and consultation with various City departments, the development community and the general public, a proposed typical cross-section for Chapman Mills Drive emerged that includes one 3.5 metre traffic lane, one 2.5 metre (all day) parking lane, a 2.0 metre segregated bicycle lane, and a 4.0 metre sidewalk in each direction. This results in a typical cross section width of 41.0 metre (Figure 4). This cross section widens to 43.0 metre in the vicinity of the intersection of Chapman Mills Drive and the Southwest Transitway to accommodate bus turning movements.

Figure 4 Typical Cross Section - Area 1

Area 2: Transit Priority Corridor (Chapman Mills Station to Riverview Station) – This section of the Recommended Plan has already been approved and is currently under construction. Specifically, the transit service plan includes shoulder bus-only lanes on Strandherd Drive, with transit priority at the intersection of Strandherd Drive for westbound access into Chapman Mills Station. Over the Strandherd-Armstrong Bridge 4.0 metre bus-only lanes, 2.0 metre cycling lanes, and 3.0 metre sidewalks are being provided (Figure 5). Shoulder bus-only lanes on Earl Armstrong Road will provide access to Riverview Station. Local and rapid transit platforms are proposed at both Chapman Mills and Riverview Stations.

Figure 5 Typical Cross Section – Area 2

Area 3: Exclusive BRT Corridor (Riverview Station to Riverside South Town Centre) East of Riverview Station, the Transitway consists of two 3.75 metre bus lanes operating within a 40.0 metre wide, exclusive BRT corridor (Figure 6). Through this section, the Transitway runs adjacent to residential backyards, requiring 3.0 high noise barriers along its length (exact limits to be confirmed). In accordance with City policy a 3.5 metre multi-use pathway is provided on the south side of the corridor, connecting multi-use facilities on the Strandherd-Armstrong Bridge to those planned for Riverside South Town Centre.

Figure 6 Typical Cross Section – Area 3

Transit stations are proposed at Spratt Road West, Collector Road ‘B’ and at the BRT/LRT transfer/terminus and Park and Ride facility located north of the Transitway, just west of Street 4 (which forms the western limit of the Town Centre). This facility has been sized to accommodate 1660 parking spaces and facilitate the transfer of passengers between local transit services, the proposed BRRT facility and the approved N-S LRT. Local access is provided from Street 4 (Figure 7).

Figure 7 Riverside South Town Centre Park and Ride

Potential Interim Extension from Riverside South Town Centre to Bowesville or Leitrim Park and Ride

As noted previously, the City has assessed the potential feasibility of extending the existing O-Train service to either Leitrim or Bowesville Station. A recommendation regarding this potential extension is expected to be presented as part of the forthcoming TMP update. Should the City elect to carry out the O-Train extension south of Greenboro Crescent, an interim extension of the BRT facility from Riverside South to either Leitrim or Bowesville Station would be required. This would also require an O-Train/BRT transfer facility incorporated into the station design at either Bowesville or Leitrim Station. Regardless of where the transfer is ultimately located, park and ride facilities at both Leitrim and Bowesville stations have been designed to accommodate the projected 2031 demand.

This interim extension can be separated into two distinct areas (Figure 8).

Figure 8 Recommended Plan-Distinct Areas (Riverside South Town Centre – Leitrim/Bowesville)

Area 4: Riverside South Town Centre (Street 4 to Collector Road E) Similar to Barrhaven Town Centre, the Recommended Plan through Riverside South Town Centre consists of a two lane transit facility located in the median of ‘Transit Street’. Again, each transit lane is 4.0 metre wide, and is separated from adjacent traffic lanes by a 4.5 metre grassed median on each side. One Transitway station is proposed in the Town Centre east of Limebank Road. Consistent with the City’s vision for Chapman Mills Drive, a proposed typical cross-section for ‘Transit Street’ has been identified that includes one 3.5 metre traffic lane, one 2.5 metre (all day) parking lane and a 2.0 metre segregated bicycle lane in each direction. As specified in the Riverside South Town Centre CDP, 5.0 metre sidewalks are proposed in this area resulting in a typical cross section width of 43.0 metre (Figure 9).

Figure 9 Typical Cross Section – Area 4

Area 5: Exclusive BRT Corridor (Collector Road E to Bowesville or Leitrim Station)

East of the town centre, the Recommended Plan again provides two, 3.75 metre bus lanes and a 3.5 metre multi-use pathway within a typical 40.0 metre wide, exclusive BRT corridor (same typical cross-section as Area 3). Transit stations are provided at Spratt Road East, Bowesville Park and Ride, and Leitrim Park and Ride. To accommodate the transfer of passengers between local transit, rapid transit and a potential O-Train extension, conceptual transfer station configurations have been developed at both Leitrim and Bowesville Stations. Again, the recommendation regarding whether or not to extend the O-Train (and where it should terminate) will be presented as part of the 2013 TMP Update study. The location of the transfer station will impact the number of parking spaces that can be provided in the park and ride lot. Depending on where the transfer location is located, the combined capacity of the two park and ride facilities will range from approximately 3650 spaces (if transfer is located at Leitrim) to 3500 (if transfer is located at Bowesville).

Near Term Implementation on Chapman Mills Drive

Chapman Mills Drive has been constructed between Woodroffe Avenue and Longfields Drive. An extension to Greenbank Road is expected in the near term. To ensure compatibility of new construction with the BRT Recommended Plan, and to address existing operational issues within the constructed portion of the roadway, a near term implementation plan has been developed. Specifically, this plan recommends constructing the ultimate facility within the median of Chapman Mills Drive as the new roadway is extended to Greenbank Road, which requires modifications to existing intersections at Longfields Drive and Leamington Way. The near-term plan also recommends

16 modifications to the intersection of Beatrice Drive and Chapman Mills Drive to allow transit vehicles operating within mixed traffic to access transit only lanes through a newly signalized intersection. Buses will service transit platforms located within the median before rejoining general traffic on the far side of the intersection. In order to eliminate a potentially unsafe merge from the left, the parking lane on the far side of the intersection will be repurposed as a general traffic lane and vehicles will be required to merge from the right. The proposed near term implementation plan also recommends constructing the ultimate cross-section from Clearbrook Drive to Woodroffe Avenue (Document 1), including intersection modifications at Clearbrook Drive and Chapman Mills Drive.

Consideration of Alternatives

The general alignment of the rapid transit corridor was identified and approved through the N-S LRT Corridor EA study, Riverside South Town Centre CDP and South Nepean Town Centre (Barrhaven) CDP. In addition, between Woodroffe Avenue and River Road (across the Strandherd-Armstrong Bridge), the transit facility has been planned, approved and partially constructed. Finally, based on the Transitway Design Manual and refined through recent EA and functional design exercises, the City has developed a preferred configuration for a typical, rural Transitway cross-section within a 40.0 metre right-of-way that will be applied for the transit exclusive areas (Areas 3 and 5). The consideration of alternatives for this study, therefore, focused specifically on the assessment and evaluation of functional design alternatives for the Town Centres and for the location and configuration of the proposed BRT/LRT transfer facility in Riverside South.

Town Centres

As noted previously, the City’s vision for both South Nepean (Barrhaven) and Riverside South Town Centres were identified and documented in Community Design Plans completed in 2006 and 2010 respectively. Both CDPs planned for mixed use development focused on a pedestrian oriented, transit supportive main street (Chapman Mills Drive in Barrhaven and ‘Transit Street’ in Riverside South). The N-S LRT Corridor EA specified an electrified light rail transit (LRT) facility in the median of both Chapman Mills Drive and Transit Street. With the proposed change in technology from LRT to BRT, two Town Centre design alternatives were developed for evaluation: Dedicated Right Side Bus Lanes and Median BRT.

Both alternatives were evaluated based on the following criteria:

 Urban Design and Community Building o Street Scale o Public Amenity Space o Consistency with Approved City Plans o Clear Delineation/Segregation of Modes o Provision of Parking and Loading Zones  Transportation Performance o Pedestrian Crossing Distance and Delay o Cycling Conflicts with other Modes o Transit Service Reliability and Priority

o Intersection Level of Service (for general traffic)  Cost and Constructability o Capital Cost o Maintenance Cost o Property Acquisition o Construction Duration o Ease of Construction Staging

Median BRT: This configuration isolates transit service through the use of planted medians between mixed traffic and BRT lanes (Figure 10). While none exist in Ottawa today, median BRT facilities are a common arrangement for dedicated transit facilities in urban environments. Median BRT facilities are also planned for Greenbank Road from Chapman Mills to Cambrian Road.

Figure 10 Median Bus Rapid Transit

Dedicated Right Side Bus Lanes: This dedicated right side transit arrangement is commonly used in urban settings including on Albert and Slater Streets in downtown Ottawa. Transit vehicles operate in an exclusive lane between an all-day parking lane and a through traffic lane (Figure 11).

Figure 11 Dedicated Right Side Bus Lanes

Evaluation Summary:

From an urban design perspective, both alternatives provide opportunities to create an attractive pedestrian and cycling environment, with ample space for sidewalks, bicycle lanes and robust street plantings. However, the Median BRT alternative is slightly preferred as it provides a unique character that minimizes the scale of a wide transportation corridor, provides clear separation between different modes, and remaining consistent with the overall vision for median transit on Chapman Mills Drive and Transit Street that was identified through the CDP process.

From a transportation perspective, the Median BRT alternative is preferred as it provides enhanced transit service reliability and adequately accommodates general traffic, pedestrians, and cyclists. Both alternatives include signal pre-emption for transit vehicles at crossing roadways resulting in comparable travel times through the corridor. However, as buses operating in the median do not interact with right turning vehicles and vehicles accessing parking and loading zones, the Median BRT is expected to provide enhanced transit service reliability. From the pedestrian perspective, the

Dedicated Right Side Bus Lane configuration results in a shorter overall crossing distance when compared to the Median alternative. However, the Dedicated Right Side Bus Lane configuration creates a potential conflict point as passengers must cross the cycling lane to access transit platforms. For general traffic, both configurations result in intersection levels of service of D or better, indicating that general traffic movements can be accommodated.

There is no significant difference between alternatives from a capital and maintenance cost perspective. While the Median BRT carries higher construction and maintenance costs associated with drainage (additional drainage infrastructure required for the median lanes), the Dedicated Right Side Bus Lanes will require additional lighting in the median to illuminate the general traffic lane that will be located further from sidewalk light standards. In winter, both alternatives will require the same number of lanes to be maintained. Finally, there is no discernible difference between alternatives from a construction duration and constructability perspective.

Overall, the Median BRT alternative is recommended as this option will provide enhanced transit service reliability, accommodate all modes, and create a unique streetscape that is consistent with the planned vision for both town centres.

BRT/LRT Transfer Location Options (Riverside South Town Centre)

The need for a new BRT/LRT transfer facility at the terminus of the NS LRT in Riverside South, including a park and ride facility, was identified in the 2008 TMP. The land use concept developed as part of the Riverside South Town Centre Community Design Plan located this transfer facility just west of Limebank Road, and identified a 1175 space park and ride facility south of Transit Street, occupying space on both sides of Limebank Road (Location 1-(Figure 12)).

Location 1 Location 2

Location 3 Location 4

Figure 12 Transfer Location Options (Riverside Town Centre)

Through consultation additional location options were identified just west of Main Street (Location 2), just east of Street 4 (Location 3), and just west of Street 4 (Location 4).

These conceptual designs were evaluated based on the following criteria:

 Land Use;  Transit Operations;  Passenger Transfers; and  Access.

Evaluation Summary:

Based on the evaluation of alternatives and consultation with staff (including OC Transpo), the developer and local community, Location 4 is recommended. This locates the park and ride facility outside of the core town centre lands, creating the opportunity for higher density in Riverside South Town Centre than under all other options. This location also results in the least impact to mixed use Town Centre development frontage. Furthermore, the transfer itself provides the most compact design, permitting shared LRT/BRT platforms facilitating direct passenger transfers. Finally, this location does not require park and ride users to cross traffic lanes to access transit platforms.

Project Estimate

The preliminary project cost estimate to design and construct the transitway facility is $225 M in 2012 dollars as follows:

• Construction and Property Acquisition $150 M • Design, Project Management, Construction Administration $35 M • Project Contingency $40 M Total $225 M

This estimate will be refined after detailed design of the project and will include inflation in accordance with the Construction Price Index.

The upcoming TMP review will include an update to the affordability model and the establishment of project priorities. This project will be part of that review.

The recommended plan to extend BRT from Greenbank Road to a BRT/LRT transfer facility west of Street 4 in Riverside South Town Centre is estimated to cost $85 million. The potential interim extension of BRRT facility from Riverside South Town Centre to Bowesville Park and Ride is estimated to cost $95 million. The potential interim extension of this BRRT facility from Bowesville Park and Ride to Leitrim Park and Ride is estimated to cost $45 million. The near-term transit priority implementation plan for Chapman Mills Drive from Greenbank Road to Woodroffe Avenue is estimated to cost $12 million with $6 million coming from development charges and $6 million coming from existing capital budget authority.

RURAL IMPLICATIONS This project is located within the urban area. However, improved transit service benefits residents across the city. Specifically, the provision of a rapid transit facility and adequate park and ride facilities will enhance access and improve mode choice for rural residents.

CONSULTATION Recognizing the importance of public and stakeholder participation in the planning process, a comprehensive consultation process was undertaken to ensure that all concerns and issues were identified and given appropriate consideration early and throughout the study.

This consultation program included meetings with an Agency Consultation Group (ACG), a Business Consultation Group (BCG), a Public Consultation Group (PCG), a Public Open House, and posting of project information on the City of Ottawa’s website. Individual stakeholder meetings were also carried out as necessary during the course of the study.

The ACG included staff from various City Departments as well as representatives from

22 the Rideau Valley Conservation Authority, Ministry of Natural Resources, Transport Canada, the Ottawa Macdonald-Cartier Airport Authority and the National Capital Commission. The PCG was comprised of representatives from local community associations, special interest group, and school boards. Invitations were also extended to a number of City of Ottawa Advisory Committees. The BCG was comprised of representatives from the Barrhaven BIA and land developers owning land within and surrounding the study area. The study team met with each consultation group three times throughout the process. The meeting format was a presentation followed by a discussion period.

Public Open House

There was one Public Open House (POH) held on 2 October 2012 at Steve MacLean Public School. The POH was organized as a drop-in style session with a set of graphic display boards, a formal PowerPoint presentation of the evaluation leading to the Recommended Plan, and a facilitated question and answer session. Councillor Desroches was in attendance and provided opening remarks. Thirty-three people signed the POH register.

In general, the public and agencies have been supportive of this project and the Recommended Plan. Table 1 below summarizes the comments received through the consultation activities.

Table 1: Summary of Major Consultation Activities and Comments Received Milestone Comments ACG Meetings These meetings provided an opportunity for the study team May 31, 2012 to present the evaluation of alternatives, discuss the July 30, 2012 materials to be covered at the Open House, and receive September 13, 2012 comments from the Agency representatives on specific technical issues. Comments primarily were related to:  Operational and maintenance impacts of the alternatives,  Comparing how the modes of transportation would function (buses, vehicles, cycling, and pedestrian) between the alternatives and particularly at intersections, and  Layout and location of the BRT/LRT transfer station. PCG Meetings These meetings provided an opportunity for the study team June 5, 2012 to present the evaluation of alternatives, present materials August 14, 2012 to be covered at the Open House, and receive comments September 26, 2012 from representatives on specific community issues. Comments primarily were related to:  How pedestrians would access transit platforms in the median bus transit option,  Where would pedestrians wait at intersections in the town centres if they cannot cross on one light signal,  If the segregated bike lanes should be at the same level of sidewalks or at street level and the impacts at intersections,  Impact of on-street parking removal in the Chapman Mills near-term implementation strategy,  If noise walls would be provided at sections where the Transitway backed onto residential backyards, and  To ensure that proposed multi-use pathways connected to existing multi-use pathways. BCG Meetings These meetings provided an opportunity for the study team June 22 and July 12 to present the evaluation of alternatives, present materials August 14 to be covered at the Open House, and receive comments September14 from the Barrhaven BIA and land developers with land holdings within the study area. Comments primarily were related to:  The Recommended Plan should be in line with the community design plans (CDP) as marketing for new subdivisions and homes is based on the CDP’s vision and guidelines,  Potential conflicts between cyclists and pedestrians in the town centre design alternatives,  Differences between existing protected right-of-way

and proposed right-of-way in the Recommended Plan, and  Alternative locations of the transfer station and park and ride in Riverside South Town Centre. Public Open House The POH provided members of the general public with the October 2, 2012 opportunity to learn about the study process as well as to Steve MacLean Public provide comments and feedback on any aspect of project, School including environmental impacts, evaluation of alternatives, and on the recommended plan. Comments received included:  Impact of the O-Train extension to existing transit services, particularly to route 99,  Ensuring that proposed bikes lanes and multi-use pathways were to be connected to future multi-use pathways,  Next steps if the project is approved by Council and the timing of project construction,  If the bus lane design in the Recommended Plan is compatible for bus travel on the Strandherd- Armstrong Bridge,  What was the anticipated build out of the study area in terms of number of residents and jobs, and  General support for the recommended plan.

COMMENTS BY THE WARD COUNCILLOR Councillor Desroches is aware of the report and would like to see the interim transportation solutions along the Chapman Mills Drive Corridor implemented as soon as possible.

LEGAL IMPLICATIONS There are no legal impediments to implementing the recommendations in this report.

RISK MANAGEMENT IMPLICATIONS There are no risk implications associated with the implementation of this report’s recommendations.

FINANCIAL IMPLICATIONS The financial implications associated with this project are outlined in the body of this report and will be included in the Transportation Master Plan update, which will determine future transit priorities. Once determined, these priorities will be included in future Long-Range Financial Plan reviews and the next Development Charge By-law update. Funding for construction of the ultimate project will be considered in future

25 years’ capital budgets. Funding for intersection improvement on Chapman Mills Drive will come from existing capital authority.

ACCESSIBILITY IMPACTS There are no accessibility implications associated with this report.

ENVIRONMENTAL IMPLICATIONS Environmental impacts associated with the general corridor and alignment were assessed during the N-S LRT Corridor EA study. As the change in technology from LRT to BRT requires a wider footprint, and to assess potential environmental condition changes since 2004/5 when initial field work was completed, additional aquatic and terrestrial field surveys were carried out as part of this study. Below provides a brief summary of potential impacts identified during this study, and proposed mitigation measures/commitments to future study.

Mosquito Creek will be spanned with a new bridge structure with no in-water piers to avoid direct impacts to the watercourse. Minor direct impacts include additional shading and removal of a small amount of riparian vegetation. Direct and indirect impacts can be managed using appropriate mitigation and restoration measures including erosion and sediment control, and riparian landscape plantings.

The BRT alignment will require a number of new culvert crossings of minor drainage features, and a tributary of Mosquito Creek will need to be realigned in several locations. Direct impacts include local removal of riparian vegetation and alteration of channel bed and banks. The aquatic habitat is not sensitive (agricultural drainage features) and therefore the direct impacts and indirect impacts can be managed using standard mitigation and restoration measure including adherence to in-water construction timing windows, and the reinstatement of aquatic habitat using ‘natural channel’ design principles. It is anticipated that a permit from the Rideau Valley Conservation Authority under O. Reg. 174/06 will be required during detail design to address proposed watercourse alterations.

Similar to the approved NS LRT alignment, the BRT alignment results in minor edge encroachment into adjacent vegetation. The vegetation communities that will be affected are not rare, but nonetheless do contribute to local forest cover and support regionally significant species. Where the alignment creates a new edge through a forested community, edge management techniques will be employed to better seal and protect the new forest edge.

Habitat of four Species at Risk (SAR) has been identified in the general study area (east of the Rideau River). However, planned development in Riverside South is expected to precede construction of the Transitway project and will result in changes to species presence/ habitat conditions. Furthermore, SAR legislation is expected to change by the time this project is implemented (i.e. new species added to the list, new habitat protection requirements etc.). Therefore, through consultation with Ministry of Natural Resources, it was determined that detailed SAR surveys should be undertaken closer to

26 project implementation (detail design phase), and specific design measures to mitigate potential impacts to SAR habitat are most appropriately developed at that time.

TECHNOLOGY IMPLICATIONS ITS will work closely with the Planning and Growth Management department to develop a detailed work plan and business cases for technology initiatives that may be required to support these proposals. This work plan and business cases where required, would be evaluated and approved through the City of Ottawa ITS intake process for all new technology requests.

TERM OF COUNCIL PRIORITIES The recommendation contained herein aims to support the following Term of Council Priorities approved by Council in July 2011: TM1 Ensure sustainable transit services TM2 Maximize density in and around transit stations TM3 Provide infrastructure to support mobility choices TM4 Promote alternative mobility choices

SUPPORTING DOCUMENTATION Document 1 Near Term Implementation on Chapman Mills Drive Document 2: Barrhaven to Riverside South Rapid Transitway

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

 Initiate and complete the formal six month Transit EA Process using the functional design to define the undertaking and file the Environmental Project Report (EPR) with the Ministry of the Environment in accordance with Ontario EA Regulation 231/08 for transit project.

NEAR TERM IMPLEMENTATION ON CHAPMAN MILLS DRIVE DOCUMENT 1

BARRHAVEN TO RIVERSIDE SOUTH RAPID TRANSITWAY DOCUMENT 2