TRANSPORTATION COMMITTEE 30 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
2. CHAPMAN MILLS DRIVE EXTENSION (LONGFIELDS DRIVE TO STRANDHERD DRIVE) AND BUS RAPID TRANSIT (GREENBANK ROAD TO BORRISOKANE ROAD) ENVIRONMENTAL ASSESSMENT STUDY – RECOMMENDATIONS
ÉTUDE D’ÉVALUATION ENVIRONNEMENTALE SUR LE PROLONGEMENT DE LA PROMENADE CHAPMAN MILLS (DE LA PROMENADE LONGFIELDS À LA PROMENADE STRANDHERD) ET LE COULOIR DE TRANSPORT EN COMMUN RAPIDE PAR AUTOBUS (ENTRE LES CHEMIN GREENBANK ET BORRISOKANE) – RECOMMANDATIONS
COMMITTEE RECOMMENDATIONS
That Council approve:
1. The Functional Design for Chapman Mills Drive (Longfields Drive to Strandherd Drive) and Bus Rapid Transit (Greenbank Road to Borrisokane Road) as described in this report and supporting documents; and
2. Direct staff to file the Environmental Study Report for final public review and comment, as per the Municipal Class Environmental Assessment Process (Schedule C).
RECOMMANDATIONS DU COMITÉ
Que le Conseil approuve :
1. le plan fonctionnel de la promenade Chapman Mills (de la promenade Longfields et à la promenade Strandherd) et du couloir de transport en commun rapide par autobus (entre les chemins Greenbank et
TRANSPORTATION COMMITTEE 31 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Borrisokane), présenté dans le présent rapport et les documents à l’appui,
2. que le personnel soit chargé de remplir le rapport d’étude environnementale aux fins de consultation et d’examen final par le public, conformément au processus d’évaluation environnementale municipale de portée générale (annexe C).
DOCUMENTATION / DOCUMENTATION
1. General Manager, Planning, Infrastructure and Economic Development Department report dated 24 August 2016 (ACS2016-PIE-PGM-0135).
Rapport du Directeur général, Service de la planification, de l'Infrastructure et du développement économique daté le 24 août 2016 (ACS2016-PIE-PGM-0135).
TRANSPORTATION COMMITTEE 32 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Report to Rapport au:
Transportation Committee Comité des transports 7 September 2016 / 7 septembre 2016
and Council et au Conseil 14 September 2016 / 14 septembre 2016
Submitted on August 24, 2016 Soumis le 24 août 2016
Submitted by Soumis par: John L. Moser General Manager / Directeur général, Planning, Infrastructure and Economic Development Department / Service de la planification, de l'Infrastructure et de Développement économique
Contact Person Personne ressource: Vivi Chi, Manager / Gestionnaire, Transportation Planning / Planification des transports, Transportation Services / Service des transports (613) 580-2424, 21877, Vivi.Chi@ottawa.ca
Ward: BARRHAVEN (3) GLOUCESTER- File Number: ACS2016-PIE-PGM-0135 SOUTH NEPEAN (22) / GLOUCESTER-NEPEAN SUD (22)
TRANSPORTATION COMMITTEE 33 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
SUBJECT: Chapman Mills Drive Extension (Longfields Drive to Strandherd Drive) and Bus Rapid Transit (Greenbank Road to Borrisokane Road) Environmental Assessment Study – Recommendations
OBJET: Étude d’évaluation environnementale sur le prolongement de la promenade Chapman Mills (de la promenade Longfields à la promenade Strandherd) et le couloir de transport en commun rapide par autobus (entre les chemin Greenbank et Borrisokane) – Recommandations
REPORT RECOMMENDATIONS
That the Transportation Committee recommend Council approve:
1. The Functional Design for Chapman Mills Drive (Longfields Drive to Strandherd Drive) and Bus Rapid Transit (Greenbank Road to Borrisokane Road) as described in this report and supporting documents; and
2. Direct staff to file the Environmental Study Report for final public review and comment, as per the Municipal Class Environmental Assessment Process (Schedule C).
RECOMMANDATIONS DU RAPPORT
Que le Comité des transports recommande au Conseil d’approuver :
1. le plan fonctionnel de la promenade Chapman Mills (de la promenade Longfields et à la promenade Strandherd) et du couloir de transport en commun rapide par autobus (entre les chemins Greenbank et Borrisokane), présenté dans le présent rapport et les documents à l’appui,
2. que le personnel soit chargé de remplir le rapport d’étude environnementale aux fins de consultation et d’examen final par le public, conformément au processus d’évaluation environnementale municipale de portée générale (annexe C).
TRANSPORTATION COMMITTEE 34 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
EXECUTIVE SUMMARY
Assumptions and Analysis
Rapid growth in the Barrhaven area has resulted in advanced development plans for the vacant lands around Barrhaven / South Nepean Town Centre (TC). To guide future developments in the area, an EA Study is required to:
Confirm the right-of-way requirement for Chapman Mills Drive between Longfields Drive and Kennedy-Burnett Stormwater Management Facility (KBSMF), incorporating the Council-approved Barrhaven-Riverside South Rapid Transit (BRRT) EA’s functional design for the median Bus Rapid Transit (BRT) facility;
Establish an alignment and identify right-of-way protection for Chapman Mills Drive Extension from KBSMF to Strandherd Drive; and
Establish an alignment and identify right-of-way protection for a BRT facility from Greenbank Road to Borrisokane Road (formerly Cedarview Road) as conceptually envisioned in the Transportation Master Plan (TMP).
Confirmation of Chapman Mills Drive alignment between Barrhaven TC and Strandherd Drive is also required to guide the location of the South Nepean Collector (SNC) sanitary sewer and the servicing strategy in the area.
This report summarizes the findings of the study and seeks approval on the functional design established for the corridor.
Summary of Study Recommendations
The recommended plan is made up of three distinct sections (Figure 1) as described below:
TRANSPORTATION COMMITTEE 35 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Figure 1: Three sections of the Recommended Plan
Section 1 – Chapman Mills Drive from Longfields Drive to Clarke Lands:
This section consists of an urban collector road that incorporates median BRT lanes and is 580 metres in length. The typical cross-section includes one general traffic lane, curbside parking lane, cycle track and sidewalk in each direction. The proposed BRT lanes are separated from the general traffic lanes by 4.5 metres wide medians. As this section connects with the BRRT at its eastern edge, the cross-section is similar to the one approved in the BRRT EA Study.
Section 2 – Chapman Mills Drive, North-South Connection to Strandherd Drive:
This section runs in a north-south alignment and connects to Strandherd Drive. The typical cross-section consists of two travel lanes (one in each direction), a parking lane on the east side and a school bus parking lane on the west side to serve the proposed school block site. Sidewalk and cycle track are also recommended on each side of the roadway. Left-turn queue jump lanes are proposed at two major intersections to give priority to buses.
Section 3 – BRT Corridor, from Chapman Mills Drive to Borrisokane Road (formerly Cedarview Road):
This section consists of an exclusive BRT corridor between Chapman Mills Drive and Borrisokane Road allowing protection of the right-of-way for the future extension of BRT facility west of Borrisokane Road. The typical cross-section consists of two bus lanes
TRANSPORTATION COMMITTEE 36 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
(one in each direction); a maintenance strip on each side of the bus lanes and a multi-use pathway along the north side of the BRT corridor.
Other main features of the recommended plan are:
Length of collector roadway: 2.2 kilometres (Longfields Drive to Strandherd Drive);
Length of dedicated BRT facility: 2.9 kilometres (Longfields Drive to Borrisokane Road);
Transitway stations: five;
Signalized intersections with left turn lanes: eight;
A bus turnaround facility west of the Clarke Lands intersection; and
All intersections incorporate protected intersection design treatment.
The functional design drawings of the corridor are shown in Document 1.
Property Requirements
The recommended plan requires a right-of-way that varies between 41 metres and 43 metres between Longfields Drive and the Clarke Lands (Section-1) to accommodate the future roadway and median BRT components. Along the new NS collector roadway (Section-2), a 30-metre right-of-way protection is recommended. West of Clarke Lands intersection (Section-3), a 23.5-metre right-of-way is required for extension of the BRT corridor to Borrisokane Road.
As the lands adjacent to the corridor are developed, the City will acquire the recommended right-of-way as a condition of development through the Planning Act. Hence property acquisition cost is not included in the project cost total. The property acquisition will be identified in the City’s Official Plan (OP) for right-of-way protection.
Financial Implications
Chapman Mills Drive is identified in the TMP as a major collector road and as such, is partially funded by development charges (DC), while the local portion of the road is funded by developers. As development progresses west of Longfields Drive, developers will be responsible for constructing the roadway component as identified. Also, the DC By-law(s) study identifies that Chapman Mills Drive between Longfields Drive and
TRANSPORTATION COMMITTEE 37 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Strandherd Drive is entitled for oversizing repayment beyond 11 metres of pavement for which Capital Account 907339 has been established.
The estimate (Class C) to design and implement the BRT facility is $16 million, in 2016 dollars. Although a conceptual extension of the BRT facility is envisioned in the TMP’s Ultimate Network, timing for implementation is beyond 2031.
Public Consultation / Input
Consultation with stakeholders included approval agencies, stakeholder groups within the study area, including community associations, Barrhaven Business Improvement Area (BIA), land owners, developers, Ottawa Chamber of Commerce, School Boards, Accessibilibility Advisory Committee (AAC) and Special Interest Groups. A project website (www.ottawa.ca/chapmanmillsextension) was established to share information on the study’s progress.
Major comments received included: need for extending the BRT corridor west of KBSMF; provision for an interim bus turn around facility; consideration for Jock River floodplain limits; and overland and stormwater management due to relatively flat terrain. These issues were analysed during the course of the study, resulting in the recommended plan for the corridor.
RÉSUMÉ
Hypothèses et analyse
En raison de la croissance rapide dans le secteur de Barrhaven, des plans d’aménagement avancés ont été élaborés pour les terrains vacants entourant Barrhaven et le centre-ville de Nepean-Sud. Pour orienter les futurs aménagements dans le secteur, il est nécessaire de mener une évaluation environnementale qui :
confirmera l’emprise nécessaire pour le tronçon de la promenade Chapman Mills situé entre la promenade Longfields et l’Installation de gestion des eaux pluviales Kennedy-Burnett, tout en tenant compte du plan fonctionnel créé à la suite de l’évaluation environnementale de la voie réservée au transport en commun rapide par autobus (TCRA) aménagée au centre de la promenade Chapman Mills (couloir de transport en commun rapide Barrhaven-Riverside-Sud) approuvée par le Conseil;
TRANSPORTATION COMMITTEE 38 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
établira un tracé et déterminera l’emprise à protéger pour le prolongement de la promenade Chapman Mills entre la promenade Longfields et l’Installation de gestion des eaux pluviales Kennedy-Burnett;
établira un tracé et déterminera l’emprise à protéger pour l’aménagement d’un couloir de TCRA du chemin Greenbank au chemin Borrisokane (anciennement chemin Cedarview), dont le concept figure dans le Plan directeur des transports (PDT).
Il est aussi nécessaire de confirmer le tracé de la promenade Chapman Mills entre le centre-ville de Barrhaven et la promenade Strandherd afin de guider le choix d’un emplacement pour l’égout sanitaire collecteur de Nepean-Sud et la stratégie de viabilisation du secteur.
Le présent rapport résume les résultats de l’étude et vise à obtenir l’approbation du plan fonctionnel conçu pour le couloir.
Résumé des recommandations de l’étude
Le plan recommandé se divise en trois sections distinctes (figure 1), présentées ci-dessous :
Figure 1 : Les trois sections du plan recommandé
Section 1 – La promenade Chapman Mills, entre la promenade Longfields et les terres Clarke
TRANSPORTATION COMMITTEE 39 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Cette section est une route collectrice de 580 m en milieu urbain, qui inclut des voies de TCRA centrales. La coupe transversale inclut généralement une voie de circulation ordinaire, une bande de stationnement en bordure, une piste cyclable et un trottoir dans chaque direction. Les voies de TCRA proposées sont séparées de la voie de circulation ordinaire par des terre-pleins d’une largeur de 4,5 m. Puisque ce tronçon rejoint le couloir de transport en commun rapide Barrhaven-Riverside-Sud à son extrémité est, sa coupe transversale est semblable à celle approuvée dans l’étude d’évaluation environnementale de ce couloir.
Section 2 – La liaison de la promenade Chapman Mills avec la promenade Strandherd en direction nord et sud
Cette section du plan se compose d’une voie de circulation nord-sud qui rejoint la promenade Strandherd. La coupe transversale de cette section se compose généralement de deux voies de circulation (une dans chaque direction), d’une bande de stationnement du côté est et d’une bande de stationnement pour autobus scolaires du côté ouest, pour les besoins de l’école proposée à cet endroit. Il est aussi recommandé d’aménager un trottoir et une piste cyclable de chaque côté de la chaussée. À deux intersections majeures du tronçon, il est suggéré d’inclure une voie d’évitement de file d’attente pour le virage à gauche qui donnera la priorité aux autobus.
Section 3 – Le couloir du TCRA, entre la promenade Chapman Mills et le chemin Borrisokane (anciennement le chemin Cedarview)
Cette section est un couloir réservé exclusivement au TCRA entre la promenade Chapman Mills et le chemin Borrisokane, qui permettra de protéger l’emprise pour le prolongement ultérieur du couloir de TCRA à l’ouest du chemin Borrisokane. La coupe transversale comprend généralement deux voies réservées aux autobus (une dans chaque direction), une bande pour l’entretien de chaque côté ainsi qu’un sentier polyvalent du côté nord du couloir.
Le plan recommandé comprend également les autres caractéristiques importantes suivantes :
une chaussée collectrice d’une longueur de 2,2 km (entre les promenades Longfields et Strandherd);
TRANSPORTATION COMMITTEE 40 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
un couloir réservé au TCRA d’une longueur de 2,9 km (entre la promenade Longfields et le chemin Borrisokane);
cinq stations du Transitway;
huit carrefours à feux avec une voie de virage à gauche;
un rond-point pour autobus à l’ouest de l’intersection des terres Clarke;
toutes les intersections sont protégées.
Les schémas de conception fonctionnelle du couloir figurent dans le document 1.
Exigences foncières
Le plan recommandé nécessite une largeur d’emprise variant de 41 à 43 m entre la promenade Longfields et les terres Clarke (section 1) pour pouvoir accueillir ultérieurement la chaussée et les terre-pleins pour le TCRA. Sur la nouvelle chaussée collectrice en direction nord-sud (section 2), il est recommandé de protéger une emprise de 30 m. Puis, à l’ouest de l’intersection des terres Clarke (section 3), une emprise de 23,5 m est nécessaire pour le prolongement du couloir de TCRA jusqu’au chemin Borrisokane.
À mesure que les terrains adjacents au couloir seront aménagés, la Ville acquerra les portions nécessaires à l’aménagement de l’emprise recommandée, à titre de condition pour l’aménagement en vertu de la Loi sur l’aménagement du territoire. Les coûts d’acquisition des terrains ne sont donc pas inclus dans le coût total du projet. Les terrains à acquérir seront inscrits dans le Plan officiel de la Ville pour que l’emprise soit protégée.
Répercussions financières
Dans le Plan directeur des transports, la promenade Chapman Mills est considérée comme une « route collectrice principale » et, par conséquent, elle est partiellement financée à même les redevances d’aménagement; la portion locale de la rue est quant à elle financée par les promoteurs. À mesure de la progression de l’aménagement à l’ouest de la promenade Longfields, les promoteurs seront chargés de construire la chaussée comme il a été indiqué. De plus, l’étude sur le Règlement municipal sur les redevances d’aménagement indique que lorsque la largeur de la chaussée asphaltée
TRANSPORTATION COMMITTEE 41 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016 dépasse 11 m sur la promenade Chapman Mills entre les promenades Longfields et Strandherd, un remboursement relatif au surdimensionnement est prévu, pour lequel le compte pour les immobilisations no 907339 a été établi.
Les coûts de conception et de mise en œuvre du couloir de TCRA sont estimés (catégorie C) à 16 millions de dollars de 2016. Bien qu’un prolongement conceptuel de l’installation de TCRA soit envisagé dans le réseau idéal défini dans le Plan directeur des transports, la mise en œuvre de ce projet aurait lieu après 2031.
Consultation publique et commentaires
Différents intervenants ont été inclus dans la consultation : des organismes d’approbation, des groupes d’intervenants du secteur à l’étude, dont des associations communautaires, la zone d’amélioration commerciale (ZAC) de Barrhaven, des propriétaires terriens, des promoteurs, la Chambre de commerce d’Ottawa, les conseils scolaires, le Comité consultatif sur l’accessibilité (CCA) et des groupes d’intérêts spéciaux. Un site Web sur le projet (ottawa.ca/prolongementchapmanmills) a été créé pour diffuser les progrès de l’étude.
Les principaux commentaires reçus mentionnaient la nécessité de prolonger le couloir du TCRA à l’ouest de l’Installation de gestion des eaux pluviales Kennedy-Burnett; l’aménagement provisoire d’une aire de demi-tour pour autobus; la prise en compte des limites de la plaine inondable de la rivière Jock et la gestion du ruissellement de surface et des eaux pluviales en raison du terrain relativement plat. Ces questions ont été analysées tout au long de l’étude, ce qui a permis de formuler le plan recommandé pour le couloir.
BACKGROUND
Chapman Mills Drive is a two-lane divided major collector road located in the suburban community of Barrhaven that runs in an east-west direction between Woodroffe Avenue and Longfields Drive. It includes median BRT lanes which connect the Nepean Woods Transitway station / Park and Ride with the Beatrice Transitway station.
Rapid growth in the Barrhaven area has resulted in advanced development plans for the vacant lands around Barrhaven TC and west of Longfields Drive. To guide future developments in the area, an EA Study is required to:
TRANSPORTATION COMMITTEE 42 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Confirm the right-of-way requirement for Chapman Mills Drive between Longfields Drive and KBSMF, incorporating the Council-approved BRRT EA’s functional design for a median BRT facility;
Establish an alignment and identify right-of-way protection for Chapman Mills Drive Extension from KBSMF to Strandherd Drive; and
Establish an alignment and identify right-of-way protection for a BRT facility from Greenbank Road to Borrisokane Road (formerly Cedarview Road), as conceptually illustrated in the TMP.
On April 10, 2014, Transportation Committee approved the Statement of Work (SoW) for the extension of Chapman Mills Drive Extension (Longfields Drive to Strandherd Drive) and protection of a BRT corridor (Greenbank Road to Borrisokane Road), which was undertaken in accordance with the Municipal Class EA Schedule “C” process.
TRANSPORTATION COMMITTEE 43 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
A number of planning studies have been approved by Council that are pertinent to this Environmental Assessment (EA) Study:
June 2006: South Nepean Town Centre Community Design Plan (CDP) which identifies Chapman Mills Drive as a four lane collector street with median BRT lanes between Longfields Drive and the KBSMF. The area west of the KBSMF to Strandherd Drive is subject to the Secondary Plan in which extension of Chapman Mills Drive was shown only conceptually;
June 2006: Greenbank Road Widening (Malvern Drive to Cambrian Road) EA Study which recommended realignment of Greenbank Road and incorporated Southwest Transitway as a median BRT facility. The realigned Greenbank Road intersects with the proposed future extension of Chapman Mills Drive;
November 2012: Barrhaven-Riverside South Rapid Transit EA Study recommended a median BRT facility along Chapman Mills Drive between Woodroffe Avenue and Greenbank Road resulting in a combined road-transit corridor width that varies between 41 metres and 43 metres. In addition to the median BRT lanes, the cross-section includes one lane for general traffic, on-street parking, cycle track and sidewalk on either side of the roadway. The proposed extension of Chapman Mills Drive is a continuation of the BRRT corridor; and
November 2013: Transportation Master Plan (TMP) identifies westerly extension of Chapman Mills Drive from Longfields Drive to Strandherd Drive as an affordable project for implementation in Phase 2 (2020 – 2025).
The TMP also identifies a conceptual alignment for the westerly extension of a BRT corridor from Greenbank Road towards Highway 416 to serve future developments west of the Barrhaven TC.
Except for the portion west of Beatrice station, median BRT lanes along Chapman Mills Drive between Woodroffe Avenue and Longfields Drive were constructed in 2015.
Cedarview Road between Strandherd Drive and Barnsdale Road was renamed to Borrisokane Road effective June 20, 2016. The exhibits and tables presented to the study stakeholders prior to June 20, 2016 and included in this report, still refer to the former street name (Cedarview Road) for consistency purposes.
TRANSPORTATION COMMITTEE 44 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
DISCUSSION
Study Area
The study area is bounded by Longfields Drive to the east, Highway 416 to the west, Strandherd Drive to the north, and the Jock River floodplain limit to the south. It includes the CitiGate Business Park lands located at the intersection of Highway 416 and Strandherd Drive. Other major roadway corridors include Borrisokane Road, Greenbank Road, South-West Transitway and the Barrhaven-Riverside South Rapid Transitway. Figure 2 shows the study area limits and the conceptual alignments for the westerly extension of Chapman Mills Drive and BRT corridor, as illustrated in the 2013 TMP.
The south-western part of the study area is predominantly occupied by the Jock River Floodplain which was an important factor in the development of corridor options.
Figure 2: Study Area
Existing Conditions and Land Use
The lands within the study limits are largely vacant and consist mostly of former farm lands and some trees. Development is being planned in these areas and will consist of residential, commercial, office, schools, institutional and parks.
The lands to the west of Barrhaven TC and east of Borrisokane Road are designated as General Urban Area in the OP. These lands are also referred as the Clarke Lands. A draft plan of subdivision for this area has been submitted to the City – it incorporates the
TRANSPORTATION COMMITTEE 45 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016 extension of Chapman Mills Drive and the future BRT corridor, as identified in this study.
The remaining lands within the study area are identified in the OP as South Nepean Area 10 and designated as General Urban Area and Employment Area. The lands are being developed primarily as a business park and marketed as “CitiGate 416 Corporate Campus”. Other uses include large-format retail and an auto park. Extension of the BRT facility to these lands will provide an alternative modal choice to commuters.
Project Need
The need for the westerly extension of Chapman Mills Drive is driven primarily by the development of vacant lands adjacent to the corridor – the Barrhaven TC and the Clarke Lands. Based on the ultimate build-out estimates for these lands, up to 760 ‘new’ two-way vehicle trips are projected on Chapman Mills Drive during the weekday peak hours which can be accommodated in two vehicular travel lanes (one in each direction). Chapman Mills Drive will serve as a main east-west collector road for these developments with a primary function to move traffic from local streets to adjacent arterial roads and to provide connectivity for transit, pedestrians and cyclists. Given its proximity to Strandherd Drive, there will be relatively few east-west through traffic movements along the corridor.
The need for extension of the BRT corridor is driven by following factors:
Consideration for the City’s projected 30 per cent target for peak hour city-wide transit ridership;
The 2031 projected transit ridership volumes from the TRANS model (Figure 3); and
Need to protect the City’s long-term strategic objective of ultimately extending a rapid transit corridor to west of Highway 416.
TRANSPORTATION COMMITTEE 46 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Figure 3: Projected 2031 Transit Ridership—TRANS Model
The extension of the BRT facility further west from its current planned terminus at Greenbank Road will also help achieve the City’s transit modal share objectives by:
Providing continuous dedicated bus lanes which will reduce delays and result in a high quality transit service along the corridor;
Integrating rapid transit into the surrounding communities which improves the availability and accessibility of transit service to residents; and
Protecting for future long-term extension of the existing rapid transit network outside of the study area.
Alternative Solutions:
There were four alternative solutions developed for the project:
1) Do Nothing: The ‘Do Nothing’ solution will maintain the status quo and not extend either the road or BRT network within study area. Typical collector streets would be built as part of development applications, should it proceed;
2) Road with BRT: A median BRT facility within the roadway cross-section which is similar to the Chapman Mills Drive cross-section approved in the BRRT EA Study east of the project limit;
3) Road with Transit Priority Measures: A two-lane collector roadway cross- section with Transit Priority measures at intersections; and
TRANSPORTATION COMMITTEE 47 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
4) BRT Corridor: An exclusive BRT corridor where the extension of the roadway component is not required or justified.
A screening exercise was conducted to evaluate these alternative solutions and its results are summarized in Table 1.
TRANSPORTATION COMMITTEE 48 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Table 1: Summary of Alternative Solutions Coarse Screening
SOLUTION 1 SOLUTION 2 SOLUTION 3 SOLUTION 4
DO-NOTHING ROAD WITH BRT ROAD WITH BRT CORRIDOR
TRANSIT PRIORITY CRITERIA
Does not address Satisfies transit (high Satisfies transit (lower Satisfies transit (high transit, order facility), order), pedestrian, order facility), pedestrian, pedestrian, cycling and cycling and auto travel pedestrian, and cycling cycling or auto auto travel demands demands and demands and travel demands or and connectivity within connectivity within the connectivity where auto connectivity within the South Nepean South Nepean travel is not required the South Nepean Community Community within the South Nepean Community Community
Do not carry Carry forward Carry forward Carry forward forward where need is met for where need is met for where need is met for BRT transit facilities transit facilities,
TRANSPORTATION NEEDS e.g. Chapman Mills e.g. connections along e.g. Chapman Mills Drive from Longfields Strandherd Drive Drive to west of Drive to Kennedy- Cedarview Burnett SWM Pond
The results of the screening exercise concluded that solutions 2, 3 and 4 should be carried forward in the study.
Alternative Alignments:
Through a review of the identified opportunities and feedback received from study stakeholders, three alternative alignments were developed as illustrated in Figure 4. Each alignment incorporates one or more of the alternative solutions carried forward and seeks to achieve the following objectives:
Extension of Chapman Mills Drive from Longfields Drive to Strandherd Drive; and
Protection for BRT corridor to west of Borrisokane Road.
TRANSPORTATION COMMITTEE 49 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Figure 4: Alternative Alignments
Alternative 1 – Chapman Mills Drive with BRT to Strandherd Drive, and Transit Priority along Strandherd Drive (Blue line on Figure 4):
Chapman Mills Drive and the median BRT corridor are proposed to follow the general alignment shown in the TMP (2013), extending from Longfields Drive through to the KBSMF before turning north to connect to Strandherd Drive / Fraser Fields Way intersection. This alternative would include investigation of Transit Priority measures along Strandherd Drive.
Alternative 2 – Chapman Mills Drive with BRT to Borrisokane Road, and Transit Priority along Strandherd Drive (Green line on Figure 4):
Chapman Mills Drive is proposed to connect to Borrisokane Road and includes the median BRT corridor. Buses would then traverse along Borrisokane Road to connect to Strandherd Drive. This alternative also includes investigation of Transit Priority measures along Strandherd Drive.
Alternative 3 – Chapman Mills Drive with BRT to Borrisokane Road and Exclusive BRT Corridor to CitiGate Lands (Red line on Figure 4):
TRANSPORTATION COMMITTEE 50 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Chapman Mills Drive is proposed to connect to Borrisokane Road and includes the median BRT corridor. West of Borrisokane Road an exclusive BRT corridor would turn north and through the centre of the CitiGate property, ending at Strandherd Drive opposite Fallowfield Road.
The three alternative alignments were evaluated related to an assessment of their impacts on the criteria indicators established for their evaluation. Based on the evaluation results, Alternative 1 emerged as the preliminary preferred alternative for extension of Chapman Mills Drive and BRT facility. Evaluation criteria and summary of the evaluation results are presented in sections 1.1 and 1.2 of Document 2.
Development of the Technically Preferred Alignment
Following the selection of preliminary preferred alternative (Alternative 1), further review of its potential impacts indicated significant property constraints along the section of Strandherd Drive adjacent to the CitiGate development. Given the advanced stage of development plans, it was concluded that additional property acquisition to accommodate dedicated bus lanes along Strandherd Drive would not be feasible without the removal of general purpose lanes.
In view of this constraint, the preliminary preferred alternative (Alternative 1) was revised to establish the Technically Preferred Alignment for the corridor.
The Technically Preferred Alignment is comprised of elements of Alternatives 1 and 2, as described in Table 2 and illustrated in Figure 5. It provided the basis for development of recommended plan for the corridor as described below.
Table 2: Technically Preferred Alignment
SECTION ALIGNMENT ALTERNATIVE SOLUTION
Longfields to Clarke 1 and 2 Road with BRT Lands Intersection Clarke Lands Intersection 1 Road with Transit Priority to Strandherd Drive Clarke Lands Intersection 2 BRT corridor only to Cedarview Road West of Cedarview Road 2 BRT Corridor (Conceptual Future Transit Corridor)
TRANSPORTATION COMMITTEE 51 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Figure 5: Technically Preferred Alignment
Recommended Plan
The Recommended Plan is made up of three distinct sections (Figure 5):
Section 1 – Chapman Mills Drive from Longfields Drive to Clarke Lands:
This extends Chapman Mills Drive from its current terminus at Longfields Drive westerly through the Barrhaven TC to a new intersection (referred to in this study as the Clarke Lands intersection) located approximately 580 metres to the west of the Kennedy Burnett SMF (1.9 kilometres in length).
Chapman Mills Drive will consist of an urban collector road and a median BRT facility. The right-of-way width varies between 41 metres and 43 metres. The typical cross-section is illustrated in Figure 6-a and will include one 3.5 metres wide general traffic lane and an adjacent 2.5 metres wide curbside parking lane in each direction. The proposed median BRT lanes (2 x 4 metres wide) will run in the centre of the right-of-way and are separated from the general traffic lanes by 4.5 metres wide medians. Unidirectional cycle tracks (2 metres wide) are proposed in the boulevard area along each side and are separated from the parking lane by a 1.2 metres wide boulevard which will act as a buffer from the parking lane and provide space for streetlighting and underground utilities. Concrete sidewalks are proposed alongside the cycle tracks.
TRANSPORTATION COMMITTEE 52 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
In the Barrhaven TC area (Longfields Drive to the KBSMF) the sidewalk is proposed to be 2.8 metres wide and will extend to the limit of the right-of-way in accordance with the urban design framework of the Barrhaven CDP. West of the TC, the sidewalk width reduces to 2 metres to integrate with the pedestrian network within the lower density suburban development anticipated along this section of the corridor.
Figure 6-a (Section -1): Typical cross-section, 41-metre ROW
Four Transitway stations are recommended at Longfields Drive, Southwest Transitway, Jockvale Road (new realigned road in the TC area) and Clarke Lands. The centre platform station designs will be located on the far side of the intersection with the exception of Clarke Lands Station, where both platforms will be located on the east side of the intersection. Each station platform will be situated in the centre median and should be separated from the adjacent general traffic lane by a concrete barrier with pedestrian railing. Station amenities (bus shelters, benches, illumination) are to be provided in accordance with OC Transpo requirements.
The Chapman Mills Drive right-of-way increases from 41 metres to 43 metres between the Southwest Transitway and Greenbank Road, to accommodate left-turn lanes for transit vehicles at the two intersections.
Section 2 – Chapman Mills Drive, North-South Connection to Strandherd Drive:
This includes the north-south alignment of Chapman Mills Drive through the Clarke Lands and connects to Strandherd Drive / Fraser Fields Way intersection. The typical cross-section is illustrated in Figure 6-b and consists of 30 metres right-of-way with two 3.5 metres travel lanes, a 2.5-metre parking lane on the east side and a 3.3-metre
TRANSPORTATION COMMITTEE 53 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016 school bus parking lane on the west side. Sidewalks and cycle tracks are recommended on each side of the roadway.
Figure 6-b (Section -2): Typical cross-section, 30-metre ROW (Looking south)
Buses will generally travel in mixed traffic. Designated queue jump lanes are recommended at the Clarke Lands and Strandherd Drive intersections and together with appropriate traffic signal measures, will give priority to buses over general left-turning traffic.
Section 3 – BRT Corridor, from Chapman Mills Drive to Borrisokane Road:
This consists of an exclusive BRT corridor between Chapman Mills Drive and Borrisokane Road to protect for the eventual extension of BRT west of Borrisokane Road.
The typical cross-section for BRT corridor is illustrated in Figure 6-c which consists of a standard design with two 4-metre bus lanes and a 2.5-metre wide maintenance strip on each side. A 3-metre multi-use pathway is recommended along the north side. The proposed right-of-way width is 23.5 metres.
TRANSPORTATION COMMITTEE 54 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Figure 6-c (Section -3): Typical cross-section, 23.5-metre ROW (Looking east)
A tentative location for a future transitway station between the Clarke Lands Station and Borrisokane Road is identified in the recommended plan. Its details will be developed in conjunction with the development plans for lands to the north.
Protected Intersection Design
To further promote active modes of transportation, all intersections have been designed as protected intersections to separate cyclists and pedestrians from vehicles and to increase their visibility (Figure 7).
Figure 7: Protected Intersection Design
The Functional Design of the recommended plan is shown in Document 1.
TRANSPORTATION COMMITTEE 55 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
During the course of the EA Study, a coordinated approach was undertaken with other ongoing city infrastructure projects and developers in the study area in an effort to develop an efficient design that would minimize construction disruption at the time of implementation of these projects.
RURAL IMPLICATIONS
As the recommended plan traverses through lands which are designated in the OP as General Urban Area, there are no rural implications associated with its implementation.
CONSULTATION
The study benefitted from the review and feedback of participants from approval agencies, and stakeholder groups within the study area, including community associations, Barrhaven Business Improvement Area (BIA), land owners and developers, Ottawa Chamber of Commerce, School Boards, Accessibilibility Advisory Committee (AAC) and Special Interest Groups.
Four meetings each with the Agency, Business and Public Consultation Groups and three public open houses were completed during the course of the study. The third open house was arranged jointly with the City’s three other ongoing infrastructure projects in the area to enable residents to obtain information on these projects at the same time. The attendees who signed in during the open house events varied between 11 and 25. Additional meetings were also arranged with representatives of developers to discuss specific project details as these relate to their development plans. A project bulletin and comment-questionnaire were developed and distributed at each of the open houses. A project website (www.ottawa.ca/chapmanmillsextension) was established to share information on the study progress.
Notifications for each open house were advertised twice in local newspapers (both English and French versions) as well as being posted on the project web site. A copy of each newspaper advertisement was provided to the offices of the Transportation Committee Chair and Ward Councillors for onward distribution to individuals on their mailing lists.
Major comments received during consultation include:
Need to protect the BRT corridor west of KBSMF;
TRANSPORTATION COMMITTEE 56 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Intersection locations, protected intersection design, cycling and pedestrian facilities and their connections to existing and planned network;
Provision for an interim bus turn around facility;
Heritage Impact Assessment (HIA) of properties identified in the Cultural Heritage Evaluation Report (CHER);
Location and alignment of South Nepean Collector (SNC) sewer;
Consideration of Jock River floodplain limits and poor soil and geotechnical conditions;
Overland and stormwater management concerns due to relatively flat terrain;
Construction timing; and
Environmental impacts of the facility.
These issues were analyzed during the course of the study, resulting in the recommended plan for the project. There is general public support for this project and its recommendations.
COMMENTS BY THE WARD COUNCILLORS
Councillor Harder provided the following comments:
My comments will focus on the piece from Chapman Mills where it turns to meet Strandherd to Borrisokane (former Cedarview Road). I will begin by commenting on this text from the report: “The estimate (Class C) to design and implement the BRT facility is $16 million, in 2016 dollars. Although a conceptual extension of the BRT facility is envisioned in the TMP’s Ultimate Network, timing for implementation is beyond 2031. In fact the extension of the BRT facility is far beyond the 2031 timeframe and so while it is important to identify and reserve the future re-alignment I question that it was cost effective to extend the EA to this portion as it will be stale-dated long before construction commences.”
My comments on this section, “The lands within the study limits are largely vacant and consist mostly of past farm lands and some trees. Development is being planned in these areas and will consist of residential, commercial, office, schools, institutional and
TRANSPORTATION COMMITTEE 57 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016 parks. The lands to the west of Barrhaven TC and east of Borrisokane Road are designated as General Urban Area in the OP. These lands are also referred as Clarke Lands. A draft plan of subdivision for this area has been submitted to the City – it incorporates the extension of Chapman Mills Drive and the future BRT corridor as identified in this study” are as follows.
I ask that you take note of the planned uses that this was based on. Currently as you are aware an Employment Land Review is underway. The uses determine the need and number of stations necessary should the area be built out as per the current understood uses. What kind of growth will sustain the future BRT, where will the riders come from?
In summary, it is wise to reserve the land for future use. Once you release it, you are never getting the opportunity back and the available land is very limited due to the vast Jock River flood plain. Let’s be sure all the pieces deliver future riders whenever this bus extension is complete. Keep an eye on the Employment Land Review report and recommendations and any subsequent applications.
Councillor Qaqish is aware and supportive of the report.
LEGAL IMPLICATIONS
There are no legal impediments to implementing the recommendations as outlined in this report.
RISK MANAGEMENT IMPLICATIONS
There are no risks associated with the approval of this report.
ASSET MANAGEMENT IMPLICATIONS
The recommendations documented in this report are consistent with the City’s Comprehensive Asset Management (CAM) Program (City of Ottawa Comprehensive Asset Management Program) objectives. The implementation of the CAM program results in timely decisions that minimize lifecycle costs and ensure the long-term affordability of assets. To fulfil its obligation to deliver quality services to the community, the City must ensure that assets supporting City services are managed in a way that balances service levels, risk and affordability.
TRANSPORTATION COMMITTEE 58 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
The extension of Chapman Mills Drive, which accounts for a wide variety of City objectives including transportation, pedestrian and cycling, supports the delivery of services with an outward focus on community benefit and an inward focus on efficiency and affordability. This approach supports a level of service expectation and what needs to be done to achieve those levels.
Aside from the initial capital construction costs, ongoing long term operation and maintenance, as well as ongoing renewal, costs will increase in order to sustain the upgraded and new assets required to support the expected level of service. These costs will be defined and reported as the project enters into its preliminary and final design stages.
FINANCIAL IMPLICATIONS
Chapman Mills Drive:
Chapman Mills Drive is identified in the TMP as a major collector road and as such, is partially funded by development charges, while the local portion of the road is funded by developers. As development progresses west of Longfields Drive, developers will be responsible to construct the roadway component, as identified. Also, the DC By-law(s) study identifies that Chapman Mills Drive between Longfields Drive and Strandherd Drive is entitled for oversizing repayment beyond 11 metres of pavement for which Capital Account 907339 has been established.
Bus Rapid Transit facility:
The estimate (Class C) to design and implement the BRT facility is $16 million, in 2016 dollars. Although a conceptual extension of the BRT facility is envisioned in the TMP’s Ultimate Network, timing for implementation is beyond 2031.
The cost estimates for the BRT facility are prepared in accordance with the City’s Project Delivery Review and Cost Estimating Process for implementing capital projects. The cost will be refined during detailed design phase to include inflation as per the Construction Price Index, to the year of construction.
ACCESSIBILITY IMPACTS
A representative of the City’s Accessibility Advisory Committee participated in the study during Public Consultation Group meetings, and was provided with materials to review
TRANSPORTATION COMMITTEE 59 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016 and provide feedback. Comments received were related to accessibility issues for seniors, need for curb ramps and median refuge areas at signalized intersections. These comments were taken into consideration in the development of the Recommended Plan. Also, the EA Study recommends the following features to be included during detailed design stage of the project:
Curbside drop-off / loading areas for transit users at station locations; Rest areas / benches at intervals along pedestrian facilities; Tactile Walking Surface Indicators (TWSIs) at designated pedestrian crossings; Accessible Pedestrian Signals (APS) at signalized intersections; and Pedestrian barriers / railing at KBSMF crossing.
ENVIRONMENTAL IMPLICATIONS
The lands within the study limits are largely vacant and consist mostly of former farm lands and some trees. The Jock River floodplain is a significant natural feature within the area which will need to be preserved.
As the Recommended Plan does not result in significant impacts to vegetation, wildlife, or fish habitat, the recommended environmental mitigation plan is limited to standard construction mitigation measures.
Increases in traffic noise associated with the recommended plan are not expected to require mitigation under the City’s Environmental Noise Control Guidelines for existing properties within the study area. Mitigation measures for new development will likely be required and may include the orientation of outdoor living areas away from the corridor, or the installation of noise barriers by the developers where houses back on to the corridor. This policy direction is included in the City’s OP. Ground vibration impacts associated with the recommended plan are expected to be negligible.
The EA Study analyzed the project’s effects on the natural, physical and social environments within the study area and has developed appropriate mitigation measures which conform to City, Provincial and Federal environmental policies, standards, regulations and legislation. Additionally, where appropriate, mitigation measures will be prescribed in the construction contracts and specifications.
TRANSPORTATION COMMITTEE 60 COMITÉ DES TRANSPORTS REPORT 17 RAPPORT 17 07 SEPTEMBER 2016 LE 07 SEPTEMBRE 2016
Localized, site specific impacts including recommended mitigation measures are summarized in Document 2 (Table 3).
TERM OF COUNCIL PRIORITIES
The recommendations summarized in this report will help achieve following Strategic Objectives of 2015 - 2018 Term of Council Priorities approved by Council in July 8, 2015:
TM2 Provide and promote infrastructure to support safe mobility choices
TM3 Integrate the rapid transit and transit priority network in to the community
TM4 Improve safety for all road users
TM5 Ensure reliable, safe, accessible and affordable transit services
SUPPORTING DOCUMENTATION
Document 1 Functional Design drawings of the Recommended Plan
Document 2 i) Evaluation Criteria and Results
ii) Recommended Mitigation Measures
DISPOSITION
Following Transportation Committee and Council approval of the Recommended Plan, staff will finalize the Environmental Study Report and make it available for the 30-day public review period in accordance with the Municipal Class Environmental Assessment Process (Schedule C).