The City of Ottawa's technical briefing on its preferred western light-rail route
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Transcript of The City of Ottawa's technical briefing on its preferred western light-rail route
Western Light Rail Transit Corridor Planning and Environmental
Assessment Study
22 April 2013
1
Presentation Overview
1. Where We Began
• Background and Study Area
2. Understanding the Carling Options
• Transportation Network Perspective
• City-Building Perspective
• Transportation Performance Perspective
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Presentation Overview ctd…
3. Proposed Rapid Transit Network
4. What We Heard (so far)
• Community Concerns
5. Where We Are Headed
5. Summary and Next Steps
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Council Direction: June 27, 2012
• The City presented details and preliminary analysis of 15 corridors
• Council was not satisfied
• Identified that clear interests of the community must be considered and reflected
• Directed to align with City, NCC planning initiatives
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Study Context (2008 TMP)
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Study Area
Bayview Station LRT operational 2018
Tunney’s Pasture Station LRT operational 2018
Baseline Station / Algonquin Campus
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O-Train
Queensway
Corridors Considered Initially (15) 7
O-Train
Holland
Island Park
Kirkwood
Tweedsmuir/Hydro Broadview
Churchill
Woodroffe
Richmond
Rochester Field
Cleary
Understanding the Carling Options
• Compromises the network and operations
• Would require continued bus service in the north, including using the Parkway for the foreseeable future
• 2 – 3 times the cost of other options
• Potentially very visually intrusive • 7.1 km underground is impractical
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Carling via O-Train 9
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Not Recommended for Further Analysis
Transportation Network Perspective: Fractured Network
O-Train (and
service from the
airport) terminates
at Carling and
requires a transfer
O-Train cannot
connect to Gatineau
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Reduced transit service
to Tunney’s, Westboro,
and Dominion
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Transportation Network Perspective: Connection to Tunney’s Pasture
From East:
Every 3-4 train to Tunney’s
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From South West:
Transfer at Baseline
(replacing Tunney’s)
OR
Maintain BRT connection
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T
T
Transportation Network Perspective: Connection to Tunney’s Pasture
From East:
Every 3-4 train to Tunney’s
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T
T From West:
Transfer at Lincoln Fields
(replacing Tunney’s)
Transportation Network Perspective: Connection to Tunney’s Pasture
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T
T
T
T
From South:
Transfer at
Carling and
Lebreton
From East:
Every 3-4 train to Tunney’s
Reduced transit service
to Tunney’s, Westboro,
and Dominion
O-Train cannot connect
to Gatineau
Transportation Network Perspective: Capacity Implications
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30 trains/hr.
(2 min. service)
6 trains/hr.
(10 min. service)
10-minute service inadequate
for employment at Tunney’s
24 trains/hr.
(2.5 min. service)
Inadequate for demand from
the west and southwest
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www.ottawa.ca/westernLRT
City-Building Perspective
• Elevated Guideway
• Lincoln Fields
• Experimental Farm
• Over Queensway (along the Capital Arrival Route)
• Negative impact of infrastructure on view corridors
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Transportation Performance Perspective
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Travel Time = Ridership Baseline to Tunney’s Pasture
• Choosing Carling Avenue adds between 3 – 13 minutes to a passengers’ trip
Transportation Performance Perspective: “Hybrid” Primary
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?
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Transfer Points
Supplementary Corridor (TBD)
Primary Corridor
Tunney’s
Ba
yvie
w
Lincoln Fields
Carling/O-Train
Less efficient Primary
line (longer)
Supplementary line that
would focus on local
needs is problematic -
fractured
Proposed Rapid Transit Network 18
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Lincoln Fields-Baseline Connection
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• Portion south of Lincoln Fields is common to all as it generally follows the current Southwest Transitway
• BRT and LRT in corridor between Lincoln Fields and Queensway
• New BRT connection to Queensway
• Iris Station will be modified to suit LRT
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Lincoln Fields-Baseline Connection
What We Heard (so far)
Community Concerns
• Should protect – not ruin – Byron Linear Park
• Should connect – not physically divide – community
• Should encourage – not restrict – access to greenspace, waterfront and pathway network
• Should avoid – not make use of – the Parkway
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www.ottawa.ca/westernLRT
Parkway (Magenta)
Where it fell short:
• Restricts access to greenspace, waterfront and pathway network
• Relies on using the Parkway
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www.ottawa.ca/westernLRT
Richmond via Churchill (Blue) Where it fell short:
• Ruins Byron Linear Park
• Physically divides community
• Does little to encourage/improve access to waterfront pathways and parkland
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www.ottawa.ca/westernLRT
Richmond via Rochester Field (Yellow)
Where it fell short:
• Ruins Byron Linear Park
• Physically divides community
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www.ottawa.ca/westernLRT
CPR-Richmond (Red)
Where it fell short:
• Does little to protect Byron Linear Park west of Woodroffe
• Does little to encourage/improve access to waterfront pathways and parkland
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Where We Are Headed
• Challenged ourselves to find options that respond to what we heard, while:
• Maintaining the integrity of transit long range financial plan
• Meeting transit ridership goals
• Allowing for continued citywide network investments
• Solutions
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www.ottawa.ca/westernLRT
Richmond Underground • Protects Byron Linear Park and keeps LRT off the
Ottawa River Parkway
• Maintains community connectivity
• Encourages access to greenspace, waterfront and pathway network
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www.ottawa.ca/westernLRT
Richmond Underground - North
• Protects Byron Linear Park
• Maintains community connectivity
• Encourages access to greenspace, waterfront and pathway network
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Estimated Costs
• Class D planning estimates
• based on conceptual plans
• 40 per cent contingencies
• +/- 25 per cent
• consistent with City policy
• In 2013 dollars
• Not including inflation to construction year and variable elements (fleet and maintenance facility)
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Estimated Costs 2013 +/- 25%
Carling via O-Train: $2.3 B
Richmond via Churchill: $2.2 B
Richmond via Rochester Field: $1.7 B
CPR Richmond: $1.1 B
Richmond Underground: $900 M
Richmond Underground-North: $880 M
Parkway: $630 M
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Summary
• Richmond Underground is preferred option
• Responds to clear community concerns • Most cost-effective investment • Improves community and network transit service • Promotes transit ridership and City growth • Allows for citywide network expansions further
East and South
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Use of Former CPR Rail Bed - Skead Street (view North from Westminster)
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Use of Former CPR Rail Bed - Skead Street (cross section options)
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View of corridor from
street level minimized by
trench or landscaped
berm
Use of Former CPR Rail Bed - Skead Street
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Cleary Station – open air
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Cleary Station – view from the River
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Cleary Station – view from the pathway network
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Cleary Station – aerial view
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New Orchard Station (view East from Byron)
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Richmond Underground (cross section)
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Richmond Byron Linear Park
New Orchard Station (view from Richmond)
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Next Steps
• Public Open House: April 25, 2013
• Your input needed - [email protected]
• Transportation Committee and Council in June 2013
• Functional Design and EA Documentation
• Decision included in 2013 TMP (late June)
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Questions?
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