Transportation Committee

WHEREAS the future extension of Earl Armstrong Road between Albion Road and Bank Street is shown as aligning with Blais Road at Bank Street in the Draft Transportation Master Plan that was released on October 9, 2013; and WHEREAS an Environmental Assessment study will determine the future alignment of Earl Armstrong Road extension; and WHEREAS the alignment of Earl Armstrong Road with Blais Road would impact a planned subdivision west of Bank Street; THEREFORE BE IT RESOLVED that the Transportation Master Plan and Official Plan show the future alignment of Earl Armstrong Road south of the Urban Area, with the alignment ultimately being determined by an Environmental Assessment Study.

WHEREAS the community design plan for the Fernbank area calls for the creation of a neighbourhood with up to 11,000 dwellings and 2,600 jobs and measure to promote alternative forms of transportation, including transit, over individual vehicle use; and WHEREAS the Ultimate Transit Network (post-2031) contained in the TMP includes a dedicated Bus Rapid-Transit (BRT) line from Highway 417 south to Fernbank Road to support increased transit use in the area; and WHEREAS the Stittsville north-south arterial, a new four-lane road between Palladium Drive and Abbott Street with cycling and pedestrian facilities and three Park & Ride lots, is currently within the Affordable Network; and WHEREAS there is a current modest pace of development in the Fernbank and surrounding areas, and transportation mobility in the area could be accommodated by transit priority measures on two lanes of this new north-south arterial, in addition to two lanes dedicated for automobile use; THEREFORE BE IT RESOLVED that the Stittsville north-south arterial be identified as a transit priority corridor, which will include the construction of two of the four new lanes between Palladium Drive and Fernbank Road, including transit signal priority and queue jump lanes at select intersections and any other appropriate measures.

WHEREAS the Affordable Road Network currently includes the Earl Armstrong Road project, a widening to four lanes from Limebank Road to Bowesville Road and a new two-lane road between Bowesville Road and Bank Street within Phase 3 of the draft 2013 Transportation Master Plan at an estimated cost of $43 million; and WHEREAS the Affordable Road Network currently includes the Prince of Wales Drive (1) project, a widening to four lanes from Hunt Club Road to Colonnade Road is also within Phase 3 at an estimated cost of $23 million; and WHEREAS current intersection modifications along Prince of Wales Drive, which are planned from 2015 to 2017 at a cost of $10 million, will help improve traffic flows along the most congested portions of the road, between Merivale and Hunt Club including the intersection of Hunt Club and Riverside, in the short term; and WHEREAS public consultation with residents has confirmed that a long term solution is needed on Prince of Wales Drive, and that there is strong demand for a widened Prince of Wales further south than what was planned as a priority in the current draft Transportation Master Plan’s Affordable Network; and WHEREAS the Prince of Wales (2) project, which includes a widening to four lanes between Strandherd Drive and Hunt Club Road at an estimated cost of $126.3 million, is currently in the Network Concept but not in the Affordable Network, and that, within this project, the estimated cost to widen the section from Merivale Road to Hunt Cl

WHEREAS March Road north of Old Carp Road is a two-lane road; and WHEREAS significant growth is expected along March Road in the Kanata North community; and WHEREAS the TMP recommends widening March Road between Old Carp Road and Dunrobin Road as part of its Road Network Concept; and WHEREAS March Road between Old Carp Road and Dunrobin Road includes lands designated as both urban and rural; and WHEREAS the urban portion of March Road north of Old Carp Road is a higher priority for widening than the full segment that includes a rural portion to Dunrobin Road (12 points versus 10 points); THEREFORE BE IT RESOLVED that the urban portion of March Road north of Old Carp Road be identified as a standalone TMP road project (scoring 12 points).

WHEREAS the Kanata South Road Link is an important east-west connection for residents in Kanata South and Stittsville; and WHEREAS significant growth is expected in the Fernbank Community and adjacent areas; and WHEREAS the Environmental Assessment Study of the Kanata South Road Link includes West Hunt Club Road, Old Richmond Road and Hope Side Road; and WHEREAS the widening of West Hunt Club Road and Old Richmond Road that form part of the Kanata South Road Link will be designed and constructed as a priority Phase 1 project in the Affordable Road Network; and WHEREAS the widening of Hope Side Road is identified as a Phase 3 project in the Affordable Road Network; THEREFORE BE IT RESOLVED that any cost savings from the West Hunt Club Road and Old Richmond Road project be directed to advancing portions of the specifically to increase vehicle capacity along Hope Side Road, which could include widening and intersection modifications.

That Motion 34/6 be referred to Council.

WHEREAS the Development Charge (DC) legislation requires that the City examine the long term capital and operating costs of projects to be included in the Background Study and include only those that the city can afford within this study; and WHEREAS the City has determined it has $ 212 million of revenue between now and 2031 to contribute to capital costs of roads and related services projects in the Background Study; and WHEREAS the draft Transportation Master Plan has identified and prioritized a 2031 Affordable Road Network; and WHEREAS there are a number of road projects that score below the affordability line (with a score of 12) as outlined in the IBI Road Network Development Report; THEREFORE BE IT RESOLVED that Transportation Committee recommend that City Council approve including within the Transportation Master Plan Affordable Road Network and DC Background Study all roads and related services projects that score 12 points in the IBI Road Network Development Report, as long as the City's contribution does not exceed $ 212 million; and THEREFORE BE IT FURTHER RESOLVED that the projects currently below the affordability line (with a score of 12) be prioritized and a rationale provided before Council considers the Transportation Master Plan on November 26, 2013.

WHEREAS works to implement a multi-use pathway structure to the Prince of Wales Bridge to provide a connection between the Ottawa and Gatineau cycling and pedestrian networks has been identified as a TMP Phase 1 project in the 2014 to 2019 period; and WHEREAS funding for the City of Ottawa’s share of the Prince of Wales multi-use pathway structure is estimated to be approximately $3 million and is to come from the $13-million budget envelope earmarked for cycling and pedestrian structures in Phase 1 of the TMP; and WHEREAS the $8.2 million in funding for the Rideau River Pedestrian Bridge (Donald Street – Somerset Street) is to also come from the same $13-million envelope; and WHEREAS a multi-use pathway bridge over Rideau Canal at Clegg Street and Fifth Avenue requires funding in excess of the $13 million in 2013 dollars earmarked for cycling and pedestrian structures in Phase 2 of the TMP; and WHEREAS public consultation has shown that there is good support for advancing all of the multi-use pathway structures indentified as providing significant connectivity improvements to the pedestrians and cyclists network, including, in the case of Clegg Street and Fifth Avenue, improved access to the redeveloped Lansdowne Park; and WHEREAS the Prince of Wales project is contingent on establishing a funding partnership amongst the City of Ottawa, the City of Gatineau and the National Capital Commission; and WHEREAS the initial TMP estimate for the Rideau Canal project is subject to a

WHEREAS the Pedestrian Plan describes the policies and criteria for new sidewalks, including on local roads that lead directly to transit stations, schools, public parks, recreation centers, public buildings and institutions, neighbourhood and regional commercial/retail/employment centres; and WHEREAS Des Pères-Blancs and Brant Street in the Vanier community are not identified by the OPP as requiring pedestrian facilities, despite being major pedestrian routes for the community to access transit, schools, public parks and community and recreation centres; THEREFORE BE IT RESOLVED that Des Pères-Blancs and Brant Street be identified as requiring pedestrian facilities and included in the Ultimate Pedestrian Network.

WHEREAS the Transportation Master Plan 2013 update recommends an expanded winter cycling and pedestrian network which would receive enhanced winter maintenance of sidewalks and pathways; and WHEREAS no funding has been identified in the 2014 Budget to facilitate the implementation of this expanded winter cycling and pedestrian network; and WHEREAS public interest has been expressed in further expanding as well as modifying the identified winter network; THEREFORE BE IT RESOLVED that the following be added to Recommendation 1(i): “and that staff be directed to conduct stakeholder consultation and incorporate public feedback into the winter maintenance network and bring forward the results of consultations to inform the strategic priority setting and budget process.”

WHEREAS the 2013 Ottawa Cycling Plan (OCP), as part of the Transportation Master Plan 2013 update, provides for the identification and implementation of Cross-town and Neighbourhood Bikeways; and WHEREAS public and Councillor feedback has suggested that some well established community and cross-town cycling routes have not been captured and incorporated in the draft Ottawa Cycling Plan Ultimate Network; and WHEREAS Councillor Fleury’s office, in partnership with the Vanier Community Association and Vélo Vanier, had the opportunity to review the draft Cycling Plan and offer amendments to the Ultimate Cycling Network after such time as staff could make changes to the draft TMP for Committee and Council consideration; and WHEREAS none of these changes would impact the overall affordability of the Cycling Plan; THEREFORE BE IT RESOLVED that staff continue to take community and Councillor input into consideration prior to the implementation of Cross-town or Neighbourhood Bikeways as well as refinements to the OCP’s Ultimate Network, including the input staff has received from Councillor Fleury, the Vanier Community Association and Vélo Vanier with respect to the Linden-lea/Vanier Neighbourhood Bikeway as well as improving connectivity for Sandy Hill, and for the Lowertown and Vanier communities to the ByWard Market.

WHEREAS the City of Ottawa and the Ottawa MacDonald Cartier International Airport Authority (OMCIAA) recognize that stimulating the local economy, together through improvements to the airport and surrounding area, is important to ensure long-term prosperity and have adopted A Shared Vision for Ottawa’s Economic Development, a plan to maximize the potential of the area; and WHEREAS high quality airport services and ancillary business development in the area are key to leveraging Ottawa’s strengths as a competitive global hub and to promoting Ottawa globally as a top destination in which to work, play, study, visit and live; and WHEREAS fast and efficient transit connections to airports around the world have proven to increase economic development in areas surrounding airports and ease travel for airport users; and WHEREAS the Transportation Master Plan (TMP) includes an extension of the current O-Train south of the airport to Bowesville Station and this extension will require an Environmental Assessment addendum; THEREFORE BE IT RESOLVED that, as part of the addendum to the North-South Corridor Environmental Assessment, the City work with the Airport Authority to develop an expanded scope of work that includes a jointly funded analysis of potential future alignment options that would maximize ridership from the Airport and surrounding employment uses, while providing necessary service to the growing community south of the Airport.

WHEREAS the recent decision by the Ontario government to not proceed with a new inter-provincial bridge crossing has stalled the long-term solution to help alleviate heavy truck movements through the downtown area; and WHEREAS there are approximately 2,500 trucks on a typical weekday travelling on King Edward and this number is expected to increase by 1% to 2% annually; and WHEREAS the need for a long-term strategy has resulted in comments for the TMP to recommend a comprehensive truck route study with a focus to reduce heavy truck traffic through the downtown area and specifically on Waller Street, Rideau Street and King Edward Avenue; and WHEREAS Table 1 lists edits to the TMP that specifically addresses this issue in more detail as proposed by the Lowertown Community Association, Action Sandy Hill, the Downtown Rideau BIA, University of Ottawa and others; and WHEREAS past interprovincial transportation studies discounted a tunnel solution from the 417 to the Macdonald-Cartier Bridge for technical and operational reasons; and WHEREAS the Mayor and Ward Councillor have had preliminary discussions with the Province to explore opportunities to revisit the technical feasibility of a tunnel from the 417 to the Macdonald-Cartier Bridge; THEREFORE BE IT RESOLVED that City Council make a formal request to the Ministry of Transportation of Ontario with respect to the potential for cost-sharing of the feasibility assessment for a tunnel from the 417 to the Macdonald-Cartier Bridge on

WHEREAS the provincial highway system, including the 416 and 417, is an important asset in the City’s transportation network that was built to handle high traffic volumes, including commuter traffic in and out of the core, as opposed to having traffic go through neighbourhood collector and arterial roads; and WHEREAS the City should leverage existing investments to enhance transportation mobility throughout the City; and WHEREAS the 2008 TMP and the 2013 TMP (Map 7) shows an interchange at Barnsdale Road and the 416; and WHEREAS the Community Development Plan (CDP) for Barrhaven South showed 2 interchanges: one at Cambrian Road and one at Barnsdale Road; and WHEREAS an interchange at Barnsdale Road in particular would provide better access to the Provincial highway network for commuters from several southern communities, including Half Moon Bay, Stonebridge, Chapman Mills, Richmond, Manotick and Riverside South as well as provide better access to the Trail Road Waste Facility; and WHEREAS the Ministry of Transportation of Ontario has previously indicated that it is not interested in building a full interchange at Barnsdale Road, and there is no funding currently identified for a new interchange at this location; THEREFORE BE IT RESOLVED that City Council make a formal request to the Ministry of Transportation to fund a City study on the feasibility of installing a partial interchange (northbound on ramp; southbound off ramp) at Barnsdale Road to better accommodate current and

WHEREAS the City of Ottawa participated in the Interprovincial Transit Strategy with the aim to better integrate transit between the downtown cores of Ottawa and Gatineau; and, WHEREAS the study partners completed the Interprovincial Transit Strategy in April 2013; and, WHEREAS it is in the interest of all Ottawa and Gatineau residents to have a healthy central core for the metropolitan area spanning the Ottawa River; THEREFORE BE IT RESOLVED that, in accordance with the IBI Rapid Transit and Transit Priority Development Report (p. 28), the City continue to maintain compatibility with the Interprovincial Transit Strategy, work towards achieving its broader goals and pursue improvements to interprovincial transit infrastructure when there is a clear regional and City benefit to doing so; and BE IT FURTHER RESOLVED that where it does not compromise transit service quality, the City continue to work with the Société de transport de l’Outaouais (STO) And Ville de Gatineau to develop strategies that minimize both the number of buses and number of cars that operate on downtown Ottawa streets.

WHEREAS there is a proposed Density Index to Arterial Mainstreets Study to be

That Motion 34/18 be