1. McKellar Park Information Session
Ottawa LRT Stage 2
McKellar Park Information Session

2. Stage 2 Background
$3-billion Stage 2 plan approved unanimously by Ottawa City Council in July 2015
East to Place d’Orléans, west to Bayshore and Baseline, and south to Bowesville
30 kms of new rail and 19 new stations
70% of Ottawa residents will live within five kilometres of rail
First bullet add: EA for project approved in July 2015 – it’s one-third funding from the City, one-third from the Feds, and, hopefully, one-third from the Province – still seeking official confirmation, but they have committed in principle
Second bullet: Includes two extensions to Confederation Line Stage 1, and an extension of the existing Trillium line to the south.
Third bullet: Stage 2 will add....
Fourth bullet: When the entire system is complete in 2023, Ottawa will have....

3. Ottawa’s O-Train
Ottawa’s population growth million people by 2031
Staying ahead of gridlock key to a vibrant, livable capital city
Increased Ridership million more trips/year by 2031
That’s a 10% higher ridership than a scenario in which Stage 2 is not materialized
Decreased Congestion –14,000 less vehicles during rush hour
This includes 450,000 less annual diesel bus trips on the Sir John A. Parkway alone
By providing a comfortable and reliable alternative to driving, Stage 2 will take up to 14,000 cars off the road during rush hour 3

4. Why Stage 2? Ottawa’s population growth 1.14 million people by 2031
Increased Ridership
13.5 million more trips/year by 2031
Decreased Congestion
14,000 less vehicles during rush hour
First bullet: Staying ahead of gridlock key to a vibrant, livable capital city
Second bullet: That’s a 10% higher ridership than a scenario in which Stage 2 is not materialized

5. Environmental Benefits
Replacing diesel buses with zero emissions electric trains = directly reducing carbon emissions
GHG emissions reduced by 155,500 tonnes over a 25-year period
Problems such as respiratory and cardiac conditions reduced as harmful emissions reduced; less pressure on Ontario’s healthcare system
This is particularly important for the elderly and those with disabilities who are unable to drive

6. Less Cars and Buses
By providing a comfortable and reliable alternative to driving, Stage 2 will take up to 14,000 cars off the road during rush hour.
It will also reduce the number of diesel buses, eliminating 450,000 less annual bus trips on Parkway alone

7. Confederation Line West - Tunnel
Western extension also includes a 4-km
tunnel running under a relocated Sir John
A. Macdonald Parkway:
Starts just west of Dominion Station
Ends just south of Richmond Road overpass over the Parkway (Pinecrest Creek Corridor)
Fully buried with the exception of New Orchard Station, which will be an open-air station.
WHAT PROBLEMS ARE FORESEEN WITH ROUTE ALONG PARKWAY? 7

8. Cleary Station
At Cleary Ave., runs through lands held by First Unitarian Church
Crosses under the roadway and landscaped areas on Campus
West of Cleary Station, the LRT alignment remains approximately 4-6 metres below-grade, crossing under Cleary Avenue and through lands held by the First Unitarian Church and two other private businesses before it continues under Richmond Road to arrive at New Orchard Station located in a segment of the Byron Linear Park.
Top of tunnel box 6-8 metres below the ground
Substation traction power station and above ground vent shafts
More than a dozen potential alignments have been explored since 2009 between Tunney’s Pasture and Lincoln Fields.
It was first recommended, in 2013, to run along the Parkway corridor west of Dominion Station, south to Richmond Rd. underneath the strip mall at 747 Richmond, next to the Unitarian campus
But further technical analysis found this was unworkable, and led to the current proposal
NEED TO ADDRESS WHAT, IF ANY, FLEXIBILITY THERE IS FOR CHANGING THE ROUTE – THEY WANT TO DISCUSS THE STRIP MALL OPTION AS A WAY OF AVOIDING UNITARIAN – IS THIS DECISION PART OF THE EA PROCESS? WHAT FACTORS WENT INTO THE DECISION TO BYPASS THE STRIP MALL? 8

9. Cleary Station Concept
Here is how we envision Cleary station looking
NOTE: These are NOT final designs – they are just concepts at this point
The final designs will have the same look and feel of Confederation Line stage 1 stations
Cleary Station will be fully buried with a “green roof” to blend into surrounding landscape and topography
Public access points will be ????
HOW MANY PEOPLE ARE EXPECTED TO USE THE STATION DAILY?
WHAT SECURITY MEASURES ARE TAKEN AROUND STATIONS (IE. LIGHTING, VANDALISM, GRAFFITI, LOITERING)? 13

10. Dominion Station
Between Tunney’s Pasture and Dominion Station, the LRT alignment makes use of the existing West Transitway corridor, which is a below-grade (trench) facility located north of Scott Street.
Moving west from Dominion Station, the LRT alignment curves in an open cut and then enters into a tunnel running along south side of Sir John A Macdonald Parkway, under the relocated eastbound Parkway lanes, for approximately 1km to a fully underground Cleary Station also in the parkway corridor.

11. Dominion Station Concept
Dominion Station is an existing Transitway station located northwest of Dominion Avenue with basic open-air platforms and shelters adjacent to where the Transitway trench rises to meet the Sir John A Macdonald Parkway.
A compact, one-storey station house will provide fully accessible, direct access from Berkley Avenue at street level on the south side of station.
From the north side, passengers will be able to access the station via Parkway level pathways and ramped pathways down from Workman Avenue.
Neighbourhood sensitivity, as well as the protection of green space and river views, will inform the final station house location, size and design.

12. Richmond Rd. Streetscape
“Complete street” west of Cleary to Pinecrest Creek Corridor – Budgeted as part of Stage 2
East of Cleary to Golden Avenue – Unbudgeted as part of Stage 2
Seeking input from community
Within the Stage 2 budget portfolio is funding for the reconstruction of Richmond Rd. west of Cleary. This means:
The provision of better cycling and pedestrian access to the station through the reconstruction of Richmond Road to provide a complete street with dedicated cycling facilities and improved pedestrian amenities;
Adjacent pathways, trees and landscape amenities when Byron Linear Park is restored after construction;
Improved crosswalks at Richmond; and
Limited and well defined passenger pick-up and drop-off opportunities along Richmond Road and/or Byron Avenue.
What is not budgeted for is the alignment east of Cleary to Golden Avenue.
The city will be seeking funding to provide a “complete street” for that section, and this provides YOU with the opportunity to tell us: What do you want your community to look like?
You’ve got two parallel roadways with a park and pathway in between – how can we best facilitate all modes of transport (connectors buses, cyclists, pedestrians, etc.)?

13. Station Connectivity
Improved unimpeded access to waterfront from station and community
New multi-use pathway bridge over LRT
Reduced impact on existing landscape
Better passenger pickup and drop-off points
Improved pathway and sidewalk neighbourhood connections
We know a bit about how the stations will fit into their environs. We made sure, in the EA process, that we included some basic criteria that we want the chosen constructor to follow with regards to station access, pathways, etc.
FIRST BULLET: By maintaining existing pathways and providing a new multi-use pathway crossing under the Sir John A MacDonald Parkway;
SECOND BULLET: Connecting pathways and communities on the south side to the pathway on the north side;
THIRD BULLET: By shifting the alignment to the north;
FOURTH BULLET: Improvements to reorganize and contain the existing informal passenger pickup and drop-off to better serve and fit into the community
The key for us was making sure the stations weren’t just buildings – we see them as part of the overall community network – a network that will better connect cyclists, pedestrians, public transit users, etc.

14. Construction Oversight
“Cut and cover” technique for tunnel construction
Only pre-2018 work is borehole drilling happening right now
There is much about the construction and design details of the alignment that is still unknown. Those kinds of details will be worked out by the constructor that is chosen for the project. But there are a few high-level things that we do know.
Cut and cover – This means digging a hole from the surface level, covering it and then drilling the tunnel from there
Borehole drilling started Nov. 16 and continuing until Dec. 23
This is when workers will be collecting soil samples to allow for characterization and identification of soil types, which will be encountered during construction of Stage 2.
It includes field and laboratory testing to determine soil properties (strength, loading capacity/behavior) required for design purposes.
It allows for the collection of groundwater and soil samples to determine if areas of environmental concern exist and to allow sufficient time to develop plans to mitigate the concern and minimize potential liability.
To be drilled in this area:
four along or adjacent to Richmond Road between Cleary Avenue and Lockhart Avenue
one in the parking lot at 747 Richmond Road
one in the parking lot at 30 Cleary Avenue
Drilling activities will take place Monday thru Friday between 7:00 a.m. and 5:00 p.m.
Boreholes that require lane closures will operate between 9:00 a.m. and 3:00 p.m.
Boreholes will be located to minimize traffic impacts, and where possible, drilling will avoid the closure of Multi Use Pathways (MUPs). MUPs may be used so equipment can access more “remote” boreholes.
The drill rigs produce standard engine and auger noise
Some drilling will require “hammering” that could reach more than 95 dBa
Hydrovac may be required in certain locations
Drilling work will occur during day when ambient noise levels at their highest 10

15. Construction Impacts
Once underway, construction activities will impact the area for up to two years
Limits on noise and vibration during construction and operation
All City of Ottawa Noise By-laws will be respected
Regular construction hours in City of Ottawa:
Monday – Saturday: 7:00am -10:00pm
Sunday: 9:00am-10:00pm
We don’t have Project Co on board yet for Stage 2, so many of the more detailed construction aspects are as yet unknown
As part of the procurement process, we work with the consortium on the details of the individual pieces of the project – things such as how to minimize noise and vibration and dust at any given work site; impacts on surrounding infrastructure, services and landscape (ie. Green spaces, trees, etc.); ensuring access for pedestrians and vehicles during construction – that sort of thing.
This is where you can have input during the EA process.
Once these details are written into the contract, there are very specific penalties that they face if they do not meet the standards we have set out for them in terms of noise, vibration, dust, etc., etc.
Just to give you an idea of some of the mitigation measures used in Stage 1 Confederation Line, at some sites water trucks are used to prevent dust from flying. At other sites, hours of construction may be slightly different than at other sites in order to accommodate a specific major stakeholder – that sort of thing.
One of the key roles of our stakeholder relations team is to be keep you abreast of any impacts that may affect you – for Stage 1 Confederation Line, for example, they regularly send out notices advising residents along the alignment of any upcoming and immediate construction activity and how it may or may not impact them.
The lines of communication between our team and affected stakeholders are ongoing throughout the project. The same will be true of Stage 2.
At certain points along the Stage 2 alignment – at the Unitarian Campus, for example – pre-condition surveys will be undertaken to examine the current state of the buildings, and responsibility for any damage is likely to be embedded into any construction documents.
As well, a noise and vibration study will indicate where standards are exceeded and will recommend mitigation.
The City’s business loss provisions will apply for loss of any income or profit.
WILL AREAS LIKE ROCHESTER FIELD, THE BYRON STRIP AND SKEAD BE USED FOR STORAGE OR PREPARATION OF MATERIALS?
NOTES ON BUS DETOURS?
IMPACTS ON EXISTING GROUND WATER FLOWS AND SEWER AND STORM WATER LINES? 16

16. Impacts on Richmond Rd. ??
Many of the traffic impact questions you have along Richmond Rd., it’s just too soon to answer with any sort of accuracy. Road/lane closures, detours – all of these things have yet to be determined. Some of it will come through negotiation with the constructors. Again, this is where your input is needed.
As with all our LRT projects, we try as much as possible to keep road closures and traffic disruptions to a minimum. But, as with any major infrastructure construction project, there will be some traffic impacts.
RICHMOND RD. BUS DETOURS?
HOW LONG WILL RICHMOND ROAD BE CLOSED DURING CONSTRUCTION AND WHERE WILL TRAFFIC BE REROUTED?
IMPACT ON TRAFFIC THROUGH THE COMMUNITY – WILL STREETS BE CLOSED OFF OR MODIFIED DURING CONSTRUCTION; CAN WE EXPECT TRAFFIC CONGESTION AND DELAYS TO OCCUR?
WHERE WILL OUTSIDE TRAFFIC THROUGH THE COMMUNITY BE ROUTED DURING CONSTRUCTION?
HOW DO YOU INTEND TO MANAGE CAR AND CYCLE TRAFFIC WHEN THE DOMINION TO TUNNEY'S PASTURE SECTION IS CLOSED FOR CONSTRUCTION, AND WHEN THE DOMINION TO LINCOLN FIELDS SECTION IS CLOSED?
WHAT IMPACT DO YOU FORESEE ON BYRON DURING AND AFTER CONSTRUCTION?
HOW WILL YOU ENSURE THE CHARACTER OF OUR NEIGHBOURHOOD DOESN'T CHANGE DUE TO TRAFFIC, KISS AND RIDE ACTIVITY AND PARKING ON BYRON AND SIDE STREETS?
HOW WILL EXISTING BUS ROUTES BE AFFECTED BY CONSTRUCTION, AND WHAT WILL BUS ROUTES THROUGH THE COMMUNITY LOOK LIKE ONCE THE LINE IS IN OPERATION?

17. Common Mitigation Measures
Communicating scheduled and anticipated works
Noise and vibration monitoring
Design of track
Dust mitigation strategies
Compliance with contract and City Bylaw for work hours
Activities scheduled to create minimal impacts to traffic
The city has undertaken specific mitigation measures for our sensitive receivers so that things like noise, vibration and dust are addressed
Maybe the standard work hours are adjusted
No construction vehicles will be on site running all the time – it will only be intermittent in-and-out activity
Generally there are sweeping and watering trucks to mitigate dust on site
One of the most important aspects of mitigation is COMMUNICATION – keeping the lines of communication open between you and us is going to be key if we are to create a project that works for both of us and if we are to properly address your concerns throughout the project implementation 17

18. LRT Service
Core part of network (between Blair and Lincoln Fields Stations), trains will run:
Approximately every 4 minutes in each direction during morning and afternoon peak periods
5 to 15 minutes in off-peaks and on weekends
Run an average of 35 km/h
So how often will the train run when it’s operational?
Train will move slower in and out of stations 18

19. Light Rail Vehicle Ottawa vehicle amongst quietest in the world
Noise levels less than background traffic
Wide access doors for improved passenger flow
Low floor for 100% accessibility
Vehicles have regenerative breaking system, low consumption LED interior lighting, and almost 100% efficient electric drive system
People are always surprised when they learn precisely what an LRT vehicle is.
It is NOT a VIA passenger train.
It is NOT a heavy subway train.
The Alstom Citadis is a state-of-the-art, electric light rail vehicles that is amongst the quietest in the world today.
It will not increase the ambient noise level of the area
It is found in European cities pulling up alongside sidewalk patios – it is THAT quiet
Also highly accessible – wide access doors....
ALSTOM citadis:
The Citadis is extremely energy efficient due in large part to features such as its regenerative breaking system, single-stage gearbox, low consumption LED interior lighting and a 98% efficient electric drive system. 19

20. Next Steps November 2015 – Preliminary Engineering work begins
End of 2015 – “Environmental Project Report” issued
Spring 2016 – EA Notice of Completion issued
2017 – Request for Proposals goes out
2018 – Project awarded to winning consortium
2018/19 – Construction begins
2023 – Revenue service begins
END OF 2015-Draft EPR – shows proposed route & stations; how construction & operation impacts are addressed.
Documents will be made public for all to view
120-day consultation period starts – we WILL use the full 120 days
project team available to discuss issues with affected stakeholders
SPRING 2016-Notice of Completion
Shows preferred alignment based on input from all interested parties
Public can view for 30 days before it goes to Minister of Environment for approval
2017 – RFPs go out
2018 – Project awarded
– construction begins 20

21. Community liaison throughout project
The City is committed to providing up to date information during LRT planning and construction. Our Stakeholder Relations team is available to answer and respond to any issues/questions from stakeholders.
Rosemary Pitfield, Stakeholder Relations & Communications
Light Rail Planning & Implementation, City of Ottawa
Chris – introduce staff in attendance. 21

22. For project updates and more information on Stage 2 visit: 22