1. The Realignment of nixon drive for Approximately 300 metres at the abandoned cpr crossing located 1.5 km south of main street in The Former Township of osgoode

Modification du tracé de la promenade Nixon sur une distance d’environ 300 mètres À la hauteur de la traversée abandonnée du CP, située À 1,5 km au sud de la rue Main, dans l’ancien canton d’Osgoode

Committee Recommendation As Amended

That this project be deferred pending the outcome of the Rapid Transit Extension Study.

Recommandations du ComitÉ modifiÉes

Que ce projet soit différé en attente du résultat de l’Étude sur le prolongement du réseau de transport en commun rapide.

Documentation

1. General Manager, Transportation, Utilities and Public Works report dated 14 February 2002 is immediately attached (ACS2002-TUP-INF-0006).

2. A draft Extract of Minutes, 20 March 2002, immediately follows the report and includes the voting record.

Report to/Rapport au:

Transportation and Transit Committee/

Comite des transports et des services de transport en commun

and Council/et au Conseil

14 February 2002/le 14 février 2002

Submitted by/Soumis par: ~~Rosemarie~~ R.T. Leclair, General Manager/Directrice généraleTransportation, Utilities and Public Works/Transport, services et travaux publics

Contact/Personne ressource: Richard Hewitt, Director of Infrastructure Services/Directeur des services et travaux publics

580-2424 ext. 21268, Richard.Hewitt@city.ottawa.on.ca

Ref N°: ACS2002-TUP-INF-0006

That the Transportation and Transit Committee recommend Council approve:

1. the realignment of Nixon Drive for approximately 300 metres at the abandoned CPR Crossing as shown in Annex 3 (Drawing SM-3416-3);

2. that staff proceed with negotiations to acquire the property necessary to accommodate the proposed roadway realignment as shown in Annex 4 (Drawing SM-3416-4).

RECOMMANDATIONS DU RAPPORT

Que le Comité des transports et des services de transport en commun recommande au Conseil municipal d’approuver :

~~1. la modification du tracé de la promenade Nixon sur une distance d’environ 300 mètres~~

~~à la~~ ~~hauteur de la traversée abandonnée du CP, tel qu’il est indiqué dans l’annexe 3~~

~~(Plan SM‑3416‑3);~~

1. la modification du tracé de la promenade Nixon sur une distance d’environ 300 mètres à la hauteur de la traversée abandonnée du CP, tel qu’il est indiqué dans l’annexe 3 (Plan SM‑3416‑3);

2. 2. que le personnel entreprenne des négociations en vue de l’acquisition de la propriété

nécessaire à la modification du tracé proposée, tel qu’il est indiqué dans l’annexe 4

Plan SM-3416-4).

BACKGROUND

The general location of the proposed roadway realignment is as shown in Annex 1.

The current alignment of the road at the former CPR crossing consists of two back-to-back curves. This alignment is considered to be sub-standard. In the summer of 2001, the City of Ottawa engaged a consultant for the engineering design of the road realignment project. The final design was completed in the fall and presented at a Public Open House, which was held on 06 November 2001, at the Osgoode Community Centre.

In advance of the meeting, a request was made by a resident, to have a multi-way stop control installed, at the intersection of Nelson Street and Nixon Drive, which is located just north of the proposed realignment. This request was made in anticipation of the realignment project proceeding. The information was forwarded to the Traffic and Parking Operations Branch for their review and recommendation.

ANALYSIS

Existing Conditions

The existing horizontal alignment consists of two reverse curves, with approximate radii of 60 and 50 metres respectively, from north to south. The radii are at an angle of roughly 45 degrees to the roadway. These curves are deemed to be sub-standard, for the design and operating speed of this roadway, which is a two lane rural cross-section, with gravel shoulders. The posted speed limit from Main Street, to Dalmeny Road is 50 kilometres per hour (kph), with the exception of the reduced advisory speeds, in the vicinity of the two curves.

Motorists approaching the curves from both directions are warned to reduce their speed by advisory speed tabs, in addition to curve and chevron signs. The advisory speed tabs indicate the requirement for a reduced speed of 40 kph through the curves for southbound vehicles and 40 kph from 150 metres in advance of the curves for northbound vehicles. The signage then indicates a further reduction in speed to 30 kph through the curves for northbound vehicles. The existing geometry is shown in Annex 2.

Pedestrians

There are no sidewalks along either side of the road. An eight-hour pedestrian/vehicle survey was conducted previously. Throughout the duration of this survey there was no pedestrian traffic identified south of Main Street on Nixon Drive.

Cyclists

There are currently no special provisions for bicycles on this roadway. Bicycles must share the road with vehicles. During the above-noted survey one cyclist was observed on Nixon Drive.

Transit

There is no transit service in this area.

Automobiles

The traffic count also indicated that 568 vehicles used Nixon Dive during the eight-hour survey timeframe. Between 01 January 1998 and 01 January 2002, one accident was reported within the section of roadway where the curves are located.

DISCUSSION

Design Proposal

The design that was selected provides the most appropriate solution, and~~while~~ delivers~~ing~~ an improved level of service, in a cost-effective manner. In essence, the proposed design allows for the roadway to be realigned, in order to eliminate the existing curvature. The proposed straightened section of roadway ~~would~~ will by-pass the two existing sub-standard curves, as shown in Annex 3.

To accommodate the realigned section of roadway, property on both sides of Nixon Drive must be purchased. The property acquisition requirements are shown in Annex 4.

Design Features

Removal of the back-to-back curves along this section of roadway will provide significant improvements in sight distances and roadway safety.

CONSULTATION

The proposed roadway realignment modifications fall under Schedule “A” of the Class Environmental Assessment for Municipal Road Projects.

As required by the “ Municipal Act of Ontario”, a notice of the proposed roadway modifications has been placed in Le Droit and the Ottawa Citizen newspapers, for four consecutive weeks, starting on 22 February 2002.

This report has been circulated to the ~~area~~ Ward Councillor for comments.

In addition, notice of the Open House, which was held on 06 November 2001 at the Osgoode Community Centre, was mailed to local residents. Display boards that showed the proposed realignment details, were on hand for the public to view and comment on.

Many residents submitted written comments, which were compiled and sent to the local Councillor, as well as to the Traffic and Parking Operations Branch. Many of the residents were concerned that the proposed removal of the curves in the roadway would be an unnecessary measure and would lead to higher vehicle speeds along Nixon Drive in this area.

A suggestion was made, by several local residents in attendance, that the installation of a multi-way stop control at Nixon Drive and Nelson Street would help to reduce the anticipated higher speeds that would be expected from the roadway realignment.

The City has recently completed a traffic survey at the intersection and found that the warrants were not met for the installation of a multi-way stop control. The warrant criteria for the installation of all-way stop controls, is based on guidelines recommended in the Ontario Traffic Manual.

In summary, based on current vehicle and pedestrian volumes, collision experience and visibility conditions, the installation of an all-way stop control is not being recommended at this intersection.

Subject to approval of the recommendations contained in this report by Council, and barring any significant delays in acquiring property, construction will~~could~~ begin in the summer of 2002 and be completed by the fall.

ATTACHMENTS

Annex 1 - Key Plan

Annex 2 - Existing Geometry

Annex 3 - Proposed Geometry

Annex 4 - Required Property

Extract of Draft Minutes 22

20 March 2002

Extrait de l’ébauche du

procÈs-verbal 22 - 20 mars 2002

The Realignment of nixon drive for Approximately 300 metres at the abandoned cpr crossing located 1.5 km south of main street in The Former Township of osgoode – PUBLIC HEARING

MODIFICATION DU TRACÉ DE LA PROMENADE NIXON SUR UNE DISTANCE D’ENVIRON 300 MÈTRES À LA HAUTEUR DE LA TRAVERSÉE ABANDONNÉE DU CP, SITUÉE À 1,5 KM AU SUD DE LA RUE MAIN, DANS L’ANCIEN CANTON D’OSGOODE – AUDIENCE PUBLIQUE

ACS2002-TUP-INF-0006

David Glastonbury, Transportation Task Force, Greater Ottawa Chamber of Commerce highlighted the importance of protecting abandoned railway corridors for future transit development. The realignment of Nixon Drive affects one of these corridors. The Chamber of Commerce therefore asks that the City to be guardians of these transit corridors and to closely examine all incursions on their future integrity and, if not already done so, the City should take steps to protect this corridor for future transit use. While he agreed that attempts to straighten out Nixon Drive makes sense, Mr. Glastonbury wanted to ensure that committee was aware of the value of these future transit corridors.

Chair Meilleur noted the City will be entering into a study regarding the expansion of public transit and would not want to endanger expansion of the O-Train in different corridors. She asked whether it would be possible to approve the report today, but that construction not begin until the Rapid Transit Expansion Study is completed. The Director of Infrastructure, Richard Hewitt, advised that this project would not preclude the use of the rail corridor for the O-Train or other transit purposes. He confirmed that the proposed realignment utilizes more of the corridor than the existing crossing does, so if the City were to proceed, at the time of a future use, the design would take into account the new geometrics of a crossing. He could see no reason the project could not be deferred pending the outcome of that study.

Some committee members believed that should the committee proceed with the realignment now, it would be more costly to grade separate in the future, if the O-Train were to be brought through this corridor. Mr. Hewitt explained that even if the rail corridor were developed, it would not be a simple matter of just looking at the existing roadway, because that substandard alignment would have to be corrected at that time. In either event, therefore, the City would have to deal with the road at such time as the rail corridor is developed. He added that whether or not the road is realigned this year, if the rail corridor is used for transit purposes in the future, a grade separation would be required and detailed design would have to be undertaken in order to develop specifically how that crossing would occur.

Extract of Draft Minutes 22

20 March 2002

Extrait de l’ébauche du

procÈs-verbal 22 - 20 mars 2002

David Jeanes, Transport 2000 fully supported the comments made by the representative of the Chamber of Commerce. He was very concerned, however, that the City is missing an opportunity to consider this matter properly. As a member on the Public Advisory Committee for the Rapid Transit Expansion Study, he disagreed that a grade separation would be required in the future, because this is not the practice in other major cities that have light rail systems. In this regard, he believed the consultant hired to conduct the study would have the necessary expertise and should be able to comment on what the cost of future grade separation of level crossings would be. He suggested that with such a narrow crossing angle, the length of any grade separation would make it far more expensive than a grade separation that would have to be done with the present alignment. It would also be a very dangerous crossing because of that shallow angle. He was disappointed that none of these issues were addressed in the report before committee.

While he understood there are safety concerns that need to be addressed with respect to the existing alignment of the road, Mr. Jeanes suggested that the impact of those should be addressed by the aforementioned Study, whose recommendations may be precluded by the decision made today. He suggested, therefore, that committee wait before making a decision on the realignment, until the Rapid Transit Expansion Study has been completed, noting this is anticipated to be done in 8-10 months.

The General Manager advised it is possible to delay the construction of the realignment until the completion of the study, at which time the future of the corridor would clearly be defined. Depending on the decision re grade separation requirements, there may be a need to redesign the road realignment and construction could proceed early in 2003.

Councillor Thompson indicated that while there is a bad curve on Nixon Drive, which will have to be addressed sooner or later, he recognized it is not a high profile issue and was not concerned about delaying the work for several months. Staff confirmed the funding for this realignment would be set aside for this project.

Moved by A. Cullen

That this project be deferred pending the outcome of the Rapid Transit Extension Study.

CARRIED

ANNEX 1

ANNEX 2

ANNEX 3