|
2. 2009 Transit Capital Budget and
9-year Forecast
BUDGET DES IMMOBILISATIONS
LIéES AU TRANSPORT EN COMMUN POUR 2009 ET PRéVISION POUR 9 ANS
|
committee
recommendations as amended
That
Council approve, as amended by the revised 2009 Transit Operating Budget,
the Draft 2009 Transit Capital Budget and 9 Year Forecast.
Recommandations
modifiées du comité
Que le Conseil approuve le Budget
préliminaire des immobilisations liées au transport en commun pour 2009 et
Prévision pour 9 ans, modifiés par le Budget de fonctionnement révisé des
services de transport en commun pour 2009.
Documentation
1. Deputy
City Manager, Infrastructure Services and Community and City Treasurer report dated 4 February 2009 (ACS2009-CMR-FIN-0005).
2. Extract of Draft Minutes,
9 and 18 February 2009
3. Extract of Draft Minute,
4 March to be distributed prior to Council.
Report to/Rapport au
:
Transit Committee
Comité du
transport en commun
and
Council / et au Conseil
4
February 2009 / le 4 février 2009
Submitted by/Soumis par: Nancy
Schepers, , Deputy City Manager/
Directrice municipale adjointe, Infrastructure
Services and Community Sustainability/Services
d’infrastructure et Viabilité des collectivités
and / et
Marian Simulik, City
Treasurer / trésorière municipale
Contact Person/Personne ressource : Alain Mercier, General
Manager/Directeur
général
Transit Services/Services du transport en commun
613-842-3636 x2271, Alain.Mercier@ottawa.ca
|
|
Ref N°: ACS2009-CMR-FIN-0005
|
REPORT RECOMMENDATION
That the Draft 2009 Transit
Capital Budget and 9 Year Forecast be considered on February 18, 2009, followed
by deliberation and consideration by Council at a subsequent meeting.
RECOMMANDATION
DU RAPPORT
Que le budget d’immobilisation
liées au transports en commun pour 2009 et
prévisions pour neuf ans, soient considéré le 18 février 2009, avant
d’être soumis aux délibérations et à la réflexion du Conseil lors d’une réunion
ultérieure.
BACKGROUND
On
November 28, 2008, Council approved the Transportation Master Plan. At that time, Council directed staff to
bring forward the Transit Capital Estimates on January 21, 2009 (subsequently
amended to February 4, 2009), so that the budget could properly include the
decisions that were made in approving the TMP.
DISCUSSION
The 2009 transit capital
budget includes a look forward over the ten years from 2009 until 2018 to show
the major capital investments that will be required to build the City’s rapid
transit network, along with the regular, ongoing types of capital expenditures
that are required to accommodate growth, to sustain the transit system in a
state of good repair, and to respond to strategic decisions of Council and to
regulations of provincial and federal governments.
In this report, the
recommended 2009 transit capital budget is grouped into the following service
categories:
·
Planning and implementation of the rapid transit network
·
Normal growth of the transit system as ridership increases
·
Buses – growth, replacement, refurbishing
·
Renewing facilities and equipment
·
Strategic initiatives and regulatory
The following table and
chart summarize the forecast requirements for authority and the spending plan
in each of these five categories, for each year from 2009 until 2018. Further
details are available in the material attached to this report. The authority
requirements can vary greatly by year to year, for example rapid transit costs
are higher as projects are approved and bus purchase costs are lower when the
first section of the light-rail line opens and replaces part of the bus route
network. The spending plan is more consistent from year to year, as rapid
transit and other projects are implemented.
|
|
2009
|
2010
|
2011
|
2012
|
2013
|
2014
|
2015
|
2016
|
2017
|
2018
|
10-year total 1
|
|
Rapid Transit
|
$12 M
|
$206 M
|
$54 M
|
$1.6 B
|
$21 M
|
$21 M
|
$582 M
|
$29 M
|
$34 M
|
$291 M
|
$2.8 B
|
|
Normal Growth
|
$6 M
|
$4 M
|
$5 M
|
$5 M
|
$5 M
|
$5 M
|
$5 M
|
$5 M
|
$5 M
|
$5 M
|
$52 M
|
|
Buses
|
$100 M
|
$56 M
|
$41 M
|
$48 M
|
$45 M
|
$70 M
|
$161 M
|
$57 M
|
$48 M
|
$112 M
|
$737 M
|
|
Renewal
|
$27 M
|
$13 M
|
$12 M
|
$9 M
|
$10 M
|
$13 M
|
$13 M
|
$7 M
|
$10 M
|
$10 M
|
$123 M
|
|
Strategic/ Regulatory
|
$12 M
|
$3 M
|
$2 M
|
$3 M
|
$2 M
|
$2 M
|
$3 M
|
$21 M
|
$4 M
|
$2 M
|
$54 M
|
|
Total Authority
by Year 1
|
$158 M
|
$282 M
|
$114 M
|
$1.6 B
|
$83 M
|
$110 M
|
$763 M
|
$119 M
|
$101 M
|
$421 M
|
$3.8 B
|
|
Spending Plan
|
$202 M 2
|
$146 M
|
$138 M
|
$347 M
|
$263 M
|
$300 M
|
$409 M
|
$421 M
|
$417 M
|
$558 M
|
$3.2 B 3
|
Notes: 1. Totals may not add, due to rounding.
2. Includes
spending, for these projects, against previous years’ authority
3. $3.2 B in
spending to 2018; $3.8 B of spending to 2021
Each of these categories is
discussed below, and details of all of the proposed work in all categories is
presented in the material attached to this report.
Planning and Implementation of the Rapid Transit
Network
Under this category is work
to prepare for the expansion of the rapid transit network as approved by
Council in 2008 as part of the Transportation Master Plan. Over the years from
2009 until 2018, it is forecast that $2.8-billion will be required to complete
the first increment of the rapid transit network. The bulk of this work includes the conversion of the Transitway
to light rail from Tunney’s Pasture to Blair, including the downtown transit
tunnel and light rail maintenance yard.
The procurement of light rail vehicles will also need to get underway
during this time to ensure that they are available for the opening of the light
rail line. Additional major projects within the nine-year forecast include the
construction of the Strandherd-Armstrong Bridge with bus rapid transit on
Strandherd Drive between River Road and Woodroffe Avenue and transit priority
measures along Woodroffe Avenue between Strandherd Drive and Fallowfield. Baseline Station is also planned to be
redeveloped, and the Cumberland Transitway from Blair Station to Navan Road and
the West Transitway from Bayshore to Moodie are planned for construction.
The new authority that is
being sought for 2009, $12.4-million, is primarily to pay for the environmental
assessments for proposed rapid transit lines and for property acquisitions to
protect for future transit corridors and facilities. (The section of Transitway
from Fallowfield Station to Barrhaven Town Centre is funded from authority
approved as part of the 2008 capital budget.)
The 2009 projects will
accomplish the following:
·
Conduct environmental assessments of the downtown transit tunnel and
the light rail corridor (Blair to Tunney’s Pasture), the western corridor
(Tunney’s Pasture to Baseline), the West Transitway (Southwest Transitway to
Pinecrest), the Cumberland Transitway (Blair Station to Navan Road), and a
pathway connection from the Hunt Club community west of the Airport Parkway to
South Keys/Greenboro;
·
Conduct studies on light rail technology selection, transit-oriented
development implementation, TMP performance monitoring, and the
Westboro/Richmond Road Transportation Management Implementation Plan;
·
Carry out initial planning and scope work for various transit intensive
and transit priority corridors identified within the TMP; and,
·
Allow for property acquisitions as opportunities arise to protect for
future transit corridors and facilities as they become available (if they
cannot be acquired through land dedication as a condition of development).
Normal Growth of the Transit System as Ridership
Increases
In addition to the major
rapid transit projects described above, expenditures are required for the
normal ongoing growth of the transit system in response to growing ridership
levels. In recent years, ridership has been growing by two to five percent each
year. Over the years from 2009 until 2018, it is forecast that $52.1-million
will be required to expand the transit system and complement the rapid transit
projects.
The new authority that is
being sought for 2009, $5.8-million, is primarily to improve the ability of the
transit system to provide a convenient, attractive, secure, and reliable
service for the growing numbers of customers.
The 2009 projects
will accomplish the following:
·
Make improvements to the Transitway for improved accessibility and
improved customer service;
·
Prepare the new Transitway section between Bayshore and Pinecrest for
operation;
·
Install transit priority measures – signals, lane markings, and
geometric modifications – on Carling, Baseline, and Heron, and at other key
locations;
·
Upgrade several computer systems that support transit operations;
·
Purchase new transit support vehicles – cars for special constables and
transit supervisors and a push truck for the bus garages; and,
·
Conduct studies on maintenance and storage requirements for
double-decker buses and on future transit priority measures for Rideau, King
Edward, Fisher, Hunt Club, and other locations.
Buses – Growth, Replacement, and Refurbishing
The City purchases new
transit buses regularly, both to replace life-expired buses and to expand the
amount of service provided. Over the years from 2009 until 2018, it is forecast
that 630 new buses will be required. Along with the mid-life refurbishing of
buses, it is forecast that $737.4-million will be required over these years.
Included within this number are productivity improvements and the reductions in
the number of buses needed as new sections of Transitway are built and opened
and when the first section of light rail line opens. The table attached as
Document 1 shows the current plan for the purchase of new buses over the next ten
years.
All buses are refurbished
mid-way through their planned 18-year lives to keep them in safe and reliable
condition. Buses in North America are manufactured to last for 12 years, the
age at which the U.S. government funds replacement, but in Canada, the norm is
to refurbish buses and retain them in service for 18 years. The actual date of
refurbishment depends on the actual condition of each bus, and so the actual
work to be carried out in 2009 will depend on assessments that are made
individually for each bus.
The new authority that is
being sought for 2009, $100.5-million, is to pay for 105 new buses, to arrive
in 2010, and for the refurbishing of buses that are mid-way through their
planned life in 2009. (The 95 buses that are currently on order and that will
arrive for service in late 2009 were funded from authority approved as part of
the 2008 capital budget.) If there is any reduction in the growth requirement
based on the observed rate of recovery of ridership after the recent transit
strike, staff will make the adjustment and will advise Transit Committee.
The 2009 projects will
accomplish the following:
·
Buy 42 new buses to increase service during peak periods in 2010;
·
Buy 63 new buses to replace life-expired buses in 2010; and,
·
Refurbish buses that are mid-way through their planned life in 2009.
Renewing Facilities and
Equipment
Substantial capital
expenditures are required to maintain the transit system in a state of good
repair. Over the years from 2009 until 2018, it is forecast that $122.8-million
will be required to rehabilitate, renew, and replace major physical elements of
the transit system.
The new authority that is
being sought for 2009, $27.3-million, is primarily to pay for the
rehabilitation of structures, pavement, and stations along the Transitway, work
on O-Train structures, stations, and facilities to extend their lives until
they are made part of a future light rail line, and equipment and software that
is used to operate and support the transit system.
The 2009 projects will accomplish the following:
·
Upgrade facilities and equipment and acquire property at Walkley Yard
to support O‑Train operation;
·
Replace life-expired equipment in bus garages and the cash office;
·
Replace life-expired transit support vehicles;
·
Rehabilitate O-Train and Transitway structures and stations;
·
Repave sections of the Transitway and park and ride lots;
·
Rehabilitate maintenance facilities and work spaces to accommodate
current system service levels;
·
Replace obsolete software for scheduling and passenger counting, and
add software for recording telephone calls in call centres; and,
·
Conduct studies of Transitway rehabilitation requirements for 2010 and
future years, including an evaluation of pressing needs before conversion of
the section between Blair and Tunney’s Pasture to light rail.
Strategic
Initiatives and Regulatory
Some recommended
capital expenditures are aimed at improving the quality of service that the
transit system provides for customers or at complying with changing regulations
that apply to transit service. Over the years from 2009 until 2018, it is
forecast that $53.7-million will be required to fund these strategic
initiatives.
The new authority that is
being sought for 2009, $11.7-million, is primarily to improve communications
and safety on-board buses and across the transit system.
The 2009 projects will
accomplish the following:
·
Upgrade computer systems on board buses and in transit work locations;
·
Purchase new software to integrate operational data for improved
planning and decision-making, to support Para Transpo operations, and to
integrate the forthcoming Smartcard system with other City systems;
·
Purchase computer-aided dispatch and records management system for
transit law enforcement;
·
Prepare Phase 2 of the Safety/Operations Management System for transit
operations;
·
Introduce computer-aided learning for training of transit workers;
·
Prepare emergency and business continuity plans for the transit system;
and,
·
Conduct the transit vehicle emission reduction strategy.
CITY STRATEGIC DIRECTIONS
The budget is consistent
with the following Council-approved City Strategic Directions:
A. Transportation
3. Ensure current federal and provincial
commitments for transportation programs are maintained, and seek enhanced
support for existing and new potential programs.
B. Transit
3. Attain transit goals (30 percent modal split)
by 2021.
4. Realize a 100 percent accessible transit fleet
by 2017.
5. Achieve state of the art fuel and
environmental efficiency by 2017.
C. Infrastructure Renewal
6. Identify key
municipal facilities of city-wide significance and implement an effective
remediation and restoration plan for these assets where required.
D. Solid Waste and Environment
4. Reduce
greenhouse gas emissions by up to 20 percent by 2012.
E. Sustainable Healthy and Active
City
9. Require
walking, transit and cycling oriented communities and employment centres.
F. Planning and Growth Management
2. Respect the existing urban
fabric, neighbourhood form and the limits of hard services so that new growth
is integrated seamlessly with established communities.
4. Ensure that City infrastructure required for
new growth is built or improved as needed to serve the growth.
G. Sustainable Finances
4. Seek
out new sources of funding (like gas tax revenue).
6. Achieve efficiencies in City operations.
CONSULTATION
The TMP update process included significant consultation with respect
to the proposed transit capital investment and timing of projects, as
previously documented in the following staff report:
http://ottawa.ca/calendar/ottawa/citycouncil/trc/2008/11-10/ACS2008-ICS-PLA-0227.htm
LEGAL/RISK MANAGEMENT IMPLICATIONS
There are no
legal/risk management impediments to implementing the recommendation in this
report.
FINANCIAL IMPLICATIONS
Finance Branch
developed a high-level funding model that forecasts the sources of capital
funding available for transit projects for a 10-year timeframe.
The funding sources
available for transit capital include:
·
Provincial gas tax (assumed not to increase over current levels);
·
Federal gas tax (assumed not to increase over current levels);
·
Development charges (based on existing background study);
·
Transit levy contributions to capital and debt servicing; and,
·
Provincial bus replacement program revenues (assumed to continue).
The model also
assumed that the Federal and Provincial governments would each contribute
one-third of the funds required for the design and construction of the Rapid
Transit Plan, which is valued at $1.971-billion
(2009 dollars) over the 10-year period.
Under these
assumptions, the City can fund the City’s share of $1.825-billion of the 10
Year Transit Capital Plan. While debt funding has
been identified to be utilized in support of the Capital budget, it will only
be issued once actual spending takes place. The modelling assumes that the debt
will be issued three years after Council approves the debt authority. The following table provides a breakdown of
the City financing for the Transit Capital Plan.
|
10 Year Transit Funding
|
Millions
|
|
Revenues – Federal/Provincial
|
1,971
|
|
Transit Reserves
|
421.8
|
|
Transit Debt
|
479.9
|
|
DC Cash
|
191.5
|
|
DC Debt
|
90.0
|
|
Federal Gas Tax - Cash
|
374.1
|
|
Federal Gas Tax - Debt
|
95.9
|
|
Provincial Gas Tax -
Cash
|
156.3
|
|
Provincial Gas Tax -
Debt
|
15.4
|
|
Total
|
-3,796
|
Revenues from fares and transit levy contributions are expected to
continue to be the main funding sources to support transit operating and
maintenance expenses. While rate of
inflationary increases are required throughout the 10-year operating plan, it
is also assumes that significant operating and maintenance efficiencies and
associated cost savings will result from the proposed rapid transit investment in 2017 when the first phase of the LRT is implemented. As outlined in the TMP, the Investment
Strategy may identify additional funding streams that could impact the transit
levy. The results of the Investment
Strategy are to be available by mid-2009.
SUPPORTING
DOCUMENTATION
Document 1 Planned Bus
Fleet, 2009-2018
Document 2 2009 Draft
Transit Capital Budget and 2010-18 Forecast
DISPOSITION
Budgets will be
amended as per Council deliberations and adoption.
PLANNED
BUS FLEET, 2009-2018 DOCUMENT 1
|
Year
|
Buses to be Retired
|
Replacement Buses
|
Growth Buses
|
Total Bus Purchases in Year
|
Total Bus Fleet Size
|
Buses in Service each Day
|
|
2009
|
-70
|
+57
|
+38
|
95
|
1046
|
874
|
|
2010
|
-76
|
+63
|
+42
|
105
|
1075
|
913
|
|
2011
|
-18
|
+18
|
+30
|
48
|
1105
|
950
|
|
2012
|
-5
|
+5
|
+29
|
34
|
1134
|
986
|
|
2013
|
0
|
0
|
+35
|
35
|
1169
|
1028
|
|
2014
|
0
|
0
|
+27
|
27
|
1196
|
1064
|
|
2015
|
-43
|
+43
|
+25
|
68
|
1221
|
1098
|
|
2016
|
-125
|
+125
|
+48
|
173
|
1269
|
1142
|
|
2017
|
-57
|
+5
|
0
|
5
|
1217
|
1095
|
|
2018
|
-40
|
+40
|
0
|
40
|
1217
|
1095
|
Notes:
The forecast fleet sizes required are based
on the following:
-
Long-term continuing growth of 3
percent in morning peak period ridership (off-peak ridership does not drive bus
fleet size); growth requirements for individual future years will be adjusted
based on observed rates of growth
-
Productivity improvements in service
design, with fewer routes direct to downtown (proposals will be presented for
consultation in Transplan 2009 and in future years)
-
Productivity improvements in bus fleet
availability, moving from 83 percent of the fleet in service each day to 90
percent by 2015
-
Opening of the Southwest Transitway
between Fallowfield and Strandherd in 2011
-
Opening of the West Transitway between
Moodie and Bayshore in 2013
-
Opening of the Southwest Transitway
between Baseline and Norice in 2013
-
Opening of the Cumberland Transitway
between Blair Station and Navan Road in 2014
-
Opening of the light rail line between
Blair Station to Tunney’s Pasture in 2017
Other important background information:
-
Buses are normally retired after their
18th year of service; the precise retirement dates are set according
to the actual condition of each bus
-
No buses were purchased in 1994, 1995,
and 1996, and so there are very few buses to be retired 18 year s later, in
2012, 2013, and 2014
-
By 2017, the entire fleet will be made
up of low-floor accessible buses
Continuing work by staff that will be the
subject of future reports:
-
Whether retirement after 18 years is
still the best practice with current bus technology
-
Whether the normal retirement schedule
can be altered to reduce the numbers of new buses required in the peak year,
2016
-
Further productivity measures which
could reduce the future fleet size while still improving service
-
Investigation of the best mixture of
different bus sizes – small buses, 40-foot, articulated, or double-decker buses
– and fuel sources – diesel, diesel-electric hybrid, or emerging technologies
Future changes to the bus fleet plan
resulting from changes in the basis information or from findings of current or
future research will be reported at the time and in future updates of this
table.
Rapport au / Report to:
Comité du
transport en commun /
Transit Committee
et au
Conseil / and Council
le 4
février 2009 / 4 February 2009
Soumis par / Submitted by: Nancy
Schepers,, Directrice municipale adjointe /
Deputy City
Manager, Services d’infrastructure et Viabilité des collectivités / Infrastructure Services and Community
Sustainability
et / and
Marian Simulik, trésorière municipale / City
Treasurer
Personne ressource / Contact Person: Alain Mercier, Directeur général
/ General Manager
Services du transport en commun
/ Transit Services
613-842-3636 x2271, Alain.Mercier@ottawa.ca
|
|
Ref N°: ACS2009-CMR-FIN-0005
|
|
OBJET :
|
Budget des
immobilisations liées au transport en commun pour 2009 et prévisions pour 9
ans
|
|
|
|
|
SUBJECT:
|
2009 Transit Capital Budget and 9-year
Forecast
|
RECOMMANDATION
DU RAPPORT
Que le budget d’immobilisation liées au transports en
commun pour 2009 et prévisions pour
neuf ans, soient considéré le 18 février 2009, avant d’être soumis aux
délibérations et à la réflexion du Conseil lors d’une réunion ultérieure.
REPORT RECOMMENDATION
That the Draft 2009 Transit
Capital Budget and 9 Year Forecast be considered on February 18, 2009, followed
by deliberation and consideration by Council at a subsequent meeting.
CONTEXTE
Le 28 novembre 2008, le Conseil a approuvé le Plan
directeur des transports. À ce moment-là, le Conseil a demandé au personnel de
présenter ses prévisions pour le budget des immobilisations du transport en
commun d’ici le 21 janvier 2009 (échéance par la suite reportée au 4
février 2009), pour que le budget puisse tenir compte des décisions qui
ont été prises lors de l'approbation du Plan directeur des transports.
DISCUSSION
Le budget des
immobilisations de 2009 pour le transport en commun comprend un aperçu sur dix
ans allant de 2009 à 2018 pour montrer les principaux investissements de
capitaux qui seront nécessaires pour construire le réseau de transport en
commun rapide de la ville, ainsi que les dépenses ordinaires en matière
d'immobilisations qui sont nécessaires pour s’adapter à la croissance,
maintenir le réseau de transports en bon état et respecter les décisions stratégiques
du Conseil et la réglementation des gouvernements provincial et fédéral.
Dans le présent rapport,
le budget des immobilisations qui est recommandé pour 2009 aux fins du
transport en commun est divisé selon les catégories de service suivantes :
- Planification et mise en œuvre du réseau de
transport en commun rapide;
- Croissance normale du réseau de transport
en commun à mesure que s'accroît la fréquentation;
- Autobus - croissance, remplacement, remise
à neuf;
- Renouvellement des installations et de l'équipement;
- Initiatives stratégiques et
réglementaires.
Le tableau et le schéma
suivants résument les prévisions des besoins en matière d'autorisation et le
plan de dépenses dans chacune de ces cinq catégories, pour chaque année de 2009
à 2018. Vous obtiendrez de plus amples renseignements en consultant les
documents joints à ce rapport. Les besoins en matière d'autorisation peuvent
varier grandement d'une année à l'autre; par exemple, les coûts du transport en
commun rapide sont plus élevés à mesure que les projets sont approuvés et les
coûts d'achat d'autobus diminueront lorsqu’on ouvrira le premier tronçon des
voies de train léger et qu'il remplacera une partie du circuit d'autobus. Le
plan de dépenses est plus cohérent d'année en année, à mesure que le transport
en commun rapide et d'autres projets sont mis en œuvre.
|
|
2009
|
2010
|
2011
|
2012
|
2013
|
2014
|
2015
|
2016
|
2017
|
2018
|
Total de 10 ans 1
|
|
Transport en commun rapide
|
12 M$
|
206 M$
|
54 M$
|
1,6 M$
|
21 M$
|
21 M$
|
582 M$
|
29 M$
|
34 M$
|
291 M$
|
2,8 G$
|
|
Croissance normale
|
6 M$
|
4 M$
|
5 M$
|
5 M$
|
5 M$
|
5 M$
|
5 M$
|
5 M$
|
5 M$
|
5 M$
|
52 M$
|
|
Autobus
|
100 M$
|
56 M$
|
41 M$
|
48 M$
|
45 M$
|
70 M$
|
161 M$
|
57 M$
|
48 M$
|
112 M$
|
737 M$
|
|
Renouvellement
|
27 M$
|
13 M$
|
12 M$
|
9 M$
|
10 M$
|
13 M$
|
13 M$
|
7 M$
|
10 M$
|
10 M$
|
123 M$
|
|
Stratégique/réglementaire
|
12 M$
|
3 M$
|
2 M$
|
3 M$
|
2 M$
|
2 M$
|
3 M$
|
21 M$
|
4 M$
|
2 M$
|
54 M$
|
|
Autorisation totale par année 1
|
158 M$
|
282 M$
|
114 M$
|
1,6 G$
|
83 M$
|
110 M$
|
763 M$
|
119 M$
|
101 M$
|
421 M$
|
3,8 G$
|
|
Plan de dépenses
|
202 M$ 2
|
146 M$
|
138 M$
|
347 M$
|
263 M$
|
300 M$
|
409 M$
|
421 M$
|
417 M$
|
558 M$
|
3,2 G$ 3
|
Notes : 1. Il est possible que les
totaux ne s'additionnent pas bien en raison de l'arrondissement.
2.
Comprend les dépenses, pour ces projets, par rapport à l'autorisation des
années précédentes.
3.
Dépenses de 3,2 G$ en 2018; dépenses de 3,8 G$ en 2021
On aborde chacune de ces
catégories ci-dessous, et les documents joints à ce rapport détaillent tous les
travaux proposés dans chaque catégorie.
Planification et mise en
œuvre du réseau de transport en commun rapide
Cette catégorie comprend
les travaux préparatoires pour l'expansion du réseau du transport en commun
rapide comme l'a approuvé le Conseil en 2008 dans le cadre du Plan directeur
des transports. De 2009 à 2018, on prévoit que 2,8 milliards de dollars
seront nécessaires pour réaliser la première phase du projet du réseau de
transport en commun rapide. En gros, ces travaux comprennent la transformation
du Transitway en voies de train léger de la station Tunney’s Pasture à la
station Blair, y compris le tunnel pour le transport en commun au centre-ville
et la gare d'entretien du train léger. L'achat des véhicules du train léger sur
rail devra également avoir lieu durant cette période pour veiller à ce qu'ils
soient disponibles lors de l'ouverture des voies de train léger. Parmi les
autres projets d’envergure prévus sur neuf ans, on compte la construction du
pont Strandherd-Armstrong pour le transport en commun rapide par autobus sur la
promenade Strandherd entre le chemin River et l'avenue Woodroffe et des mesures
assurant la priorité au transport en commun le long de l'avenue Woodroffe entre
la promenade Strandherd et Fallowfield. On prévoit également réaménager la
station Baseline, et on prévoit le prolongement du Transitway à Cumberland de
la station Blair au chemin Navan et du Transitway Ouest de Bayshore à Moodie.
La nouvelle autorisation
demandée pour 2009, de 12,4 millions de dollars, servira principalement à
payer les évaluations environnementales des voies de transport en commun rapide
proposées et les acquisitions de propriétés à protéger pour les éventuels
corridors de transport en commun ainsi que les installations. (Le tronçon du
Transitway de la station Fallowfield au centre-ville de Barrhaven est financé
grâce à une autorisation approuvée dans le cadre du budget des immobilisations
de 2008.)
Voici ce que permettront
d'accomplir les projets de 2009 :
- Réaliser des évaluations environnementales du
tunnel pour le transport en commun au centre-ville et le corridor de voies
de train léger (de Blair à Tunney’s Pasture), le corridor ouest (de
Tunney’s Pasture à Baseline), le Transitway Ouest (du Transitway Sud-Ouest
à Pinecrest), le Transitway de Cumberland (de la station Blair au chemin
Navan), et un sentier allant du secteur Hunt Club à l'ouest de la
promenade de l'Aéroport jusqu'à South Keys/Greenboro;
- Réaliser des études sur la sélection de la
technologie concernant les voies de train léger, l'exécution d'un
aménagement axé sur le transport en commun, la surveillance du rendement
du Plan directeur des transports, et le plan de mise en œuvre de la
gestion du transport du chemin Richmond à Westboro.
- Effectuer la planification initiale et
déterminer l'étendue des travaux concernant différentes voies de transport
en commun intensives et prioritaires prévues dans le Plan directeur des
transports;
- Prévoir l'acquisition de propriétés à
protéger pour les futures voies de transport en commun et les
installations à mesure que les occasions se présentent et que les
propriétés deviennent disponibles (si elles ne peuvent être acquises par
l’affectation de terrain comme condition de l'aménagement).
Croissance normale du réseau
de transport en commun à mesure que s'accroît la fréquentation
En plus des principaux
projets de transport en commun rapide susmentionnés, des dépenses sont
nécessaires à la croissance normale continue du réseau de transport en commun
en fonction de l'augmentation des niveaux de fréquentation. Ces dernières
années, la fréquentation a augmenté de 2 à 5 p. 100 chaque année. De 2009
à 2018, on prévoit que 52,1 millions de dollars seront nécessaires pour
élargir le réseau de transport en commun et terminer les projets de transport
en commun rapide.
La nouvelle autorisation
demandée pour 2009, de 5,8 millions de dollars, servira principalement à
améliorer la capacité du réseau de transport d'offrir un service opportun,
attrayant, sécuritaire et fiable pour le nombre croissant d'usagers.
Voici ce que permettront
d'accomplir les projets de 2009 :
- Améliorer le Transitway pour une
accessibilité et un service à la clientèle accrus;
- Préparer la mise en service du nouveau
tronçon du Transitway entre Bayshore et Pinecrest;
- Installer des mesures assurant la priorité
aux transports en commun – signaux, bandes axiales de chaussée et
modifications géométriques – sur Carling, Baseline et Heron ainsi qu'à
d'autres endroits stratégiques;
- Mettre à niveau plusieurs des systèmes
informatiques qui soutiennent les opérations du transport en commun;
- Acheter de nouveaux véhicules de soutien au
transport en commun – des voitures pour les agents spéciaux et les
superviseurs du transport en commun ainsi qu'une dépanneuse pour les
garages d'autobus;
- Réaliser des études sur les exigences en
matière d'entretien et d'entreposage pour les autobus à deux étages ainsi
que sur les éventuelles mesures assurant la priorité au transport en
commun sur Rideau, King Edward, Fisher, Hunt Club et à d'autres endroits.
Autobus – croissance,
remplacement, remise à neuf
La Ville achète
régulièrement de nouveaux autobus pour le transport en commun, à la fois pour
remplacer les autobus dont la durée de vie utile est terminée et pour offrir un
meilleur service. De 2009 à 2018, on prévoit que 630 nouveaux autobus seront
nécessaires. Avec la remise à neuf des autobus à mi-chemin de leur vie utile,
on prévoit que 737,4 millions de dollars seront nécessaires au cours de
ces années. Ce montant comprend les améliorations apportées à la productivité
et la réduction du nombre d'autobus nécessaires à mesure que les nouveaux
tronçons du Transitway seront construits et ouverts et lorsque le premier
tronçon des voies de train léger ouvrira. Le Document 1 ci-joint contient
un tableau montrant le plan actuel concernant l'achat de nouveaux autobus au
cours des dix prochaines années.
Tous les autobus sont
remis à neuf à mi-chemin de leur vie utile, estimée à 18 ans, pour les
garder dans un état sécuritaire et fiable. Les autobus en Amérique du Nord sont
fabriqués pour être utilisés sur une période de 12 ans, au terme de
laquelle le gouvernement des États-Unis finance le remplacement, mais au
Canada, la norme consiste à remettre à neuf les autobus et à les garder en
service pendant 18 ans. La date réelle de la remise à neuf dépend de l'état
réel de chaque autobus, et par conséquent, les travaux devant être réalisés en
2009 dépendront des évaluations qui seront effectuées individuellement sur
chaque autobus.
La nouvelle autorisation
demandée pour 2009, de 100,5 millions de dollars, servira à payer
105 nouveaux autobus pour 2010 et la remise à neuf des autobus à mi-chemin
de leur vie utile en 2009. (Les 95 autobus qui sont actuellement en commande et qui seront en service à la fin
de 2009 ont été achetés grâce à l'autorisation approuvée dans le cadre du
budget des immobilisations de 2008.) S'il y a une réduction des exigences en matière
de croissance d'après l'observation de la remontée du taux de fréquentation à
la suite de la récente grève des transports en commun, le personnel apportera
les modifications nécessaires et en informera le Comité de transport en commun.
Voici ce que permettront
d'accomplir les projets de 2009 :
- Acheter 42 nouveaux autobus pour
augmenter le service durant les périodes de pointe en 2010;
- Acheter 63 nouveaux autobus pour
remplacer les autobus dont la vie utile sera terminée en 2010;
- Remettre à neuf les autobus qui sont à
mi-chemin de leur vie utile estimée en 2009.
Renouvellement
des installations et de l'équipement
D'importantes dépenses
en immobilisations sont nécessaires pour maintenir le réseau de transport en
commun en bon état. De 2009 à 2018, on prévoit que 122,8 millions de
dollars seront nécessaires pour restaurer, renouveler et remplacer les
principaux éléments physiques du réseau de transport en commun.
La nouvelle autorisation
demandée pour 2009, de 27,3 millions de dollars, servira principalement à
payer la restauration des structures, de la chaussée et des stations le long du
Transitway, de même que les travaux sur les structures, les stations et les
installations de l'O-Train pour prolonger leur durée de vie utile jusqu'à ce
qu'elles fassent partie d'une future voie de train léger, ainsi que
l'équipement et les logiciels utilisés pour faire fonctionner et soutenir le
réseau de transport en commun.
Voici ce que permettront d'accomplir les projets
de 2009 :
- Mettre à niveau les installations et l'équipement, de même qu'acquérir
la cour de triage Walkley pour soutenir le fonctionnement de l'O-Train;
- Remplacer l'équipement dont la durée de vie utile est terminée dans
les garages d'autobus et le service de caisse;
- Remplacer les véhicules de soutien au transport en commun dont la
durée de vie utile est terminée;
- Restaurer les structures et les stations de l'O-Train et du
Transitway;
- Renouveler la chaussée de certains tronçons du Transitway, de même que
les parcs-o-bus;
- Restaurer les installations d'entretien et les milieux de travail pour
soutenir les niveaux de service du réseau actuel;
- Remplacer les logiciels désuets d'établissement des horaires et de
comptabilisation des passagers, de même qu'ajouter un logiciel aux fins de
l'enregistrement des appels téléphoniques aux centres d'appels;
- Réaliser des études sur les exigences en matière de restauration du
Transitway pour 2010 et les années à venir, y compris une évaluation des
besoins immédiats avant la transformation du tronçon entre Blair et Tunney’s
Pasture en voie de train léger.
Initiatives stratégiques et réglementaires
Certaines des dépenses en immobilisations recommandées visent à améliorer
la qualité du service du réseau de transport en commun offert aux usagers ou à
respecter la réglementation changeante qui s'applique au service de transport
en commun. De 2009 à 2018, on prévoit que 53,7 millions de dollars seront
nécessaires pour financer ces initiatives stratégiques.
La nouvelle autorisation
demandée pour 2009, de 11,7 millions de dollars, servira principalement à
améliorer les communications et la sécurité à bord des autobus, de même que
dans l'ensemble du réseau de transport en commun.
Voici ce que permettront
d'accomplir les projets de 2009 :
- Mettre à niveau les systèmes informatiques à
bord des autobus et dans les milieux de travail du transport en commun;
- Acheter de nouveaux logiciels pour y intégrer
des données opérationnelles afin d'améliorer la planification et les
prises de décisions, de soutenir les opérations de Para Transpo, et
d’intégrer le système de Smartcard aux autres systèmes de la Ville;
- Acheter un système de répartition et de
gestion des documents informatisé aux fins d'application de la loi au sein
du réseau de transport en commun;
- Préparer la Phase 2 du système de gestion
de la sécurité et des opérations du transport en commun;
- Introduire l'apprentissage informatisé aux
fins de formation des employés du transport en commun;
- Préparer les plans d'urgence et de continuité
des opérations du réseau de transport en commun;
- Appliquer la stratégie de réduction des
émissions des véhicules de transport en commun.
ORIENTATIONS STRATÉGIQUES DE
LA VILLE
Voici
les orientations stratégiques de la Ville qui ont été approuvées par le Conseil
et auxquelles le budget se conforme :
A. Transport
3. Veiller à ce que les engagements
de la part des gouvernements provincial et fédéral concernant les programmes de
transport soient maintenus, et chercher un soutien accru pour les programmes
existants et les éventuels nouveaux programmes.
B. Transport en commun
3. Atteindre les
objectifs en matière de transport en commun (répartition modale de 30 %)
d'ici 2021.
4. Obtenir une flotte de transport en commun
entièrement accessible d'ici 2017.
5. Obtenir un
rendement énergétique et une efficience environnementale à la fine pointe de la
technologie d'ici 2017.
C. Renouvellement des infrastructures
6. Reconnaître les principales
installations municipales et mettre en œuvre un plan de renouvellement efficace
de ces actifs, le cas échéant.
D. Déchets solides et environnement
4. Réduire les gaz à effet
de serre dans une proportion pouvant atteindre 20 % d'ici 2012.
E. Ville durable, active et saine
9. Exiger des communautés et des centres
d’emploi axés sur les déplacements à pied, en transport en commun et à vélo.
F. Urbanisme et gestion de la croissance
2. Respecter
le tissu urbain, la forme du quartier et les limites des services des
équipements collectifs pour que la nouvelle croissance soit intégrée de façon
harmonieuse aux collectivités établies.
4. Veiller à ce que les
infrastructures municipales qu'exige la nouvelle croissance soient construites
ou améliorées si nécessaire pour répondre aux besoins.
G. Finances durables
5.
Chercher de nouvelles sources de financement
(comme les revenus fiscaux sur l'essence).
6. Rentabiliser les opérations de la Ville.
CONSULTATION
Le processus de mise à jour du Plan
directeur des transports comprenait une importante consultation en ce qui
concerne les propositions de dépenses en immobilisations liées au transport en
commun et l'établissement de l'échéancier des projets, comme on l'a déjà noté
dans le rapport du personnel suivant :
http://ottawa.ca/calendar/ottawa/citycouncil/trc/2008/11-10/ACS2008-ICS-PLA-0227.htm
INCIDENCES D'ORDRE
JURIDIQUE ET SUR LA GESTION DES RISQUES
Il n'y aucun empêchement du point de vue légal
ou de la gestion des biens à mettre en œuvre les recommandations du rapport.
RÉPERCUSSIONS FINANCIÈRES
La Direction des services financiers a élaboré un modèle de financement
de haut niveau qui prévoit les sources de financement des immobilisations
disponibles pour les projets de transport en commun sur une période de dix ans.
Les sources de
financement disponibles pour les immobilisations en matière de transport en
commun sont les suivantes :
- La taxe provinciale sur l'essence (qui ne
devrait être supérieure aux niveaux actuels);
- La taxe fédérale sur l'essence (qui ne
devrait être supérieure aux niveaux actuels);
- Les redevances d'aménagement (fondées une
étude du contexte actuel);
- Contributions aux immobilisations financées
par la cotisation du transport en commun et service de la dette;
- Recettes du programme provincial de
remplacement des autobus (qui devraient continuer).
Le modèle prévoit également que les gouvernements provincial et fédéral
contribueront chacun le tiers des fonds nécessaires pour la conception et la
construction du Plan de transport en commun rapide, qui est évalué à 1,971 milliard
de dollars (en dollars de 2009) sur une période de 10 ans.
Selon ces hypothèses, la Ville peut financer sa part de
1,825 milliard de dollars du Plan des immobilisations liées au transport
en commun sur 10 ans. Bien que le financement par emprunt soit utilisé
pour soutenir le budget des immobilisations, il ne sera accordé que lorsque les
dépenses auront lieu. La modélisation suppose que la dette sera établie trois
ans après l'approbation de l'autorisation de la dette par le Conseil. Le tableau
suivant présente une ventilation du financement de la Ville pour le Plan des
immobilisations liées au transport en commun.
|
Financement
du transport en commun sur 10 ans
|
Millions
|
|
Recettes — Fédéral/provincial
|
1,971
|
|
Réserves
du transport en commun
|
421,8
|
|
Dette
du transport en commun
|
479,9
|
|
Encaisse
des redevances d'aménagement
|
191,5
|
|
Dette
des redevances d'aménagement
|
90,0
|
|
Taxe
fédérale sur l'essence — Encaisse
|
374,1
|
|
Taxe
fédérale sur l'essence — Dette
|
95,9
|
|
Taxe
provinciale sur l'essence — Encaisse
|
156,3
|
|
Taxe
provinciale sur l'essence — Dette
|
15,4
|
|
Total
|
3,796
|
On s'attend à ce que les recettes tirées des tarifs payés par les usagers
et des cotisations au titre du transport en commun continuent d'être les
principales sources de financement pour couvrir les dépenses de fonctionnement
et d'entretien du transport en commun. Bien que des augmentations liées au taux
d'inflation soient exigées dans le plan de fonctionnement de 10 ans, on
s'attend également à ce qu'une rentabilité considérable en matière de
fonctionnement et d'entretien et des économies connexes découlent de
l'investissement dans le transport en commun rapide en 2017, lorsque la
première phase du train léger sur rail sera mise en œuvre. Comme le mentionne
le Plan directeur des transports, la stratégie d'investissement peut établir
des moyens de financement supplémentaires qui pourraient avoir une incidence
sur la cotisation au titre du transport en commun. Les résultats de la
stratégie d'investissement seront disponibles à la mi-juin 2009.
PIÈCES JUSTIFICATIVES
Document 1 Prévisions sur la flotte d'autobus de 2009 à 2018
Document 2 Budget des immobilisations provisoire de
2009 pour le transport en commun et prévisions pour 2010 à 2018
SUITE À DONNER
Les budgets seront modifiés en fonction
des délibérations du Conseil et des mesures adoptées par celui-ci.
DOCUMENT 1
PRÉVISIONS SUR LA FLOTTE D'AUTOBUS DE 2009 À 2018
|
Année
|
Autobus à retirer
|
Autobus de rechange
|
Autobus supplémentaires
|
Total annuel des achats d'autobus
|
Taille de la flotte d'autobus
|
Autobus en service chaque jour
|
|
2009
|
-70
|
+57
|
+38
|
95
|
1046
|
874
|
|
2010
|
-76
|
+63
|
+42
|
105
|
1075
|
913
|
|
2011
|
-18
|
+18
|
+30
|
48
|
1105
|
950
|
|
2012
|
-5
|
+5
|
+29
|
34
|
1 134
|
986
|
|
2013
|
0
|
0
|
+35
|
35
|
1169
|
1028
|
|
2014
|
0
|
0
|
+27
|
27
|
1196
|
1064
|
|
2015
|
-43
|
+43
|
+25
|
68
|
1221
|
1098
|
|
2016
|
-125
|
+125
|
+48
|
173
|
1269
|
1142
|
|
2017
|
-57
|
+5
|
0
|
5
|
1217
|
1095
|
|
2018
|
-40
|
+40
|
0
|
40
|
1217
|
1095
|
Remarques :
Voici sur quoi se
fondent les prévisions sur la taille de la flotte requise :
-
Une
croissance continue à long terme de 3 p. 100 en ce qui concerne la
fréquentation lors de la période de pointe en matinée (la fréquentation lors
des périodes hors pointe n'a pas d'incidence sur la taille de la flotte
d'autobus); les besoins en matière de croissance pour chaque année à venir seront
ajustés en fonction des taux de croissance observés.
-
Les
améliorations en matière de productivité dans la conception des services, en
prévoyant moins de circuits directs vers le centre-ville (des propositions
seront présentées aux fins de consultation dans le Transplan de 2009 et dans
les années à venir).
-
Les
améliorations en matière de productivité quant à la disponibilité de la flotte
d'autobus, en passant de 83 p. 100 de la flotte en service chaque
jour à 90 p. 100 d'ici 2015.
-
L'ouverture
du Transitway Sud-Ouest entre Fallowfield et Strandherd en 2011.
-
L'ouverture
du Transitway Ouest entre Moodie et Bayshore en 2013.
-
L'ouverture
du Transitway Sud-Ouest entre Baseline et Norice en 2013.
-
L'ouverture
du Transitway de Cumberland entre la station Blair et le chemin Navan en 2014.
-
L'ouverture
de la voie de train léger entre la station Blair et Tunney’s Pasture en 2017.
Autres
renseignements généraux importants :
-
Les autobus
sont normalement retirés après leur 18e année de service; les
dates de retrait précises sont établies selon l'état réel de chaque autobus.
-
Aucun
autobus n'a été acheté en 1994, 1995 et 1996, et par conséquent, très peu
d'autobus seront retirés 18 ans plus tard, en 2012, 2013 et 2014.
-
D'ici 2017,
la flotte entière sera composée d'autobus à plancher surbaissé.
Voici les
questions sur lesquelles le personnel travaille de façon continue et qui feront
l'objet d'éventuels rapports :
-
La question
qui consiste à savoir si le retrait après 18 ans est toujours la meilleure
façon de faire avec les technologies actuelles pour les autobus.
-
La question
qui consiste à savoir si l'échéance de retrait normale peut être modifiée pour
réduire le nombre de nouveaux autobus nécessaires durant l'année de pointe,
2016.
-
Des mesures
de productivité supplémentaires qui pourraient réduire l'éventuelle taille de
la flotte tout en améliorant le service.
-
Une enquête
sur le meilleur ensemble d'autobus de tailles différentes – (de petits autobus,
des autobus de 40 pi, articulés ou à deux étages) et les types de
carburant – (diesel, hybride au diesel et à l'électricité ou les technologies
de pointe).
Les éventuels
changements apportés à la flotte d'autobus en fonction des changements apportés
aux renseignements de base ou en fonction des conclusions des recherches
actuelles ou futures seront signalés à ce moment-là et lors des futures mises à
jour de ce tableau.
2009
Transit Capital Budget & 9 year Forecast
Budget des immobilisations liées au transport en
commun pour 2009 et prévisions pour 9 ans
ACS2009-CMR-FIN-0005 CITY
WIDE / À L'ÉCHELLE DE LA VILLE
Alain Mercier,
General Manager of Transit Services provided a detailed presentation of the
2009 Transit Capital Budget and nine year forecast. A copy of his presentation is held on file.
The Committee received the
following public delegations:
Kevin Kinsella expressed
concern about the absence of safety improvements at some O-Train stations and
suggested there should be a line item in the budget to reflect these
improvements. To elaborate further, he
explained that the station at Carling Avenue is situated in such a way that
people cannot see what is going on from the road or from anywhere else unless
they are standing on the track. He and
his wife are both concerned about the possibility of an assault at this
location, especially since it is not well lit around the elevator at
night. He has similar concerns with the
Bayview Station.
When asked to
respond to these concerns, Alain Mercier, General Manager, Transit Services
explained that there is a specific line item for safety in the budget, which
contains elements of improvements and upgrades and he confirmed that O-Train
stations would be addressed. He
indicated that an audit on accessibility requirements is currently underway and
a report would be brought forward to the Committee in the spring. Staff have specifically reserved some money
to deal with some of the issues coming out of that audit and which have not
been contained in the budget.
Councillor Doucet made note
of the fact that the O-Train was never intended to be a permanent service and
so the stations were set up quickly as a way to find out if the service
worked. Now that it has been proven to
be successful, he wondered how the City plans to address this temporary nature. Mr. Mercier indicated that one of the
focuses of the Capital program moving forward is to invest in a more permanent
O-Train operation which will include items such as: station access; lighting and closed circuit TV cameras. He acknowledged that the whole operation of
the O-Train would be brought up to a better standard, until such time as the
second phase of the rapid transit is in place.
David Gladstone was pleased to
hear there would be investments made to the O-Train because he agreed it has
been very successful and improvements are long over-due. He stated that what is missing is investment
in expanding the existing railway lines, which was the intent when the O-Train
service started. He made note of the
fact that hundreds of millions of dollars will be spent to buy new buses, but
there is no mention of buying new trains.
He emphasized that the immediate way the O-Train was back in service
following the transit strike was a reflection of how dependable the train is
and how quickly it can be reintroduced.
He encouraged the City to discontinue buying costly buses, and start
talking seriously about expanding the O-train because it is more fuel
efficient, requires less operators and, he suggested, less maintenance per
passenger.
With regards to
his comment regarding studies of light rail technology and transit- oriented
development, Councillor Leadman asked if this was in relation to the West
Transitway for the TMP. Vivi Chi,
Manager of Transportation and Infrastructure Planning, concurred that it would
be part of the EA for the western corridor study. The councillor suggested that the terminology used in the report
should be corrected to include Carling Avenue.
Councillor Harder inquired
how much the budget has changed because of the strike with regards to growth
projections, et cetera. The General
Manager advised that there has been no change in the growth projections as part
of the 10-year outlook. Essentially,
all that has been done is adding improvements over the last two months, where
the construction of an additional garage ($60M) has been pushed off beyond the
10-year horizon.
Councillor
Leadman noted that the City would be purchasing 42 new buses for growth and she
asked where those buses are planned to go and given the fact that the economy
is going to be slowing down, she wondered if there had been an adjustment for
growth. Mr. Mercier explained
that growth buses are reflected in the budget based on short-term growth; staff
are expanding and reallocating buses as they are procuring new ones to improve
the downtown flow. This has been part
of a Committee-approved strategy to move higher-capacity buses through the
downtown to ease congestion. The mix of
buses is adapted in the short-term, to address anticipated growth
projections. At this time, staff is
seeking the authority to purchase buses in accordance with this budget and
there is no indication that they should be changing their strategy because the
network improvements will bring additional ridership.
Responding to the
councillor’s concern that while others are adjusting for the economy, the City
is going ahead and spending, without any adjustments and she found this to be
highly unusual. Mr. Mercier explained that
they have not seen any indicator to change their ridership projection at this
time, unless there is a substantial change in federal government
employment. He concurred that in
certain areas outside of the city where there has been a downturn in the economy
outside, these do not have as direct an impact on their ridership. Network improvements are having a
substantial impact on their ridership and they are continuing with those. He felt that at this time, the employment
figures from their ridership base and those that drive their ridership base are
not those seen in other cities, where there are substantial job losses.
With regards to
the situation of elevators being out of service, Councillor Leadman recognized
that they have been an issue for a couple of years, but staff are only just now
talking about conducting inspections.
If staff is aware there are problems, she wondered why something more
definitive was not being done. In this
regard, she expected staff to bring forward a report on the status of the
elevators. The General Manager stated
that at previous meetings staff had reported on the extensive audit done of the
elevator network and they have also received questions regarding elevators
breaking down and these had been responded to at Committee. If it was the wish of the Committee, he
indicated staff could bring forward a report on an update of the capital
upgrading program of elevators over the next few years, as well as a review of
the operation procedures. The Chair
suggested this be a direction to staff.
Councillor
Wilkinson made note of the fact that in 2007, Council invested $8M in the West
Transitway (Bayshore to Moodie) to do the design and get the land required to
move forward with this project. She
noted that this has now been pushed off until this year , although the land has
not been acquired and the design has not been started. She wondered why the Committee was approving
money for projects that do not happen.
In response, Ms. Chi explained that of last year’s authority of $8M,
only $300,000 was spent. She believed
the design is now underway. The
councillor noted that the year for construction now shows it being 2011. She stated that this was one of the
priorities in the transitway, and yet now it does not appear that the City is
going to start anything for another few years.
Ms. Chi indicated that while the City approved the authority, it still
requires funding contributions from the senior levels of government before the
construction can get underway. She
indicated that the design had not proceeded sooner because the funding was not
in place from the other levels of government to assist with the construction.
Councillor
Wilkinson remarked that they would not approve building until the design is
complete, reverting back to her initial question of why the design had not yet
been completed. She recalled that last
fall, as part of the approval of the TMP, Council approved a Motion to
immediately start working to get the funding from the federal and provincial
governments under the Build Canada Fund.
She noted that none of those are listed and asked if staff are going to
get this funding and plan to report back to the Committee with respect to how
to deal with those. Nancy Schepers,
Deputy City Manager, advised that in terms of those projects that were
identified when authority was on the books, they are not proceeding unless they
have the funding.
Responding to
additional questions posed by the councillor, Marian Simulik, City Treasurer,
advised that the Build Canada Fund is a seven-year period and the work is
ongoing and hopefully the federal government will release the rules and give
staff an idea of how to apply for this money.
And, if the City is successful in making an application, staff would
report back with a request for Council to advance the required authority. She added that at this point in time, staff
are not particularly optimistic that this money is actually going to be
committed in 2009 and have therefore identified it in 2010, 2011, and 2012.
When asked whether
the applications were moving forward, Ms. Simulik indicated that there is
nothing currently in place to make an application to.
With regards to
growth assumptions, Councillor Wilkinson noted that those have not changed, but
she anticipated staff would have to report to the Committee each month with
regards to what is happening with the ridership so those growth assumptions can
be adjusted accordingly. Mr. Mercier
confirmed it was their intention to do this.
Councillor Bloess
referred to the acquisition of 42 new buses for growth this year and 30 in
2010. He stated that the projected
ridership growth is going to be off now because of the strike. Mr. Mercier remarked that ridership growth
over the next 10-years to support this plan has not been adjusted. He believed there was a need to separate the
short-term expectations from an investment decision where these buses will be
brought in within 18 months. The
councillor agreed that what was needed was to look beyond this for the buses
being ordered this year (that are showing up next year), and those that will be
ordered in 2010.
That
the Draft 2009 Transit Capital Budget and 9 Year Forecast
be received and tabled at the Special Transit
Committee meeting to be held on February 9,
2009 for subsequent consideration on February 18, 2009, followed by
deliberation and consideration by Council at a subsequent meeting.
RECEIVED
Direction to staff
That staff provide an update on the capital
upgrading process of elevators at transit stations as well as a review of
operating procedures.
2009 Transit Capital Budget
& 9 year Forecast
Budget des
immobilisations liées au transport en commun pour 2009 et prévisions pour 9 ans
ACS2009-CMR-FIN-0005 city wide / à l'échelle de la ville
The following
submissions were received and are held on file:
a. K. Beltzner e-mail dated
17 February
b. K. Holmes e-mail dated
18 February
David Gladstone spoke briefly to the
Committee and made note of the fact that there did not appear to be any mention
of extending the O-Train. Given the
issues previously discussed about the availability of the bus fleet, he
suggested that spending hundreds of millions of dollars over the next 10 years
buying buses may not be the right decision.
In response to a question posed by Councillor Legendre as a result of
these comments, Mr. Mercier explained that investment is planned for the
O-Train.
Councillor Wilkinson was concerned about the number of buses being
ordered for next year because some that were purchased for this year will not
be needed as growth buses because it will take some time to get the ridership
back to pre-strike levels. Mr. Mercier
confirmed that staff would bring forward that analysis on 4 March at which
time, the Committee will be able to make the necessary adjustments to the
capital program. He added that their
report does not include a final purchase quantity until the growth assumptions
are confirmed. He confirmed that the
recommendation for the total number of buses to be purchased in 2010 will be
brought forward in March and will take into account any buses being obtained
this year that will not be needed for growth this year.
With regards to works in progress, Councillor Wilkinson, mentioned that
some projects, which were previously approved, have not progressed, e.g., the
EA for the West Transitway (Bayshore to Moodie) was funded for $8M and yet
hardly any money has been spent so far.
Ziad Ghadban, Manager, Construction Services/Development confirmed that
the design for that project was initated in January. He explained further that delays occurred when a review of the
previous EAs revealed that the information was quite old and staff had to have
discussions with the MTO before they were able to get the project underway.
Councillor Wilkinson referred next to the EA for the West Transitway
(Terry Fox to Hazeldean) and wondered what the status was of that project,
noting it’s importance to the development being planned in Kanata West. Vivi Chi, Manager, Transportation and Infrastructure
Planning confirmed that no work has yet been done because that EA is part of
the original larger, east/west light rail project and those were all put on
hold until the TMP was approved, which occurred last November. The councillor explained that even if it is
not to be built for many years, there is still a need to know where it is going
to go because development is being delayed because of that delay. Mr. Ghadban confirmed the work would proceed
this year. The councillor noted there
is a similar situation in the east end and Ms. Chi advised that the EA for the
Cumberland transitway is being undertaken as part of an expanded scope of the
hospital link study. The councillor
reiterated that Council needs to know what the work plan is during the year of
when these project are going to go ahead and the Deputy City Manager agreed to
follow-up accordingly.
Councillor Legendre noted that the pedestrian overpass at Coventry Road
(which was to start in 2010 and be completed the following year), has been
delayed a number of times and he was seeking assurance from staff that there is
nothing in this report that may generate a further delay. Ms. Chi confirmed that the 2009 workplan
reflects the fact that the EA has to be undertaken and assured the councillor
there would be no further delays on that project.
With regards to the West Transitway (Bayshore to Moodie), Chair Cullen
asked that the Crystal Beach/Lakeview community be consulted early in the
process on the design options. Mr.
Ghadban confirmed they would undertake that public consultation.
In light of the Revised 2009 Transit Operating Budget coming forward to
the Committee on 4 March, it was suggested that the 2009 Transit Capital budget
report be deferred to the next meeting.
Moved by M. Wilkinson
That this item be deferred to the Transit Committee meeting scheduled
for 4 March 2009.
CARRIED