Decision on North Waterloo Routing

Transcription

1 Next Steps Decision on North Waterloo Routing Two route variations remain in north Waterloo. The final preferred route will include only one of the two variations. Please consider these two variations and include your comments on the Comment Sheet provided. Waterloo Rail Spurline Pros Generates 15% more ridership because of projected employment Stations at Northfield/ Parkside Drive and Research+Technology Park will serve employment-based ridership Trip time is two minutes faster UW station can be more centrally located on campus and this station location will integrate well with local bus routes Less impact to the road network Cons Does not serve WLU campus well, making shuttle service necessary Limited residential or affordable housing along spurline Property required to create space for both LRT and freight rail in the spur right-of-way Need agreement with CN and freight rail operator Slightly higher capital costs

2 Next Steps Decision on North Waterloo Routing King Street Pros Serves both UW and WLU as well as highdensity residential node at King/University Serves high number of residential and low income housing units Slightly lower capital costs Easier to build LRT on King Street now than in the future. Spurline can easily be held for future rapid transit development Cons Does not serve Research +Technology Park well, making shuttle service necessary UW station is located on University Avenue, with limited space for buses to stop and connect Rapid transit in the centre of King Street between Weber and Hickory Streets will reduce property access aggravating congestion in an already busy commercial/high density residential corridor Longer trip time (about 2 minutes) due to traffic signals along King Street and University Avenue

3 Next Steps GRT Redesign A preliminary concept has been completed for a redesign of the current Grand River Transit (GRT) network to integrate it with the Rapid Transit system High demand transit corridors have been identified that will bring riders from outside the Central Transit Corridor to the rapid transit system and provide seamless transit service across the region Changes to the current GRT network will be implemented to coincide with the start of rapid transit service This conceptual map shows what the new GRT network might look like:

4 New Transit EA Process and Project Funding Pending Regional Council approval of a preferred rapid transit system, the project will transition into the new environmental assessment (EA) process for transit projects. The new transit EA: Became effective in June 2008 Is based on a six-month regulated timeline from notice of commencement to completion Limits assessment of impacts to those of Provincial significance Is intended to streamline approvals for transit infrastructure improvements in Ontario. New transit initiatives can be constructed faster so the benefits to communities, the environment and the economy can be achieved sooner Project funding is anticipated from three levels of government: Region of Waterloo Province of Ontario Federal Government

5 Next Steps Project Implementation Summer 2009 June 5, 2009 Comment Sheets due June 10, 2009 Special Regional Council Meeting (to hear delegations about rapid transit) June 24, 2009 Regional Council Meeting (Council considers Recommended Rapid Transit option) Summer - Fall 2009 Regulatory Approvals Transition to New EA Transit Regulations Conduct Public Consultation Submit required documentation December 2009 Complete EA Design and procurement Construction 2014 Operation

6 What Do YOU Think? Add your voice to the discussion The Rapid Transit Project Team would like to hear your comments on the preferred Rapid Transit System and the Staging Option. Submit your comments before June 5, 2009 by: Visiting the project website and filling in our online comment form Via at Using the Public Comment Sheet and placing it in the Comment Box today Taking the Public Comment Sheet home and mailing or faxing it to the address listed If you wish, register as a delegation for the June 10, 2009 Public Meeting with Regional Council. Region of Waterloo Rapid Transit Initiative 150 Frederick Street, 8th Floor Kitchener, ON N2G 4J3 Phone: ext Fax: rtinfo@region.waterloo.on.ca

7 Engineering Considerations Some existing traffic lanes will be converted to rapid transit lanes. This would result in changes to traffic patterns, may reduce on-street parking, number of traffic lanes, left turn access, movements into driveways, and traffic safety. Changes around rapid transit stations i.e. intensification Noise / vibration Consider alternate traffic routes and parking locations, allow right-in/ right-out turns, U-turns and implement signal priority and provide effective signage. Develop station area plans to guide change improved pedestrian and cycling facilities, more amenities (shopping, entertainment, services) Noise increase will be less than 5 decibels BRT current bus standards dictate low noise LRT consider rubber dampening for rails and lubrication at curves Disruption during construction (similar to road reconstruction) Environmental considerations i.e. parks, conservation reserves and protected areas; endangered species, fish and their habitats; culturally significant properties; etc. Accessibility for passengers Planning to minimize disruption maintain emergency service access, block-by-block construction to minimize disruption and detours Take measures to have less impact on the environment Low floor vehicles, level with platforms

8 How We Determined Route Details Cross-sections were prepared for two-, four-, and six-lane roads Considered available utilities information and agency/stakeholder input (e.g. CN/CP, MTO, Cities) Considered traffic impacts, particularly in the downtown areas Principles include: Minimize property acquisition and impact on driveway access Minimize changes to signalized intersections, including impacts to turning lanes, where possible For off-road routes (railway corridors and Hydro corridor) minimize cross-over and separation between heavy rail and Rapid Transit maintain minimum clearances to Hydro towers For on-road routes (arterials and highways) where road right-of-way is wide enough, use centre median lanes where road right-of-way is narrow, consider curb lanes, boulevard, one-way system, parallel roads for Hwy 8 and 401 Adapted Bus Rapid Transit routes use bus by-pass shoulders for exclusive bus use to maintain Rapid Transit speeds

9 Rapid Transit in Core Areas Northbound and southbound dedicated rapid transit lanes are located on different streets in both Uptown Waterloo and downtown Kitchener. One dedicated rapid transit lane on each street minimizes impacts to property, parking, utilities, and traffic. For the future LRT system in downtown Cambridge, a single dedicated transit lane south of Parkhill Road will be used for operation in both directions. In all three core areas, dedicated rapid transit lanes are located along the curb, with station platforms on the sidewalk. Uptown Waterloo Downtown Kitchener Downtown Cambridge