Confederation Line (Stage 1) | In Service 1.0

[rocketphish]

Uncertainty lingers over expenses racked up during LRT delay

Jon Willing, Ottawa Citizen
Published on: February 7, 2018 | Last Updated: February 7, 2018 4:47 PM EST

Questions linger about how insulated municipal taxpayers are against extra costs related to the LRT delay.

Hints of uncertainty were sprinkled through a finance and economic development committee meeting this week as city managers tried to assure politicians that the $2.1-billion fixed-price contract was virtually bulletproof.

For some councillors, one of the most surprising facts revealed by city lawyers on Tuesday is that there is no detailed language about what municipal costs the Rideau Transit Group will be cover during the delay period.

Councillors heard there is no specific clause in the agreement that perfectly responds to the city’s extra costs in the event of a missed handover date. The contract framework will sort it all out, lawyers assured politicians.

Part of that framework is a process the city and RTG have agreed to use to settle disputes, but if the two sides can’t agree on the costs through negotiations between senior officials, mediation or arbitration, there’s a chance the disagreements could end up in the courts.

The city expects to take possession of the Confederation Line LRT on Nov. 2, a delay of more than five months from the May 24 handover date written into the contract with RTG. Under the contract, the builder is allowed to push the handover date without paying a cash penalty to the city.

That means the city will continue running a high-capacity bus system through the downtown core between June and November. OC Transpo will continue to pay drivers, buy fuel and cover any bus repairs related to that service. For those drivers who transitioned to LRT operations, their training will last several months longer than anticipated.

Everything comes with a price.

Mayor Jim Watson seems confident RTG will be responsible for all of the city’s delay-related expenses, but some of this council colleagues are skeptical.

“Is this going to cost us a whole lot more money or not?” Gloucester-Southgate Coun. Diane Deans said on Wednesday.

Deans still can’t believe the city can’t use a $1-million penalty clause against RTG for not meeting the contracted handover date.

“Once burned, twice shy,” Deans said.

“When I hear the same people suggesting RTG will cover the city’s additional costs, I just want to know what the contract says.”

https://www.scribd.com/document/371003437/Feb-7-2018-Memo-LRT-Revenue-Service-Date

“Why should the taxpayer have to pay?” River Coun. Brockington asked. “I’m not willing to relent on any dollar.”

The city trumpets its fixed-price contract with RTG to guard against cost overruns on the construction of the LRT system, but reimbursing the city for operational expenses is another matter.

The city is putting together a rundown of expenses it will rack up because of the delay. It will likely include everything to do with Transpo operations and costs related to keeping the O-Train construction office going.

“We are now incurring new costs,” Brockington said, and he has written to city management asking for a complete list.

Kanata North Coun. Marianne Wilkinson said she has several questions about the impact on bus service because of the LRT delay, in addition to questions about RTG’s approach to covering the city’s costs.

“I have a lot of concerns,” Wilkinson said. “Whether (RTG) is going to agree to it or fight it, we don’t know.”

Wilkinson believes her community receives a lesser bus service compared with other areas. Maintaining a bus line between downtown and west Ottawa for at least five more months will give transit commuters more headaches as buses navigate downtown streets, she said. When LRT is running, customers will take a train through downtown to Tunney’s Pasture and transfer to a bus for the rest of the westbound trip.

RTG wasn’t answering questions on Wednesday, deferring to the city for any LRT delay-related information.

There are even outstanding questions about the financial impact on the city because of the Rideau Street sinkhole in June 2016. According to the city, RTG is delivering the LRT system late because of the impact of the sinkhole on construction timelines.

Could the city be on the hook for any costs to fix the sinkhole, even if RTG is perceived by city hall officials to be the only one responsible?

“They are making an insurance claim for the sinkhole and I would imagine that that discussion with their insurance company will determine whether they wish to seek any damages from the city,” city manager Steve Kanellakos told council members at the finance and economic committee meeting on Tuesday.

Kanellakos reminded councillors that independent reports on the cause of the sinkhole show it wasn’t the city’s fault.

“We think they have a very weak case to be able to put this back on the city when they happened to be tunnelling in the exact spot where the sinkhole happened,” Kanellakos said.

Of course, anyone can sue anyone.

RTG can choose to sic its lawyers on the city.

And the city, if it feels it’s owed money from the LRT delay, can go after RTG if the dispute process doesn’t work in taxpayers’ favour.

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http://ottawacitizen.com/news/local-news...over-expenses-racked-up-during-lrt-delay

[OCCheetos]

Originally Posted by lrt's friend

There is no guarantee that an early November turn over will mean that they can actually start service at the end of November. If problems are found during final training and testing, there could be further delays.

There may not be a real "guarantee", but the Mayor himself tweeted that it would open in November. Someone should archive that tweet!

[lrt's friend]

Originally Posted by OCCheetos

There may not be a real "guarantee", but the Mayor himself tweeted that it would open in November. Someone should archive that tweet!

A politician has to present a positive face on all issues. Of course, this is why the city wanted to push back to November 2nd to reduce the possibility of having to present further delays to the public.

[roger1818]

Originally Posted by lrt's friend

A politician has to present a positive face on all issues. Of course, this is why the city wanted to push back to November 2nd to reduce the possibility of having to present further delays to the public.

I agree. I believe there is a high probability that we will hear another announcement in 6-8 months that they are "ahead of schedule" and will transfer ownership before the November 2nd deadline.

[roger1818]

Originally Posted by acottawa

Yes, but the area outside of the circle is either walking distance to St Laurent or Blair stations or accessible to a bus route that serves one of those stations.

The problem with circles is they don't tell the whole story. I would argue that everything south of the 417 is not terribly walkable (some would do it, but more would use it if a bus was available). I would also argue that the area off of Cyrville between the 417 south and Innes would be better served by Cyrville station if they had direct bus service.

I drew a map of what I believe to be the realistic potential walkable and busable catchments for Cyrville Station (I'm open to feedback) assuming appropriate infrastructure is added.

https://drive.google.com/open?id=1Etwb86w1sFqcbMRZw9PFm8I1b0tPwSAT&usp=sharing

[acottawa]

Originally Posted by roger1818

The problem with circles is they don't tell the whole story. I would argue that everything south of the 417 is not terribly walkable (some would do it, but more would use it if a bus was available). I would also argue that the area off of Cyrville between the 417 south and Innes would be better served by Cyrville station if they had direct bus service.

I drew a map of what I believe to be the realistic potential walkable and busable catchments for Cyrville Station (I'm open to feedback) assuming appropriate infrastructure is added.

https://drive.google.com/open?id=1Etwb86w1sFqcbMRZw9PFm8I1b0tPwSAT&usp=sharing

That's an interesting map. But your bus catchment area is almost exclusively home improvement and light industrial businesses, which are about the least likely businesses to drive transit ridership. The residential pocket in the corner is served by the 26, which is less than 10 minutes from Blair (a more convenient location for many riders than Cyrville).

[LDROttawa]

Originally Posted by roger1818

The problem with circles is they don't tell the whole story. I would argue that everything south of the 417 is not terribly walkable (some would do it, but more would use it if a bus was available). I would also argue that the area off of Cyrville between the 417 south and Innes would be better served by Cyrville station if they had direct bus service.

I drew a map of what I believe to be the realistic potential walkable and busable catchments for Cyrville Station (I'm open to feedback) assuming appropriate infrastructure is added.

https://drive.google.com/open?id=1Etwb86w1sFqcbMRZw9PFm8I1b0tPwSAT&usp=sharing

I agree - the walking infrastructure around there is not that great, so the 800m radius doesn't really work.

I think the map you've created underestimates the North and overestimates the south/east. In the north I would extend it about block further north across Ogilvie - that's the 10 min limit. For the south/east, I don't see it going further up Cyrville than Star Top Rd. - that's the 10 min walk marker.

[TransitZilla]

Originally Posted by LDROttawa

On a second note, I have a question I've been unable to find an answer for: once the Confederation line opens, will any local buses be connecting at Cyrville station? From what I can see, they won't, which to me seems like such a waste as the station itself is pretty isolated. It's the closest station to where I live, but would still be a 14 min walk, so I'd love it if there was a connecting bus I could catch.

As has been mentioned, the local buses in the area all go to St Laurent or Blair because those are more attractive connecting locations to more people and are actually destinations in themselves.

You could consider biking; there have been some big improvements to cycling facilities on Cyrville Rd to provide improved connectivity to the station.

[roger1818]

Originally Posted by acottawa

That's an interesting map. But your bus catchment area is almost exclusively home improvement and light industrial businesses, which are about the least likely businesses to drive transit ridership.

True. I don't see it being much different than Cannotek and it has a direct bus from Blair. The current route 42 takes a pretty round about route to get there

The residential pocket in the corner is served by the 26, which is less than 10 minutes from Blair (a more convenient location for many riders than Cyrville).

Or 2-3 minutes by bus to Cyrville. If you need to transfer to a bus at Blair, the 26 is the better option, but for those going downtown, a bus to Cyrville would be better. The route would potentially continue to St-Laurant, which is an even better destination than Blair.

Originally Posted by LDROttawa

I think the map you've created underestimates the North and overestimates the south/east. In the north I would extend it about block further north across Ogilvie - that's the 10 min limit.

I contemplated extending it across Ogilvie, but figured crossing a major road would act as a deterrent to walking. I'll change the map though.

Edit: I made the change, but looking at it, since the only crosswalk on Ogilvie is at Cummings, Few are actually within a 10 minute walk of the station, so I changed it again.

For the south/east, I don't see it going further up Cyrville than Star Top Rd. - that's the 10 min walk marker.

The south is the bus catchment, so it is probably only a 2-3 minute bus ride. As I said the 417 acts as a major barrier for pedestrians, especially with Cyrvialle crossing it at a 45 degree angle. If there was a sheltered pedestrian overpass, that would be one thing, but most pedestrians won't want to use an exposed vehicle overpass (with cars wising by) unless they absolutely have to, especially when it is hot and humid or cold and windy (i.e. most days in Ottawa).

[TransitZilla]

Originally Posted by roger1818

Or 2-3 minutes by bus to Cyrville. If you need to transfer to a bus at Blair, the 26 is the better option, but for those going downtown, a bus to Cyrville would be better. The route would potentially continue to St-Laurant, which is an even better destination than Blair.

They could consider removing the 26 from Beaverpond, Blair and Innes, and extending it from Maxime/Cyrville to St Laurent via Cyrville.

[acottawa]

Originally Posted by roger1818

Or 2-3 minutes by bus to Cyrville. If you need to transfer to a bus at Blair, the 26 is the better option, but for those going downtown, a bus to Cyrville would be better. The route would potentially continue to St-Laurant, which is an even better destination than Blair.

Plus stops, plus the time to walk to Cyrville (as opposed to the 26 that goes through the neighbourhood).

Cyrville may still be a few minutes shorter, but Blair or St Laurent are much better places to transfer (particularly on the way back from downtown) due to the presence of station amenities, an attached shopping centre, better shelters and more people around (plus it facilitates transit operations because there are turnaround, bus storage and driver break facilities).

[roger1818]

Originally Posted by acottawa

Plus stops, plus the time to walk to Cyrville (as opposed to the 26 that goes through the neighbourhood).

My intent was to only include houses where the walk to catch the modified route 42 (that serves Cyrville Station) would be about the same as the walk to catch the 26, but I messed up a bit. I have fixed that now.

[acottawa]

Originally Posted by roger1818

My intent was to only include houses where the walk to catch the modified route 42 (that serves Cyrville Station) would be about the same as the walk to catch the 26, but I messed up a bit. I have fixed that now.

That's a pretty small number of houses.

[roger1818]

Originally Posted by bradnixon

They could consider removing the 26 from Beaverpond, Blair and Innes, and extending it from Maxime/Cyrville to St Laurent via Cyrville.

Now that is an interesting idea. I was thinking of somehow splitting the 42 but extending the 26 might be better. The 42 cold then be re-routed to serve Beaverpond. It could also be removed from Cyrville and instead continue on Innes to Startop, loop around and come out on Bellfast to Industrial.

That way both Maxime/Meadowbrook and Beaverpond get bi-directional service.

[roger1818]

Originally Posted by acottawa

That's a pretty small number of houses.

Agreed. I think the bigger idea is that while a Cyrville station will induce TOD north of the 417, a bus would be needed to spawn TOD south of the 417. Its a bit of a chicken and the egg thing. Without a bus, you won't get TOD but without TOD demand for a bus will be small. The key is to modify an existing route rather than create a new one.

[roger1818]

Originally Posted by roger1818

Now that is an interesting idea. I was thinking of somehow splitting the 42 but extending the 26 might be better. The 42 cold then be re-routed to serve Beaverpond. It could also be removed from Cyrville and instead continue on Innes to Startop, loop around and come out on Bellfast to Industrial.

That way both Maxime/Meadowbrook and Beaverpond get bi-directional service.

Thinking more about it, another option is to keep the existing loop on the 26 but instead of running up Blair Rd to Blair Station, run up Cyrville Rd to St-Laurent Station (via Cyrville station). This would be better for some and worse for others, but on average it would be the same, maybe even a bit better for those wanting to go downtown.

[hwy418]

Cyrville Station will basically serve the employment node between Cyrville / St.Laurent / 417 and condos in the NE of the station.

There is some huge TOD potential for this station - see this proposed development (PDF). A future MUP is planned from Michael Street to Ogilvie/Aviation Pkwy intersection via Cyrville Station.

A bus transfer station it is not.

[acottawa]

Originally Posted by roger1818

Agreed. I think the bigger idea is that while a Cyrville station will induce TOD north of the 417, a bus would be needed to spawn TOD south of the 417. Its a bit of a chicken and the egg thing. Without a bus, you won't get TOD but without TOD demand for a bus will be small. The key is to modify an existing route rather than create a new one.

I don't know, it is pretty difficult to get TOD with a local bus service (otherwise pretty much everything could be called TOD). It will take years for the immediate area around Cyrville station to develop, so there isn't really a need to encourage TOD in the home improvement district for some time.

[roger1818]

Originally Posted by hwy418

A future MUP is planned from Michael Street to Ogilvie/Aviation Pkwy intersection via Cyrville Station.

I assume you mean the southern end of Michael Street North and not a bridge across the 417 to Michael Street. It would be nice if the could extend it further west to St-Laurant Station, potentially connecting it to the MUP west of the station.

[Truenorth00]

Originally Posted by hwy418

Cyrville Station will basically serve the employment node between Cyrville / St.Laurent / 417 and condos in the NE of the station.

There is some huge TOD potential for this station - see this proposed development (PDF). A future MUP is planned from Michael Street to Ogilvie/Aviation Pkwy intersection via Cyrville Station.

A bus transfer station it is not.

Sadly, this development is decades off. TOD just 🞵🞵🞵🞵🞵 in this town.