1. OC Transpo Transplan 2002

Transplan 2002 d’oc transpo

Committee Recommendation As Amended

That Council approve the following changes to the OC Transpo route network, to improve transit service by serving the new park and ride lot at Trim Road, improving connections from the O‑Train, introducing service into new residential and employment areas, and reducing customers’ travel time, walking distance to the nearest bus stop, or the number of transfers they need to make:

Area	Routes	Service Change
Kanata	Route 161 Route 161 Route 162	Re-route New direct north-south trips Re-route
South Nepean	Routes 73 and 77 Route 181	Re-route in afternoon New all-day service
Central Ottawa	Tunney’s Pasture, O’Train and Gatineau	New route
Ottawa South	Hawthorne Industrial Park	New route
Ottawa East	Coventry Road Route 194	New route Re-route
Orléans	Trim Road park and ride Route 136	New route to downtown Re-route

That Council approve that afternoon peak service for Routes 73 and 77 not be moved to Oriska Way.

Recommandations Modifees

Que le Comité de transport et des services de transport en commun recommande l'approbation, par le Conseil, des changements suivants au réseau des circuits d'OC Transpo, afin d'améliorer le service du transport en commun en desservant le nouveau parc-o-bus sur le chemin Trim, en améliorant les correspondances depuis le service O-Train, par la mise en place d'un service d'autobus dans les nouvelles zones residentielles et d'emploi et par la réduction du temps de déplacement de la clientèle, de la distance à l'arrêt d'autobus le plus rapproché ou du nombre de correspondances.

Endroit	Circuits	Changement au service
Kanata	Circuit 161 Circuit 161 Circuit 162	Modifié Nouveaux trajets directs nord-sud Modifié
Nepean sud	Circuits 73 et 77 Circuit 181	Modifié en après-midi Nouveau service toute la journée
Ottawa centre	Tunney’s Pasture, O’Train et Gatineau	Nouveau circuit
Ottawa sud	Parc industriel Hawthorne	Nouveau circuit
Ottawa est	Chemin Coventry Circuit 194	Nouveau circuit Modifié
Orléans	Parc-o-bus sur le chemin Trim Circuit 136	Nouveau circuit vers le centre-ville Modifié

Que le Conseil municipal approuve que le service aux heures de pointe des circuits d’autobus 73 et 77 ne soit pas déplacé à Oriska Way.

Documentation

1. General Manager, Transportation, Utilities and Public Works report dated 29 April 2002 is immediately attached (ACS2002-TUP-TRN-0008).

2. S. Bertolissi presentation made to the Transportation and Transit Committee on 15 May 2002 immediately follows the report.

3. The following documentation was received and is held on file:

a. A petition dated 15 March 2002 containing 66 signatures and one copy (59 received) of comments submitted during Transplan 2002, objecting to the proposed service changes on Oriska Way.

b. Correspondence from D. Gladstone

4. A draft Extract of Minutes, 15 May 2002, will be distributed prior to Council and will include the voting record.

Report to/Rapport au:

Transportation and Transit Committee/

Comité de transport & des services de transport en commun

and Council/et au Conseil

April 29, 2002/le 29 avril 2002

Submitted by/Soumis par: R.T. Leclair, General Manager/Directrice générale,

Transportation, Utilities and Public Works/Transport, services et travaux publics

Contact/Personne-ressource: G. Diamond, Director/Directeur,

Transit Services/Service du transport en commun

842-3636 ext. 2271, gordon.diamond@transpo.ottawa.on.ca

Ref N°: ACS2002-TUP-TRN-0008

SUBJECT: OC TRANSPO TRANSPLAN 2002

OBJET: TRANSPLAN 2002 D’OC TRANSPO

REPORT RECOMMENDATION

That the Transportation and Transit Committee recommend Council approve the following changes to the OC Transpo route network, to improve transit service by serving the new park and ride lot at Trim Road, improving connections from the O‑Train, introducing service into new residential and employment areas, and reducing customers’ travel time, walking distance to the nearest bus stop, or the number of transfers they need to make:

Area	Routes	Service change
Kanata	Route 161 Route 161 Route 162	Re-route New direct north-south trips Re-route
South Nepean	Routes 73 and 77 Route 181	Re-route in afternoon New all-day service
Central Ottawa	Tunney’s Pasture, O‑Train, and Gatineau	New route
Ottawa South	Hawthorne Industrial Park	New route
Ottawa East	Coventry Road Route 194	New route Re-route
Orléans	Trim Road park and ride Route 136	New route to downtown Re-route

RECOMMANDATION DU RAPPORT

Que le Comité de transport et des services de transport en commun recommande l'approbation, par le Conseil, des changements suivants au réseau des circuits d'OC Transpo, afin d'améliorer le service du transport en commun en desservant le nouveau parc-o-bus sur le chemin Trim, en améliorant les correspondances depuis le service O-Train, par la mise en place d'un service d'autobus dans les nouvelles zones residentielles et d'emploi et par la réduction du temps de déplacement de la clientèle, de la distance à l'arrêt d'autobus le plus rapproché ou du nombre de correspondances.

Endroit	Circuits	Changement au service
Kanata	Circuit 161 Circuit 161 Circuit 162	Modifié Nouveaux trajets directs nord-sud Modifié
Nepean Sud	Circuits 73 et 77 Circuit 181	Modifié en après-midi Nouveau service toute la journée
Ottawa centre	Tunney's Pasture, O-Train et Gatineau	Nouveau circuit
Ottawa sud	Parc industriel Hawthorne	Nouveau circuit
Ottawa est	Chemin Coventry Circuit 194	Nouveau circuit Modifié
Orléans	Parc-o-bus sur le chemin Trim Circuit 136	Nouveau circuit vers le centre-ville Modifié

BACKGROUND

Transplan is an annual consultation process through which proposals for the improvement of the transit network are developed, evaluated, introduced, and reviewed in a consistent way. Transplan 2002 started in the fall of 2001, with the development of proposals based on suggestions from transit customers, councillors, and employees. Consultation on these proposals took place in February and March 2002, and the proposals have been improved based on the comments that were received. The recommendations in this report are for service changes to be introduced later in 2002, mostly in early September.

Transit ridership in Ottawa continues to grow, but at a slower rate than in 2000 and 2001. In 2001, system-wide ridership was 84.7 million passenger-trips, 5.9 percent higher than it was in 2000. In the first three months of 2002, ridership has been 1.7 percent higher than it was in 2001. This continuing ridership growth is to a great extent the result of the continued good health of the Ottawa economy, and has also been aided by the strong commitment of the City government to support and promote transit as a preferred mode of travel. It is important that the OC Transpo route network continue to evolve, to best meet customers’ travel needs.

Several important improvements were made to Ottawa’s transit system in 2001. The new O-Train service was introduced, connecting the Transitway stations at Bayview in the north and Greenboro in the south, and bringing rapid transit service to Carleton University for the first time. Improvements were made to the bus route network in Kanata, South Nepean, the Bayshore area, Heron Park, Greenboro, Overbrook, and Orléans. New low-floor articulated buses began to arrive, to renew the Transitway service, the backbone of the system, and to make it accessible to more customers with disabilities. New bus-only lanes were opened on Woodroffe Avenue, and other transit priority measures were introduced on other roads across the City.

The recommended service changes for 2002 focus on the extension of service into new residential and employment areas, the improvement of connections to and from the O‑Train, the introduction of a new Trim Road park and ride lot with a direct Transitway connection to downtown Ottawa, and the continuous improvement of service for customers by making services more convenient and more direct. Transit Services staff are also continuing to make service changes to meet the changing needs of customers on the rest of the route network, by adjusting the frequency of service and the hours of service to ensure that customers are accommodated more comfortably and more efficiently.

A comprehensive programme of consultation was undertaken to gather feedback on the Transplan 2002 proposals from the public and from front-line transit employees. Approximately 100 people attended open houses and approximately 330 written comments were received. The comments are described briefly in the discussion of each recommended service change and are listed in detail in Appendix A.

At the Transportation and Transit Committee meeting of May 16, 2001, staff agreed to bring forward the guiding principles used to evaluate service decisions and how those principles contribute to the overall objectives of the Transportation Master Plan and the Official Plan. A report on this subject is now being prepared, and will be presented to the committee in the summer of 2002.

DISCUSSION

KANATA

The recommended service changes for Kanata would provide improved service on Eagleson Road and Campeau Drive, would introduce a new direct connection during peak periods from residential areas in southern Kanata to the employment areas in northern Kanata, and would be a preliminary phase of the route changes for the new Transitway station at the Kanata Centrum, expected to be open in 2003 or 2004.

Routes 161 and 162 – Improved service on Eagleson Road and Campeau Drive to Kanata Centrum (Exhibit 1)

It is recommended that Route 161 be changed to operate via Eagleson Road and Campeau Drive to the Kanata Centrum and that Route 162 be changed to serve McCurdy Drive. These changes would improve service to customers by reducing their travel time to major destinations in Kanata such as the Eagleson park and ride lot and the Kanata Centrum shopping area. This service change would begin on Sunday, September 1.

Route 161, which now connects the Bridlewood residential area with the bus terminal at Kanata Town Centre, via Hazeldean Mall and the Katimavik residential area, would be changed to operate directly north-south on Eagleson Road north of Hazeldean Mall, and east-west on Campeau Drive, ending at the Kanata Centrum shopping area.

Route 162, which connects the Glen Cairn residential area with the bus terminal at Kanata Town Centre, via Hazeldean Mall and Castlefrank Road, would be changed to operate from Hazeldean Mall via Eagleson Road, Shatner Gate, Pickford Drive, Kakulu Road, Castlefrank Road, McCurdy Drive, Castlefrank Road, and Katimavik Road to the bus terminal at Kanata Town Centre. This change would mean that Route 162 would serve the parts of the Katimavik residential area that are now served by Route 161. Route 162 also continues north of Kanata Town Centre to Kanata Centrum and the residential areas north of Campeau Drive. All-day service would be removed from the section of Kakulu Road between Eagleson Road and Pickford Drive and from the section of Pickford Drive between Kakulu Road and Shatner Gate; peak-period service would continue to be provided by Routes 61 and 62.

These changes would improve service for customers travelling to or from the Bridlewood residential area and transferring with other services at the Eagleson park and ride lot, and for customers travelling between stops on Campeau Drive and either the Eagleson park and ride lot or Hazeldean Mall, by reducing their travel time. Approximately 470 passenger-trips to or from Bridlewood would be 12 minutes shorter, and approximately 200 passenger-trips to or from Campeau Drive would be up to 20 minutes shorter.

The change to Route 162 would increase ridership on this route, which would allow the frequency of service in the midday from Monday to Friday to be improved along the entire route, from 60 minutes to 30 minutes. This change would improve service for approximately 590 passenger-trips.

The changes would also cause an inconvenience for some customers, by increasing their travel time, by increasing the distance to their nearest bus stop, or by requiring them to make an additional transfer. Approximately 410 passenger-trips which are now made between the Glen Cairn residential area and the bus terminal at Kanata Town Centre would have two minutes added to their travel time, because of the longer time taken by Route 162 through the Katimavik area. Approximately 50 passenger-trips which are now made to or from the bus stops at Pickford and Kakulu would have a longer walk of approximately two to three minutes to reach the stops at Eagleson and Kakulu or four to five minutes to reach the stops at Pickford and Shatner. Approximately 55 passenger-trips which are now made on Route 161 to reach destinations between Hazeldean Mall and Kanata Town Centre would require an additional transfer to Route 97, Route 118, or Route 162.

This change has been planned as a preliminary stage of the route changes for the opening of the new Transitway station at the Kanata Centrum, which is expected to be open in 2003 or 2004. Other route changes would be evaluated and recommended in next year’s Transplan.

During the period of consultation, comments were received from 25 people. Nineteen wrote in favour of the changes, and six wrote in opposition, citing the need to transfer or to walk further to travel to their destination.

One comment was about the effect that the service change would have on travel to or from a new Community Resource Centre on Castlefrank Road north of Hazeldean Road. This centre offers many services to the community and to families, and will be moving from its present location at the Kanata Town Centre. The site of the centre is now served by both a stop immediately adjacent on Route 161 on Castlefrank Road and a stop two minutes’ walk away on Route 118 on Hazeldean Road. With the service change, the centre would still be served by Route 118, and the nearest stop on Route 162 would be at Castlefrank and McCurdy, four to five minutes away. Customers who are travelling to or from locations on Route 161 would be able to make a transfer with Route 118 or Route 162 at Hazeldean Mall. Transit Services staff will monitor transit ridership to and from the centre once it moves to its new location, to determine whether any changes should be made to the locations of bus stops in the area.

Two comments suggested that, with the change, Route 162 would be too long, and suggested dividing the route into two. Transit Staff have examined this and have concluded that there would continue to be sufficient time in the schedule to maintain reliable service. When the new Transitway station at Kanata Centrum is open in 2003 or 2004, Transit Services staff will consider designating the two sections of Route 162, north and south of the new station, with two separate route numbers.

Overall, the changes to Routes 161 and 162 would improve service for more customers than would have an inconvenience, would begin to establish the network of local routes to connect with the new Transitway station at the Kanata Centrum, and would lead to increased transit ridership.

Route 161 – New direct north-south service to Kanata North business area

(Exhibit 1)

It is recommended that new direct trips be introduced on Route 161 to connect the Bridlewood residential area with the Kanata North business area. This new service would improve service to customers by reducing the number of transfers they need to make to complete their trips, and would improve service for other customers by increasing the frequency of service. This service change would begin on Tuesday, September 3.

As recommended in the previous item, Route 161 would be changed to serve the Bridlewood residential area and connect it with the Eagleson park and ride lot and with the Kanata Centrum shopping area. The supplementary direct trips would serve Bridlewood and the Eagleson park and ride lot, and then would continue north on March Road to the Kanata North business area, where they would operate via Solandt Road, Hines Road, Innovation Drive, and Terry Fox Drive to Helmsdale Road. The new direct trips would be provided from Monday to Friday, northbound from Bridlewood to Kanata North in the morning peak period and southbound from Kanata North to Bridlewood in the afternoon peak period.

The new direct trips would improve service for customers by providing a new transfer-free connection from Bridlewood and Hazeldean Mall to the Kanata North business area. It has been projected that approximately 60 passenger-trips each day would be made on the new trips, approximately 35 of which would be new to the system.

The new trips would also improve service for customers who travel from Bridlewood to Hazeldean Mall or the Eagleson park and ride lot, as they would combine with the present trips on Route 161 to improve the frequency of service from 30 minutes to 15 minutes in the busier direction during peak periods. Approximately 300 passenger-trips each day would have a shorter waiting time.

During the period of consultation, six comments were received, all in support of the proposal.

The new direct trips on Route 161 would improve service for customers who both live and work in Kanata, and would attract more such people to use transit for their trips.

SOUTH NEPEAN

The recommended service changes for South Nepean would introduce a new all-day direct connection between South Nepean and Bayshore, and would reduce the travel time for many customers as they return home each afternoon.

Routes 73 and 77 – Improved afternoon express service (Exhibit 2)

It is recommended that the southbound trips in the afternoon on Routes 73 and 77 be changed to operate from Fallowfield Station via the bus-only roadway and Oriska Way to Mountshannon Drive, where they would re-join their present routes. This change would improve service for customers by reducing their travel time and by increasing the reliability of service. This service change would begin on Tuesday, September 3.

Routes 73 and 77 provide peak-period service to residential areas of South Nepean from downtown Ottawa. In the afternoon peak period, southbound trips from downtown would be changed to operate from Fallowfield Station via Fallowfield Road, a bus-only roadway, and Oriska Way to Mountshannon Drive. This would be the same routing as these services follow for their northbound trips in the morning.

This change would improve service for customers by reducing their travel time. Customers on Route 73 would save two minutes or more of travel time and customers on Route 77 would save one minute or more of travel time. Approximately 600 passenger-trips each day would have a shorter travel time. The change would also improve the reliability of service, as buses would no longer have to operate through the very heavy auto traffic congestion at Woodroffe Avenue and Fallowfield Road.

The change would also cause an inconvenience for some customers. Customers who now travel to the stops on Earl Mulligan Drive would have a longer walk from the bus stop closest to their destination. Approximately 35 passenger-trips would have a longer walk of two to four minutes. The bus stops on Earl Mulligan Drive would continue to be served by Route 177, which operates all day, seven days a week.

This change would make the southbound service in the afternoon consistent with the northbound service in the morning. The northbound trips on Routes 73 and 77 were changed to use the new-bus only roadway when it opened in October 2001, after approval by Council as part of Transplan 2001. The change has reduced travel time for customers on these routes.

During the period of consultation, comments were received from 15 people, and one petition was received. Five wrote in favour of the proposal, citing the reduced travel time and increased reliability. Two wrote in opposition to the proposal, objecting to the increased use of Oriska Way for transit service. The petition had 66 signatures, representing all 47 addresses on Oriska Way, and it expressed objection to the increased use of Oriska Way for transit service. Another seven people wrote in opposition to the removal of service from the stops on Earl Mulligan Drive; this point is discussed above.

Oriska Way has been designed and constructed to be an access from the Longfields residential area to the future extension of the southwest Transitway. The connection was included in the subdivision plan and subdivision agreement between the developer, the City of Nepean, and the Region of Ottawa-Carleton, in 1991. The connection was identified in the Southwest Transitway Extension Environmental Study Report, which was adopted by regional Council in 1997. The new City Council approved the construction of the new bus-only roadway between Oriska Way and Fallowfield Road, on the alignment of the future Transitway, in May 2001, and the roadway opened in October 2001. At the same meeting, Council approved a change to Routes 73 and 77 to use Oriska Way and the new bus-only roadway for northbound trips in the morning peak period; that change began when the bus-only roadway opened in October 2001.

Oriska Way was built wider than the neighbouring local roadways and with sidewalks on both sides as a condition of development and in preparation for transit operation. Purchasers of houses along Oriska Way have been fully-informed of the future use of the street for transit service, by means of a notice at the sales office, an explanation on the plan of subdivision, information on the deeds of their properties, and a sign that was placed at the end of the street from the time that it was built in 1994 until the time that the bus-only roadway was built in 2001. Further details of the background on this issue are included in Appendix B of this report.

Overall, the changes to Routes 73 and 77 would improve service for more customers than would have an inconvenience, and would lead to increased transit ridership.

Route 181 – New all-day service between South Nepean and Bayshore

It is recommended that new service be added on Route 181 in the midday and early evening, to provide all-day direct service between Fallowfield Station in South Nepean and Bayshore Station. This change would improve service for customers by reducing their travel time and by reducing the number of transfers they need to make to complete their trips. This service change would begin on Tuesday, September 3.

Route 181 now provides peak-period service from Monday to Friday between South Nepean and Bayshore, the Nortel Corkstown and Carling locations, and the Kanata North business area, northbound in the morning peak period and southbound in the afternoon peak period. The new service would provide new two-way service between South Nepean and Bayshore in the midday and the early evening and new northbound service in the afternoon peak period.

Buses would run from Fallowfield Station, east on Fallowfield Road, south on Woodroffe Avenue, west and south on Longfields Drive, west on Berrigan Drive, north on Greenbank Road, and west on Highway 417 to Bayshore Station. The new trips would not serve the section of the present Route 181 peak-period service west of Greenbank Road in South Nepean nor the section west of Bayshore Station, but the present peak-period service to those sections would continue.

This change would improve service for customers by reducing the number of transfers they need to make. Customers who now travel from South Nepean to Bayshore use a local service to reach Fallowfield Station, transfer there to a northbound bus on Route 95, and transfer at Queensway Station or Lincoln Fields Station to a westbound bus on Route 85, Route 97, or Route 99 to reach Bayshore Station. It is projected that the new service would be used for approximately 140 passenger-trips each day. The change would not cause any inconvenience for present customers.

The initial proposal that was developed by Transit Services staff and that was published in February called for Route 181 to be changed to operate via the Queensway-Carleton Hospital instead of via Greenbank Road and Highway 417. Customers objected to this part of the proposal during the consultation process. Based on these comments, Transit Services staff have examined the travel patterns in this area and have found that more transit customers are destined for the employment and shopping area near Greenbank Road and Iris Street than for Queensway-Carleton Hospital. The proposal has therefore been revised to maintain service on Greenbank Road north of Baseline Road. Customers on Route 181 who are destined for the Queensway-Carleton Hospital would be able to transfer to Route 118 at Baseline Road, to Route 152 at Iris Street, or to Route 152 or Route 166 at Bayshore Station. For many customers travelling between South Nepean and Queensway-Carleton Hospital, the recommended new service will save a transfer and reduce travel time significantly.

During the period of consultation, comments were received from 12 people. Eight wrote in favour of the proposal for new midday and evening service. Four wrote in opposition to the proposal to re-route the service to Queensway-Carleton Hospital, citing the loss of their direct connection to their work locations near Greenbank Road or an increase in travel time to Nortel; this concern has been addressed with the revision described earlier.

The new midday and evening service on Route 181 would improve service for customers who live in South Nepean and travel to points along Greenbank Road or to the Bayshore area. The change is expected to attract new customers to transit who are now making those trips by other modes.

CENTRAL OTTAWA

The recommended service change for central Ottawa would provide a new direct connection between the O-Train and Hull and a new direct connection between Hull and Tunney’s Pasture.

New connection between Tunney’s Pasture, the O-Train, and Hull (Exhibit 3)

It is recommended that a new route be introduced to provide a direct connection between Bayview Station, the northern terminus of the O-Train, and the employment areas in the Hull sector of Gatineau, and also to provide a direct connection between the STO transit network in Gatineau and the employment area at Tunney’s Pasture. The change would improve service for customers by reducing the number of transfers they need to make to complete their trips. This service change would begin on Tuesday, September 3.

The new route would run during peak periods from Monday to Friday, providing two-way service between Tunney’s Pasture Station and the Hull sector of Gatineau, with stops along the way at Bayview Station, the northern end of the O-Train line, and LeBreton Station, where customers could make transfers with routes serving downtown and eastern Ottawa. In Hull, the route would serve les Terrasses de la Chaudière, Place du Portage, and the Canadian Museum of Civilization. (The details of the routing in Hull are being developed in cooperation with staff from the STO and the City of Gatineau.) The new route would combine with the present Route 180 to provide a very frequent service between LeBreton Station and Hull.

This service change would improve service for customers by reducing the number of transfers that they need to make to complete their trips or by reducing their travel time. Customers who are travelling from the southern part of Ottawa to Hull and who have convenient access to the O-Train would save approximately 12 minutes of travel time by using the O-Train and the new route and avoiding travelling through downtown Ottawa. Customers who are now using the O-Train and are travelling to or from Hull would no longer need to make a transfer at LeBreton Station. Customers who are travelling from Gatineau to Tunney’s Pasture would save approximately eight minutes of travel time, as they could transfer between the STO transit network and the new route at les Terrasses de la Chaudière or at Place du Portage rather than in downtown Ottawa. These major improvements are expected to lead to increases in transit ridership.

Customers who are travelling between locations west of Tunney’s Pasture and Hull would also have the option of a more convenient transfer location, as they could change between buses at Tunney’s Pasture Station or at Bayview Station instead of at LeBreton Station. This new option would be particularly attractive for customers travelling to Kanata in the afternoon peak period, because customers would no longer be required to cross both Booth Street and the Transitway at the busy signalised intersection.

The change would also cause an inconvenience for some customers. The frequency of service on Route 180 would be reduced to make buses available for the new route. Customers who begin or end their trips to or from Hull in downtown Ottawa and who walk to the stops served by Route 180 or transfer from north-south routes on Bank Street would have a longer waiting time. The greater number of customers who use Route 180 and who transfer from other routes would have no change in waiting time, as they could use either Route 180 or the new route at LeBreton Station.

During the period of consultation, comments were received from 32 people. Of these, 31 wrote in favour of the proposal and one wrote in opposition.

A suggestion was made to introduce a service to connect Lincoln Fields Station with Hull. Compared to the recommended service change, this would cause an overall inconvenience to customers. The suggestion would improve service for customers who are travelling from Lincoln Fields, Dominion, and Westboro stations, by removing the need for them to make a transfer at LeBreton Station. Customers who are travelling from points further west would not save a transfer, though they could make the transfer at a different station. Each day during the peak periods, approximately 130 passenger-trips are made between these three stations and Hull. To attract these customers to the possible service, a frequent service would be required, and the resources to provide that service would need to be taken away from other services, which provide a greater benefit to customers. If a less frequent service were provided, the number of customers who would choose to use the direct service would be less, as some customers would choose to transfer rather than to wait for a direct trip.

A suggestion was received that the buses not stop at LeBreton Station, citing a safety concern about customers crossing the Transitway there. Transit Services, Infrastructure Services, and Traffic and Parking Operations staff have reviewed this concern, and have found that the recommended change would reduce the number of customers who need to cross the Transitway and that recent and planned physical changes at LeBreton Station make pedestrian circulation more orderly and more comfortable. Staff will investigate whether further physical changes should be made.

Overall, the new direct service would improve service for more customers than would have an inconvenience, and would attract new customers to the O-Train and to use the STO and OC Transpo systems for their trips between Gatineau and the Tunney’s Pasture area.

OTTAWA SOUTH

The recommended service change for southern Ottawa is a pilot project to measure the extent to which faster and more-direct service will lead to increased transit ridership in a low-density employment area.

Improved service to Hawthorne Industrial Park (Exhibit 4)

It is recommended that a new route be introduced to serve the Hawthorne Industrial Park, replacing the part of Route 192 along Russell Road and Hawthorne Road south of Walkley Road, and to introduce new service to the area east of Hawthorne Road. The service would be a pilot project to measure the extent to which improved transit service would lead to increased transit ridership in a low-density suburban employment area. The change would improve service for customers by reducing their travel time. This service change would begin on Tuesday, September 3, for a one-year trial period.

Buses on the new route would operate south from the Transitway on St. Laurent Boulevard to the Elmvale transit terminal, and would then continue on Russell Road and Hawthorne Road, and would loop through the industrial area on Ages Drive, Legacy Road, Swansea Crescent, Stevenage Drive, and Belgreen Drive. Route 192 would be cut back to end at Lancaster Road and St. Laurent Boulevard.

The service change would improve service for customers by reducing their travel time or by reducing the distance to their nearest bus stop. The travel time from St. Laurent Station to the industrial area would be reduced by 12 minutes. Customers travelling to the area on Stevenage Drive and Belgreen Drive east of Hawthorne Road would have their walking time reduced by up to 10 minutes. Approximately 75 passenger-trips each day would have a shorter travel time, and approximately 30 passenger-trips each day would have a shorter walk. The change would not cause any inconvenience for present customers.

The service change would make transit service substantially more convenient and attractive for the 3000 people who work in the Hawthorne Business Park. The one-year trial period would allow Transit Services staff to measure whether the ridership increase that is expected following the service improvement is sufficient to justify the additional cost to operate the separate route. The outcome of the trial would be evaluated as part of the regular Service Performance Review in 2003, and the results would be reported to the Transportation and Transit Committee in May 2003, so that a decision could be made on the status of the pilot project for September 2003.

During the period of consultation, a comment was received from one person, and that comment was in favour of the proposal.

OTTAWA EAST

The service changes recommended for eastern Ottawa would improve service to two employment areas, by reducing travel time and reducing the walking distance from the nearest bus stops.

New peak-period service on Coventry Road (Exhibit 5)

It is recommended that a new route be introduced to serve the employment area along Coventry Road between the Vanier Parkway and Belfast Road. The change would improve service for customers by reducing the distance to their nearest bus stop and by increasing the frequency of service. This service change would begin on Tuesday, September 3.

The new route would operate during the peak periods from Monday to Friday, eastbound from Hurdman Station in the morning peak period and westbound to Hurdman Station in the afternoon peak period. Between Hurdman Station and Coventry Road, the route would supplement the service now provided by Route 3, and east from the Vanier Parkway on Coventry Road, the route would provide service to new office buildings.

The service change would improve service for customers by reducing the distance that they need to walk to their nearest bus stop. Approximately 80 new passenger-trips each day are expected to be made on this service to and from the new employment area. The service would also reduce the waiting time and increase the reliability of service for customers travelling between Hurdman Station and the RCMP headquarters at Vanier Parkway and Coventry Road. The change would not cause any inconvenience for present customers.

The initial proposal that was developed by Transit Services staff and that was published in February called for this new service to operate between Hurdman Station and St. Laurent Station. Further investigation of the operational feasibility of the new service indicated that a delay would be caused by auto traffic congestion on St. Laurent Boulevard between St. Laurent Station and Coventry Road in the afternoon peak period. With the eastern end of the route at Belfast Road, buses would be able to avoid that congestion, and still provide new service to the new office buildings.

During the period of consultation, comments were received from 16 people, and they were all in favour of the proposal.

A suggestion was made that the proposed route could be modified to operate via Lola Street, Donald Street, and St. Laurent Boulevard, to provide additional peak-period service in the Overbrook residential area. This suggestion would have provided new service on the section of Lola between Queen Mary Street and Donald and on the section of Donald between Frances Street and St. Laurent, areas from which a walk is now required to reach the services provided by Routes 5, 7, 14, and 18. Compared to the revised recommendation, this suggestion would have a substantial cost, and so it is not recommended. As part of the review after one year of operation, staff will examine whether any options to extend the route further east should be recommended.

Route 194 – Improved service to Canotek and Shefford employment area (Exhibit 6)

It is recommended that Route 194 be changed to operate via the Transitway and Road 174 between Blair Station and Montreal Road. This change would improve service for customers by reducing their travel time. This service change would begin on Tuesday, September 3.

Route 194 connects the Transitway with the Queensway Industrial Campus on Canotek and Shefford roads. Buses run east to the employment area in the morning peak period, and return west in the afternoon peak period. Between Blair Station and Montreal Road, the buses now operate via Ogilvie Road.

The service change would improve service for customers by reducing their travel time. The travel time would be reduced by three to five minutes. Approximately 110 passenger-trips each day would have a shorter travel time.

The change would also cause an inconvenience for some customers. Customers who are boarding Route 194 eastbound on Ogilvie Road in the morning peak period to travel to the employment area, or who are travelling west from the employment area to stops on Ogilvie in the afternoon would be required to make an additional transfer to complete their trips. These customers would use Route 127 or Route 128 and would transfer with Route 194 at Montreal and Shefford. Approximately five passenger-trips each day would have an additional transfer.

During the period of consultation, a comment was received from one person, and that comment was in opposition to the proposal, citing the additional transfer that would be required to travel between stops on Ogilvie Road and the Queensway Industrial Campus.

Overall, the change to Route 194 would improve service for more customers than would have an inconvenience, and would lead to increased transit ridership.

ORLÉANS

The service changes recommended for Orléans would introduce new Transitway service from the new park and ride lot being constructed at Trim Road, and would extend local service closer to a new residential area being developed east of Trim Road.

New service from Trim Road park and ride lot (Exhibit 7)

It is recommended that a new route be introduced to connect the new Trim Road park and ride lot with downtown Ottawa via the Transitway. This change would improve service for customers and attract new customers to transit by increasing the capacity of park and ride lots in the eastern part of the City. This service change would begin on Tuesday, September 3, or as soon after that date as the new park and ride lot is completed.

The new route would operate westbound from the Trim Road park and ride lot to downtown Ottawa in the morning peak period, and eastbound from downtown to Trim Road in the afternoon peak period. Along the way, buses would stop at Place d’Orléans and all other Transitway stations. A connecting service from Place d’Orléans Station to the Trim Road park and ride lot would be provided during the midday and evening, to accommodate customers who park at Trim Road but whose return trips are outside the afternoon peak period.

Construction of the new Trim Road park and ride lot was approved by Council as part of the City’s 2002 capital budget. It is an early phase of the planned extension of the Transitway to the eastern part of Orléans. Construction in 2002 will provide approximately 350 parking spaces, and land is available at the site for several hundred more spaces as demand increases.

The new service from the Trim Road park and ride lot would reduce the pressure on the park and ride lot at Place d’Orléans Station. That lot has 515 spaces, which are full each day, and several hundred more transit customers park each day at the Place d’Orléans shopping centre, by the courtesy of the shopping centre management. There is no land available to expand the Place d’Orléans park and ride lot.

The initial proposal that was developed by Transit Services staff and that was published in February called for this new route to be designated as an express route and to require a higher fare. The proposal has been changed, and a regular Transitway service is now recommended, at a regular fare, to encourage more people to choose to park at the new lot rather than at the busy park and ride lot at Place d’Orléans Station. The additional new ridership that this change would attract is expected to make up for the lower fare revenue.

A small carpool lot was built at the site of the new Trim Road park and ride lot in 2001, and this lot is served by Route 193, which provides peak-period service connecting the lot and the nearby employment areas with Place d’Orléans Station. This service will continue. Carpool parking and activity will also be permitted to continue at the Trim Road lot for as long as it does not interfere with parking by transit customers. (Carpool parking is not permitted at other the transit park and ride lots in the City.)

During the period of consultation, comments were received from six people. All wrote in favour of the new service from Trim Road, but some suggested changes to the proposal. Two people suggested that the originally-proposed express route start further south, to serve residential areas of Orléans; as noted in the next section, Transit Services staff will evaluate this possibility for future years, as new residential areas are built. One person suggested that the Trim Road park and ride lot would be more successful if an all-day regular service were provided; this suggestion is consistent with the revised recommendation.

Route 136 – New service to Trim Road residential area (Exhibit 7)

It is recommended that Route 136 be changed to operate via Portobello Boulevard, Trim Road, Watters Road, and Varennes Boulevard. This change would improve service for customers by reducing the distance they need to walk to their nearest bus stop. This service change would be made when the new roadways are complete and when the population of the new residential area has reached 300 people, expected to be in 2003.

Route 136 provides a connection from the Fallingbrook residential area to Place d’Orléans Station. At its southeastern end, buses turn around on Valin Street, Charlemagne Boulevard, and Watters Road. The recommended change would remove Route 136 from these streets, but Charlemagne would continue to be served by Routes 130 and 135, Watters would continue to be served by Route 135, and customers using the stops on Valin would be able to walk one block west to Route 130 on Charlemagne or one block east to the revised Route 136 on Varennes.

The change would improve service by reducing the walking distance from the new residential area to the nearest bus stop. If the change were not made, the nearest transit service would be six to twelve minutes’ walk away from the houses in the new residential area, greater than the service design guideline of 400 metres (a five-minute walk). The new residential area is planned to have 535 houses, and thus a population of approximately 1800. It is projected that transit ridership to and from the area would ultimately reach 180 passenger-trips each day, as the houses are built and occupied, and as transit service is improved.

The change would also cause an inconvenience for some customers, by increasing the walking distance to their nearest bus stop. Customers who are travelling to or from locations on Nicolet Way and McCallum Drive and who now use the stops on Valin Street would no longer be within a five-minute walk of their nearest bus stop. Approximately 30 passenger-trips each day would have a walk of more than five minutes. Customers who use Route 136 to travel between stops on Gardenway Drive and St. Peter’s High School would no longer have direct service, and Transit Services staff will discuss with the school whether any changes are required to school routes in the area as a result.

In future years, as development continues east of Trim Road, Transit Services staff will evaluate whether Route 136 should be changed to operate on the new streets east of Trim Road, and whether express service direct to downtown Ottawa should be introduced from this new area.

During the period of consultation, comments were received from two people. One wrote in favour of the proposal, and one wrote in opposition to the proposal, because of the longer walk that would be required with the removal of service from Valin Street.

Overall, the change would improve service for more customers than would have an inconvenience, once the population in the new area reaches approximately 300. This level is expected to be reached in 2003, and the service change would be introduced at that time.

OTHER PROPOSALS EVALUATED BUT NOT RECOMMENDED

Route 143 – Service to Hunt Club Enclave residential area

For the consultation on Transplan 2002, Transit Services staff proposed extending Route 143 to provide new all-day service to the new Hunt Club Enclave residential area south of Johnston Road and west of Conroy Road. This service change would also have introduced all-day two-way service on Tapiola Crescent. Because of comments received during the consultation period, this proposal is no longer recommended, and it will be re-evaluated for possible introduction in future years.

During the period of consultation, comments were received from eight people. Two wrote in favour of the proposal, though one suggested that the direction of the on-street loop be reversed. Six wrote in opposition to the proposal, citing concerns about increased bus operation on Tapiola Crescent and the effects that it could have on the foundations of nearby houses. The City has initiated a comprehensive review of the Greenboro area and parts of the South Keys area to identify the possible causes of problems affecting houses in these areas, and has retained a consultant to provide definitive and expert answers. After that work has been completed, Transit Services staff will work with other City staff to determine the best way to provide transit service to the area.

Route 43 will continue to provide peak-period service to the Hunt Club Enclave area, and Route 143 will continue to provide all-day local service to Tapiola Crescent. The nearest all-day services to Hunt Club Enclave are Route 144 at Conroy Road and Johnston Road and Routes 144 and 145 at Lorry Greenberg Drive and Zaidan Drive.

Routes 29 and 129 – Service to Rockcliffe Mews residential area

For the consultation on Transplan 2002, Transit Services staff proposed changing Routes 29 and 129 to provide service to the new Rockcliffe Mews residential area by operating on the new section of Den Haag Drive between Montreal Road and Carson Road. Based on comments received during the consultation period, staff have re-evaluated the proposal, and it is no longer recommended. Other methods of serving this new area will be evaluated for possible introduction in future years.

During the period of consultation, comments were received from seven people. One wrote in favour of the proposal. Five wrote in opposition to the proposal, citing the additional walking time that would be required with the removal of the stops on Carson Road. One wrote in opposition to the introduction of bus operation on Den Haag Drive.

Transit Services staff re-evaluated the effects on customers, and found that the change would cause an overall inconvenience to customers. The change would improve service for customers travelling to or from the new residential area, an area that would otherwise be beyond the service design guideline of 400 metres (a five-minute walk) of the nearest transit service. It is projected that approximately 85 passenger-trips each day would be made if this area were within a five-minute walk of their nearest bus stop. The change would also have caused an inconvenience to customers, by increasing their walking distance. Approximately 350 passenger-trips each day would have a longer walk of about three minutes to reach the stops either at Carson Road and Montreal Road or at Carson Road and Den Haag Drive.

Because the change would cause an inconvenience to more passengers than would have a benefit, it is no longer recommended. Transit Services staff will examine other ways to serve the new Rockcliffe Mews residential area, for possible introduction in future years.

CONSULTATION

A brochure describing all of the proposed service changes was distributed on board all buses in early February. The brochure was also distributed door-to-door and to community associations in areas where new services were proposed for introduction. The information was also available on the OC Transpo web pages. The brochure and the web pages invited customers to send their comments on the proposals to OC Transpo.

Staff contacted each of the councillors in whose ward the proposed service changes would be made, to explain the changes and to answer any preliminary questions. Copies of the brochure were distributed to all councillors.

Five public open houses were held for residents to ask questions about the proposals and to give their views. These were held during late February in Barrhaven, Kanata, Ottawa East, and downtown Ottawa, and in mid-March in Orléans.

Several open houses were also held for staff at OC Transpo. This allowed front-line staff the opportunity to give feedback on proposals and make suggestions from the operational perspective as well as the customers’ perspective.

Approximately 330 customers provided written comments during the consultation period. Of these, approximately 150 were about the proposals for service changes in Transplan 2002. These comments are described briefly in the discussion of each recommended service change and are listed in Appendix A. The comments were helpful in bringing new issues to the attention of staff, and in revising the recommendations so that they could provide further improvements in service for customers.

One of the proposals was modified based on the comments received through the period of consultation, and those changes are incorporated into the recommendations in this report. The proposal for new all-day service on Route 181 was revised to maintain service on Greenbank Road north of Baseline Road. The change is explained further in the section of this report about that recommendation.

Another two of the proposals have been withdrawn based on the comments received through the period of consultation. A proposal to extend Route 143 to provide new all-day service in the Hunt Club Enclave residential area will be evaluated again, after the City’s task force on structural problems with houses in Greenboro has completed its work. A proposal to change Routes 29 and 129 to serve the Rockcliffe Mews residential area was found to result in a net inconvenience for customers, and other options to service this area will be investigated in future years.

Some of the comments received from customers were not about the Transplan 2002 proposals. These comments will also be helpful, and will be used in other operational and planning work at OC Transpo. Concerns, for instance, about the frequency and quality of service, or about bus stops and shelters, are already being addressed. Suggestions for further service changes will be examined as part of the work to prepare Transplan 2003.

TRANSPORTATION MASTER PLAN

The City’s Transportation Master Plan establishes a principle that travellers will be encouraged to use transit in preference to individual automobiles. The Plan calls for an emphasis on service to the central part of the City, but also improvements in transit service to major destinations outside the central area and improvements to cross-town service that does not enter the congested downtown.

The changes in this report promote the aims of the Transportation Master Plan by improving service for present transit customers and by improving service so that it would attract new customers. In particular, the new connection between Tunney’s Pasture, the O-Train, and the Hull sector of Gatineau would allow people to make trips more easily without entering downtown, the service from the new Trim Road park and ride lot would attract present long-distance auto commuters to transit, the service changes in Orléans and Ottawa East would bring service closer to new residential and employment areas, and the changes in Kanata, South Nepean, the Hawthorne employment area, and the Shefford-Canotek employment area would reduce customers’ travel time and the number of transfers that they need to make.

FINANCIAL IMPLICATIONS

The service changes recommended in this report can be accommodated within the Transit Services budget for 2002.

URBAN TRANSIT AREA

The recommended services changes are all within the boundary of the Urban Transit Area. No changes to the boundary are required.

ATTACHMENTS

Exhibit 1 – Service changes in Kanata

Exhibit 2 – Service changes in South Nepean

Exhibit 3 – New service between Tunney’s Pasture, the O-Train, and Hull

Exhibit 4 – Service changes to Hawthorne Industrial Park

Exhibit 5 – New service on Coventry Road

Exhibit 6 – Service changes to Canotek and Shefford employment area

Exhibit 7 – Service changes for Trim Road park and ride lot and Trim Road residential area

Appendix A – Summary of comments received

Appendix B – Background information on Oriska Way

DISPOSITION

Upon the approval of the service changes for 2002 by Council, staff will begin making operational arrangements and will begin preparing public information for the service changes. Most of the changes will be introduced on Sunday, September 1, or Tuesday, September 3. As noted in the report, some of the service changes will be delayed but will be introduced as soon as possible after those dates, when the construction of new roads, new residential areas, and the new park and ride lot are complete. Following the introduction of the service changes, comments from customers and operating experience will be monitored closely, and a full review of each change will be conducted approximately one year after introduction.

EXHIBIT 1 – Service Changes in Kanata

EXHIBIT 2 – Service Changes in South Nepean

EXHIBIT 3 - New Service Between Tunney’s Pasture, the O-Train, and Hull

EXHIBIT 4 – Service Changes to Hawthorne Industrial Park

EXHIBIT 5 – New Service on Coventry Road

EXHIBIT 6 – Service Changes to Canotek and Shefford Employment Area

EXHIBIT 7 - Service Changes for Trim Road Park and Ride Lot and Trim Road Residential Area

APPENDIX A

RESPONSES TO TRANSPLAN 2002 PROPOSALS

Area/Route	Route Proposal	Total Response	In Favour	In Favour with Suggested Changes	Opposed
Kanata
161, 162	Improved service on Eagleson Road and Campeau Drive to Kanata Centrum	25	18	1	6
161	New direct north-south service to Kanata North business area	6	5	1	-
South Nepean
73, 77	Improved afternoon express service	14	5	-	9 + petition
181	New all-day service between South Nepean and Bayshore, with service to Queensway-Carleton Hospital	12	6	2	4
Central Ottawa
	New connection between Tunney’s Pasture, the O-Train, and Hull	32	23	8	1
Ottawa South
143	Service to Hunt Club Enclave residential area	8	1	1	6
	Improved service to Hawthorne Industrial Park	1	1	-	-
Ottawa East
29, 129	Service to Rockcliffe Mews residential area	7	1	-	6
194	Improved service to Canotek and Shefford employment area	1	-	-	1
	New peak service on Coventry	16	14	2	-
Orléans
	Introduce new service from Trim Road park and ride lot	6	2	4	-
136	New service to Trim Road residential area	2	1	-	1
Transplan comments		144	80	16	48
Submissions for future consideration		120
Submissions for operational improvements		69
Total comments		333
*Petition contained 66 signatures representing 47 addresses on Oriska Way

APPENDIX A

Transplan 2002 Routing Change Proposal Comments

Comment

Route Number Opinion Comments

_______ _______ _______ _________________________________________________________________________________________________

022 229 1 Agrees w/p rte 22.

55 2 Agrees w/p rte 22. Suggests Trim Rd P&R needs all day regular svc before using it vs Orleans P&R.

26 7 Agrees w/p rte 22. Suggests it start at 10th Line & Charlemagne/Waters/to P&R.

110 7 Agrees w/p rte 22. Suggests rte start at top of Portobello/rtes 20&30 over crowded.

029 136 1 Agrees w/p rte 29. Service close to new community/CMHC/Montfort Hosp.

029CN 53 2 Disagrees w/p rte 29. Service should remain on Carson Rd./longer walk & trip Downtown.

163 2 Disagrees w/p rte 29. Do not want buses on Den Haag/noise/traffic.

168 2 Disagrees w/p rte 29. Leave service as is for passengers on Carson Rd.

203 2 Disagrees w/p rte 29. Leave service as it is on Carson Rd for seniors.

073 41 1 Agrees w/p rte 73. Reverse of AM will reduce travel time.

136 1 Agrees w/p rte 73.

196 1 Agrees w/p rte 73. Reduces travel time.

205 2 Disagrees w/p rte 73/77. Petition with 66 names of residents on Oriska Way.

073ON 44 2 Does not want any additional bus service on Oriska.

189 2 Disagrees w/p rte 73. Not safe to have buses on Oriska/too narrow.

073WN 99 2 Disagrees w/p rte 73. Safety issues/bad weather/dark hours.

142 2 Disagrees w/p rte 73. PM routing will be further from residents on Earl Mulligan/long walk.

143 2 Disagrees w/p rte 73. PM routing will be further from residents on Earl Mulligan/long walk.

174 2 Disagrees w/p rte 73. Too far to walk to Fallowfield Stn/rte 177 is only 30 minute service.

077 41 1 Agrees w/p rte 77. Reverse of AM will reduce travel time.

196 1 Agrees w/p rte 77. Reduces travel time.

204 1 Agrees w/p rte 77. Saves time and avoids the traffic on Woodroffe Ave.

218 1 Agrees w/p rte 77. Faster travel time in PM.

54 2 Disagrees w/p rte 77. Lives near start of rte/increased travel time in PM.

205 2 Disagrees w/p rte 73/77. Petition with 66 names of residents on Oriska Way.

077ON 144 2 Does not want any additional bus service on Oriska.

189 2 Disagrees w/p rte 77. Not safe to have buses on Oriska/too narrow.

077WN 62 2 Disagrees w/p rte 77. PM routing is further away from residents/Increase the freq. on rte 177.

90 2 Disagrees w/p rte 77. Resident looses service/long walk/leave as is.

99 2 Disagrees w/p rte 77. Safety issues/bad weather/dark hours.

136 2 Disagrees w/p rte 77. Route 77 should remain on Earl Mulligan both directions.

142 2 Disagrees w/p rte 77. PM routing will be further from residents on Earl Mulligan/long walk.

APPENDIX A

Transplan 2002 Routing Change Proposal Comments

Comment

Route Number Opinion Comments

_______ _______ _______ ________________________________________________________________________________________________________

077WN 143 2 Disagrees w/p rte 77. PM routing will be further from residents on Earl Mulligan/long walk.

174 2 Disagrees w/p rte 77. Too far to walk to Fallowfield Stn/rte 177 is only 30 minute service.

129 136 1 Agrees w/p rte 129. Service close to new community/CMHC/Montfort Hosp.

129CN 4 2 Disagrees w/p rte 129. Service should remain on Carson/passengers loose to new users.

5 2 Disagrees w/p rte 129. Service should remain on Carson/passengers loose to new users.

163 2 Disagrees w/p rte 129. Do not want buses on Den Haag/noise/traffic.

168 2 Disagrees w/p rte 129. Leave service as is for passengers on Carson Rd.

203 2 Disagrees w/p rte 129. Leave service as it is on Carson Rd for seniors.

136 32 1 Agrees w/p rte 136.

233 2 Disagrees w/p rte 136. Loss of bus service on Valin/longer walk to bus service.

143 15 7 Agrees w/p rte 143. Suggests clockwise loop/decrease lefthand turns/delays & safety.

143JN 98 2 Disagrees w/p rte 143. Wants all buses removed from Tapiola/vibration/damaged foundations.

113 2 Disagrees w/p rte 143. Buses have caused structural damage to homes/remove all buses.

171 2 Disagrees w/p rte 143. Does not want additional service on Tapiola/foundation damage.

179 2 Disagrees w/p rte 143. Does not want additional service on Tapiola/foundation damage.

185 2 Disagrees w/p rte 143. Does not want additional service on Tapiola/foundation damage.

199 2 Disagrees w/p rte 143. Does not want additional service on Tapiola/foundation damage.

143JP 48 1 Agrees w/p rte 143. Likes rte travelling on Tapiola vs Johnston Rd./may need forty foot buses.

161 23 1 Agrees w/p rte 161. Likes it travelling on Eagleson Rd..

52 1 Agrees w/p rte 161. Implement as soon as possible.

59 1 Agrees w/p rte 161. Improved service for Sth Kanata Business Pk/connect with rte 97 & Centrum.

82 1 Agrees w/p rte 161. Likes peak extension to Kanata North Business Park.

87 1 Agrees w/p rte 161. Likes extension to Centrum S.C. and Kanata north.

104 1 Agrees w/p rte 161. Likes connection to Centrum S.C./implement ASAP.

105 1 Agrees w/p rte 161.

151 1 Agrees w/p rte 161. Good for Bridlewood residents.

161 1 Agrees w/p rte 161. Goes to places other than KTC.

187 1 Agrees w/p rte 161. Likes the direct service from south Kanata to Centrum/likes peak service.

210 1 Agrees w/p rte 161.

214 1 Agrees w/p rte 161. Likes the connection from Hazeldean Mall to Eagleson P & R.

217 1 Agrees w/p rte 161. Likes improved travel time from Bridlewood to P & R/Centrum/Nth Bus. Park.

219 1 Agrees w/p rte 161.

224 1 Agrees w/p rte 161.

APPENDIX A

Transplan 2002 Routing Change Proposal Comments

Comment

Route Number Opinion Comments

_______ _______ _______ _______________________________________________________________________________________________________________

161 228 1 Agrees w/p rte 161.

182 2 Disagrees w/p rte 161. Longer walk to service.

190 2 Disagrees w/p rte 161. New buildings/Child Treatment/Community Resource Ctre on Castlefrank Rd.

194 2 Disagrees w/p rte 161. Have to transfer to get to Kanata Wave Pool.

103 7 Agrees w/p rte 161. Suggests minor rte change to serve Leggett Dr. better.

129 7 Agrees w/p rte 161. Require good transfer connections from 161 to 162 @ Hazeldean Mall.

131 7 Agrees w/p rte 161.Request increase in frequency to ensure good transfer connections.

161TN 91 2 Disagrees w/p rte 161. Increased travel time/transfer @KTC from Bridlewood/visually impaired.

161TP 94 1 Agrees w/p rte 161. Likes service to P&R/Centrum/not KTC nothing there.

162 24 1 Agrees w/p rte 162. Likes increased frequency of 30 minutes.

228 1 Agrees w/p rte 162.

136 2 Disagrees w/p rte 162. Too expensive/too long/split into two rtes.

217 2 Disagrees w/p rte 162. Too long/not efficient/need to split into two routes.

67 7 Agrees w/p rte 162. Suggests keep on Pickford well used/remove Knudson/Campeau/use Westlock.

181 69 1 Agrees w/p rte 181. Likes the expanded hours of operation.

105 1 Agrees w/p rte 181.

160 1 Agrees w/p rte 181. Good for Arlington Woods residents..

57 2 Disagrees w/p rte 181. Increased travel time to Nortel/removed from Qwy to Baseline Rd..

79 7 Agrees w/p rte 181. Travel time should not be increased more than five minutes.

88 7 Agrees w/p rte 181. Require improved transfer connections @ Bayshore with rte 99.

132 7 Agrees w/p rte 181. Request scheduled times remain the same in Kanata North.

181GN 29 2 Disagrees w/p rte 181. Service should remain on Greenbank to Qwy/loss of many passengers.

193 2 Disagrees w/p rte 181.

206 2 Disagrees w/p rte 181. Old Nortel offices now full/Pinecrest & Qwy/300 employees.

181GP 97 1 Agrees w/p rte 181. One bus to Bayshore S.C. is great.

207 1 Agrees w/p rte 181. Likes the connection to QC Hosp. all day.

183 4 1 Agrees w/p rte 183.

11 1 Agrees w/p rte 183. Likes service to Tunney' s Pasture.

43 1 Agrees w/p rte 183.

46 1 Agrees w/p rte 183. Reduces transfers.

58 1 Agrees w/p rte 183. Direct access from Hintonburg to Gatineau/better connection with O Train.

101 1 Agrees w/p rte 183. Wanted this rte for a long time.

104 1 Agrees w/p rte 183.

APPENDIX A

Transplan 2002 Routing Change Proposal Comments

Comment

Route Number Opinion Comments

_______ _______ _______ ________________________________________________________________________________________________________

183 105 1 Agrees w/p rte 183.

134 1 Agrees w/p rte 183.

136 1 Agrees w/p rte 183.

151 1 Agrees w/p rte 181. Helps transfers from O-Train to Gatineau.

156 1 Agrees w/p rte 183. Passenger safety improved at LeBreton Stn less crossing of roadways.

160 1 Agrees w/p rte 183. Start this in June 2002.

164 1 Agrees w/p rte 183. Simplifies transfers to O-Train.

170 1 Agrees w/p rte 183. Less transfers.

175 1 Agrees w/p rte 183. Reduces transfers.

180 1 Agrees w/p rte 183. Good connections to O-Train & south end of Ottawa.

184 1 Agrees w/p rte 183. Better connection from O-Train to Tunney's/Gatineau.

191 1 Agrees w/p rte 183. Good for Tunny's employees.

198 1 Agrees w/p rte 183. Lives in Gatineau works in Tunney's/less travel time.

200 1 Agrees w/p rte 183. Better than rte 8.

215 1 Agrees w/p rte 183. Likes rte from Gatineau to Tunney's Pasture.

217 1 Agrees w/p rte 183.

230 1 Agrees w/p rte 183.

20 2 Disagrees w/p rte 183. Only require rte 180 to start at LeBreton/enough service from west.

63 7 Agrees w/p rte 183. Suggests rte extended to Eagleson P&R.

76 7 Agrees w/p rte 183. Suggests a direct left turn to Gatineau vs loop at LeBreton Station.

86 7 Agrees w/p rte 183. Suggests 180 or 183 to travel Portage to Gatineau.

125 7 Agrees w/p rte 183. Suggests first stop be Bayview vs Booth/safety/persons running across road.

186 7 Agrees w/p rte 183. Suggest rte loop through Tunney's Pasture complex.

223 7 Agrees w/p rte 183. Lives in Westboro/works in Gatineau/extend rte to Westboro Stn.

232 7 Agrees w/p rte 183. Suggests rte should not stop at LeBreton Station.

191 136 1 Agrees w/p rte 191.

192 136 1 Agrees w/p rte 192.

193 32 1 Agrees w/p rte 193.

136 2 Agrees with park and ride lot. Suggests route 95 extensions.

194 148 2 Disagrees w/p rte 194. This route provides excellent service on Ogilvie Rd.

198 47 1 Agrees w/p rte 198.

49 1 Agrees w/p rte 198. Reduces travel time to Coventry Rd.

50 1 Agrees w/p rte 198. Improved service to RCMP.

61 1 Agrees w/p rte 198. Will be working in offices on Coventry Rd.

81 1 Agrees w/p rte 198.

APPENDIX A

Transplan 2002 Routing Change Proposal Comments

Comment

Route Number Opinion Comments

_______ _______ _______ __________________________________________________________________________________________________

198 85 1 Agrees w/p rte 198. Office moving to Coventry Rd.

89 1 Agrees w/p rte 198. Thirty two other colleagues require this rte as well.

92 1 Agrees w/p rte 198. DND staff moving to 285 Coventry Rd.

106 1 Agrees w/p rte 198. DND staff moving to 285 Coventry Rd.

136 1 Agrees w/p rte 198. Very inexpensive to operate.

155 1 Agrees w/p rte 198. Canadian Forces office moving to 285 Coventry Rd/implement soon.

160 1 agrees w/p rte 198.

162 1 Agrees w/p rte 198. Canadian Forces office moving to 285 Coventry Rd/implement soon.

172 1 Agrees w/p rte 198. Good for RCMP HQs.

165 7 Agrees w/p rte 198. Suggest rte travel both directions in peaks/transfers at St.L & Hurdman Stns

208 7 Agrees w/p rte 198. Suggests it operate for events like the Lynx games.

APPENDIX B

BACKGROUND INFORMATION ON ORISKA WAY

Excerpts from conditions of development approval, 1991

Regional Conditions for Final Approval, M. Holitzner Ltd. Longfields Subdivision

The Regional Municipality’s conditions applying to the approval of the final plan for registration of the M. Holitzner Limited Subdivision Part of Lot 20, Concession 2 R.F., City of Nepean, Longfields Community (06T-89062) are as follows:

56. That the owner agrees to inform all prospective purchasers, through a clause in all Agreements of Purchase and Sale, as to those streets identified for potential transit services, in a manner to the satisfaction of the Regional Transportation Commissioner.

57. That the owner agrees to inform all prospective purchasers of lots on roads designed to TAC standards that these streets have been identified for potential transit services and that a bus stop, paved passenger standing area or passenger shelter may be located on front of or adjacent to these lots at any time and that the decision to so locate these transit facilities lies with the Ottawa-Carleton Transit Commission.

60. That the owner agrees, via the Subdivision Agreement with the R.M.O.C., to construct, at the Developer’s cost, a bus access roadway from the north limit of Street “I” to Fallowfield Road. This roadway shall be built to R.M.O.C. standards to the satisfaction of the Transportation Commissioner.

64. That the Regional and City of Nepean Subdivision agreements, and all subsequent agreements of purchase and sale properties directly abutting to the Transitway corridor contain a wording warning of proximity to a future Transitway facility, to ensure that future property owners will be adequately informed of the Regional Municipality of Ottawa-Carleton’s Transitway Program. This condition is to be to the satisfaction of the Regional Transportation Commissioner.

Excerpts from registered subdivision agreement with City of Nepean, 1994

3. The Owner agrees that all Purchase and Sale Agreements, Residential Condominium Agreements, Resubdivision Agreements and Site Plan Agreements for residential development within the plan of subdivision shall contain the following clauses:

“Purchasers acknowledge being advised of the proposed Transitway location and elevation within this subdivision and that the street namely Oriska Way has been designed and built to function as a direct transit route connection to the proposed Transitway and that bus volumes of 30 or more per hour can be expected at full development. Any protection from noise generated by the Transitway is the responsibility of the developer or the developer’s successors.”

4. The Owner agrees to prominently display the following notice in the sales office(s) selling lots on Oriska Way:

“Oriska Way is the main access to the Transitway for buses serving Longfields and Davidson Heights. Bus volumes of 30 or more per hour can be expected at full development.”

Diagram from plan of subdivision, 1991

Note: Oriska Way is shown on this diagram as Street I.

Photos of Oriska Way, April 19, 2001

Photo 1 - Looking south from the bus-only roadway

Photo 2 - Looking north from near Mountshannon Drive

Presentation to the Transportation and Transit Committee:

Hello, my name is Stephanie Bertolissi. I’d like to begin by thanking the committee for the opportunity to address the concerns of the residents of Oriska Way. We strongly believe that an informed decision cannot be made based on the information provided in the report submitted by OC Transpo. We hope that this is not a rubber-stamping process and that our concerns, and the concerns we raise today, will be addressed. With respect for this committee, as well as for time considerations, there are only two of us here today. As our petition clearly indicates, 100% of the residents of Oriska Way are opposed to any increase of buses on our street. This obviously means that we disagree with OC Transpo’s proposal to have the southbound trips in the afternoon on routes 73 and 77 be changed to operate from Fallowfield Station via the bus-only roadway and Oriska Way to Mountshannon Drive, by way of removing service from Earl Mulligan. Our concerns are as follows:

1. A number of comments given are misleading and incorrect:

--pg. 6 -‘comments were received from 15 people and one petition was received’

States that 5 individuals support changes (reduced travel time and increased reliability), 2 people voiced opposition to the proposal (objecting to an increase on Oriska), 7 opposed the proposal ( because of the increased walk for residents near Earl Mulligan) and 1 petition opposing the proposed changes. They do acknowledge that it contains 66 signatures representing all 47 addresses on Oriska Way. In addition to the petition, individual OC Transpo comment forms were filled out by 59 individuals with regards to some of the issues that we have with the current bus problems on Oriska. These 59 comment forms have obviously not been included in their numbers. There has therefore been significant opposition from the community to the proposed increases in bus traffic on Oriska Way, and very little support for the proposal.

2. Designed for bus use:

+pg. 6 - ‘Oriska Way has been designed and constructed to be an access from the Longfields residential area to the future extension of the southwest Transitway’

Problems:

1- The street contains a curve in it that creates a major blind spot for both bus drivers and residents backing out of their driveways.

2 -The street has been made wider than neighbouring local roadways but since the excess snow from the plowing on the streets is not removed, the extra width is of no great consequence. Snowbanks eliminate approx. 4 ft. of useable space from each side of the road.

3 -They have provided sidewalks on both sides of the street, but poor snow removal of the sidewalks has meant individuals must walk on the street. And while sidewalks are usually plowed by noon, that is already after the buses have finished going down the street.

4 -Oriska Way is located in a school zone and numerous local children use this street to walk to and from school.

5 -The physical layout of the street cannot accommodate buses travelling at 40km/hr. This speed is inappropriate for a short street like Oriska and compromises the safety of those who reside there, especially our children.

6-This is a residential street. Why did the city issue building permits for houses to be built on the street if it was intended for extensive transit service? Why was it not designed like Earl Mulligan where the street is completely straight, has excellent visibility and has houses backing onto the street with concrete sound barrier fences? Furthermore, why remove buses from the above mentioned street that can so adequately accommodate these buses, to one that will create increased safety concerns because of its inherent problems. Plus, they also have a bus-only turning signal at Earl Mulligan and Woodroffe .

3. Pictures of Oriska Way provided in appendix B:

Pictures show streets in a season where there is no snow on the sidewalks and no 4ft. snowbanks, lining both sides of the street, that have yet to be cleared. They also suggest that they are taken from 2 different directions...one facing south and one facing north...in fact, they are taken from the same direction. They also give the impression of massiveness from the angle in which they were shot and it hardly illustrates the large curve in the road since the second photo is taken right at the curve. Very misleading at best! We have brought with us today some pictures of Oriska Way and invite all of you to come and visit our small street. It is the only way you can truly make an informed decision and the only way you can truly understand our concerns with the structure of the street.

4. Full disclosure of intentions for Oriska Way:

+pg. 6 +‘Purchasers of houses along Oriska Way have been fully-informed of the future use of the street for transit service by means of’:

1) A notice at the sales office

-Olympia homes, which sold many of the homes on Oriska, had no such sign....I worked there and never saw such a sign. Futhermore, the senior salesman at the time of these sales has no recollection of it either. I have with me here today a signed letter from the salesman attesting to that fact. People who bought from previous owners of homes on Oriska would also not be privy to seeing a notice either.

2) an explanation of the plan of subdivision

I can personally vouch that I never saw the plan of subdivision, nor was it included in my contract. I have with me Schedule A from my contract that shows Oriska Way but does not show the proposed transitway, nor does it provide any explanation.

3) information on the deeds of their properties

In fact there is a clause in the contract that did inform us of the potential of buses on the street, but makes no reference to being the main access to the transitway. I refer you to Appendix B+ which states that “purchasers acknowledge being advised of the proposed transitway location and elevation within this subdivision and that the street namely Oriska Way has been designed and built to function as a direct transit route connection to the proposed transitway and that bus volumes of 30 or more per hour can be expected at full development”. The comment on volumes of 30 or more buses per hour can be expected at full development would presumably refer to the transitway and not the actual street since the contract also maintains that “any protection from noise generated by the transitway is the responsibility of the developer or the developer’s successors”. There are currently noise barriers provided for those houses that back onto Fallowfield and the eventual transitway. However, there is no possibility of installing any such protection on Oriska way. And certainly, nobody would assume that bus volumes of 30 or more per hour would be placed on a residential street. If the numbers applied to the street, then why build any houses on it in the first place? Why did the city not force the developers to build our houses the way the were built on Earl Mulligan, so that they are backing onto Oriska.

4) a sign placed at the end of the street

It was knocked down many times over the years and therefore not always visible.. The number given on the sign referred you to someone who seemed to either know nothing about the long-standing plans or was purposely misleading. Even as late as August 2001, Jason Dunn was misled by OC Transpo representatives when he was told that only am express buses were planned, when they already had plans for the pm route, as well as local buses. I have a signed letter from him attesting to that fact.

Based on the above observations, I’d argue that residents were certainly not “fully-informed”, nor were they given any information on which to make an informed decision. Even when Transplan 2001 was proposed last year, residents were assured that there would be no other buses. Although we did object, we did not follow-up on our objections because we were foolish enough to believe the OC Transpo representatives. We were also foolish enough to think that our concerns would be addressed as they arose.

So despite the fact that the city stipulated that the above conditions be met by the developers and OC Transpo, in fact, there was gross negligence and a lack of follow-up to ensure that these conditions were being met. What exactly did the city do to ensure that their stipulations were being met by both the developers and OC Transpo? As indicated above, there has obviously been a breakdown here.

5. Unsubstantiated claims:

+pg. 6 +‘Overall, the changes to routes 73 and 77 would improve service for more customers than would have an inconvenience, and would lead to increased ridership’

This plays down the major inconvenience to customers currently serviced at Earl Mulligan and there is no mention of the opposition from 100% of the residents of the street that the new route will affect. In relation to Earl Mulligan, they are being told that the local bus will continue to service them or that they can walk much further to their homes. They also fail to point out that those who wish to continue to use the bus stops on Earl Mulligan will have to make a transfer to get on the local bus that services those stops. This means their travel times will be greatly increased either by the transfer or the increased walking distance. How can OC Transpo claim that these changes will lead to an increase in ridership? Is there any documentation to support this conclusion? Who was sampled to come to this conclusion? Was it representative of all who reside in the area? I would hypothesize that current passengers may be lost due to the suggested route change and that a suggested 2 minute travel time savings is not likely going to be sufficient to make someone who currently drives switch to taking the bus.

6. Brochure:

- pg.14 -- Consultation.... A brochure describing all of the proposed service changes was distributed:

Door to door....actually delivered the day before the open house, making it difficult for many to attend on such short notice. This also occurred with Transplan 2001 last year.

The brochure invited customers to send their comments on the proposals to OC Transpo...we hand delivered 59 comment forms. There has been no mention made of these written oppositions to their proposals. Why is that? As well, we have not even heard from them regarding our concerns.

7. Full review conducted:

-- pg .16 +Disposition... where it states that “Following the introduction of the service changes, comments from customers and operating experience will be monitored closely, and a full review of each change will be conducted approx. one year after introduction.” How can they add more buses when a full review has not been compiled for what was already done in Transplan 2001? Plus, they’ve already received complaints concerning the problems that have arisen since the introduction of the am buses....ie. Bus speeds, lack of snow removal from sidewalks, huge snowbanks decreasing width of the street (forcing buses to drive down the center of the road), local traffic using the “bus-only” roadway and the curve in the street which reduces visibility, etc....

Ms. Harder is intimately aware of some of the problems we’ve had with the current bus situation and even over the months that we have been corresponding via email, nothing much has been done to remedy these problems, despite pressures from her office. It has been very frustrating and adding more buses to the street will only compound the problems. How can OC Transpo be recommending an increase in bus volumes when it has not yet dealt with resident concerns? We have made complaints to both OC Transpo and Transplan 2002, as well as submitting a petition and complaint forms. We have also spoken to and emailed Jan Harder and her staff. We attended the city’s open house, where over a dozen residents from Oriska raised numerous concerns.....all of which have led to nothing. For example, we have proposed implementing street calming devices, (ie., speed bumps, in order to reduce bus speeds)....and we have heard nothing more in relation to that.

Transplan 2001

Comments about transplan 2001 ....report to transportaion and transit committee.. dated April 19, 2001 Ref: ACS2001-TUP-TRN-0006

During their period of consultation they received comments from 28 people, with 6 in favor of the change and 22 in opposition. Yet, they maintain that “overall....would improve service.....Again, the disposition promised to do a full review. To our knowledge this review has never been done since our concerns have, as of yet, not been addressed. We have filed numerous complaints with OC Transpo and we have never received any type of feedback acknowledging them.

Another point worth making is that they mention that from the 2001 Walter Baker meetings, there were a few inquiries from area residents mostly related to the provision of a pathway. There is no mention of the dozen or so people who showed up from Oriska alone, concerned about the then-proposed northbound buses. Unfortunately, we were unaware that we would be penalized for not providing written comments, although we were very clear about our concerns. As well, we were told only that am express buses in one direction were being implemented and that no other buses would be on the street. Since we were aware that our street would eventually have some buses, and we were told at this meeting that the am buses would be the extent of it, we did not make much objection. Again, we were foolish enough to be deceived.

Summary

In conclusion, we ask that you vote against the recommendation being made by OC Transpo or that you postpone your decision until all of the concerns surrounding Transplan 2001 are addressed. We would also like to know who can be held accountable for dealing with our current issues? It is not fair for the residents of Oriska and surrounding neighbourhoods, that no one has taken responsibility for the problems created by Transplan 2001. Why would buses be removed from Earl Mulligan, which if far better suited for buses (as demonstrated in the pictures provided) to a residential street which is not as well suited (as demonstrated in the pictures provided)? Is a 2-minute savings in travel time truly worth the safety and quality of life of our residents, and in particular, our children? We invite you to come see our street and see what we are talking about. We will be submitting these documents for the record and the residents of Oriska and surrounding areas would like that their questions be answered before even considering this portion of Transplan 2002. Thank you again for your time and consideration and we hope that you do not support the recommendation submitted by OC Transpo.