Transit Commission /
Commission du transport en commun
13 April 2011 / le 13 avril 2011
Submitted by/Soumis par:
Alain Mercier, General Manager/Directeur général
Transit Services/Services du
transport en commun
Contact / Personne-ressource:
Pat Scrimgeour, Manager/Gestionnaire
Transit Service Design/Conception des services
du transport en commun
613-842-3636
ext. 2205
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Ref N°: ACS2011-ICS-TRA-0011 |
SUBJECT:
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OBJET :
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OPTIMISATION DU Réseau – MODIFICATIONS RECOMMANdées à apporter AUX
CIRCUITS |
That Transit Commission approve the route changes described in Document
1, based on the proposals presented on March 23 and as modified based on the
results of the public consultation.
Que la Commission du
transport en commun approuve les
modifications aux circuits décrites dans le document 1, fondées sur les
propositions présentées le 23 mars et telles que modifiées en fonction des
résultats des consultations publiques.
BACKGROUND
On March 8, 2011, Ottawa City Council approved the 2011 Budget, which included the budget envelope for Transit Services.
On February16, 2011, OC Transpo staff tabled the 2011 Business Plan, which included the approach for developing network optimization changes to support the savings sought in Budget 2011 and the long-term sustainability of the transit system.
The 2011 Business Plan provides the Transit Commission and Council with OC Transpo’s key initiatives and directions designed to help achieve the City’s long-term vision for service delivery, asset management and potential savings.
On March 23, 2011, OC Transpo tabled the Network Optimization Proposal Report, which outlined a number of network optimization proposals, and are designed to save $19.5 million annually ($6.5 million in 2011).
The proposals were separated into four categories:
Unchanged Routes / Enhanced Routes: This category encompasses the vast majority of customers’ trips. Most customers will experience no change at all with respect to service. Some trips will be enhanced through greater frequency. Some routes will be extended, where required, into new areas of the City.
Consolidation of Routes: Throughout the City, a number of routes have evolved to cover identical ground for large portions of their journey. In some cases, two or three routes run parallel to one another or run very close together. These routes are candidates for consolidation. For example, instead of having two underused buses serving the same customers, the new design will have one better used route. This category of change will have almost no effect on walking distance to access transit. While these changes will mean some adjustment for customers to determine which new route to take for their trip or commute, the result will be almost identical service with the realigned route structure.
Shortened Routes: Some bus routes follow indirect paths to shorten the walk for particular employment centres and neighbourhoods. Such routes have higher operating costs and longer travel times for customers. Service would be available by walking a short distance further to catch the bus for customers affected by these changes. Other routes can be shortened to avoid duplication of other routes or to remove sections with very low ridership.
Reduce Hours of Service for Low-ridership Routes or Route Sections: Some routes that carry a healthy number of users during peak periods drop off dramatically between peak periods yet continue to run at the same frequency. Others routes have specific sections with very low ridership. These routes starve the rest of the system of valuable resources that could be better deployed in high ridership areas. Where ridership at off-peak times is very low, consideration will be given to eliminating off-peak service or to discontinuing service to sections of the route.
Changes are necessary to support a transit system that is sustainable
in the long term. The service changes being proposed will ensure that the
transit system will be able to properly fund capital and operating costs while
limiting its share of the 2011 tax increases to 2.5 percent. If these changes
are not made, the transit service will require a significant increase in
property tax support in subsequent years.
The proposed changes are supported by Council policies for network coverage and the revenue/cost ratio. They are also supported by the recent peer review of OC Transpo by the American Public Transportation Association (APTA).
OC Transpo strives to provide quality transit options throughout its service area that are as convenient to as many people as possible. A balanced system provides attractive transit options to as many customers as possible in an economically sufficient way.
The current route network design exceeds the Council-approved policy standard that 95 percent of the population be within a five-minute walk of transit service during peak periods and within a ten-minute walk at off-peak times. The current network also includes a number of routes that are indirect or have sections that duplicate other routes. These characteristics stretch the resources of OC Transpo and result in lower productivity and higher costs. These inefficient parts of the route network are not only costly but also little-used by customers. Applying the norms and best practices of more efficient transit systems will reduce costs significantly without reducing system ridership.
Budget 2011 calls for this network inefficiency to be addressed and for an improved network design to be implemented. The vast majority of transit users—approximately 95 per cent –will experience either no change or an improvement in the overall service they use through better reliability and more direct routing.
The customer’s travel experience is made up of a number of elements:
1. The time it takes to walk to a bus stop;
2. The time it takes to wait for a bus;
3. In-vehicle travel time;
4. The number of times a transfer is needed; and
5. Overall reliability of service.
Though most of the route changes would increase walking distance or increase the number of transfers, many of the customers who are affected by those changes would also receive the benefits of a shorter waiting time or a shorter in-vehicle travel time.
These changes to the route network will dramatically improve productivity. In addition, these changes will reduce upward pressure on fares and taxes, and put the transit network on a sustainable footing that is consistent with the proposed budgets for 2011 and future years.
Where routes are being consolidated, the combined routes will often operate more frequently than they do today to provide sufficient capacity. At certain times of day, or in areas with lower ridership, frequencies will remain the same as today, as the additional ridership can be accommodated within the existing capacity.
OC Transpo will continue to extend the route network into new areas as they are developed in accordance with service-for-growth standards. In fact, in 2011, there are some newly-built areas of the City which warrant route extensions. These expansions are recommended in this report as part of the revised network. Their costs are funded from the budgeted allocation for growth and do not form part of the $19.5 million in savings.
The number of customers on each trip on each route is measured continuously by OC Transpo’s automatic passenger counting system, which uses infrared detectors over the doorways of 10 percent of all buses, which are cycled over all trips. The number of customers boarding and disembarking is matched with the GPS location of the bus, to build up a database of the numbers of customers at all bus stops at all times of the week.
The operating cost saving (or added cost) of all routes and possible route changes is calculated from the number of trips that would be removed or shortened (or added or extended) and the number of minutes that would be removed (or added) for each trip. The number of hours of service removed (or added) is multiplied by the current variable cost per hour to calculate the cost savings (or added cost).
Changes Made as a Result of
Consultations
Public consultation – discussing the proposals directly with customers, residents, Councillors and stakeholders – was a vital component of the final recommendations. The public’s feedback has helped to improve the original proposal by addresses major areas of concern, such as better off peak access for seniors; access to institutions including schools, hospitals, places of worship and specific workplaces; and modified hours of service to provide trips after work or school in the evenings at key hubs. A number of specific changes were made from the list of proposals tabled on March 23. Those changes include:
·
Adding a new Route 83
to serve Fisher, Viewmount, and Colonnade and connect with downtown, operating
seven days a week (replaces part of the current Route 3);
·
Adding a new Route 132
to serve Sunview, Belcourt, Grey Nuns, and Fortune and connect with Jeanne
d’Arc and Place d’Orléans Stations, operating during peak periods with limited
midday, evening, and weekend service (replaces parts of the current Routes 32
and 131);
·
Revising the current
Route 165 to serve Penfield, Leacock, Varley, and Knudson and connect with
Eagleson Station, operating during peak periods with limited midday service
(replaces parts of the current Routes 65 and 68);
·
Revising the current
Route 140 to serve Southmore, Fielding, Walkley, and Springland and connect
with Confederation, Heron, and Billings Bridge Stations, operating during peak
periods, and revising Route 87 to serve Riverside between Walkley and
Ridgewood, seven days a week;
·
Retaining evening and
weekend service on Route 5 and Route 16;
·
Other revisions to
Routes 4, 5, 6, 18, 34, 61, 62, 93, 104, 105, 106, 111, 127, 134, 144, 150, 151,
152, 156, 157, 164, 166, 168, 182, and 221, as detailed in Document 1; and
·
Retaining periods of
service that had been proposed for removal on Routes 106, 131, 127, 129, 134,
149, 151, 152, 161, 166, and 171, as detailed in Document 1.
Updated route change recommendations can be found in Document 1. For each package of recommended route changes, the document described the route changes that would be made (differences from the current routes after the April 17 service changes), the benefits and inconvenience for customers, the estimated cost savings, and a summary of the changes that have been made since the proposals issued on March 23 – either as a result of customer feedback or as a result of other considerations.
Document 2 provides a summary of all of the customer feedback, grouped by proposal.
Document 3 lists the cost savings of the recommended route changes, adding to a sum of $19.5 million per year, and thus meeting the budget directions approved by Council.
Document 4 provides maps of the recommended route changes.
RURAL IMPLICATIONS
The recommended change to Route 232 would increase the distance from the nearest bus stop for customers east of Vars.
Public consultation was a key component in developing the final recommendations for the network optimization plan. Recognizing the importance of public input, OC Transpo developed a comprehensive suite of communication and consultation resources that allowed all customers and residents to voice their opinion, including public meetings, customized online comment forms at octranspo.com, as well as an email address, mailing address and customer service.
Information on the specific proposals for route changes were made available through a number of venues, including, OC Transpo’s website, Ottawa.ca, advertisements in daily and community newspapers, “take-ones” on the bus and public service announcements.
For ease of use, OC Transpo developed a customized comment form that enabled customers to provide feedback on the particular proposal(s) that affects them. This ensured that the incorporation of customer feedback into the proposed network optimization plan was targeted and specific. Approximately 6,500 comments were received either on-line through octranspo.com (5,067), on comment sheets filled out at the public open houses (620), through the OC Transpo customer service office (468), or forwarded to OC Transpo through Councillors’ offices (450). There were also 16 petitions received, with a total of 4,102 signatures.
Five city-wide public open houses were scheduled to allow the public a direct link to staff. Approximately 1,100 people attended these events, which included staff presentations, map displays and a Q&A session. Their comments are incorporated into the summary of customer feedback in Document 2.
In addition, staff attended advisory committee meetings (Environmental Advisory Committee, Seniors Advisory Committee and Accessibility Advisory Committee), stakeholder groups such as Ottawa Community Housing and City for All Women Initiative (CAWI), and several public meetings organized by Councillors.
COMMENTS BY THE WARD
COUNCILLOR
This is a City-wide report.
There are no legal/risk management impediments to implementing the recommendations in this report.
CITY STRATEGIC PLAN
Network optimization directly and indirectly supports the following objectives of the Strategic Plan.
A1. Improve the City’s transportation network to afford ease of mobility, keep pace with growth, reduce congestion and work towards modal split targets.
I4. Become a financially sustainable city
TECHNICAL IMPLICATIONS
NA
The proposed service changes as proposed recommended in this report have been incorporated into the final 2011 tax supported transit services budget and also the transit 2011 Business Plan. A total of $6.5 million of savings is estimated from the proposed service changes in 2011, which will be required for OC Transpo financial results to adhere to the budget. In 2012 these same changes will allow for savings of $19.5 million, which will allow OC Transpo to operate without supplementary bridge financing and limit tax increases to ratepayers.
SUPPORTING DOCUMENTATION
Document 1 – Recommended Route Changes
Document 2 – Summary of Customer Feedback
Document 3 – Summary of Cost Savings
Document 4 –
Maps (Issued separately)
Staff will begin preparation to implement the network optimization changes beginning on September 4, 2011.
As part of the preparation, a comprehensive communication plan will be developed to engage and inform customers of OC Transpo, residents and stakeholders. All information will be provided in French and English.
OC TRANSPO
DOCUMENT 1
RECOMMENDED ROUTE CHANGES
DOCUMENT 1
RECOMMENDED
ROUTE CHANGES
CENTRAL
ROUTE CHANGE RECOMMENDATIONS
Revised service on
Preston
Changes to Routes 3 and 85; New
route 185
Route changes
·
Route
85 would be changed to operate on Preston, instead of Bronson, between Albert and
Carling, with service on Bronson provided by Route 4.
·
This
would replace this part of Route 3, which would no longer operate.
·
Service
eastbound on Carling between Preston and Bronson would be provided by revised
Routes 101 and 102; westbound trips on these routes would continue to connect
Bronson with Carling via Raymond and Booth.
·
New
Route 185 would provide summer weekend service from downtown to the Agriculture
Museum.
·
Service
would be removed from a portion of Prince of Wales north of Baseline through
the Experimental Farm.
Effects on customers
·
No
effect on customers travelling between Preston and downtown.
·
Approximately
200 customers each day travelling between Preston and points south of Carling
may have an additional transfer, depending on their trip origins and
destinations.
Estimated cost savings
·
$1.1
million per year (combined with Bronson change)
Revised service on
Bronson
Changes to Routes 4, 85, 101, and
102
Route changes
·
Route
4 would operate on Bronson and Albert/Slater between Hurdman Station, Carleton
University and downtown.
·
This
would replace the section of Route 85 on Bronson between Albert and Carling.
·
Route
85 would be changed to operate on Preston.
·
Eastbound
trips on Routes 101 and 102 would be changed to operate on Carling between
Booth and Bronson, instead of via Booth, Orangeville, Bell, and Powell.
·
Service
to and from the bus terminal on Catherine would be available on Routes 1, 7,
101, and 102. Routes 1 and 7 on Bank Street make a connection to and from
downtown. Route 7 on Bank Street makes a connection to and from Carleton
University. Routes 101 and 102 on Catherine make a connection from St. Laurent
and Hurdman Station, to Carling Avenue, and to Bayshore Station (note that this
is an easy connection only for westbound trips).
Effects on customers
·
Approximately
250 customers each day using the stops on Booth would have a longer walk.
·
Approximately
700 customers each day using stops on Catherine, Chamberlain, and Kent would have
a longer walk or may be able to use Routes 101 and 102.
Estimated cost savings
·
Combined
with Preston change, noted above.
Changes made to proposal based on
public consultation
·
Route
4 would continue to operate to Hurdman Station. There would be no separate
Route 104.
Revised service at
Tunney’s Pasture
Changes to Routes 6, 82, 176; New
Routes 41, 107
Route changes
·
New
Route 107 would connect the internal roads of Tunney’s Pasture and the section
of Parkdale north of Scott with Tunney’s Pasture Station. This route would
operate frequently in peak periods and every 30 to 60 minutes at other times of
the week.
·
Route
6 would be shortened to end at Carling and Holland instead of Tunney’s Pasture,
and would be renumbered to be part of Route 5.
·
Route
82 would be shortened to end at LeBreton Station, instead of Tunney’s Pasture,
and would be renumbered Route 41.
·
The
trips north of Tunney’s Pasture Station via Columbine and Parkdale on Route 176
would be removed.
Effects on customers
·
Approximately 35 customers
each day using the section of Route 6 west of Carling Station would have an
additional transfer.
·
A
small number of customers who ride through from Alta Vista to the grounds of
Tunney’s Pasture on Route 82 would have an additional transfer.
Estimated cost savings
·
The
net savings from this package of changes is minimal; the savings on Routes 6,
82, and 176 would fund the improvements on Route 107.
Changes made to proposal based on
public consultation
·
Route
5 (current Route 6) extended to Carling and Holland, to serve Civic Hospital
and improve connections for Tunney’s Pasture.
·
Longer
hours of service on Route 107 – midday, evening, and Saturday service added.
Revised service in
Sandy Hill and Old Ottawa South
Changes to Routes 5, 16, 18, 316
Route changes
·
Route
16 would be shortened to end at Elgin and Queen Elizabeth Driveway, instead of
at the General Hospital, which would continue to be served by Route 106.
·
The
section of Route 5 between Billings Bridge Station and downtown would be
renumbered and would operate as part of Route 18. Route 18 service on Main
Street would be more frequent during peak periods, to replace the current
Routes 5 and 16.
·
Route
316 would be combined with Route 16 and would no longer operate as a separate
route. Service on Chapel between Somerset and Rideau and on Wiggins would be
removed.
Effects on customers
·
Approximately
25 customers each day using the stops on Wiggins would have a longer walk.
·
Approximately
500 customers each day using the section of Route 16 south of Lees may have an
additional transfer, depending on their trip origins and destinations.
Estimated cost savings
·
$998,000
per year
Changes made to proposal based on
public consultation
·
Route
5 would continue to operate on Laurier.
·
Route
16 would continue to operate northbound on Range and southbound on Chapel
between Somerset and Mann. Buses would not operate two ways on Chapel.
·
Route
16 would turn around at Catherine and Metcalfe rather than on Lees, Main, and
Greenfield, to retain two-way service on Lees.
·
Route
18 would continue to operate on Rideau Street.
Shorter routes
downtown
Changes to Routes 9, 12, 18, and
85
Route changes
·
Routes
9 and 12 would turn around at Elgin evenings and weekends, instead of travelling
to Bank Street. Service west of Elgin would still be provided by Routes 1, 2,
and 7 on Wellington, Route 16 on Queen, and Routes 4, 18, 85, 86, 87, 94, 95,
96, 97, and 98 on Albert/Slater.
·
The
section of Route 18 west of Elgin to Bayview Station would be removed at all
times of the week. Service on Queen would still be provided by Routes 4 and 16.
Service on Albert west of Empress would still be provided by Routes 16 and 85.
·
Route
85 would be shortened to end at Laurier Station, instead of Hurdman Station,
late evenings and weekends. Service east of Laurier Station on the Transitway
would still be provided by Routes 86, 87, 94, 95, 96, 97, and 98.
Effects on customers
·
Customers
travelling to the sections of downtown that are no longer served directly would
need to transfer.
Estimated cost savings
·
$773,000
per year
Changes made to proposal since
March 23 – additional savings
·
Route
18 would not operate west of Elgin, but would be connected instead with the
current section of Route 5 between downtown and Billings Bridge.
Removal of former
Communibus routes
Changes to Routes 153 and 306
Route changes
·
Route
153 would be removed. Customers would still be served by Routes 1, 2, 4, 5, 6,
7, 14, and 85.
·
Route
306 would be removed. Customers would still be served by Routes 1, 5, 7, 9, 12,
and 14.
·
The
former Communibus routes were introduced in 1992, to bring small accessible
low-floor buses into areas where there were higher numbers of residents with
disabilities. At that time, all of the regular OC Transpo buses were high-floor
buses. The original small buses have long since been retired, and these routes
operate with low-floor 40-foot buses. By the fall of 2011, all OC Transpo buses
will be accessible low-floor buses, and customers with disabilities who
previously used the Communibus routes will be able to use any OC Transpo route.
With the introduction of low-floor buses onto all downtown routes over the last
decade, ridership on the former Communibus routes has declined, and the routes
are now used only by customers making trips between particular locations not
directly served by the other, more frequent routes.
·
The
other former Communibus routes are being combined with nearby routes. Route 316
is being combined with Route 16. The northern part of Route 156, once
designated as Route 356, is being combined with Route 2.
·
Buses
would no longer operate on Beausoleil, Booth (Somerset to Poplar), Cartier,
Heney, Poplar, Rochester (Poplar to Gladstone), Somerset (Bank to Cartier), and
Wurtemburg.
Effects on customers
·
Approximately
25 customers each day using Route 153 on Cartier, Somerset, or Rochester would
have a longer walk.
·
Approximately
10 customers each day using Route 306 on Heney and Wurtemburg would have a
longer walk.
·
Some
customers may need to transfer.
Estimated cost savings
·
$282,000
per year
EAST
ROUTE CHANGE RECOMMENDATIONS
Revised service in
Vanier
Changes to Route 5
Route changes
·
Route
5 would be changed to follow a shorter and consistent route through Vanier.
·
Buses
would operate along Beechwood, Marier, Pères-Blancs, Montfort, and
Granville/Alfred.
·
Buses
would no longer operate on Genest, Granville (Lavergne to Montfort), Lavergne,
St. Charles, and Ste. Monique.
Effects on customers
·
Approximately
500 customers each day would have a faster trip through Vanier.
·
Approximately
640 customers each day would have a longer walk.
Estimated cost savings
·
$350,000
per year
Changes made to proposal based on
public consultation
·
Route
5 would continue to serve Montfort Hospital.
Revised service to
CSIS, NRC, and the Aviation Museum
Changes to Routes 12, 124, 127,
129, and 190.
Route changes
·
Routes
12 and 124 would be rerouted to serve the bus stops on Ogilvie near City Park. Buses
on these routes would enter and exit Blair Station via City Park instead of
Blair Road.
·
The
section of Route 129 north of Montreal Road to the Aviation Museum would be
reduced to operate one morning trip and one afternoon trip, to match work times
at the museum, plus full service on summer weekends.
·
Buses
on Route 129 would turn around by following Carson’s, Montreal Road, and Den
Haag. This would provide new all-day service on Den Haag, which allows the
removal of the section of Route 15 from la Cité collégiale to Blair Station.
·
Route
15 would be renumbered as extra trips on Route 12.
·
Route
190 would be removed. Customers travelling to locations at the NRC would be
able to use Routes 12, 15, 123, and 129.
Effects on customers
·
Approximately
115 customers each day travelling to/from locations at the NRC would have a
longer walk.
·
Approximately
200 customers each day would have a shorter walk.
·
Some
customers may have a slightly longer travel time.
·
Some
customers may have a longer walk.
Estimated cost savings
·
$26,000
per year
Changes made to proposal based on
public consultation
·
Route
129 would provide trips to the Aviation Museum to match work start and finish
times.
·
Route
5 would continue to serve Montfort Hospital, and Route 129 would not.
Revised service in
Overbrook
Changes to Routes 18 and 103
Route changes
·
Route
18 would be rerouted to follow a shorter, more direct route through Overbrook
via North River Road, Donald, Lola, Coventry, and Belfast.
·
Service
on Route 18 in the midday and early evening and in the off-peak direction
during peak periods would be reduced from every 20 minutes to every 30 minutes.
·
Route
103 would be removed. Customers travelling to locations on Coventry would be
able to use Routes 9 and 18.
·
Buses
would no longer operate on Bernard, Frances, Prince Albert, Queen Mary, or
Quill.
Effects on customers
·
Approximately
925 customers each day using Route 18 would have a slightly longer walk.
·
Approximately
110 customers each day using Route 103 would have a longer walk.
·
Many
customers will have a faster trip.
Estimated cost savings
·
$1.2
million per year.
Revised service on
Terminal, Belfast, and Industrial
Changes to Routes 121 and 125
Route changes
·
Route
121 and the western part of Route 125 would be combined into one route.
·
Buses
would operate from Hurdman Station along Terminal, Belfast, Industrial, Innes,
Star Top, Cyrville, Innes, and Blair to Blair Station.
·
The
combined route would run until 21:30 from Monday to Friday, 19:00 on Saturdays,
and 18:30 on Sundays.
·
Service
would be removed from the section of Industrial west of Russell.
·
The
sections of Route 125 east of Blair Road would be replaced by Route 94 and the
new Route 134.
·
Service
on St. Laurent would still be available on Route 114.
Effects on customers
·
Approximately
250 customers each day using the section of Route 125 on Industrial west of
Russell would have a longer walk.
·
The
reduction in the hours of service would affect approximately 180 customers each
day from Monday to Friday (approximately 7 of whom would be beyond 800 metres
from other service), 300 on Saturdays (30 of whom would be beyond 800 metres),
and 300 on Sundays (50 of whom would be beyond 800 metres).
·
Some
other customers may need to transfer.
Estimated cost savings
·
$429,000
per year
Changes made to proposal based on
public consultation
·
Service
would be provided earlier in the morning on Sundays on the new Route 121.
Revised service in
southeastern employment areas
Changes to Routes 191 and 192
Route changes
·
Routes
191 and 192 would be combined into one route.
·
Buses
would operate from Hurdman Station along the Transitway, St. Laurent, Tremblay,
Parisien, Michael, Newmarket, Old Innes, Sheffield, Walkley, Russell, Ages,
Stevenage, Belgreen, and Russell.
·
The
sections of Route 192 on Blackwell and Lancaster would be removed.
Effects on customers
·
Approximately
50 customers each day may have an additional transfer, depending on their trip
origins and destinations.
·
Approximately
35 customers each day may have a longer walk, depending on their trip origins
and destinations.
Estimated cost savings
·
$110,000
per year
Changes made to proposal based on
public consultation
·
Bus
stops at the intersection of Walkley and Russell will be adjusted to allow for
the easiest possible connections between Routes 112 and 192 for customers
travelling from Elmvale to the southeastern employment areas.
Revised service to
employment locations in the Greenbelt – East
Changes to Route 127; new Route
193
Route changes
·
Route
127 would be shortened to operate only between St. Laurent Station and Blair
Station.
·
The
section of Route 127 between Blair Station and Orléans, serving locations along
St. Joseph between Bearbrook and Place d’Orléans Station, would operate as a
separate Route 193, with a limited number of trips.
·
Route
193 would operate with one eastbound trip and one westbound trip in the morning
peak period, one round trip in the midday, and one westbound trip in the
afternoon peak period.
Effects on customers
·
Approximately
40 customer-trips each day would have a limited choice of travel times.
Estimated cost savings
·
$535,000
per year
Changes made to proposal since
March 23 – additional savings
·
This
is a new proposal, to achieve savings to fund the retention of the current
hours of service on the western part of Route 127 and to reduce service on a
section of the current Route 127 with very low ridership.
KANATA
AND STITTSVILLE ROUTE CHANGE RECOMMENDATIONS
Revised service in
Glen Cairn, Katimavik, and Bridlewood
Changes to Routes 61, 62, 63, 64,
167, and 169
Route changes
·
Route
61 would be revised to operate along Abbeyhill and Carbrooke.
·
Service
on the section of Route 61 on Palomino would be reduced to only a limited
number of trips in the morning peak period.
·
Routes
62, 63, and 64 would be combined into one route.
·
Buses
on the combined Route 62 would operate along Rothesay, Glamorgan, Sheldrake,
Castlefrank, McCurdy, Castlefrank, and Katimavik to Eagleson Station, then on
to downtown.
·
Route
167 would be removed. Routes 161 and 164 would be available on Eagleson.
·
The
section of Route 169 south of Eagleson Station would be removed. Routes 161 and
164 would be available on Eagleson.
Effects on customers
·
Approximately
400 customers each day using the current Routes 62, 63, and 64 would have more
frequent service.
·
Approximately
185 customers each day using the current Routes 62, 63, and 64 would have a
longer walk.
·
Approximately
50 customers each day using the stops on Palomino outside the morning peak
period would have a longer walk.
·
Approximately
3 customers each day using Route 167 would have a longer walk.
·
Approximately
20 customers each day using Route 169 would have an additional transfer.
Estimated cost savings
·
$653,000
per year
Changes made to proposal based on
public consultation
·
Route
61 would operate on Abbeyhill and Carbrooke to reduce walking distances.
·
Morning
peak period service would be retained on Palomino.
·
The
combined Route 62 would operate on Sheldrake instead of that section of
Castlefrank to reduce walking distances.
Revised service in
Beaverbrook and Kanata Lakes
Changes to Routes 65, 68, 165,
168
Route changes
·
Route
68 would be extended to serve Keyrock.
·
Route
68 would be revised to operate via Terry Fox Station and Highway 417 en route
to downtown.
·
Route
168 would be rerouted to operate from Terry Fox Station along Kanata Avenue,
Goldridge, Stikine, Kanata Avenue, Knudson, Beaverbrook, Teron, and Campeau,
making a stop at Eagleson Station and continuing along Eagleson, Katimavik, and
Kanata Avenue back to Terry Fox Station. Buses would run in both directions
(clockwise and counter-clockwise) around this two-way loop.
·
Route
165 would be revised to add new peak-period service, to replace sections of
Route 65 and 68. Buses would operate along Penfield, Leacock, Varley, Knudson,
and Campeau to Eagleson Station. This route would operate Monday to Friday,
every 30 minutes during peak periods, with two midday round trips.
·
The
section of Route 168 to Kanata North would be combined with the new Route 93.
Effects on customers
·
Approximately
35 customers each day would have a shorter walk to the stops on Keyrock.
·
Approximately
50 customers each day on the current Route 165 would have a longer walk to
stops on Route 93 or Route 168.
·
Approximately
50 customers each day using the section of Route 168 to Kanata North would have
an additional transfer.
Estimated cost savings
·
$205,000
per year
·
The
cost of the new service on Keyrock would be funded from the budget allowance
for increased service to accommodate growth, and does not form part of the
$19.5 million in savings.
Changes made to proposal based on
public consultation
·
The
section of Route 68 on Campeau would be removed, and the route changed to
operate on Kanata Avenue, to Terry Fox Station, and on Highway 417.
·
A
new peak-only Route 165 would be introduced, to operate on Penfield, Leacock,
Varley, Knudson, and Campeau to Eagleson Station.
·
Route
168 would not operate on Varley.
Revised service in
Kanata North
Changes to Routes 101, 160, 169,
182; New Route 93
Route changes
·
The
new Route 93 would connect Kanata North to Bayshore Station at all times of the
week, with a direct connection from Lincoln Fields Station in peak periods.
·
This
new route would replace Route 160, the section of Route 101 west of Bayshore
Station, the section of Route 182 from downtown, and the section of Route 182
into Kanata North. (In the future, when a park and ride lot is established in
Kanata North, Route 93 could operate directly to downtown during more time
periods.)
·
Buses
would operate from Bayshore Station along Highway 417 to Teron Station, then
along Teron, March, Solandt, Legget, Terry Fox, Helmsdale, Shirley’s Brook, and
Marconi to Klondike, turning around on Halton Terrace, Flamborough, and Terry
Fox, then returning over the same route to Bayshore Station. (In the future,
when the new recreation centre is built, Route 93 could be extended to turn
around there.)
·
In
the morning peak period, trips would start at Lincoln Fields Station and
operate along the Transitway to Bayshore Station, continuing into Kanata North.
In the afternoon, trips would start in Kanata North and operate via Eagleson
Station and Bayshore Station and on the Transitway to Lincoln Fields Station.
·
Route
169 would be changed to operate in the morning from Eagleson Station along
Teron March, Solandt, Leggett, and Herzberg. Afternoon trips would operate over
the reverse route. The section of Route 169 south of Eagleson Station and the
section from Kanata North to Bayshore Station would be removed.
·
Route
182 would continue to operate from Lincoln Fields Station through Bayshore
Station to the former Nortel location, with some trips continuing on Carling to
the Defence Research and Development Canada location at Shirley’s Bay and to
Herzberg.
Effects on customers
·
Approximately
250 customers each day who use the section of Route 101 west of Bayshore
Station would have an additional transfer.
·
Approximately
150 customers each day who use Route 160 would have a slight longer walk (50 of
whom would be beyond 800 metres).
·
Approximately
80 customers each day who would use the new Route 169 would have an additional
transfer.
Estimated cost savings
·
$539,000
per year
Changes made to proposal based on
public consultation
·
The
routing of Route 93 in Kanata North would be expanded, to bring more customers
within a convenient walking distance.
·
The
downtown trips of Route 93 would be cut back to Lincoln Fields Station.
·
Certain
trips on Route 182 would be extended to Carling and Herzberg, to provide
additional service to that part of the employment area.
Further evaluation to be
conducted
·
As
the details of the route schedules are being prepared, staff will examine
whether some of the trips on Route 93 to and from Lincoln Fields can be
combined with out-of service bus trips on the Transitway to improve
connections.
Improved service in
Stittsville
Changes to Routes 96, 163, and 262
Route changes
·
Route
163 would be extended along West Ridge to Fernbank.
·
Route
163 would be rerouted to operate via the intersection of Stittsville Main
Street and Carp Road.
·
The
hours of service of Route 163 would be reduced to peak periods only.
·
Trips
in the morning peak period on Route 96 from Stittsville to downtown and trips
in the afternoon peak period from downtown to Stittsville would be changed to
bypass Terry Fox Station.
·
The
section of Route 163 on Beverly and to the Stittsville Arena would be removed.
·
Service
in the morning peak period on Route 262 would be increased to eight trips.
Effects on customers
·
Approximately
120 customers each day would have a faster, more direct trip to/from downtown.
·
Approximately
2 customers each day using Route 163 stops on Beverly would have a longer walk,
and approximately 85 customers each day using Route 163 outside peak periods
would have a longer walk.
·
Approximately
650 customers each day would have more frequent service.
·
Approximately
50 customers each day would have a shorter walk to service.
·
Approximately
65 customers each day would have a longer walk or a transfer to trips that
serve Terry Fox Station.
Estimated cost savings
·
$290,000
per year
Improved service to
Palladium and Huntmar
Changes to Routes 163 and 263
Route changes
·
Route
263 would be changed to operate along Huntmar instead of along Terry Fox to
serve a possible park and ride lot at Palladium and Huntmar.
·
Route
163 would be changed to operate along Silver Seven instead of along Terry Fox.
Effects on customers
·
Customers
on Huntmar would have more frequent service.
Estimated cost
·
No
change in costs.
Changes made to proposal since
March 23 – changes not recommended
·
No
changes would be made to Routes 96 and 183 at this time.
ORLÉANS
AND CUMBERLAND ROUTE CHANGE RECOMMENDATIONS
Revised service on
Orléans Boulevard and vicinity
Changes to Routes 23, 31, 32, 34,
125, 131, and 133; New Route 134
Route changes
·
Route
31 would be rerouted to operate from Innes at Viseneau, along Viseneau, to
Meadowglen, and its regular routing to downtown.
·
Route
34 would be changed to operate from Innes along Pagé, Renaud, Joshua,
Saddleridge, Navan Road, Orléans Boulevard, Longleaf, Orléans Boulevard, and
Fortune to Jeanne d’Arc Station, then on to downtown.
·
New
Route 134 would operate from Renaud along Joshua, Saddleridge, Pagé, Creek
Crossing, Longleaf, Orléans Boulevard, and St. Joseph to Place d’Orléans
Station. This route would operate until 21:30 from Monday to Friday, until
19:00 on Saturdays, and until 18:30 on Sundays.
·
New
Route 132 would operate from Des Épinettes along Sunview, Belcourt, St. Joseph,
Grey Nuns, Jeanne d’Arc Station, Fortune, Orléans Boulevard, and St. Joseph to
Place d’Orléans Station. This route would operate every 30 minutes during Monday-Friday
peak periods, with two midday round trips Monday-Friday, two evening trips
Monday-Friday, four round trips on Saturdays, and three round trips on Sundays.
·
Route
23 would be combined with Route 34.
·
The
section of Routes 32 and 131 on Sunview and Belcourt and the section of Routes
32 and 127 on Grey Nuns would be replaced by Route 132.
·
The
section of Route 125 in Chapel Hill South and on Orléans Boulevard would be
combined with the new Route 134, and the hours of service would be reduced.
·
The
section of Route 127 on St. Joseph east of Orléans Boulevard would be combined
with the new Route 134.
·
The
section of Route 131 along Youville, Forest Valley, Meadowglen, Viseneau, and
Innes would be combined with Route 130.
·
Route
133 would be replaced by the revised Route 34 and the new Route 134.
·
Buses
would no longer operate on Navan Road west of Orléans Boulevard, on Beauséjour,
or on Boyer.
Effects on customers
·
Approximately
95 customers each day on Sunview and approximately 40 customers each day on Grey
Nuns during peak periods would have an additional transfer.
·
Approximately
25 customers each day on Sunview and approximately 40 customers each day on
Grey Nuns at off-peak times would have a longer walk.
·
Approximately
50 customers each day on Beauséjour would have a longer walk.
·
The
reduction in the hours of service would affect approximately 200 customers each
day from Monday to Friday (approximately 22 of whom would be beyond 800 metres
from other service), 310 on Saturdays (20 of whom would be beyond 800 metres),
and 245 on Sundays (25 of whom would be beyond 800 metres).
·
Some
customers would have a shorter walk and new all-day service.
Estimated cost savings
·
$672,000
per year
Changes made to proposal based on
public consultation
·
Route
132 added to provide service on Sunview, Belcourt, and Grey Nuns.
·
Service
would be provided earlier in the morning on Sundays on the new Route 134.
·
Routes
34 and 134 would be changed to provide service on Pagé and Longleaf.
Further evaluation to be
conducted
·
As
the details of the route schedules are being prepared, staff will examine
possible changes to the start time of the eastbound trips on Route 95 that
operate via St. Joseph between Jeanne d’Arc and Place d’Orléans Stations.
Improved service in
southern Orléans
Changes to Routes 22, 33, 130,
131, and 135; New Route 113
Route changes
·
Route
33 would be extended along the new section of Blackburn Hamlet Bypass between
Mer Bleue and Trim.
·
Buses
on Route 33 would operate from Millennium Station along Trim, Montmère,
Blackburn Hamlet Bypass, Mer Bleue, and Jeanne d’Arc to Jeanne d’Arc Station
and on to downtown.
·
The
new Route 113 would operate from Millennium Station along Trim, Montmère,
Blackburn Hamlet Bypass, Mer Bleue, and Jeanne d’Arc to Jeanne d’Arc Station and
on Road 174 to Blair Station. This route would operate all
day, seven days a week.
·
Route
135 would be extended along Lakeridge to Harvest Valley.
·
The
section of Route 22 on Montmère would be replaced by Route 33, which would
provide more frequent service with a shorter travel time to downtown.
·
Route
130 would no longer operate along Jeanne d’Arc between Youville and Des
Épinettes; this section would be served by the new Route 113.
·
The
section of Route 131 along Youville, Forest Valley, Meadowglen, Viseneau, and
Innes would be combined with Route 130.
·
Until
the section of the Blackburn Hamlet Bypass between Mer Bleue and Tenth Line is
complete, Routes 33 and 113 would detour temporarily along Innes and Tenth
Line.
Effects on customers
·
Some
customers south of Innes would have a shorter walk to new all-day service and
improved connections.
·
Approximately
250 customers each day would have a faster trip to downtown with more frequent
service.
·
Approximately
200 customers each day would have a longer walk or a transfer.
Estimated cost
·
$721,000
per year
·
This
is a cost that would be funded from the budget allowance for increased service
to accommodate growth, and does not form part of the $19.5 million in savings.
Revised service in
Orléans north of Road 174
Changes to Routes 34, 37, 38, 39,
130, and 131
Route changes
·
Route
34 would be changed to operate along Orléans Boulevard and Fortune to Jeanne
d’Arc Station and on to downtown, replacing the section of Route 39 on Fortune.
·
Route
37 would be changed to operate along Bilberry, replacing a section of Route 39.
·
Some
trips on Route 38 would be extended to start at Trim Road and operate along
North Service Road and Jeanne d’Arc, replacing that section of Route 39.
·
Route
39 would no longer operate.
·
Some
trips on Route 130 would be changed to operate along Orléans Boulevard, St.
Louis, and Hiawatha to Résidence St-Louis, replacing part of Route 131.
·
The
section of Route 37 on Décarie would be removed.
·
The
section of Route 131 on Fortune and Orléans Boulevard would be removed, but the
new Route 132 would provide connections with Place d’Orléans Station at certain
times of the day.
Effects on customers
·
Approximately
30 customers each day using the section of Route 37 would have a longer walk.
·
Approximately
20 customers each day using the section of Route 131 on Fortune and Orléans
Boulevard would have a longer walk.
·
Some
customers would benefit from more frequent service.
Estimated cost savings
·
$291,000
per year
Changes made to proposal based on
public consultation
·
Route
132 added to provide additional service on Fortune and Orléans Boulevard.
Revised service in
Vars
Changes to Route 232
Route changes
·
Route
232 would be shortened to start on Rockdale at the north edge of Vars. Service
east of Vars on Devine, Dunning, and Russell would be removed.
Effects on customers
·
Approximately
seven customers on Route 232 would have a longer drive to a park and ride lot.
Estimated cost savings
·
$30,000
per year
Changes made to proposal based on
public consultation
·
The
change to Route 221 in Cumberland Village is not recommended.
SOUTH
ROUTE CHANGE RECOMMENDATIONS
Revised service in
Blossom Park and Leitrim
Changes to Routes 40, 142, 144,
and 197
Route changes
·
Route
142 would be combined with Routes 40 and 144.
·
The
section of Route 40 on Lester and Davidson would be removed.
·
The
section of Route 142 on Albion between Bridlepath and Bank, and on Bank between
Albion and Athans would be removed.
·
Route
144 would operate along Queensdale, Bank, Athans, Sixth, Queensdale, and
Conroy, instead of Bank Street between Queensdale and Conroy.
·
Route
144 would be extended to Leitrim Station with the opening of the new section of
Findlay Creek Drive through to Albion.
·
Route
142 would no longer operate.
·
Route
197 would no longer operate.
Effects on customers
·
Approximately
45 customers each day now using Route 142 at stops on Rosebella or on Bank
north of Athans would have a longer walk.
·
Approximately
25 customers each day now using Route 197 would have a longer walk.
·
Approximately
3 customers each day now using the section of Route 144 between Queensdale and
Conroy would have a longer walk.
·
Some
customers would have improved connections at Leitrim.
Estimated cost savings
·
$314,000
per year
Changes made to proposal based on
public consultation
·
Route
144 would operate via Bank, Athans, and Sixth to reduce walking distances in
Blossom Park.
Revised service on
Johnston and Tapiola
Changes to Routes 43 and 143
Route changes
·
Route
43 would be rerouted slightly to serve the upper level of Greenboro Station for
connections to rapid transit service and the O-Train.
·
Trips
on Route 143 westbound in the morning peak period and eastbound in the
afternoon peak period would be combined with Route 43.
Effects on customers
·
Customers
on Albion between Johnston and Cahill would have a longer walk.
Estimated cost savings
·
$85,000
per year
Changes made to proposal based on
public consultation
·
One
additional eastbound trip would operate on Route 143 in the morning peak period
to provide a connection to employment locations.
Revised service on
Springland and Flannery
Changes to Routes 87, 140, and
146
Route changes
·
Route
87 would be changed to operate on Flannery and Springland between Brookfield
and Ridgewood at all times of the week.
·
Route
140 would be changed to operate in peak periods only, from McCarthy, along
Southmore, Fielding, Walkley and its regular route to Billings Bridge Station.
·
The
section of Route 87 on Riverside between Heron and Ridgewood would be removed.
·
The
sections of Route 140 on Thorndale and Southmore east of McCarthy and east and
south of Walkley/McCarthy to South Keys Station would be removed.
Effects on customers
·
Approximately
25 customers each day using the section of Route 87 on Riverside would have a
longer walk.
·
Approximately
40 customers each day using the section of Route 140 on Thorndale and Southmore
east of McCarthy would have a longer walk.
·
Approximately
600 customers each day on Springland and Flannery would have more frequent
service and direct service available to downtown.
·
Some
customers would have a slightly longer trip.
Estimated cost savings
·
$859,000
per year
Changes made to proposal based on
public consultation
·
Route
87 would operate on Riverside between Walkley and Ridgewood.
·
Route
140 would continue to operate in peak periods to serve the southern section of
Springland and to maintain current connections to Confederation Station and
Brookfield High School.
·
No
change would be made to Route 146.
Revised services in
Alta Vista
Changes to Route 88, 106, and 149
Route changes
·
The
section of Route 88 on Alta Vista between Heron and Bank would be removed.
Route 88 would be replaced with extra trips on Route 8.
·
Route
106 would be revised to operate at most times via the bus stop at the front
entrance to the General Hospital. Buses would operate around the hospital ring
road only during peak periods.
·
Route
149 would be revised to operate from Elmvale along St. Laurent, Pleasant Park,
and over its regular route to Hurdman Station. Service would no longer operate
on Saunderson or Arch.
Effects on customers
·
Approximately
40 customers each day on Alta Vista south of Heron would have a longer walk.
·
Approximately
340 customers Monday-Friday, 140 on Saturdays, and 120 on Sundays who use the
bus stops on the hospital ring road would have a longer walk.
·
Approximately
85 customers Monday-Friday, 10 on Saturdays, and 10 on Sundays on Saunderson
and Arch would have a longer walk.
Estimated cost savings
·
$729,000
per year
Changes made to proposal based on
public consultation
·
The
change to Route 106 is a new proposal, to achieve savings to fund the retention
of the current hours of service on the eastern part of the route, to Elmvale.
·
The
change to Route 149 is a new proposal, to achieve savings to fund the retention
of weekend service on the route.
Revised service on
Clementine and in Heron Park
Changes to Routes 112 and 115
Route changes
·
Route
115 would no longer operate.
·
Route
112 would be rerouted along Bélanger, Clementine, and Heron, replacing this
section of Route 115.
·
Service
south of Heron on Kaladar, Brookfield, and Clover would be removed.
Effects on customers
·
Approximately
120 customers using the section of Route 115 south of Heron would have a longer
walk.
·
Approximately
80 customers using the Route 112 stops on Bank Street would have a longer walk.
·
Some
customers would have more frequent service and improved connections.
Estimated cost savings
·
$224,000
per year
Changes made since March 23 –
correction
·
Count
of number of customers south of Heron corrected.
Revised service in
Riverside South
Changes to Route 145
Route changes
·
Route
145 would be removed. Route 99 would continue to provide service along Spratt.
Effects on customers
·
Approximately
40 customers each day would have a longer walk.
Estimated cost savings
·
$241,000
per year
SOUTHWEST
ROUTE CHANGE RECOMMENDATIONS
Revised service in
central Nepean
Changes to Routes 3, 4, 57, 111,
116, 117, 156, 157, 158, and 176; New Route 83
Route changes
·
New
Route 83 would operate between Colonnade and downtown, along Merivale,
Viewmount, Fisher, Holland, and the Transitway. This route would operate at all
times of the week, over the same hours of the day as Route 86 and the current
Route 3.
·
The
sections of Routes 86 and 111 north of Baseline Station to Lincoln Fields
Station would be removed.
·
Route
111 would be revised to operate between Baseline Station and Billings Bridge
Station, with some trips extended to Carleton University. Buses would operate
along Meadowlands, Viewmount, Chesterton, Meadowlands, Prince of Wales, and
Heron. The trips to Carleton University would operate on approximately the same
frequency and at the same times as the current Route 117.
·
Route
116 would be shortened to operate only as far west as Antares and Auriga. The
section of Route 116 on MacFarlane and Merivale would be replaced by Route 176
and the section on Meadowlands would be repleaced by Route 86.
·
Route
156 would be shortened to operate from Baseline Station along Woodroffe,
Medhurst, Woodfield, and Merivale, turning around via Basil Macdonald, Grant Carman,
and Viewmount. Service on Chesterton would be replaced by Route 111, and
service on Merivale would be replaced by Route 176.
·
Route
157 would be extended to start at Deakin and operate along Prince of Wales,
Amberwood, Merivale, Slack, and over the regular route to Baseline Station.
·
The
peak-period trips on Route 176 which operate along MacFarlane and Amberwood
would be changed to operate along MacFarlane and to turn around on Auriga,
Antares, Hunt Club, Prince of Wales, and Deakin, to return west on MacFarlane.
These trips would also operate in the midday, increasing Route 176 service on
Merivale north of MacFarlane to every 15 minutes. The section of Route 176 on
Amberwood would be replaced by Route 157.
·
The
section of Route 3 on Colonnade, Merivale, Viewmount, and Fisher would be
replaced by the new Route 83. Customers travelling to Preston could transfer to
Route 85 at Carling and Holland. The section of Route 3 on Meadowlands and
Prince of Wales would be replaced by the revised Route 111. Customers
travelling to downtown could transfer to Transitway services at Billings Bridge
Station, and customers travelling to Carleton University would have direct
trips at most times or at other times could transfer to Route 4 at Billings
Bridge Station.
·
Route
57 would be replaced by parts of Routes 83, 86, and 111.
·
Route
158 would no longer operate. The section on Prince of Wales north of
Meadowlands would be replaced by Route 111. Service on Prince of Wales between
Meadowlands and Fisher would be removed. Customers travelling between Hurdman
Station and Colonnade could transfer from Route 118 to Route 83 at
Baseline/Fisher.
Effects on customers
·
Approximately
900 customers each day on Meadowlands east of Fisher and Prince of Wales
between Meadowlands and Baseline and travelling to or from downtown would have
an additional transfer. These transfers would principally be made at Billings
Bridge Station to service on the Transitway or at Fisher/Meadowlands to Routes
83 and 86.
·
Approximately
1000 customers each day who use Route 116 to travel to or from locations west
of Antares would have an additional transfer.
·
Approximately
300 customers each day who now use Route 117 from stops on Meadowlands between
Viewmount and Chesterton would have an additional transfer.
·
Approximately
50 customers each day on the section of Prince of Wales between Baseline and
Carling would have a longer walk.
·
Approximately
20 customers each day on the section of Prince of Wales between Meadowlands and
Fisher would have a longer walk.
·
Customers
travelling from Amberwood who are travelling to points along the Transitway
would have a shorter travel time. Those travelling to points along Merivale
would have an additional transfer.
Estimated cost savings
·
$2.6
million per year
Changes made to proposal based on
public consultation
·
New
Route 83 added to replace the southern part of the current Route 3 and to
provide supplementary service to Route 86 to and from downtown via Fisher and
Holland.
·
Route
111 revised to provide a connection at Billings Bridge Station and direct
service to Carleton University.
·
Route
157 extended to replace the section of Route 176 on Amberwood
Further evaluation to be
conducted
·
The
location of bus stops will be reviewed and adjusted where possible at
intersections where customers may transfer, and shelters will be installed
where physically possible to serve common connections.
Revised service in
Manordale and Trend-Arlington
Changes to Routes 172, 173, and
174
Route changes
·
Route
172 would be changed to operate along Craig Henry, Greenbank, Bellman,
McClellan, and Banner in both directions at all times, replacing part of Route
174. Route 172 would also be changed to operate along Majestic, Newhaven,
Knoxdale, and Craig Henry on westbound trips in the morning peak period,
eastbound trips in the afternoon peak period, and all trips at other times,
also replacing part of Route 174.
·
Route
173 would be changed to operate along Knoxdale instead of West Hunt Club.
·
Route
174 would be changed to operate from Greenbank along Gibbard, Knoxdale,
Newhaven, Majestic, and Woodroffe to Baseline Station. Route 174 would operate
only to Baseline Station in the morning peak period and from Baseline Station
in the afternoon peak period.
·
The
section of Route 174 north of Baseline Station to Carlingwood would be replaced
by Route 87.
Effects on customers
·
Approximately
225 customers each day using Route 174 north of Baseline Station would have an
additional transfer.
·
Approximately
600 customers on Route 172 would have a longer trip.
·
Some
customers would benefit from new connections to Carlingwood or Bayshore
Station.
Estimated cost savings
·
$473,000
per year
Changes made to proposal based on
public consultation
·
Route
173 to operate along Knoxdale and not Majestic to improve connections at
Woodroffe.
·
Later
southbound service would be provided on Route 173 in the afternoon peak period.
WEST
ROUTE CHANGE RECOMMENDATIONS
Revised service to
Bells Corners and Crystal Beach
Changes to Routes 97, 152, and
166
Route changes
·
Route
97 would be extended from Bayshore to Bells Corners, replacing part of Route
166. Buses would operate from the Airport, through downtown and Bayshore
Station, and continue along Holly Acres and Richmond Road, through
Queensway-Carleton Hospital, then along Baseline, Richmond Road, Seyton and
Westcliffe to Robertson, turning around on Fitzgerald and Moodie.
·
Route
152 would be rerouted through Queensway-Carleton Hospital instead of through
the intersection of Baseline and Richmond Road.
·
Route
152 would be combined with Route 166 and would continue to operate through
Bayshore Station and Crystal Beach to the former Nortel location and to
Grandview in peak periods.
·
The
section of Route 97 on Woodridge north of Bayshore Station would be removed.
Route 85 would still serve this street.
·
The
section of Route 166 on Cedarview, Bruin, Cassidy, Northside, Larkspur, Eaton
and Lynhar would be removed. Service to Bell High School would continue on
600-series school trips during peak periods and on a special midday trip on
Route 152.
·
The
section of Route 166 on Moodie between Fitzgerald and the former Nortel site
would be removed. Connections from Crystal Beach to Bells Corners could be made
either to Route 97 at Bayshore Station or to Route 97 or 118 near
Queensway-Carleton Hospital.
Effects on customers
·
Approximately
215 customers each day using the section of Route 166 on Bruin, Cassidy,
Northside, Larkspur, Eaton and Lynhar may have a longer walk, depending on
their trip origins/destinations.
·
Approximately
310 customers each day using the section of Route 97 on Woodridge would have a
longer walk or an additional transfer.
·
Approximately
55 customers each day using the section of Route 166 on Moodie would have a
longer walk or an additional transfer.
·
Approximately
12 customers each day using the stops on Route 152 at Richmond/Baseline may
have a longer walk or an additional transfer, depending on their trip
origins/destinations.
·
Many
customers would have more frequent service.
·
Many
customers would have a faster trip.
·
Many
customers would have fewer transfers and improved connections.
Estimated cost savings
·
$321,000
per year
Changes made to proposal based on
public consultation
·
Route
166 combined with Route 152 to provide additional transfer connections to Bells
Corners.
·
Midday
trip to Bell High School on Route 152 added .
Further evaluation to be
conducted
·
The
details of 600-series school trips to Bell High School will be planned in
co-operation with the school board and to complement the revised all-day routes
in the area.
Revised service near
Maitland, Churchill, and Kirkwood
Changes to Routes 150, 151, 155,
and 187
Route changes
·
Route
150 would be changed to operate between Lincoln Fields Station and Tunney’s Pasture
Station. Buses would operate from Lincoln Fields Station along the Transitway,
Iris, Navaho, Erindale, Baseline, Clyde, Maitland, Woodward, Clyde, Carling,
Churchill, Westboro Station, and Scott, to Tunney’s Pasture Station . During
the morning peak period, trips towards Tunney’s Pasture Station would turn
directly from Erindale onto Maitland, and during the afternoon peak period,
trips towards Lincoln Fields Station would turn directly from Maitland onto
Erindale, bypassing Baseline Road. Service would operate all day until 21:00
Monday to Friday, with one late evening trip, and all day until 19:00 on
Saturdays. There would be no Sunday service.
·
Route
151 would be changed to operate between Merivale/Clyde and Tunney’s Pasture
Station. Buses would operate along Clyde, Baseline, Merivale, Central Park,
Merivale, Caldwell, Edgecliffe, Cavan, Raven, McBride, Laperrière, Kirkwood,
Carling, Westgate Shopping Centre, Carling, Kirkwood, Richmond Road, McRae,
Westboro Station, and over the current Route 151 to Tunney’s Pasture Station.
Trips towards Tunney’s Pasture Station in the morning peak period and towards
Merivale/Clyde in the afternoon peak period would bypass Westgate Shopping
Centre. Service would operate all day until 21:00 Monday to Friday, with one
late evening trip, and all day until 19:00 on Saturdays. There would be no
Sunday service.
·
The
sections of Route 151 on Erindale, Navaho, and Iris would be replaced by Route
150.
·
Route
155 would be replaced by the revised Route 151.
·
The
section of Route 156 on Maitland would be replaced by Route 150.
·
Route
187 would be replaced by Route 150.
Effects on customers
·
Approximately
300 customers each day would benefit from shorter walking distances to all-day
service.
·
The
reduction in the hours of service on Iris, Navaho, and Erindale would affect
approximately three customers each day from Monday to Friday (one of whom would
be beyond 800 metres from other service), two on Saturdays (one of whom would
be beyond 800 metres), and 30 on Sundays (five of whom would be beyond 800
metres).
·
The
reduction in the hours of service on Kirkwood would affect approximately 15
customers each day from Monday to Friday (approximately two of whom would be
beyond 800 metres from other service), 11 on Saturdays (none of whom would be
beyond 800 metres), and 60 on Sundays (two of whom would be beyond 800 metres).
Estimated cost savings
·
$1.4
million per year
Changes made to proposal based on
public consultation
·
Route
150 extended to Tunney’s Pasture Station via Scott.
·
Route
151 to serve Westgate Shopping Centre on most trips.
Revised service on
Dumaurier and in Queensway Terrace North
Changes to Routes 154, 172, and
173
Route changes
·
Routes
172 and 173 would be changed to operate between Pinecrest Station and Bayshore Station
along Dumaurier, Ramsey, Dumaurier, and Richmond Road.
·
Route
154 would no longer operate. The section west of Pinecrest along Dumaurier
would be replaced by Routes 172 and 173. The section east of Pinecrest through
Queensway Terrace North would be removed.
Effects on customers
·
Approximately
95 customers each day would have a longer walk.
·
Approximately
170 customers each day would benefit from new connections.
Estimated cost savings
·
$589,000
per year
Revised service to
employment areas in the Greenbelt – West
Changes to Routes 179 and 188;
New Route 180
Route changes
·
The
new Route 180 would operate from Bayshore Station to the Natural Resources
Canada location on Haanel north of Timm, replacing the current Route 179. The
section of Route 179 on Baseline would still be served by Route 118, and the
section of Route 179 on Fitzgerald would be replaced by Route 97.
·
The
trip from Lincoln Fields Station on Route 188 to the Canadian Food Inspection
Agency location north of Fallowfield would be replaced by a special trip on
Route 170 from Fallowfield Station.
Effects on customers
·
Approximately
5 customers each day would have an additional transfer.
Estimated cost savings
·
$57,000
per year
Services to
Carlingwood
Changes to Routes 2, 18, 87, 151,
156, and 174
Route changes
·
Special
trips would operate on Route 2 from Westboro Station, then along Churchill,
Richmond Road, and Woodroffe to Carlingwood. There would be no change to the
current service on Route 2.
·
Special
trips would operate on Route 2 from Lincoln Fields Station, through Lincoln
Fields Shopping Centre, along Richmond Road, McEwen, and Ambleside, then along
Richmond Road and Woodroffe to Carlingwood. There would be no change to the
current service on Route 2.
·
Route
87 would be extended at most times of the day from Carlingwood along Woodroffe
to Baseline Station, replacing that section of Route 174. Route 87 would be
more frequent than Route 174.
·
The
section of Route 18 west of Preston to Carlingwood would be removed. Customers
on Richmond Road could use the special trips on Route 2. Customers would also
be able to use Routes 16 and 87 for direct service to Carlingwood.
·
The
section of Route 156 between Lincoln Fields Station and Carlingwood via
Ambleside would be replaced by the special trips on Route 2. The section of
Route 156 on Lockhart would be removed.
·
Customers
who now use Route 151 to travel to Carlingwood would be able to transfer to
Route 85 at Lincoln Fields Station. Customers who now use Route 156 to travel
to Carlingwood from points near Meadowlands would be able to use Route 4 or
Route 86 and transfer to Route 87 at Baseline Station. Customers who now use
Route 174 to travel to Carlingwood would be able to transfer to Route 87 at
Baseline Station.
Effects on customers
·
Some
customers may have a transfer.
·
Approximately
100 customers each day would benefit from more frequent service on Route 87.
Estimated cost savings
·
$284,000
per year
RECOMMENDED
REDUCED HOURS OF SERVICE
Route 6
·
Service
would be reduced to operate in Monday-Friday peak periods only.
·
Estimated
cost savings approximately $226,000 per year.
·
Effects
on customers as shown in the table below.
·
Note
that Route 6 would be renumbered and operated as part of Route 5.
|
Section |
Time period |
Change |
Customers affected per day |
|
Entire Route |
Mon-Fri peak periods |
No change |
– |
|
Mon-Fri midday |
Service removed |
270 customers in total No customers beyond 800 metres |
Route 116
·
Service
would operate between Hurdman Station (during peak periods), Greenboro Station,
and Antares/Auriga. The frequency of service in the midday and early evening
and on weekends would be reduced to every hour.
·
Service
west of Antares/Auriga to Baseline Station and Nortel would be replaced by
parts of Routes 86, 176, and 182.
·
Estimated
cost savings approximately $346,000 per year.
·
Effects
on customers as shown in the table below.
|
Section |
Time period |
Change |
Customers affected per day |
|
Hurdman and Greenboro to Antares/Auriga |
Mon-Fri peak periods |
Eastbound morning service removed |
180 customers in total 15 customers beyond 400 metres |
|
Mon-Fri midday |
Limited trips |
– |
|
|
Mon-Fri evening |
Limited trips |
120 customers in total 100 customers beyond 800 metres |
|
|
Saturday |
Limited trips |
200 customers in total 180 customers beyond 800 metres |
|
|
Sunday |
Limited trips |
120 customers in total 110 customers beyond 800 metres |
Route 120
·
Service
would be reduced to operate only until approximately 20:00, Monday to Friday,
with one late evening trip after retail closing time and evening classes. The
service in the midday would be reduced to two trips. There would be no weekend
service.
·
Estimated
cost savings approximately $725,000 per year.
·
Effects
on customers as shown in the table below.
|
Section |
Time period |
Change |
Customers affected per day |
|
Entire Route |
Mon-Fri peak periods |
No change |
– |
|
Mon-Fri midday |
Limited trips |
– |
|
|
Mon-Fri evening |
Last trips 20:00 plus late trip |
190 customers in total No customers beyond 800 metres |
|
|
Saturday |
Service removed |
480 customers in total No customers beyond 800 metres |
|
|
Sunday |
Service removed |
270 customers in total No customers beyond 800 metres |
Route 136
·
Service
would be reduced to operate in Monday-Friday peak periods only
·
Estimated
cost savings approximately $290,000 per year.
·
Effects
on customers as shown in the table below.
|
Section |
Time period |
Change |
Customers affected per day |
|
Entire Route |
Mon-Fri peak periods |
No change |
– |
|
Mon-Fri midday |
Service removed |
350 customers in total No customers beyond 800 metres |
|
|
Mon-Fri evening |
Last trips 19:00 |
110 customers in total No customers beyond 800 metres |
|
|
Saturday |
Service removed |
330 customers in total No customers beyond 800 metres |
Route 137
·
Service
would be reduced to operate only until approximately 20:00, Monday to Friday, with
one late evening trip after retail closing time and evening classes. The
service in the midday would be reduced to two trips. There would be no weekend
service.
·
Estimated
cost savings approximately $332,000 per year.
·
Effects
on customers as shown in the table below.
|
Section |
Time period |
Change |
Customers affected per day |
|
Entire Route |
Mon-Fri peak periods |
No change |
– |
|
Mon-Fri midday |
Limited trips |
– |
|
|
Mon-Fri evening |
Last trips 20:00 plus late trip |
130 customers in total No customers beyond 800 metres |
|
|
Saturday |
Service removed |
310 customers in total No customers beyond 800 metres |
|
|
Sunday |
Service removed |
180 customers in total No customers beyond 800 metres |
Route 149
·
Service
would be reduced to operate only until approximately 20:00, Monday to Friday,
with one late evening trip after retail closing time and evening classes. The
service in the midday would be reduced to three trips. There would be no change
to weekend service.
·
Estimated
cost savings approximately $50,000 per year.
·
Effects
on customers as shown in the table below.
|
Section |
Time period |
Change |
Customers affected per day |
|
Entire Route |
Mon-Fri peak periods |
No change |
– |
|
Mon-Fri midday |
Limited trips |
– |
|
|
Mon-Fri evening |
Last trips 20:00 plus late trip |
35 customers in total 2 customers beyond 800 metres |
|
|
Saturday |
No change |
– |
|
|
Sunday |
No change |
– |
Route 151
·
Service
would be reduced to operate only until approximately 21:00, Monday to Friday
and 19:00 on Saturdays. There would be no Sunday service.
·
Cost
savings are included in the change for Maitland, Churchill, and Kirkwood,
earlier in this document.
·
Effects
on customers as shown in the table below.
|
Section |
Time period |
Change |
Customers affected per day |
|
Tunney’s Pasture Station to Westboro Station |
Mon-Fri peak periods |
No change |
– |
|
Mon-Fri midday |
Limited trips |
– |
|
|
Mon-Fri evening |
Last trips 21:00 |
10 customers in total No customers beyond 800 metres |
|
|
Saturday |
Service removed |
20 customers in total No customers beyond 800 metres |
|
|
Sunday |
Service removed |
230 customers in total No customers beyond 800 metres |
Route 161
·
Service
would be reduced to operate only until approximately 20:00, Monday to Friday,
with limited late evening service. The service in the midday would be reduced
to three trips. There would be no weekend service.
·
Route
164 would be revised to cover the section of Route 161 on Abbeyhill,
Castlefrank, Sheldrake, Glamorgan, and Rothesay on weekends.
·
Estimated
cost savings approximately $770,000 per year.
·
Effects
on customers as shown in the table below.
|
Section |
Time period |
Change |
Customers affected per day |
|
Entire Route |
Mon-Fri peak periods |
No change |
– |
|
Mon-Fri midday |
Limited trips |
– |
|
|
Mon-Fri evening |
Last trips 20:00 plus late trip |
140 customers in total No customers beyond 800 metres |
|
|
Saturday |
Service removed |
90 customers in total No customers beyond 800 metres |
|
|
Sunday |
Service removed |
100 customers in total No customers beyond 800 metres |
Routes 175 and 177
·
Service
on Route 175 would be reduced to operate during peak periods only, Monday to
Friday.
·
Service
on Route 177 would be increased to operate every 30 minutes during the midday,
evening, and on Saturdays
·
No
change in operating cost.
·
Effects
on customers on Route 175 as shown in the table below.
|
Section |
Time period |
Change |
Customers affected per day |
|
Entire Route |
Mon-Fri peak periods |
No change |
– |
|
Mon-Fri midday |
Service removed |
170 customers in total 5 customers beyond 800 metres |
|
|
Mon-Fri evening |
Last trip 20:00 |
35 customers in total 3 customers |
|
|
Saturday |
Service removed |
230 customers in total 12 customers beyond 800 metres |
|
|
Sunday |
No change |
– |
Route 178
·
Service
would be reduced to operate only until approximately 20:00, Monday to Friday,
with one late evening trip after retail closing time and evening classes. The
service in the midday would be reduced to three trips. There would be no
weekend service.
·
Estimated
cost savings approximately $76,000 per year.
·
Effects
on customers as shown in the table below.
|
Section |
Time period |
Change |
Customers affected per day |
|
Entire Route |
Mon-Fri peak periods |
No change |
– |
|
Mon-Fri midday |
Limited trips |
– |
|
|
Mon-Fri evening |
Last trip 20:00 plus late trip |
45 customers in total 8 customers beyond 800 metres |
|
|
Saturday |
Service removed |
120 customers in total 15 customers beyond 800 metres |
Changes made to proposal based on
public consultation
·
Route
5 – No reduction in hours of service recommended.
·
Route
16 – No reduction in hours of service recommended.
·
Route
106 – No reduction in hours of service recommended.
·
Route
120 – The number of midday trips would be set at two instead of three, to fund
one midday trip on the new Route 132.
·
Route
127 – No reduction in hours of service on the section west of Blair Station
recommended. Section east of Blair Station replaced by the new Route 193.
·
Route
137 – The number of midday trips would be set at two instead of three, to fund
one midday trip on the new Route 132.
·
Route
149 – Saturday and Sunday service would be retained.
·
Route
152 – No reduction in hours of service recommended; service would operate only
every hour in the evening and on weekends.
·
Route
161 – Route 164 would be revised on weekends to cover part of Route 161.
·
Route
166 – No reduction in hours of service recommended; service would operate only
every hour in the evening and on weekends.
·
Route
171 – Midday and evening service would be retained.
PROPOSALS
THAT ARE NOT RECOMMENDED
·
Revised
OC Transpo service in Gatineau
-
The section of Route 105 north of Place
du Portage to boulevard Sacré-Coeur had been proposed to be removed (estimated
savings of $54,000 per year).
·
Service
from Orléans to Carleton University
-
Some
trips on the new Route 104 were proposed to be extended to provide direct
service from Place d’Orléans Station to Carleton University at times that
express routes are not operating (estimated cost of $92,000 per year).
-
This
proposal will be re-examined in future years.
OC TRANSPO
DOCUMENT 2
SUMMARY OF CUSTOMER FEEDBACK
|
Proposal |
Number of
comments received |
Effect
reported by customers |
Principal issues raised |
|||
|
Worse |
Same |
Better |
||||
|
Revised
service on Preston |
543 |
518 |
13 |
12 |
· There would be no service on Viewmount between
Chesterton and Fisher. Many concerned about the impact on local seniors
residences. · Concerns raised about no direct connections between
Downtown and the Colonnade area. · Relocating Route 85 (Bronson to Preston) will
increase commute time for existing users. · Removal of service on Prince of Wales will impede
access to various churches and to the Experimental Farm. · There would no longer be access to Carleton
University via the Hartwell Locks on Prince of Wales. · There would no longer be easy access to the CNIB
offices. · There are no sidewalks on Prince of Wales. |
|
|
Revised
service on Bronson |
207 |
156 |
30 |
21 |
· Service on Route 101 through the Bell/Powell area
should be retained. · Route 4 would no longer directly serve Billings
Bridge Station. · There would be no weekend service in the area between
Preston and Bronson. · Links would be poor between Carleton/Downtown and the
Greyhound bus terminal. · Existing congestion on Bronson would negatively
impact the reliability of revised Route 4. |
|
|
Revised
service at Tunney’s Pasture |
107 |
96 |
8 |
3 |
· Service between Downtown, the Glebe, and the Civic
Hospital would be reduced. · The hill between Carling Station and the Civic
Hospital would hinder the longer walk for commuters and patients. · Route 107 would be difficult to connect to. · There would no longer be a direct connection between
Southeast Transitway stations and the upper level at Tunney’s Pasture. · School students would be affected by the removal of
service on Parkdale. · There would no longer be weekend service on Parkdale
north of Scott. |
|
|
Revised service in Sandy Hill |
632 |
587 |
27 |
18 |
· There would no longer be a direct connection between
the University of Ottawa and its campus at the General Hospital. · There would no longer be a direct connection between
the University of Ottawa and residences in Lower Town and northern Vanier. · Service on the Main / Smyth Bridge should be retained
as it is difficult to cross. · Chapel Street is unsafe for bus operations. The
intersection of Chapel and Winterton is dangerous in the winter. Two-way bus
traffic will impede recently installed traffic calming measures. · Route 106 needs extra capacity to accommodate
increase in ridership as a result of Route 16 not going to the General
Hospital. · Existing traffic congestion on Dalhousie and St
Patrick will adversely affect proposed Route 5. |
|
|
Shorter routes downtown, evenings and
weekends |
42 |
33 |
6 |
3 |
· There would be no evening and weekend service at all
between Kent and Elgin on Wellington. · Having Route 85 end at Laurier is inconvenient and
introduces an extra transfer. |
|
|
Removal of former Communibus routes |
16 |
14 |
1 |
1 |
· This proposal would result in a longer walk to
service, particularly affecting seniors. |
|
|
Revised OC Transpo service in Gatineau |
81 |
66 |
11 |
4 |
· Ticket users would have to buy extra STO tickets in
order to transfer to STO service. · Service should be retained to the Fontaine Building
as there are many Federal employees located here. |
|
|
Revised service in Vanier |
63 |
53 |
5 |
5 |
· Stopping service at 20:00 would cause personal safety
issues. · This proposal would considerably reduce service to
the Montfort Hospital. · University of Ottawa students living in Vanier would
be adversely affected. |
|
|
Revised service to CSIS, NRC, and the
Aviation Museum |
218 |
193 |
20 |
5 |
· Service to the Aviation Museum should be retained. · Route 127 between Blair and St. Laurent serves a
neighbourhood with many low-income families. · Retain Route 190 as there is only one access gate to
the NRC campus, north to Blair Road. · Re-route / adjust the schedule of Routes 123 or 124
to the NRC campus. · The proposed amendments to Route 12 will adversely
affect its reliability. · Cosmic Adventures on Ogilvie Road needs service for
staff after 08:30 and on weekends. |
|
|
Revised service in Overbrook |
54 |
49 |
5 |
0 |
· Retain Route 103 as it takes volume from Route 9 at
peak times. It also serves employees at the DND on Coventry Road. · Proposed changes would force seniors and low income
families to walk further, particularly residents south of Queen Mary and west
of the Vanier Parkway. · Removing service from Donald has a negative impact on
several seniors’ residences, an adult community centre, and a high school. · Implement a route along North River Road to Queen
Mary to St. Laurent. · Consider a routing along North River, Queen Mary,
Lola, Coventry, Belfast. · Overbrook Community Centre no longer be served. |
|
|
Revised service on Terminal, Belfast,
and Industrial |
45 |
41 |
2 |
2 |
· There would be a significant reduction in evening
weekend service along the length of the proposed route. · Blackburn Hamlet would lose a service option. · Sidewalks are at a minimum or are in poor condition
at various points on the route, including Innes to Blair Station and along
Belfast. · Trainyards is a growing development and as such
service should be increasing rather than decreasing. · Removing service from Orléans Boulevard increases
transfers. |
|
|
Revised service in southeastern
employment areas |
29 |
29 |
0 |
0 |
· Service from Elmvale should remain. · The walk up Lancaster Walk from Walkley / Lancaster
is not safe. · Merging the two routes would result in a longer
travel time for existing Route 191 customers. · Consider adding a stop between Walkley / Lancaster
and Walkley / Russell. |
|
|
Revised service in Glen Cairn,
Katimavik, and Bridlewood |
406 |
356 |
36 |
13 |
· Service should be retained on Palomino. The
alternative, boarding / alighting on Eagleson is unsafe. · Route 62 would be full on arrival at McCurdy.
Overcrowding would be worse as a result of merging three routes into one. · Under these proposals there would be a longer walk to
service, particularly for those boarding in the vicinity of Winchester or
Pickford West. · Merging the express routes would compromise capacity
through Eagleson park and ride lot. · Route 161 should retain a full schedule. · Do not divert Route 61 onto Pickford West. · Removal of Route 167 would adversely affect Kanata
South Business Park. Route 164 is unreliable as an alternative to this
location. |
|
|
Revised service in Beaverbrook and
Kanata Lakes |
244 |
213 |
22 |
9 |
· Removing part of Route 168 introduces an unnecessary
transfer. · Eliminating Route 65 would result in a longer walk to
an overcrowded Route 68. · Consider retaining Route 65 on Penfield. · The capacity of Route 60 should be increased to take
into account passengers from Route 65 using this service. · If Route 68 is to serve Keyrock, its capacity should
be increased and it should bypass Eagleson Station. · There would no longer be direct service to the Kanata
Seniors Centre, library or arena from this neighbourhood. |
|
|
Revised service in Kanata North |
407 |
353 |
34 |
20 |
· Proposed Route 93 would not reach as many parts of
Kanata North as Route 160 currently does (e.g., Morgan’s Grant). The extra
walk distance to service would be significant. · Route 101 to Kanata should be retained; it is
beneficial for those commuting from the East End to Kanata North. · Retain existing Route 182 all the way to Kanata. · Consider extending the proposed Route 93 to Maxwell
Bridge / March. · The journey time to Kanata North’s industrial /
business area will increase with Route 93 compared to Route 101. · There would be no service between Morgan’s Grant /
Kanata North and Kanata Centrum. |
|
|
Improved service in Stittsville |
62 |
29 |
21 |
11 |
· If Route 163 will have reduced hours of service,
Route 96 should be more frequent. · Route 96 should bypass Katimavik and Eagleson rather
than Terry Fox Station. · Route 96 bypassing Terry Fox will be confusing for
passengers. · Service levels on Route 261 should be increased as
there is an existing problem with over-capacity which will likely worsen. |
|
|
Improved service to Palladium and
Huntmar |
58 |
32 |
19 |
7 |
· Retain service through Terry Fox; it is important for
people travelling to Centrum or using the park and ride lot. · Do not fragment Route 96 into several variants; it
will cause passenger confusion. · Retain Route 263 on Terry Fox rather than Huntmar as
it is a quicker route. |
|
|
Revised service on Orléans Boulevard |
603 |
572 |
20 |
11 |
· Consider retaining Route 32; its removal will result
in overcrowding on Route 34. · Express and regular service should be retained on
Sunview given the long walk distance to alternative service. · It’s a long walk from Grey Nuns to Jeanne d’Arc and
as such express service should remain. · The proposed changes negatively impact Chapel Hill
South in regards to longer walk times and transfers. · The existing Route 23 has fewer stops and is quicker
than the proposed Route 34. |
|
|
Improved service in southern Orléans |
131 |
81 |
28 |
22 |
· It is likely that buses on Route 34 will be full and
overcrowded before they reach Jeanne d’Arc Station. · Do not add more service to Princess Louise. · Install shelters to facilitate transfers between the
proposed Route 130 and other local service. · The proposed changes to Route 130 and the elimination
of Route 131 would result in an additional transfer. · Route 33 would be extremely long and prone to
overcrowding. · Whilst on detour, Route 33 should not stop at all
stops along Innes. · Money could be saved by just reducing the frequency
on existing Routes 130 and 131. |
|
|
Revised service in Orléans north of
Road 174 |
166 |
126 |
34 |
6 |
· Ensure that Route 34 has enough capacity for
passengers joining service on Fortune. · Routing the 37 via Bilberry will cause buses to be
overcrowded before they reach Vineyard / Voyageur. · Route the 34 via Grey Nuns and route the 38 via
Fortune. · Local service should be retained on Fortune given the
long walk distance to alternative service. · Reduce the number of 95s in order to improve peak
service express routes. · The proposal would remove service from Beauséjour and
Étoile de l'Est Elementary school. · Walking from Décarie to Jeanne d’Arc in the winter
would be difficult as snow is not cleared in the park. · The proposal would result in a longer journey for
passengers on Bilberry. · Ensure that Route 38 has sufficient capacity to
accommodate Route 39 passengers and that there is good frequency of service. |
|
|
Service from Orléans to Carleton
University |
32 |
30 |
2 |
0 |
· Consider adding evening and weekend service. |
|
|
Revised service in rural parts of Cumberland |
46 |
36 |
8 |
2 |
· Consider retaining the east of Dunning along Old
Montreal and Road 174. · The proposals make it more feasible to drive to Trim
and travel with a regular pass. · Walking long distances in rural conditions,
particularly in winter is not practical. · Should the bus come down Rockdale from the north in
the morning, consider leaving the Rockdale stops. |
|
|
Revised service in Blossom Park and
Leitrim |
91 |
69 |
18 |
4 |
· Consider reducing the frequency of Route 142 rather
than eliminating it. · Removing the 142 from Athans would force a longer
walk in a dark and deserted area. · A great portion of Blossom Park would be unserved. · Increase the frequency of Route 144 during peak
hours. · The pathway from Deerview to Queensdale is unsafe,
particularly in winter. · Have Route 144 loop around Athans in place of Route
142. |
|
|
Revised service on Johnston and
Tapiola |
44 |
30 |
12 |
2 |
· There is little benefit to serving Greenboro Station
with Route 43 given that there are stops on Bank / Johnston. · Cancel the 143, re-route Routes 98 or 114. |
|
|
Revised service on Springland and
Flannery |
176 |
147 |
20 |
9 |
· The existing Route 140 provides a connection to the
O-Train, whilst the proposals do not. · Route 87 would be overcrowded. Ensure that Route 87
is frequent enough and that extra capacity is available. · Removing Route 87 from Riverside will affect seniors’
residences, in particular Denbury and St.Patrick’s. · The change will result in an increase in journey time
for existing Route 87 passengers given that Route 87 would be longer. · There would be no service to Mooney’s Bay Park or the
Terry Fox Athletic Centre. · Consider retaining peak hour service on Route 140,
terminating / starting at Billings Bridge. |
|
|
Revised service on Alta Vista |
16 |
10 |
5 |
1 |
· The proposal, and longer walk, would add up to 15
minutes to existing commute time. · Route 88 currently serves two large high schools
which would not be served under the proposals. · Route 8 must have extra capacity added in order to
accommodate passengers from Route 88. |
|
|
Revised service on Clementine and in
Heron Park |
46 |
37 |
7 |
2 |
· Route 112 is always very busy. As such, ensure that
capacity and frequency is increased to accommodate extra passengers. · There would be a longer walk to service from south of
Heron, particularly affecting seniors. · Consider retaining Route 115 during peak hours. · There would be a longer travel time for existing
Route 112 customers. · Consider combining Route 115 with Route 141 instead. |
|
|
Revised service in Riverside South |
30 |
14 |
12 |
4 |
· The longer walk from Spratt to alternative service
under these proposals would be undesirable. · Sidewalk maintenance is an issue in the area during
winter. · Consider Route 99 doing a loop similar to the one
that Route 145 currently does. · Route the 99 down Canyon Walk in order to reduce walk
distances. · Retain Route 145 as peak-only service. · Enhance the frequency and hours of service on Route
99 if Route 145 is to be taken away. |
|
|
Revised service in central Nepean |
1,263 |
1,202 |
45 |
16 |
· Route 116 should be retained outside of peak periods
due to shift workers using it to reach Auriga and Antares and Nortel Carling. · Route 4 frequency and capacity must be sufficient to
cope with extra riders as a result of the removal of Route 111. · Route 159 should connect with Colonnade and Route
116. · The proposal will result in a longer walk for those
in the Country Place neighbourhood. · Route 4 should serve Billings Bridge Station. · There would be a longer walk for those on Viewmount
between Chesterton and Fisher in particular for seniors, students and those
travelling to / from churches. · Ensure Route156’s schedule allows for good
connections to Route 176. · The proposed changes would make commuting from Kanata
to Merivale and Hunt Club / Riverside more difficult. · The proposed changes would affect accessibility to
Carleton; trips would be longer from the Merivale area. · The proposed replacements for Route 3 would take
longer to get downtown. · Route the 116 travel across MacFarlane to Merivale
then north to Colonnade. · Consider routing the 159 down Colonnade. · Route 156 should serve the Merivale Road shopping
area. · Consider retaining service on Amberwood. · Consider having Route 86 on Fisher south of
Meadowlands, Viewmount, Chesterton and Meadowlands west of Chesterton. This
would keep service on the east end of Viewmount and south end of Fisher. · There are two malls with several businesses, seven
apartment buildings, town houses and many homes between Hogs Back, Prince of
Wales, Dynes to Baseline that would have no direct access to the downtown
core under these proposals. |
|
|
Revised service in Manordale and
Trend-Arlington |
92 |
70 |
15 |
7 |
· Retain midday, evening and weekend service on Route
174. · Route 174 no longer serving Carlingwood would be
inconvenient, particularly to seniors. · Route 172 would have a longer travel time to Baseline
under the proposals. · Buses already have difficulty turning right from
Woodroffe onto Majestic. |
|
|
Improved service to Bells Corners |
199 |
145 |
40 |
14 |
· Access to Bell High School would no longer be
possible. · Consider retaining mid-day service on Route 152. · Route 152 covers several Ottawa Community Housing
projects. · Consider retaining Route 97 on Woodridge. · Access to Nortel’s Carling Campus from Bells Corners
would no longer be possible. · Fitzgerald won’t work for the Route 97 to lay up. |
|
|
Revised service near Maitland,
Churchill, and Kirkwood |
109 |
81 |
22 |
6 |
· Eliminating the loop of
Maitland-Clyde-Baseline-Erindale during peak hours would also eliminate
service to offices and businesses, including the medical clinic, Loblaws,
Agriculture and Agri-Food Canada and Wal-Mart. · Ensure that Route 118 on Baseline has sufficient
capacity to cope with the extra demand as a result of the proposals. · Route 150 should continue straight on to LeBreton
flats during peak periods like it does currently, in order to reduce the
number of transfers for trips to Gatineau. · Under these proposals, local, direct access to
Carlingwood would be removed. |
|
|
Revised service on Dumaurier and in
Queensway Terrace North |
82 |
73 |
7 |
2 |
· Route 154 passengers at the Connaught / Severn stop
would have to walk 800 m uphill to Carling. · Removing Route 154 would affect members of three
areas of social housing. · East of Pinecrest has no sidewalks, presenting a
personal safety issue. · Consider retaining Route 154 as a peak hour service. · Route 154 is used by children and staff to get to
Severn Avenue Public school. · Do not route Route 173 via Dumaurier. |
|
|
Revised service to employment areas in
the Greenbelt |
9 |
9 |
0 |
0 |
· Consider starting Route 180 at Lincoln Fields, not
Bayshore in order to reduce the number of transfers. |
|
|
Services to Carlingwood |
195 |
164 |
22 |
9 |
· Consider having Route 172 serve Carlingwood. · The proposals would result in Route 87 becoming more
crowded if extended to Baseline. · Not everyone who uses Route 2 and Route 156 is trying
to get to Carlingwood, which makes the "special trips" of Route 2
unhelpful. · Champlain Park needs evening and weekend service. · Route the 16 along Scott from Tunney's to Westboro. · Consider making Westboro Station the end point of
Route 18, not Preston, for all trips. · Consider extend the weekend hours of Route 87 to /
from Carlingwood. · Route 156 is used in a high density area (Woodroffe
to Britannia), consider retaining it. · Consider keeping the 155 to Baseline Station. Ending
it at Baseline/Clyde will force two or three transfers for some. |
|
|
Reduced hours
of service |
· Under these proposals there would be an increase for
many in walk time to alternative service. · Community isolation outside of service hours, many
people unable to reach shopping, recreational and leisure facilities. · Concern from shift workers in regards to
accessibility to employment locations. |
|||||
|
Route 5 |
73 |
73 |
0 |
0 |
|
|
|
Route 6 |
5 |
5 |
0 |
0 |
||
|
Route 16 |
104 |
104 |
0 |
0 |
||
|
Route 106 |
133 |
133 |
0 |
0 |
||
|
Route 116 |
42 |
42 |
0 |
0 |
||
|
Route 120 |
67 |
67 |
0 |
0 |
||
|
Route 127 |
17 |
17 |
0 |
0 |
||
|
Route 136 |
25 |
25 |
0 |
0 |
||
|
Route 137 |
47 |
47 |
0 |
0 |
||
|
Route 143 |
2 |
2 |
0 |
0 |
||
|
Route 147 |
2 |
2 |
0 |
0 |
||
|
Route 149 |
35 |
35 |
0 |
0 |
||
|
Route 151 |
13 |
13 |
0 |
0 |
||
|
Route 152 |
20 |
20 |
0 |
0 |
||
|
Route 161 |
91 |
91 |
0 |
0 |
||
|
Route 166 |
29 |
29 |
0 |
0 |
||
|
Route 171 |
50 |
50 |
0 |
0 |
||
|
Routes 175 and 177 |
7 |
7 |
0 |
0 |
||
|
Route 178 |
30 |
30 |
0 |
0 |
||
OC TRANSPO
DOCUMENT 3
SUMMARY OF COST SAVINGS
Document 3
– Summary of Cost Savings
|
Recommendation |
Estimated cost savings |
|
Revised service on Preston |
1,100,000 |
|
Revised service on Bronson (included with Preston
package) |
– |
|
Revised service at Tunney’s Pasture |
0 |
|
Revised service in Sandy Hill and Old Ottawa South |
978,000 |
|
Shorter routes downtown |
773,000 |
|
Removal of former Communibus routes |
282,000 |
|
Revised service in Vanier |
350,000 |
|
Revised service to CSIS, NRC, and the Aviation
Museum |
26,000 |
|
Revised service in Overbrook |
1,200,000 |
|
Revised service on Terminal, Belfast, and Industrial |
429,000 |
|
Revised service in southeastern employment areas |
110,000 |
|
Revised service to employment areas in the Greenbelt
– East |
535,000 |
|
Revised service in Glen Cairn, Katimavik, and
Bridlewood |
653,000 |
|
Revised service in Beaverbrook and Kanata Lakes |
205,000 |
|
Revised service in Kanata North |
539,000 |
|
Improved service in Stittsville |
290,000 |
|
Improved service to Palladium and Huntmar |
0 |
|
Revised service on Orléans Boulevard and vicinity |
672,000 |
|
Revised service in Orléans north of Road 174 |
291,000 |
|
Revised service in Vars |
30,000 |
|
Revised service in Blossom Park and Leitrim |
314,000 |
|
Revised service on Johnston and Tapiola |
85,000 |
|
Revised service on Springland and Flannery |
859,000 |
|
Revised services in Alta Vista |
729,000 |
|
Revised service on Clementine and in Heron Park |
224,000 |
|
Revised service in Riverside South |
241,000 |
|
Revised service in central Nepean |
2,600,000 |
|
Revised service in Manordale and Trend-Arlington |
473,000 |
|
Revised service to Bells Corners and Crystal Beach |
321,000 |
|
Revised service near Maitland, Churchill, and
Kirkwood |
1,400,000 |
|
Revised service on Dumaurier and in Queensway
Terrace North |
589,000 |
|
Revised service to employment areas in the Greenbelt
– West |
57,000 |
|
Services to Carlingwood |
284,000 |
|
Route 6 – Reduced hours of service |
226,000 |
|
Route 116 – Reduced hours of service |
346,000 |
|
Route 120 – Reduced hours of service |
725,000 |
|
Route 136 – Reduced hours of service |
290,000 |
|
Route 137 – Reduced hours of service |
332,000 |
|
Route 149 – Reduced hours of service |
50,000 |
|
Route 151 – Reduced hours of service (included with
Kirkwood package) |
– |
|
Route 161 – Reduced hours of service |
770,000 |
|
Route 175 – Reduced hours of service (re-allocated
to Route 177) |
– |
|
Route 178 – Reduced hours of service |
76,000 |
|
Total |
$19,454,000 |