2. Strategic Plan For Bus Connections With Rail Line Plan Stratégique Pour Les
Correspondances Entre Autobus Et Train Leger |
COMMITTEE RECOMMENDATIONS
1. That Council confirm the following
principles previously approved by Council on May 27, 2009:
a. That
in consultation with the Ward Councillor, staff investigate options with the
goal to minimize bus traffic along Albert Street as it passes through the
LeBreton Flats and report back to Transit Committee.
b. That Transit Services staff be
directed to develop for the approval of Committee and Council a conceptual
transit plan for surface operations;
2. That Council approve that the following
principles be incorporated into the terms of reference of the plan:
a. The
recognition of the continued importance of preserving the economic vitality and
viability of the Rideau commercial district.
b. The
importance of transit service – both access from all areas of the City and the
details of operations – to support this economic vitality and viability.
c. The
need for convenient connections from the surface transit service to the
underground light rail line.
d. The
need for continued transit service on Mackenzie King Bridge to maintain a
pedestrian flow through the Rideau Centre and nearby businesses and to maximize
existing infrastructure investment.
e. The
need for substantial reductions in the number of buses operating on Rideau
Street and on Albert and Slater Streets to improve the general environment on
those streets and for businesses along those streets.
f. The
possible need for transit priority measures or physical modifications to
streets or stations to allow the recommended plan to be implemented.
g. The
need for convenient connections for customers traveling from points west of
Tunney's Pasture to downtown.
h. The
need for convenient connections for those customers traveling from points west
of Tunney's Pasture to points served by the O-Train from Bayview Station and
points served by OC Transpo buses into Gatineau from LeBreton Station.
3. That Council direct staff to interpret
Recommendations 1 and 2 in such a way that the conceptual surface transit plan
provides a balance between customer convenience and community impact for bus
service on Scott and Albert Streets between Holland and Empress.
4. That Council
approve that the principles act as the policy direction for transit planning in
the downtown in connection with the construction of the light rail line.
5. That Council approve the
plan presented by staff as the approved plan for OC Transpo bus routes downtown
after the opening of the light rail line.
Recommandations du Comité
1. Que
le Conseil confirme les principes suivants qu’il a adoptés le 27 mai
2009 :
a. Demander
au personnel d’évaluer, en consultation avec le conseiller de quartier, les
possibilités de réduire sur la rue Albert la circulation d’autobus qui se
rendent aux plaines LeBreton et de rendre compte au Comité des services de
transport en commun;
b. Demander
au personnel des Services de transport en commun d’élaborer un plan conceptuel
des transports en commun pour les opérations de surface et de le présenter au
Comité des services de transport en commun et au Conseil aux fins
d’approbation.
2. Que
le Conseil approuve l’introduction des principes suivants dans le cadre de
référence du plan :
a. Reconnaître
l’importance de préserver la vitalité et la viabilité économique du district
commercial de Rideau.
b. Reconnaître
l’importance du service de transport en commun – tant son accessibilité dans
tous les secteurs de la ville que son fonctionnement – comme facteur
encourageant cette vitalité et viabilité économique.
c. Reconnaître
la nécessité de faire correspondre le service de transport en commun de surface
avec le train léger sur rail.
d. Reconnaître
la nécessité de maintenir le service sur le pont Mackenzie King pour conserver
l’achalandage de piétons au Centre Rideau et dans les magasins environnants
afin de tirer profit des investissements dans l’infrastructure.
e. Reconnaître
le besoin de réduire de façon substantielle le nombre d’autobus passant sur les
rues Rideau, Albert et Slater afin d’améliorer leur ambiance générale et pour
favoriser les entreprises qui s’y trouvent.
f. Reconnaître
la possibilité qu’il soit nécessaire de mettre en place des priorités dans le
transport en commun ou d’effectuer des travaux de réfection dans les rues ou
les stations afin de respecter le plan qui sera mis en œuvre.
g. Reconnaître
le besoin d’établir des correspondances pour les personnes qui partent
d’endroits situés à l’ouest de la Station du pré Tunney pour se rendre au
centre-ville.
h. Reconnaître
le besoin d’établir des correspondances pour les personnes qui partent
d’endroits situés à l’ouest de la Station du pré Tunney pour se rendre à des
points desservis par l’O-Train à partir de la Station Bayview ou à Gatineau en
utilisant des autobus en provenance de la Station LeBreton.
3. Que
le Conseil demande au personnel d’interpréter les recommandations 1 et 2 de
façon à ce que le plan de transport en commun de surface assure un équilibre
entre le service offert aux usagers sur les rues Scott et Albert entre les rues
Holland et Empress et les conséquences pour la communauté.
4. Que le Conseil approuve les principes du règlement pour
orienter la politique sur la planification du transport en commun au
centre-ville en fonction des travaux de construction du rail léger.
5. Que
le Conseil adopte le plan présenté par le personnel concernant les trajets
d’autobus d’OC Transpo au centre-ville après l’inauguration du train sur rail
léger.
DOCUMENTATION
1. Transportation Committee report dated 16 December 2009
(ACS2009-CCS-TTC-0021).
Report to / Rapport au:
Council / Conseil
17 December 2009 / le 17 décembre 2009
Submitted by/Soumis par : Transit Committee / Comité du transport en commun
City Wide / À l'échelle de la Ville |
Ref N° / No de réf. :
ACS2009-CCS-TTC-0021 |
SUBJECT: STRATEGIC
PLAN FOR BUS CONNECTIONS
WITH RAIL LINE
OBJET: PLAN STRATÉGIQUE POUR LES CORRESPONDANCES ENTRE AUTOBUS ET TRAIN LEGER
1. That the Transit Committee
recommend that Council confirm the following principles previously approved by
Council on May 27, 2009:
a. That in consultation with the Ward
Councillor, staff investigate options with the goal to minimize bus traffic
along Albert Street as it passes through the LeBreton Flats and report back to
Transit Committee.
b. That Transit Services staff be
directed to develop for the approval of Committee and Council a conceptual
transit plan for surface operations;
2. That the Transit Committee
recommend that Council approve that the following principles be incorporated into
the terms of reference of the plan:
a. The
recognition of the continued importance of preserving the economic vitality and
viability of the Rideau commercial district.
b. The
importance of transit service – both access from all areas of the City and the
details of operations – to support this economic vitality and viability.
c. The
need for convenient connections from the surface transit service to the
underground light rail line.
d. The
need for continued transit service on Mackenzie King Bridge to maintain a
pedestrian flow through the Rideau Centre and nearby businesses and to maximize
existing infrastructure investment.
e. The
need for substantial reductions in the number of buses operating on Rideau
Street and on Albert and Slater Streets to improve the general environment on
those streets and for businesses along those streets.
f. The
possible need for transit priority measures or physical modifications to
streets or stations to allow the recommended plan to be implemented.
g. The
need for convenient connections for customers traveling from points west of
Tunney's Pasture to downtown.
h. The
need for convenient connections for those customers traveling from points west
of Tunney's Pasture to points served by the O-Train from Bayview Station and
points served by OC Transpo buses into Gatineau from LeBreton Station.
3. That the Transit Committee
recommend that Council direct staff to interpret Recommendations 1 and 2 in such
a way that the conceptual surface transit plan provides a balance between
customer convenience and community impact for bus service on Scott and Albert
Streets between Holland and Empress.
4. That the Transit
Committee recommend that Council approve that the principles act as the policy
direction for transit planning in the downtown in connection with the
construction of the light rail line.
5. That the Transit
Committee recommend that Council approve the plan presented by staff as the
approved plan for OC Transpo bus routes downtown after the opening of the light
rail line.
1. Que
le Comité des services de transport en commun recommande au Conseil de
confirmer les principes suivants qu’il a adoptés le 27 mai 2009 :
a. Demander
au personnel d’évaluer, en consultation avec le conseiller de quartier, les
possibilités de réduire sur la rue Albert la circulation d’autobus qui se
rendent aux plaines LeBreton et de rendre compte au Comité des services de
transport en commun;
b. Demander
au personnel des Services de transport en commun d’élaborer un plan conceptuel
des transports en commun pour les opérations de surface et de le présenter au
Comité des services de transport en commun et au Conseil aux fins
d’approbation.
2. Que
le Comité des services de transport en commun recommande au Conseil d’approuver
l’introduction des principes suivants dans le cadre de référence du plan :
a. Reconnaître
l’importance de préserver la vitalité et la viabilité économique du district
commercial de Rideau.
b. Reconnaître
l’importance du service de transport en commun – tant son accessibilité dans
tous les secteurs de la ville que son fonctionnement – comme facteur
encourageant cette vitalité et viabilité économique.
c. Reconnaître
la nécessité de faire correspondre le service de transport en commun de surface
avec le train léger sur rail.
d. Reconnaître
la nécessité de maintenir le service sur le pont Mackenzie King pour conserver
l’achalandage de piétons au Centre Rideau et dans les magasins environnants
afin de tirer profit des investissements dans l’infrastructure.
e. Reconnaître
le besoin de réduire de façon substantielle le nombre d’autobus passant sur les
rues Rideau, Albert et Slater afin d’améliorer leur ambiance générale et pour
favoriser les entreprises qui s’y trouvent.
f. Reconnaître
la possibilité qu’il soit nécessaire de mettre en place des priorités dans le
transport en commun ou d’effectuer des travaux de réfection dans les rues ou
les stations afin de respecter le plan qui sera mis en œuvre.
g. Reconnaître
le besoin d’établir des correspondances pour les personnes qui partent
d’endroits situés à l’ouest de la Station du pré Tunney pour se rendre au
centre-ville.
h. Reconnaître
le besoin d’établir des correspondances pour les personnes qui partent d’endroits
situés à l’ouest de la Station du pré Tunney pour se rendre à des points
desservis par l’O-Train à partir de la Station Bayview ou à Gatineau en
utilisant des autobus en provenance de la Station LeBreton.
3. Que
le Comité des services de transport en commun recommande au Conseil de demander
au personnel d’interpréter les recommandations 1 et 2 de façon à ce que le plan
de transport en commun de surface assure un équilibre entre le service offert
aux usagers sur les rues Scott et Albert entre les rues Holland et Empress et
les conséquences pour la communauté.
4. Que le Comité des services de transport en commun
recommande au Conseil d’approuver les principes du règlement pour orienter la
politique sur la planification du transport en commun au centre-ville en
fonction des travaux de construction du rail léger.
5. Que le Comité des services de
transport en commun recommande au Conseil d’adopter le plan présenté par le
personnel concernant les trajets d’autobus d’OC Transpo au centre-ville après
l’inauguration du train sur rail léger.
On 16 December
2009, the Transit Committee agreed
to suspend the Rules of Procedure to consider an Information Previously
Distributed (IPD) memo dated 27 November 2009 on the Strategic Plan for Bus Connections with Rail Line (Annex A).
The IPD was initially provided to the Committee
in response to direction to staff from Council on May 27, 2009, of the corridor
alignment and station locations for the environmental assessment of the
downtown rail line (Downtown Ottawa Transit Tunnel Planning and Environment
Assessment Study Update, ACS2009-ICS-PLA-0069). Council directed staff to evaluate and report
on several matters related to bus operation once the rail line is built and
open.
CONSULTATION
The Transit Committee received four (4) public delegations at the meeting on 16 December. The extract of Draft Minute reflects the comments made at that time. (See Annex B).
LEGAL/RISK MANAGEMENT IMPLICATIONS
There are no legal/risk management impediments to the implementation of this Report's recommendations.
FINANCIAL
IMPLICATIONS
If there are opportunities to introduce any of the features of the new route plan before the opening of the rail line, staff will present those for consultation and approval as part of the normal Transplan planning process and will seek budgetary approval of any associated incremental costs in the applicable year’s budget submission. Incremental costs for the new route plan after the opening of the rail line will be included in the applicable year’s budget submission.
SUPPORTING
DOCUMENTATION
Annex A Deputy City Manager, Infrastructure Services and Community Sustainability, Memorandum dated 27 November 2009 (ACS2009-ICS-TRA-0013-IPD).
Annex B Extract of Draft Minutes, 16 December 2009.
Upon adoption of this report by City Council, this would be the approved transit route plan for downtown connections with the light rail line. No further transit route planning or consultation would be expected unless there is a substantial change in the light rail project or another need to do so is identified by Council.
ISCS staff will take appropriate action, including designing the light rail stations and any accompanying physical road works to support this plan, and providing public information on the approved plan as part of information on the light rail project.
ANNEX A
M E M O /
N O T E D E S E R V I C E
|
|
To / Destinataire |
Chair
and Members of the Transit Committee / Président et membres du Comité des services de
transport en commun |
File/N° de fichier: ACS2009-ICS-TRA-0013 |
From / Expéditeur |
Nancy Schepers, Deputy City Manager/Directrice municipale adjointe, Infrastructure
Services and Community Sustainability/Services
d’infrastructure et Viabilité des collectivités |
Contact / Personne-ressource : Alain Mercier,
General Manager/Directeur général
Transit Services/Services du
transport en commun |
Subject / Objet |
Strategic Plan for Bus Connections with Rail Line / Plan stratégique pour les correspondances entre autobus et train leger |
Date: 27
November 2009 |
SUMMARY
This memo presents a plan, at the concept
level, for the way that bus routes would be changed to connect with the new
rail line once it is built and open. The construction of the rail line allows
for much of the current bus operation within downtown to be replaced by train
operation in the new tunnel. The removal of longer-distance bus routes from
downtown, in turn, allows for the reorganization of local bus routes within
downtown to improve connections and to meet other identified priorities.
The downtown part of this plan would ensure
that all customers on local bus routes in downtown would have a good connection
to the rail line, a good connection to major downtown destinations, and a good
connection to other local bus routes in downtown. It would also substantially
reduce the number of buses operating on Rideau, Albert, and Slater Streets, and
it would maintain most of the current transit-related pedestrian flow through
the Rideau Centre.
Under this plan, bus routes from points near or
east of Blair Station would end there, where customers would transfer to the
train. Bus routes from points near or south of Hurdman Station would end there.
Bus routes from points west of Tunney’s Pasture Station would end there, except
that a limited number of buses from Kanata and Barrhaven would continue
on-street east of there, to provide connections to the O-Train at Bayview Station
and to provide service via LeBreton Station to the major employment areas in
Gatineau.
This plan for bus route connections with the
rail line is being used to develop the functional requirements for stations on
the rail line. Input from transit customers and residents will be sought
through the consultation process for the Downtown Ottawa Transit Tunnel
Environmental Assessment, through comment on ottawa.ca and octranspo.com, and
through the normal Transplan consultation and approval process in the years before
the rail line opens. Approval by Council
of the particular route changes would be part of the normal Transplan process
in future years.
DIRECTION FROM COUNCIL
In its approval on May 27, 2009, of the
corridor alignment and station locations for the environmental assessment of
the downtown rail line (Downtown Ottawa Transit Tunnel Planning and
Environment Assessment Study Update, ACS2009-ICS-PLA-0069) Council directed
staff to evaluate and report on several matters related to bus operation once
the rail line is built and open.
The pertinent elements of the decision by
Committee and Council were:
3. That in consultation with the Ward Councillor, staff
investigate options with the goal to minimize bus traffic along Albert Street
as it passes through the LeBreton Flats and report back to Transit Committee.
4. That Transit Services staff be directed
to develop for the approval of Committee and Council a conceptual transit plan
for surface operations;
And that the following principles be incorporated into the terms of
reference of the plan:
a) The recognition of the continued importance of
preserving the economic vitality and viability of the Rideau commercial
district
b) The importance of transit service – both access
from all areas of the City and the details of operations – to support this
economic vitality and viability
c) The need for convenient connections from the
surface transit service to the underground light rail line
d) The need for continued transit service on
Mackenzie King Bridge to maintain a pedestrian flow through the Rideau Centre
and nearby businesses and to maximize existing infrastructure investment
e) The need for substantial reductions in the
number of buses operating on Rideau Street and on Albert and Slater Streets to
improve the general environment on those streets and for businesses along those
streets
f)
The
possible need for transit priority measures or physical modifications to
streets or stations to allow the recommended plan to be implemented
g) The need for convenient connections for
customers travelling from points west of Tunney's Pasture to downtown
h) The need for convenient connections for those
customers travelling from points west of Tunney's Pasture to points served by
the O-Train from Bayview Station and points served by OC Transpo buses into
Gatineau from LeBreton Station
And that staff be directed to interpret
Recommendations 3 and 4 (as amended) in such a way that the conceptual surface
transit plan provides a balance between customer convenience and community
impact for bus service on Scott and Albert Streets between Holland and Empress
Streets.
The new rail line would provide the primary
transit service to and from downtown Ottawa, and would replace much of the
current bus operation. The entire transit system would be designed and operated
in such a way that the rail line is its spine. Planning the future route
network will be a task that continues from now, through the opening of the
first increment of the rail line, and on into the future as the City’s rapid
transit network expands. Planning of a strategic or conceptual nature will
often be required many years before the final service plans are developed and
approved, in order to provide input to the design of the rail stations and in
order to answer general questions about the future operation of the OC Transpo
system.
There are four elements of the future transit
network that are described in this memo:
This memo provides information on the current
strategy for the bus routes connecting with the rail line in these four areas,
and in particular to show how the directions that were provided by Council on
some specific issues have been incorporated into the plan. These are the bus
operating plans that are providing input to the functional design of the rail
line and its stations. The route planning, however, is not complete, and will
be refined based on the outcome of the functional design and the environmental
assessment process and based on ongoing changes in travel needs over the years
before the rail line opens. The eventual route changes to integrate the bus
routes with the rail line would be part of the normal Transplan consultation
and approval process in the years before they are made.
Staff have designed a future bus route
configuration for downtown that responds to the direction from Council to
follow three objectives:
While the new rail line would replace most of
the current bus operation within downtown, there remain major parts of central
Ottawa which would be served predominantly by bus service – examples are
Vanier, Lower Town, Sandy Hill, and the Glebe.
The routes serving these areas need to be designed to provide
connections to major downtown destinations, to the rail line, and to each
other.
The plan that has been developed for bus routes
in downtown is attached in Document 1 and explained in Document 2. The plan
achieves the three objectives outlined above and achieves the directions of
Council.
All
Bus Routes Provide Convenient Connections
All bus routes in downtown would connect with
the rail line at one or more downtown stations. There would be consistent
connection points for buses heading to common destinations, to keep the
services easy to understand and to use. The map in Document 1 shows six groups
of routes in downtown.
All bus routes in downtown would connect with
each other, either at common stops, at intersections, or through rail stations.
Bus
Routes Serve Important Downtown Destinations
All bus routes in downtown would serve the
major employment and shopping areas within downtown, including the Rideau
Centre. As today, some customers would need to walk or to transfer to the rail
line or another bus route to reach a particular location within downtown.
Pedestrian Traffic at the Rideau Centre is Maintained
The number
of OC Transpo customers who walk to, from, or through the Rideau Centre would
be at approximately 85 per cent of the levels that would be experienced if the
current routes were to remain unchanged. This meets the objective of Council to
sustain pedestrian traffic in this area, without causing inconvenience to
transit customers.
The distribution
of the pedestrian traffic within the Rideau Centre would be different from
today, however. OC Transpo-related pedestrian traffic would be at approximately
60 per cent of the current levels at the Mackenzie King Bridge end of the
Rideau Centre and at approximately 105 per cent of the current levels at the
Rideau Street end.
OC
Transpo Bus Operations on Rideau, Albert, and Slater are Reduced Dramatically
The number of OC Transpo bus trips operating on
Rideau Street between Sussex and Nicholas would be at approximately 30 per cent
of the levels that would be experienced if the current routes were to remain
unchanged. This would reduce the intrusion of transit operations in this area
and would allow for improved urban conditions. (Reductions in the number of STO
buses operating on Rideau Street will be possible based on the outcome of the
forthcoming interprovincial rapid transit strategy study and the decisions that
are made by Council and by other bodies following that study.)
The number of OC Transpo bus trips operating on
Albert and Slater Streets between Elgin and Lyon would be at approximately
one-third of current levels, and west of Lyon at approximately five per cent of
current levels. This would reduce the intrusion of transit operations in this
area and would allow for improved urban conditions.
No
Major Road Work is Required
Staff evaluated whether any substantial
physical changes would be needed to roads or to transit facilities within
downtown to support the new downtown route plan. No new bus lanes would be
required, and in particular no changes would be needed to the section of Waller
Street between Rideau Street and the Mackenzie King Bridge.
The reduction in the number of buses operating
on downtown streets may also create opportunities for road changes that are not
currently feasible. The current bus lanes on Albert and Slater Streets and on
the Mackenzie King Bridge would be able to be redesigned, and some sections may
no longer be needed, because of the reduced number of buses operating in them.
It is important for the continued success of
the transit system in carrying customers to, from, and through downtown that
the reduction in the number of buses operating on downtown streets not result
in a reduced competitive position for transit. Any road change that is being
considered for downtown as a result of the rail project should be evaluated to
ensure that capacity and convenience for auto traffic is not unduly increased.
Facilities
are Required for Customers to Wait and for Buses to Turn Around
The entrances to the downtown stations of the
rail line will be designed to accommodate many needs, including convenient
connections to the bus routes within downtown. Space will be designed and
developed for customers to wait for buses at these stations.
Locations for buses to stop, turn around, and
wait for their next departure time would be required at three locations: the
current Transitway both north and south of Laurier Avenue; a location on Albert
or Slater near Lyon, perhaps using part of the current bus lane; and on Elgin
Street at Confederation Square, perhaps using the current space allocated for
tour buses, which could perhaps be moved to space made available by the removal
of the bus lanes on Albert and Slater. Further planning on how best to meet
these operational requirements will be carried out along with the rail line
project.
Next
steps
This route plan meets the objectives
established by Council. It will serve as the long-term plan for bus routes in
downtown and it will be used as one foundation for the design of the rail line
and its downtown stations. A map and description of the downtown route plan
will be made available on the web for customers to review and to provide
comments. If there are opportunities to introduce any of the features of the
new route plan before the opening of the rail line, staff will present those
for consultation and approval as part of the normal Transplan planning process.
Blair
Station would be the eastern hub
Blair Station would be the primary connection
with the new rail line for services from the east. All current express and
rapid transit routes from Orléans would end at Blair Station, and customers
would transfer there to the rail line. Due to the short distance between
Orléans and Blair Station, the express and local routes within Orléans would be
combined so that there would be a single route operating from each area within
Orléans directly to Blair Station. There would continue to be local service
linking areas within Orléans, as the current Route 130 does today. Blair
Station would also be the connection point between the rail line and local
routes in its vicinity.
Blair Station is being designed to conveniently
accommodate all of the customers who would be changing to or from the rail line
or transferring between bus routes there, and to also provide space for buses
to stop, turn around, and wait for their next departures. Customers alighting
from buses would be able to move directly down from the bus platform to the
train platform using stairs, escalators, and elevators, and because the station
will be designed as an all-fare-paid area, they would not need to show a
transfer or pass to change between buses and trains. Drawings of Blair Station
are provided in the report on the functional planning of the rail line. Further
information will be available on the operating procedures at Blair Station as
the detailed design of the rail line and of the future bus route network continues.
Place d’Orléans Station would be less of a
focal point for local bus operations than it is now. As almost all services to or from different
parts of Orléans would connect with the rail line at Blair Station, Place d’Orléans
Station would be used primarily by customers who are travelling to or from the
commercial areas nearby or to or from the park and ride lot. Route 95 would no
longer exist in its present form. With all areas of Orléans connected directly
to the rail line at Blair Station, the replacement for Route 95 would operate
only as frequently as required to provide the additional capacity needed
between Blair Station and Jeanne d’Arc, Place d’Orléans, and Trim stations in
Orléans.
St.
Laurent and Hurdman Stations would be major transfer points
St. Laurent Station would serve a role similar
to its current one, as a transfer point between the rail line and local routes
in its vicinity. No substantial changes would be required to the current
upper-level platform of the station. Some routes which now join the Transitway
at St. Laurent Station and end at Hurdman Station would instead end at St.
Laurent Station.
Hurdman Station would be the primary connection
with the rail line for services from the Southeast Transitway and from
locations such as Elmvale, Alta Vista, and the hospital complex on Smyth Road.
All current direct-to-downtown and rapid transit routes from these areas would
end at Hurdman Station, and customers would transfer there to the rail line.
Hurdman Station is being designed to
conveniently accommodate the customers who would be transferring there. There
would be a single bus platform, from which customers can walk a short distance
to stairs, escalators, and elevators, which would rise to the elevated train
platform. Because the station will be designed as an all-fare-paid area,
customers would not need to show a transfer or pass to change between buses and
trains. Customers who start their trip at Hurdman Station would pay their fare
before entering the station. With the reconfiguration of the area now used for
bus operations on the Transitway, there are means to improve walking access to
the station and improved access for cars and taxis that are picking up or
dropping off customers.
Tunney’s
Pasture Station would be the temporary western hub
Tunney’s Pasture Station would be the primary
connection with the new rail line for services from the west. All current
express and rapid transit routes from Barrhaven, Nepean, Kanata, and
Stittsville would connect at Tunney’s Pasture Station, and most customers would
transfer there to the rail line. Tunney’s Pasture Station would also be the
connection point between the rail line and nearby local and main line routes.
The role of Tunney’s Pasture Station will
change twice in the forthcoming years. When the first phase of the rail line
opens, Tunney’s Pasture Station will be the western terminal of the rail line,
and the eastern terminal for buses from all areas to the west. As such, it will
temporarily need to accommodate a high volume of bus operations. When the rail
line is extended further west to Baseline Station, the nature of Tunney’s
Pasture will change again, and it will serve a role similar to today, as a
connection point for bus routes in the neighbouring areas and on Holland Avenue
and as a walk-in station for customers working or living in the area.
Tunney’s Pasture Station is being designed to
serve its temporary role as a major transfer station, but also to be converted
back to an on-line station. The station would accommodate all of the customers
transferring and would have room for buses to stop, turn around, and wait for
their next departure. In order to allow operations at the station to flow
smoothly and for customers transferring in the afternoon to be carried as
effectively as possible, new operating procedures will be developed as the
detailed design of the station and of the future bus route network continues.
Connections
to Gatineau from the east via downtown or LeBreton Station
With the opening of the rail line, customers
travelling from points in downtown and east of downtown would have two ways to
travel to Gatineau. Customers who are heading for all major employment
locations in Gatineau would be able to change to STO bus service at Rideau
Station or elsewhere downtown. This connection would replace the current
service provided by OC Transpo Routes 27 and 40. Customers who are heading for
points at or near les Terrasses de la Chaudière would also be able to transfer
at LeBreton Station to OC Transpo bus service across the Chaudière Bridge,
which would replace the current service on Routes 8, 88, and 105.
Further changes to this connection will be
possible based on the outcome of the forthcoming interprovincial rapid transit
strategy study and the decisions that are made by Council and by other bodies
following that study.
Connections
to Gatineau from the west via Tunney’s Pasture and LeBreton Stations
During the years that the rail line ends at
Tunney’s Pasture Station, direct bus service would be provided during peak
periods from Kanata and Barrhaven to Gatineau, in order to avoid the need for
customers to transfer to the rail line at Tunney’s Pasture Station and to
change again to a bus just two stations later, at LeBreton Station. These
routes are shown as Routes 108 and 109 on the map in Document 1. They would
operate on the Transitway to Tunney’s Pasture Station and after stopping there
would continue via Scott Street and Albert Street to LeBreton Station, and then
across the Chaudière Bridge into Gatineau. This service would not be required
once the rail line is extended to Baseline Station.
The direct service from Kanata and Barrhaven
would operate only during peak periods. At all times of the week, OC Transpo
Route 3, which provides north-south service on Preston Street, would be
extended north on Booth Street via LeBreton Station and into Gatineau,
replacing the current Route 8.
Further changes to this connection will be
possible based on the decisions after the interprovincial rapid transit
strategy study.
Bus
operations on Scott and Albert
After the
rail line is extended to Baseline Station, the operation west of the bus
turning and waiting area at City Centre Avenue would not be required, as the
direct service would end. Bus operation on Albert Street between City Centre
Avenue and Booth Street would continue, in order to provide the required
transit capacity across the Chaudière Bridge. Further changes could be possible
based on the decisions made after the interprovincial rapid transit strategy
study.
Connections to Carleton University
Customers travelling from points in downtown
and east of downtown on the rail line would make their connections to Carleton
University either through Bayview Station, to the O-Train (or its future
replacement), or at Hurdman Station, to buses from there to the university.
Customers travelling from Barrhaven, Kanata,
and other locations west of Tunney’s Pasture Station would make their
connections to Carleton University by bus to Bayview Station and then by
O-Train. They would be able to use the bus trips that are extended through to
Gatineau by alighting from those buses at Bayview Station and changing to the
O-Train there.
Staff have also briefed Councillors Bédard,
Holmes, Leadman, and Wilkinson on the details of this plan and on the results
of the consultations noted above.
Input from transit customers and residents will be
possible during the consultation process for the Downtown Ottawa Transit Tunnel
Environmental Assessment, through comment on ottawa.ca and octranspo.com, and
as part of the normal Transplan consultation and approval process in the years
before the rail line opens.
Original signed by
Nancy Schepers
ATTACHMENTS
DOCUMENT 1
DOCUMENT 2
Route
|
Streets
Served within Downtown
|
Rail Connections at |
Rideau Centre Connection
|
1E |
St Patrick/Murray,
Mackenzie/Sussex to Rideau |
Rideau Station |
At Rideau/Sussex
|
1S |
Bank, Queen, Elgin,
Mackenzie King Bridge |
Downtown East Station,
Rideau Station |
On Mackenzie King Bridge |
2 |
Somerset, Bank, Queen,
Elgin, Mackenzie King Bridge |
Downtown East Station,
Rideau Station |
On Mackenzie King Bridge |
4 |
Bank, Queen, Elgin,
Mackenzie King Bridge |
Downtown East Station,
Rideau Station |
On Mackenzie King Bridge |
5E |
St Patrick/Murray,
Mackenzie/Sussex to Rideau |
Rideau Station |
At Rideau/Sussex
|
5S |
Elgin |
Rideau Station, Downtown
East Station |
Through Rideau Station
|
7E |
Rideau, Wellington, Bank,
Albert/Slater |
Rideau Station, Downtown
East Station, Downtown West Station |
On Rideau Street
|
7S |
Bank, Queen, Elgin,
Mackenzie King Bridge |
Downtown East Station,
Rideau Station |
On Mackenzie King Bridge |
9 |
Dalhousie, Rideau,
Wellington, Bank, Albert/Slater |
Rideau Station, Downtown
East Station, Downtown West Station |
On Rideau Street
|
12 |
Rideau, Wellington, Bank,
Albert/Slater |
Rideau Station, Downtown
East Station, Downtown West Station |
On Rideau Street
|
14E |
Laurier, Mackenzie King
Bridge, Albert/Slater |
Rideau Station, Downtown
East Station, Downtown West Station |
On Mackenzie King Bridge |
14W |
Elgin |
Rideau Station, Downtown
East Station |
Through Rideau Station |
16E |
Laurier, Mackenzie King
Bridge, Albert/Slater |
Lees Station, Rideau
Station, Downtown East Station, Downtown West Station |
On Mackenzie King Bridge |
18 |
Laurier, Mackenzie King
Bridge, Albert/Slater |
Rideau Station, Downtown
East Station, Downtown West Station |
On Mackenzie King Bridge |
85 |
Bronson, Slater/Albert,
Mackenzie King Bridge |
Downtown West Station,
Downtown East Station, Rideau Station |
On Mackenzie King Bridge |
Notes:
This table does not show Routes 306 and 316, the downtown community bus routes,
which will be planned separately, to continue to provide access to the transit
system for customers with reduced mobility and with specific travel needs. The
current Route 15 is described in this plan as part of Route 12. Other routes
which currently operate in downtown are planned to connect with the rail line
outside downtown.
DOCUMENT 3
OC Transpo-Related Pedestrian Traffic in the Rideau Centre |
Current |
After
rail line opens |
Customers per day who walk
through the Rideau Centre to reach their destination or to transfer between
buses/trains |
19,300 |
14,200 |
Customers per day who walk
to or from points within the Rideau Centre |
14,100 |
14,100 |
Total OC Transpo-related
pedestrian traffic in the Rideau Centre |
33,400 |
28,300 |
Per cent of current |
|
85% |
OC Transpo Bus Operation on
Rideau Street |
Current |
After rail line opens |
Rideau Street, Sussex to Nicholas
|
|
|
OC Transpo bus trips per day, both directions added |
1651 |
503 |
Per cent of current |
|
30% |
Rideau Street, Nicholas to Dalhousie
|
|
|
OC Transpo bus trips per day, both directions added |
1545 |
503 |
Per cent of current |
|
33% |
OC Transpo Bus Operation on Albert and Slater Streets |
Current |
After
rail line opens |
Albert Street, Elgin
to Lyon
|
|
|
OC Transpo bus trips per
day, westbound only |
1491 |
495 |
Per cent of current |
|
33% |
Slater Street, Lyon
to Elgin
|
|
|
OC Transpo bus trips per
day, eastbound only |
1481 |
501 |
Per cent of current |
|
34% |
Albert Street, Lyon
to Bronson
|
|
|
OC Transpo bus trips per
day, westbound only |
1586 |
81 |
Per cent of current |
|
5% |
Slater Street,
Bronson to Lyon
|
|
|
OC Transpo bus trips per
day, eastbound only |
1536 |
81 |
Per cent of current |
|
5% |
OC Transpo Bus Operation on Mackenzie King Bridge |
Current |
After
rail line opens |
OC Transpo bus trips per
day, both directions added |
2828 |
1150 |
Per cent of current |
|
41% |
Notes:
The figures in these tables do not include the growth in ridership or service
increases that will occur over the years until the rail line opens; do not
include transit customers who travel exclusively on STO services; and do not
include trips made by STO buses nor other buses from outside Ottawa.
ANNEX B
Strategic Plan for Bus Route Connections with
Rail Line
Plan
stratégique pour les correspondances entre autobus et train leger
ACS2009-ICS-TRA-0013 CITY WIDE / À
L'ÉCHELLE DE LA VILLE
Moved by G. Bédard
That the Transit Committee approve the addition of this item for
consideration by the Committee at today’s meeting, pursuant to Section 84(3) of
the Procedure By-law (being By-law No. 2006-462).
CARRIED
The Committee received the following public delegations:
Derek Reid spoke on behalf of the residents north of Sandy Hill and
the businesses of Laurier Avenue East.
He spoke about the changes to transit service with the proposed changes
to surface operations with the tunnel and rail alignment. In a PowerPoint presentation, he pointed out
the following:
·
The plan suggests that all eight routes from
Lowertown would terminate in the core, requiring passengers to transfer or walk
to their destinations; this proposal requires about twice as many local buses
running through the core
·
All seven routes from Centretown would terminate at
the Rideau Centre, requiring passengers to transfer or walk to their
destinations; this will create an undesirable situation since lay-ups will
require an abundance of parking space for idling buses. This will be unappealing to neighbouring
property owners
·
The Nicholas alignment for the Rideau Station would
allow for direct access to the Sear’s Court inside the Rideau Centre. Local bus connections serving the Mackenzie
King Bridge would maintain, if not increase, the pedestrian flow through the
upper rear corridor of the Rideau Centre.
Transit-users arriving by LRT and local buses would walk through the
Rideau Centre to access Rideau Street and the Byward Market. The cross-country alignment would eliminate
much of this pedestrian flow; this alignment also allows for direct access to
the current Laurier Transitway Station which serves the university as well as
businesses and residents of North Sandy Hill
·
The Slater alignment for the Bank Street Station
would allow for direct access to L’Esplanade Laurier, which is 200 metres from
Place Bell. This alignment also allows
for direct access to the World Exchange Plaza, which is 250 metres from the
National Arts Centre.
A copy of his written submission is held on file.
Following on this presentation and in response
to a question posed by Councillor Bédard, Pat Scrimgeour, Manager, Transit
Service Design advised that
there would be a considerably longer travel time for people travelling east of
the downtown. He explained that they
were trying to maintain Rideau Street as a connection point for those best
served by bus stops on Rideau Street. He
further confirmed that they were not taking anyone artificially through the
Rideau Centre to get them to that point.
He offered to look at this further, in consultation with the councillor,
if it was his wish to do so and further confirmed that the Motion would not
preclude the City from making any modifications in the future.
Peggy DuCharme, Executive Director, Downtown Rideau BIA supported the staff recommendations detailed in the memo. She noted that it did not address the impact of STO buses on surface connections to the tunnel on Rideau Street, but recognized that this would be addressed as part of the Interprovincial Transit Study. She reminded Committee that STO operations, whose bus volumes have doubled on Rideau Street in the last two years, is a significant piece of the equation and, if not resolved through the aforementioned study, should come back as an addendum to this process to be resolved. A copy of her letter dated 15 December 2009 is held on file.
David Jeanes believed it was not enough to say that the details of this plan will be part of the annual TransPlan exercise going forward because that is handled as a local consultation regarding specific changes to bus routes, and does not bring into play how the overall system works. He believed that more information was required with respect to how transfers at Tunney’s Pasture, Blair and Hurdman stations will work, because he did not feel their design provided a positive transfer experience for riders. He indicated that pedestrian movement is critical to this process and to the tunnel, but commented on the absence of any such origin/destination study being carried out. On a closing note, Mr. Jeanes emphasized the importance of having pedestrian-friendly transit oriented development, and suggested that this change to the system has the opportunity to generate a lot of economic activity at many points in the transit network. He hoped for a much more open discussion and debate on the matter.
Cindy VanBuskirk, General Manager, Rideau Centre referred to the letter sent to the Chair and members of the Committee on 15 December 2009, detailing their support for the recommended surface transit plan. She emphasized that approval of this plan is critical in order for the Rideau Centre to properly consider the opportunities for DOTT station access on their site. She was seeking assurance that the Rideau Centre would continue to function with north/south pedestrian movement and that transit service on the Mackenzie King Bridge would continue. There was some concern on their part that the recommended surface transit operations plan could be changed or discarded once the DOTT project is underway, meaning devastating consequences to their shopping facility. She encouraged the Committee to support the recommended plan as detailed by staff in the IPD memo. A copy of her letter referenced above is held on file.
Councillor Bédard explained that he was
bringing forward a Motion that addresses her concerns and he hoped the
Committee would support it as it is a positive step and gives some comfort to
businesses.
Councillor Legendre reiterated the comments he made in May 2009 when Committee received an update on the DOTT Planning and Environment Assessment Study. Specifically, he questioned the requirement to maintain the flow of pedestrians through the Rideau Centre as part of this transit plan. Mr. Scrimgeour explained that many options were explored for station identification and the plan that was developed and which is detailed in the IPD meets the following objectives:
· To provide as good a transit service as currently exists
· The need to maintain a pedestrian flow similar to what it is today (through the Rideau Centre)
· The desire to reduce the number of buses on Rideau, Albert, Wellington and Slater
In spite of staff’s assurances that they were not contradicting transit principles by directing this pedestrian movement, the councillor indicated he would dissent on 2(d) of the Motion.
Councillor Bédard received confirmation from staff that the objective of the public transit system is to get people to employment and commercial nodes, the Rideau Centre being one of those.
Chair Cullen referred to the last point in the Motion and wondered if the Committee could approve it because it appears to imply a commitment for a future Council. Ernest McArthur, Legal Counsel advised that the Committee could adopt it and future Councils can do what they want with it.
Moved by G. Bédard:
1. That the Transit Committee recommend
that Council confirm the following principles previously approved by Council on
May 27, 2009:
a. That in consultation with the Ward
Councillor, staff investigate options with the goal to minimize bus traffic
along Albert Street as it passes through the LeBreton Flats and report back to
Transit Committee.
b. That Transit Services staff be
directed to develop for the approval of Committee and Council a conceptual
transit plan for surface operations;
2. That the Transit Committee recommend
that Council approve that the following principles be incorporated into the terms of
reference of the plan:
a. The
recognition of the continued importance of preserving the economic vitality and
viability of the Rideau commercial district.
b. The
importance of transit service – both access from all areas of the City and the
details of operations – to support this economic vitality and viability.
c. The
need for convenient connections from the surface transit service to the
underground light rail line.
d. The
need for continued transit service on Mackenzie King Bridge to maintain a
pedestrian flow through the Rideau Centre and nearby businesses and to maximize
existing infrastructure investment.
e. The
need for substantial reductions in the number of buses operating on Rideau
Street and on Albert and Slater Streets to improve the general environment on
those streets and for businesses along those streets.
f. The
possible need for transit priority measures or physical modifications to
streets or stations to allow the recommended plan to be implemented.
g. The
need for convenient connections for customers traveling from points west of
Tunney's Pasture to downtown.
h. The
need for convenient connections for those customers traveling from points west
of Tunney's Pasture to points served by the O-Train from Bayview Station and
points served by OC Transpo buses into Gatineau from LeBreton Station.
3. That the Transit Committee recommend
that Council direct staff to interpret Recommendations 1 and 2 in such a way that the
conceptual surface transit plan provides a balance between customer convenience
and community impact for bus service on Scott and Albert Streets between
Holland and Empress.
4. That the Transit Committee recommend
that Council approve that the principles act as the policy direction for
transit planning in the downtown in connection with the construction of the
light rail line.
5. That
the Transit Committee recommend that Council approve the plan presented by
staff as the approved plan for OC Transpo bus routes downtown after the opening
of the light rail line.
CARRIED, with Councillor Legendre dissenting on Recommendation 2(d).