Ottawa Rapid Transit Network
As per demand, this thread is reserved for discussions regarding the developments of the APPROVED Rapid Transit Network only, to make real progress easier to follow:
http://ottawa.ca/residents/public_co...index_en-2.jpg Not allowed in this thread: - theoretical technologies (PRT, PAT, MagLev etc) - alternate transit plans that contradict what's already approved (issues regarding options to the Western Parkway or future extensions are OK) - General BRT vs. LRT debates Those discussions should remain in the "The future of Ottawa's Transit" thread or their own threads. Post away! |
FROM OTTAWA.CA:
Notice of Public Open Houses Moving Forward with Ottawa’s Transportation Future Ottawa - We want to hear from you! The City of Ottawa is currently updating its Transportation Master Plan (TMP), a document that explains the need for future transit, roads, pathways and other transportation infrastructure, and provides guidance on where and when they will be built. As the TMP update enters its final stages, the City is seeking input on different implementation scenarios for the transit network, as well as costs, benefits and associated risks. Residents can view the different scenarios and provide comments at the open houses or join the conversation on the OttawaTALKS online discussion forum from September 11 to 30 at ottawa.ca/tmp. Other ways of providing feedback include via e-mail to plan@ottawa.ca or by calling 3-1-1. Open houses will be held from 6 to 8:30 p.m., with table discussions at 7 p.m. To register for a discussion group, visit ottawa.ca/tmp. Thursday, September 11 Ottawa City Hall – Main Floor Rotunda Area 110 Laurier Avenue West (at Elgin Street) Transit Routes: 5, 6 and 14 Monday, September 15 Jim Durrell Recreation Centre – Elwood Hall 1265 Walkley Road (near Bank Street) Transit Routes: 1, 8, 82, 88, and 97 Tuesday, September 16 Bob MacQuarrie Recreation Complex – Orléans 1490 Youville Drive (near Highway 174) Transit Routes: 31, 95, 101, 102, 127, and 131 Thursday, September 18 Glen Cairn Community Centre (Upper Hall) 186 Morrena Drive (near Castlefrank and Hazeldean) Transit Routes: 63, 64, 96,118 and 161 Monday, September 22 Nepean Sportsplex – Salon A 1701 Woodroffe Avenue (near West Hunt Club) Transit Routes: 70, 71, 73, 76, 77, 95, 157 and 188 |
Ottawa Sun article - seems the east end is more preffered and Jan is fuming. Well Jan blame on the residents of Westboro for that, although if the Strandherd Bridge is built at the same time much of the construction is done, I could see an extension to Barrhaven without worrying about the Westboro NIMBYS.
Meanwhile, the streetcar option and the hopstial complex by-pass is also on the maps Quote:
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Here's also from the Citizen
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http://ottawa.ca/residents/public_co.../index_en.html
Rapid Transit Network 2031 - click pic to enlarge (pdf) http://ottawa.ca/residents/public_co...twork_en-1.jpg Developments since Primary Transit Network established in May 2008.
fyi $2 billion in new roads spending, about $4.7 billion on rapid transit network from the Citizen Quote:
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:previous: Actually, there really hasn't been any real vocal objections (at least not yet) against using part of the Byron corridor from residents of Westboro or communities west of it. The NIMBYism is a largely assumed thing, especially because no serious proposal has been studied. I think the NCC is right to say that options should be explored because the best solution might actually be to use Richmond/Byron even if it would cost more in the long run. Let them pitch in or lobby the feds for the increased cost if they really don't want the Parkway to be touched.
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Kitchissippi, I like how you cock-blocked Franky on this thread. :tup:
Someone needed to do it. However, I still want to know what the each termunis of the tunnel will be near the University of Ottawa. Its needs to be just after the 417 as it heads toward Campus station. |
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And since the Byron corridor is shorter and straighter and goes closer to more housing and businesses, its long run cost ought to be lower and its long-run revenues/benefits higher. |
The Byron ROW makes the most sense in terms of available space and routing, as well as station placement. I'm not especially enamored of putting the LRT along the river myself.
Part of me suspects that the parkway option was put forward to make the Byron route the preferred alternative. |
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Seems less ambitious than the original plan4... :) |
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The Ambleside residents have been begging for a Transitway stop at Old Orchard for the longest time. I think they would be elated if the stop was along Richmond instead.
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Also, what is the difference between "Supplementary Transit - Bus" and "Transit Priority"? Aren't they essentially the same? There are weird errors in that diagram -- Conroy Rd is labeled as Alta Vista, and the Blackburn ByPass is labeled Cumberland, and Industrial is in the wrong place. |
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Looks like we need to update the maps for Phase 1:
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Transit priority can mean a number of things. The most minimal would be giving transit 'soft control' over traffic lights, which means they could extend a green light to get through the intersection, or shorten a red light. You could go further with traffic signal control and have the buses be able to override the light cycle, much like emergency vehciles can do at some intersections. The next level would be to provide skip lanes, making an intersection an extra lane wide for transit only. Before regular traffic gets to flow, the transit buses would be permitted to pass through the intersection. |
I am thinking the stars are beginning to align for the Byron corridor...and I could not be happier.
The reason I think so are: 1) The NCC seems awfully cool to the parkway idea. This is going to be worse then pulling teeth to build anything there. 2) It seems a number of parties (councilors, newspapers perhaps even city staff) are doing what they can to sink:Titanic: the Carling idea. At least in the paper it was called "a street car" *gasp* the forbidden word! :eek: They also went to the trouble to mention that it will stop at 30 traffic lights.:gtfo2: I frankly can't think of many ways to create a worse impression of that route. This think makes it sound like you will be luck to get from Kanata to Downtown by noon if you leave at 6AM. Transfers, stop lights, and just general slowness. Quote:
And I have to agree with m0nkyman, that some of the other options were put forward to eat the opposition so that Byron can be left standing. This same approach was taken in certain parts of the transitway. The designer called it "winning room" You need to give people space to feel they have won. Ie in the case of NIMBYs...don't put it in their back yard....put it in their living room instead. Then they turn into NIMLRs (not in my living room). You accept that and move it to their back yard and they walk away satisfied..since they were too busy protesting the living room route. :yes: |
The other item I wanted to comment on was the nice little implementation design in the east end. By running buses from Blair to Innes and then along Innes into Industrial to Hurdman, they have basically cleared the deck for construction between Blair and Hurdman (presumably the train part of the station will be built north of the existing bus part).
While that is going on the tunnel work can be going on. Buses on the west transitway can easily exit just before Tunney's and use Scott and Wellington to get to Lebreton and ultimately downtown. This again clears the deck in the small west end portion. The only really tricky part left is the U of O to Hurdman stretch. |
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