tag:blogger.com,1999:blog-72181490715290118442024-03-09T05:03:56.008-05:00Public Transit in OttawaThe Public Transit in Ottawa portal will initially be an exploration of news, notes, and comments about Ottawa's public transit system, including OC Transpo and the O-Train systems. Hopefully, over time, it will help Ottawans become engaged and involved in the decision-making process municipally.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.comBlogger729125tag:blogger.com,1999:blog-7218149071529011844.post-84117643608910971952019-01-31T07:00:00.000-05:002019-01-31T07:00:06.434-05:00OC Transpo refusing to publish performance reports due to LRT constructionToday I went to the OC Transpo website to find information about recent performance of the transit utility, and was surprised to see that they hadn't published an Annual Performance Report since 2014:<br />
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At first I wrote it off as an administrative oversight--I assumed that they had simply forgotten to upload the reports for the last few years, so I used Google to try and find the reports in case they were uploaded to the city's website or some other source.<br />
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Instead, through an official response to an inquiry from former Rideau-Rockcliffe Ward councillor (and soon-to-be National Capital Commission CEO) Tobi Nussbaum, I discovered that OC Transpo was intentionally withholding the information. Councillor Nussbaum's inquiry, submitted in February 2018, was as follows:<br />
<blockquote class="tr_bq">
"<i>I was not able to locate OC Transpo Annual Performance Reports after 2014 either in the documents records of the Transit Commission or on the OC Transpo website. Were Annual Performance Reports prepared for 2015, 2016 and 2017? If so, can these reports be posted on the OC Transpo website? If not, could staff please provide updated statistics for all of the figures measured in the 2014 Annual Performance Reports through to 2017.</i>"</blockquote>
In response, in June 2018, officials from OC Transpo said this (emphasis added):<br />
<blockquote class="tr_bq">
"<i><b>Annual performance reports have not been published for 2015, 2016, or 2017, as operations have not been comparable to the previous years because of the effects of construction of O-Train Line 1, the Confederation Line</b>. Staff continue to monitor and track key performance measures to identify system changes and proactively make improvements where required, and where resources are available.</i></blockquote>
<blockquote class="tr_bq">
"<i>Staff will be developing a new performance reporting dashboard following the transformation of OC Transpo into a multimodal system with the opening of O-Train Line 1, the Confederation Line, which will be based on current best practices in the transit industry.</i>"</blockquote>
This, to me, is an unsatisfactory response. Impacts on service levels as a result of LRT construction was to be expected, but that doesn't mean OC Transpo can simply not issue reports to the public. In fact, these reports could have provided valuable context and qualitative explanation to the service impacts that transit users are witnessing every day.<br />
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Along with their response, OC Transpo included a table outlining a series of performance data metrics related to customer relations, ridership, operations and maintenance, safety and security, and financial indicators.<br />
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There aren't many revelations in the performance data, but a few things stand out:<br />
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<ul>
<li>Ridership declined again in 2017 to 95.5M trips, the lowest number since the transit strike cratered ridership in 2009.</li>
<li>On-time performance is flagging, likely due to the effects of LRT construction; 13% of morning peak-period regular-service buses are more than 5 minutes late (18% for Connexion), and 29% of afternoon peak-period regular-service buses were more than 5 minutes late (31% for Connexion).</li>
<li>No ratings for overall satisfaction were published for 2015, 2016 or 2017--I'm not sure if they didn't ask customers or if they simply didn't want to release the information, but the gap certainly stands out.</li>
<li>The rate of mechanical failures per 100,000 vehicle kilometres where service was fully cancelled has gone up pretty significantly, to 11.4 in 2017 from 7.3 in 2014. I haven't seen coverage of this, so I'm unsure whether it's simply bad luck or if there are some red flags leading to these problems.</li>
<li>The revenue-cost ratio, or percentage of operating costs paid by transit users, remains at 50%.</li>
</ul>
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The full three-page table, from OC Transpo's official response, is below (click to enlarge):</div>
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Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com3tag:blogger.com,1999:blog-7218149071529011844.post-21297914772345319792016-06-15T21:47:00.000-04:002016-06-15T22:02:35.280-04:00Transit Commission approves LRT-ready fare table, including 9% regular pass hikeAt their meeting on Wednesday, the City of Ottawa's Transit Commission approved OC Transpo's proposed fare table, which is to take effect on January 1, 2017 and prepare riders for the transition to light rail in 2018.<br />
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The proposed fare table, illustrated below along with existing fares and the changes that would accompany it, will go to full council on June 22. (Click the image to enlarge it.)<br />
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<i><span style="font-size: x-small;">*Express fares are being eliminated, and express riders will pay regular fares as of Jan. 1</span></i></div>
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<i><span style="font-size: x-small;">**The existing Student pass will be rebranded as a Youth pass</span></i></div>
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You will notice some massive reductions in the express fares and passes, which is because <a href="http://ottawacitizen.com/news/local-news/city-announces-fare-and-route-changes-ahead-of-lrt" target="_blank">OC Transpo has proposed eliminating premium express fares</a> even though it is expected that express buses will continue to run until LRT is online. The elimination of those premium fares would have resulted in a $6M revenue shortfall for OC Transpo, which is the main reason why regular passholders will see an increase of nearly nine percent over today's pass cost.<br />
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(<i>Note: The overall increases illustrated above, if approved, will be implemented in two phases; there will be a 2.5% increase on July 1 that was part of the 2016 budget, and the rest will take effect on Jan. 1, 2017 if approved by council.</i>)<br />
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Paper tickets will also be discontinued as of Jan. 1, 2017, meaning the only single-fare options are cash and Presto.<br />
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Regular riders will take a big hit on their fares if they buy a monthly pass, but those who pay-per-ride with their Presto card will take an even bigger hit: Regular Presto fares will go up more than 16 percent over today's cost.<br />
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Cash fares, on the other hand, are being REDUCED, to the point where they are barely more expensive than epurse fares. This seems like a strange choice given that a major motivator for OC Transpo switching to Presto was the additional handling costs associated with cash fares (which will now, presuming they're more than five cents per fare, be subsidized by other riders).<br />
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The biggest hit, though, will be to Daypasses, which are going up by over 20 percent to hit the $10 mark on Jan. 1. It's tough to know who this will impact specifically; although Daypasses are good for families taking weekend trips, they're not marketed very heavily and thus don't seem to be used very often. Right now the Daypass is slightly cheaper than three single fares in a day, but with the hike it will only make sense if you've got four rides planned in a day.<br />
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Wednesday's commission meeting also featured <a href="http://ottawacitizen.com/news/local-news/low-income-transit-users-make-final-plea-for-a-deep-discounted-pass" target="_blank">a lively discussion of the proposed Low-Income Transit Pass</a>, which <a href="http://ottawacitizen.com/news/local-news/transit-commission-wants-province-to-pay-for-a-low-income-pass" target="_blank">the Transit Commission wants the province to pay for</a>. Proponents of the pass, however, argued against "passing the buck" to the provincial government and made proposals to fund it by increasing fares on the existing ridership base.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com5tag:blogger.com,1999:blog-7218149071529011844.post-20009893960279231162015-09-30T22:33:00.002-04:002015-09-30T22:33:45.981-04:00Expensive new Park & Ride planned for KanataYesterday, the <i><a href="http://ottawacitizen.com/news/local-news/egan-eagleson-park-and-ride-bursting-new-site-costs-47000-per-free-spot" target="_blank">Ottawa Citizen</a></i> published a new Kelly Egan column on the planned Park & Ride in Kanata at the intersection of Innovation and Terry Fox drives. As Egan explains, it's a pretty expensive project:<br />
<blockquote class="tr_bq">
<i>"It’s to open in the fall of 2016 and Phase 1 will have room for 300 or so cars. It will cost $8.3 million. This excludes the $5.7 million for the land. Yes, that makes $14 million, or $47,000 per spot, given away free to the user."</i></blockquote>
The <a href="http://ottawa.ca/en/innovation-park-and-ride-overview" target="_blank">Innovation Park & Ride</a> is expected to open in the late fall of 2016.<br />
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Park & Rides are a double-edged sword. They make it easy for suburban commuters (and especially rural or out-of-town residents) who have a car to leave it in the suburbs--thus avoiding downtown parking fees--while still getting to work in a reasonable amount of time, thanks to Ottawa's well-developed Transitway system. This makes the service easier and more convenient for a certain group of riders.<br />
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On the other hand, as Egan discusses, they can be very expensive capital projects.<br />
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From a system standpoint, though, Park & Ride lots can also undercut OC Transpo's efforts to build a system that offers service within reasonable walking distance of most houses. Express buses are a significantly costly service to offer; it takes a lot of time to deadhead the bus to its starting point, and then have meander through suburban streets, before hitting a Park & Ride, filling up, and heading onto the main Transitway arteries. That time means money, going to the operator's salary as well as fuel and maintenance. Many express buses aren't full by the time they arrive at a Park & Ride lot, but they're usually full when they leave because they offer riders the option to bypass the express route's "local" segment and just hop on for the speedier portion.<br />
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This option, it turns out, is very popular, and Ottawa's Park & Ride lots are, in many ways, victims of their own success. The Eagleson Park & Ride, for instance, is regularly above capacity--which is why the Innovation Park & Ride is being planned, and why it's plan includes an optional second phase that would include another 500 spaces on top of the 300 included in Phase 1.<br />
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Looking at the issue critically, it seems odd that Ottawa invests such a large amount of money building these lots to make transit service more convenient for those who can drive to it, yet they have given little consideration--aside from a small number of permits sold--to recovering much of that investment. It may be time to examine parking fees for everyone who elects to use the Park & Ride service.<br />
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The fee need not be large; a nominal fee of $2 per day would help control the currently off-the-charts popularity of Park & Ride Lots, while also offering some much-needed additional revenues for OC Transpo and without making the service less accessible--those who can't or would rather not pay the parking fee can simply connect with a local bus, or catch an express route nearer their home.<br />
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Parking fees for Park & Ride lots would also allow Ottawa to recover money from those who may not otherwise be paying for these services, including commuters and users from communities outside city limits.<br />
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Growth of Ottawa's Park & Ride lots is a good sign of the convenience they offer, but it's also an unsustainable. New options need to be considered, and one of those may be charging Park & Ride users.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com1tag:blogger.com,1999:blog-7218149071529011844.post-3117292198733260242015-09-29T21:32:00.001-04:002015-09-29T21:32:42.901-04:00City proposes 2.5% fare increase for OC Transpo for next three yearsAccording to a CTV Ottawa report, the City of Ottawa is proposing three more years of 2.5% fare increases for OC Transpo. Here is <a href="http://ottawa.ctvnews.ca/video?clipId=716264&binId=1.1164511&playlistPageNum=1" target="_blank">CTV's report</a>:<br />
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Property taxes and water charges are also proposed to increase. The proposal still needs to be voted on by the city's Finance and Economic Development Committee and then full City Council. The fare increases would take place in 2016, 2017, and 2018.<br />
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This proposed increase is in keeping with fare hikes of recent history; although the fare increase was "just" 1.9% in <a href="http://www.transitottawa.ca/2013/11/oc-transpo-fares-to-increase-19-per.html" target="_blank">2014</a> (which just so happened to be an election year), it was 2.5% in 2015, 2013, <a href="http://www.transitottawa.ca/2011/10/oc-transpo-fares-to-increase-25-per.html" target="_blank">2012</a>, a little higher than that in <a href="http://www.transitottawa.ca/2011/02/fare-hikes-proposed-for-oc-transpo.html" target="_blank">2011</a>, plus the incredible 7.5% fare hike of <a href="http://www.transitottawa.ca/2009/11/council-to-vote-on-proposed-fare-hike.html" target="_blank">2010</a>.<br />
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It's worth noting that all of those increases have been by margins above the national rate of inflation. Add them all together and you get one clear reason why ridership has decreased every year since 2010 and appears to have--at best--stagnated at current levels.<br />
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This news, conveniently, comes just one week after I published an editorial in the <i><a href="http://ottawacitizen.com/news/local-news/raaymakers-oc-transpo-should-freeze-fares-to-compensate-for-disruptions" target="_blank">Ottawa Citizen</a></i> calling on OC Transpo to freeze fares for three years, while also offering promotions, in an attempt to stabilize the service and increase ridership. Given the ongoing disruption due to Confederation Line construction--which will get even worse when buses are rerouted from the western Transitway in December, just in time for winter snows--OC Transpo badly needs to work towards rider retention. Three more yearly increases of 2.5% certainly won't encourage those with a choice to continue using OC Transpo.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com0tag:blogger.com,1999:blog-7218149071529011844.post-2301780006498855082015-07-22T20:46:00.001-04:002015-07-22T20:46:12.275-04:00Feds commit $1B for LRT's Stage 2 extensionIn the lead-up to this year's federal election, the current Conservative Government has committed its one-third share of <a href="http://www.transitottawa.ca/2013/10/mayors-tmp-speech-reveals-light-rail.html" target="_blank">Stage 2</a>, the City of Ottawa's planned $3B extension of our nascent light-rail system.<br />
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From the <i><a href="http://metronews.ca/news/ottawa/1435189/federal-government-pledges-1-billion-for-phase-two-of-ottawa-lrt/" target="_blank">Ottawa Metro</a></i>:<br />
<blockquote class="tr_bq">
<i>Ottawa-Orleans MP Royal Galipeau confirmed Wednesday the long-awaited money from the Conservative government that have been earmarked to fund phase two of the $3 billion project, which will extend the LRT farther east, west and south for a combined 30 kilometres of rail and 19 stations.</i></blockquote>
Ottawa City Council <a href="http://ottawacitizen.com/news/local-news/ottawa-council-endorses-3b-plan-for-light-rail-expansion" target="_blank">recently endorsed the full plan</a>, which will extend rail service south to Riverside South (and likely the Airport), west to Bayshore and Bayview, and east to Place D'Orléans. All in all, the expansion will add 10 new stations to the system, with construction expected to begin as soon as the current phase is done with the expanded system scheduled to take its first riders in 2023.<br />
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The province has not officially committed its share of the funding, but the current Liberal government has <a href="http://www.torontosun.com/2014/04/14/wynne-announces-revenue-tools-for-transit" target="_blank">heavily invested in transit</a> for other cities and should be expected to do so for Ottawa, as well.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com0tag:blogger.com,1999:blog-7218149071529011844.post-4441212396564222282015-03-06T11:57:00.002-05:002015-03-06T13:23:39.246-05:00City and NCC come to agreement on Western Corridor alignment<div class="separator" style="clear: both; text-align: center;">
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In a joint press conference this morning, the National Capital Commission and the City of Ottawa announced that they have come to a mutually acceptable agreement on the alignment of the Western Corridor of the city's LRT project, stretching from Dominion to Cleary stations.<br />
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The agreement, which came out of the much-ballyhooed 100-day truce mayor Jim Watson and outgoing MP John Baird agreed to, will see a fully-buried tunnel connecting the two stations. The tunnel, as illustrated above, will run underneath a re-aligned Sir John A. Macdonald Parkway from just after Dominion Station to Cleary Avenue, at which point it will turn south towards Richmond Road. The section underneath the Parkway will be a "stacked" transportation corridor, where the roadway will run on top of the underground rail line. There are a lot of other details in the memorandum of understanding, which you can <a href="http://www.ncc-ccn.gc.ca/capital-planning/transportation-strategies/news/2015-03-06/western-light-rail-ncc-city-working-group" target="_blank">read on the NCC website</a> if you'd like.<br />
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From there, it seems to proceed as envisioned in the <a href="http://www.transitottawa.ca/2013/07/details-of-richmond-underground-lrt.html" target="_blank">Richmond Underground proposal</a>, hitting the new <a href="http://www.transitottawa.ca/2013/09/whats-to-come-with-richmond-underground.html" target="_blank">Cleary</a> and <a href="http://www.transitottawa.ca/2013/10/whats-to-come-with-richmond-underground.html" target="_blank">New Orchard</a> stations before emerging from the tunnel nearer to Lincoln Fields station. The only real difference between this one and the Richmond Underground alignment is the fully-buried tunnel under the Parkway, the NCC's major sticking point. <i><b>UPDATE</b>: According to <a href="http://documents.ottawa.ca/sites/documents.ottawa.ca/files/documents/stage2_100_proposed_alignment_en.pdf" target="_blank">more detailed information</a> on the city's website, the alignment will transition from under Richmond Road to under [the] western portion of Byron Linear Park," where it will presumably continue toward New Orchard station.</i><br />
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There remain several key groups, including the <a href="http://ottawacitizen.com/news/local-news/church-opposes-citys-preferred-western-lrt-route" target="_blank">First Unitarian Congregation</a> and <a href="http://www.smartwesternrail.org/letterpress/" target="_blank">Neighbours for Smart Western Rail</a>, who will likely be opposed to this alignment, but it generally meets the broad needs of most stakeholders:<br />
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<ul>
<li>It won't affect sightlines along the Sir John A. Macdonald Parkway: In fact, it should improve them, with a realigned roadway that increases potential greenspace as well as two proposed cycling/pedestrian connections from the residential area to the riverside (illustrated above, connecting Dominion and Cleary stations to the riverside).</li>
<li>Parkway buffer is retained: There will still be a 30-metre tree buffer between the roadway/rail tunnel and the residence bordering the affected areas of the Parkway.</li>
<li>It won't affect the Byron Linear Park.</li>
<li>It adds stations where people are: The addition of Cleary and New Orchard stations to this stretch of train corrects a longstanding flaw of the existing Transitway, increasing access to areas that weren't served by high-speed transit previously. It won't increase access as much as a Carling alignment might have, but it's still pretty good (especially if trams are one day added to Carling, as is proposed).</li>
<li>It won't increase cost: Apparently the work done here can be done for the same $980M budget as the previous alignment.</li>
</ul>
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There are still a lot of details to work out, of course, but it is promising that both sides were able to come to some sort of agreement. The City will host an information session on March 30 at City Hall to gather feedback on this proposed alignment.</div>
Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com0tag:blogger.com,1999:blog-7218149071529011844.post-17942034790074815132015-02-09T07:00:00.000-05:002015-02-20T22:02:43.044-05:00Inside the Confederation Line train mock-up<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqXn-QFtK67hbe19uSeXNt62dfw6hyphenhyphenqms-S30iSNlnejM-bmb-cNujFw28T6Tam-eERbKpnXVPaIunp0CrJHw9N7hM9k5jbDNGwchPNs8msboXrMslbu2GtktE93WWWduSFk4n54CMOxo/s1600/LRT+front+top+photo.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqXn-QFtK67hbe19uSeXNt62dfw6hyphenhyphenqms-S30iSNlnejM-bmb-cNujFw28T6Tam-eERbKpnXVPaIunp0CrJHw9N7hM9k5jbDNGwchPNs8msboXrMslbu2GtktE93WWWduSFk4n54CMOxo/s1600/LRT+front+top+photo.jpg" height="320" width="210" /></a></div>
<br />
Over the weekend, I made a visit to Lansdowne Park to check out the mock-up of the new Alstom Citadis Spirit light rail vehicle that will be servicing the future Confederation Line. The length of the mock-up is about a third of a "car", but it's enough to get an idea of what you will be riding in 2018.<br />
<br />
Each set of doors has a green button on both sides to open allow passengers to enter and exit. During the winter and summer months, opening the doors only as necessary will help reduce the cold or warm air coming in at outdoor stations.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidTdKc9eK1uAR5ykxdxoRUaRg7Ji9O3-_AeILwkkHfFaMrTlIU4aJQbZrM6FRcU0Gef0goocDy4I6obvMuMG_4Oolxb7CEQuYP_bjt9c5glxDI24vS6dAHrM2LmvtruNZxqja6UGf14Dw/s1600/DSC01122.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidTdKc9eK1uAR5ykxdxoRUaRg7Ji9O3-_AeILwkkHfFaMrTlIU4aJQbZrM6FRcU0Gef0goocDy4I6obvMuMG_4Oolxb7CEQuYP_bjt9c5glxDI24vS6dAHrM2LmvtruNZxqja6UGf14Dw/s1600/DSC01122.JPG" height="240" width="320" /></a></div>
<br />
<br />
The blue and dark square pattern of the seats appears to be consistent with the colour scheme of the seats on the O-Train Bombardier trains. Cooperative seating is faced sideways with all of this spacious standing room in between. Each car will have four areas for mobility devices.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjpuNzaIpLr-ORgkWe1sCjah6tNEdy9dMXTCWYtbDQJH6bntt7xn7blrUkiYIsM2UbKhfJieaJsICCnGS2vUui9J9w_8JwY3VkPlavWY9A0iDZmN7AcRB12StYVNznAYXNc9UAiryIDuM/s1600/DSC01140.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjpuNzaIpLr-ORgkWe1sCjah6tNEdy9dMXTCWYtbDQJH6bntt7xn7blrUkiYIsM2UbKhfJieaJsICCnGS2vUui9J9w_8JwY3VkPlavWY9A0iDZmN7AcRB12StYVNznAYXNc9UAiryIDuM/s1600/DSC01140.JPG" height="240" width="320" /></a></div>
<br />
The aisle looks wide enough for people to squeeze by to exit or find a seat. But if you go further down the train (in either direction), the aisle narrows to a similar width as an articulated bus aisle before the bend.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLK6iWYTevObGfRivAMaHOiADLGdC-ZUVNqETTF6n9DFAe85nRhmpclpm2f_xsE-0_vDRp0w93LbSui5JdT97mBzrjdfUe6AdK0_01BIqaZPRGyhuc8xU2-IrbCA-5HAO3DW1c-TwVMgI/s1600/DSC01132.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLK6iWYTevObGfRivAMaHOiADLGdC-ZUVNqETTF6n9DFAe85nRhmpclpm2f_xsE-0_vDRp0w93LbSui5JdT97mBzrjdfUe6AdK0_01BIqaZPRGyhuc8xU2-IrbCA-5HAO3DW1c-TwVMgI/s1600/DSC01132.JPG" height="240" width="320" /></a></div>
<br />
When a train is full during rush hour, passenger flow will be a challenge. Getting by someone or allowing someone to get by you will feel uncomfortable just like on an articulated bus. Dwell times will be longer during rush-hour anyway, but poor passenger flow will only make them longer.<br />
<br />
<br />
Below, this area has few poles to grab onto if you do stand. The lack of an overhead horizontal bar will only create pockets of unused standing space where there are no vertical bars. One can hope that an overhead bar can be added later.<br />
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<br />
If there's one thing that wasn't overlooked, it's the safety features. Each car will have six passenger intercoms for emergency use.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJRRw2qBv2e7YDxM2fuuFnYElBlH8WLCapR1nrOSNMLBk-DtqdazUeyVFavBQ5YSAsOgOWeBFIjrttWwDth0RqGZgSMKI2y23ACIkUpOx-alHAwARnZPlah35e477-fa956mCK9-zR5sc/s1600/DSC01129.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJRRw2qBv2e7YDxM2fuuFnYElBlH8WLCapR1nrOSNMLBk-DtqdazUeyVFavBQ5YSAsOgOWeBFIjrttWwDth0RqGZgSMKI2y23ACIkUpOx-alHAwARnZPlah35e477-fa956mCK9-zR5sc/s1600/DSC01129.JPG" height="320" width="240" /></a></div>
<br />
Right above the intercom is a message screen for displaying station names, public service announcements, and emergency messages. These messages will also be shown overhead at the accordion part of the train.<br />
<br />
At the top, there's an emergency door release and right across, also near a set of doors, a security camera is installed.<br />
<br />
These are only my initial observations of a model, which can't be compared to a moving train with passengers on board. You can view and step inside the mock-up on any day of the week from <a href="http://www.octranspo1.com/about-octranspo/showcase_the_future_of_transit_in_ottawa">8 a.m. to 8 p.m. in the Aberdeen Pavilion at Lansdowne Park until March</a><a href="https://www.blogger.com/null"> 31</a>.<br />
<br />
<i>(Correction: The mock-up will be displayed until March 31st, not "until mid-March" as initially written on <a href="http://www.octranspo1.com/about-octranspo/showcase_the_future_of_transit_in_ottawa">OC Transpo's page</a>.)</i>Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-7218149071529011844.post-75017229732772130892014-11-22T07:00:00.000-05:002014-11-22T07:00:01.038-05:00Algonquin College students say yes to U-PassAlgonquin College students have voted in favour of a universal student bus pass.<br />
<br />
More than four years after the U-Pass was approved for students at the University of Ottawa and Carleton University, college students are getting in on the action thanks to a vote in which 83% of voters supported the mandatory pass, at a cost that will not exceed $199/semester.<br />
<blockquote class="twitter-tweet" lang="en">
Official results are in! <a href="http://t.co/6syyTF0VYt">pic.twitter.com/6syyTF0VYt</a><br />
— Algonquin SA (@AlgonquinSA) <a href="https://twitter.com/AlgonquinSA/status/535850068759556097">November 21, 2014</a></blockquote>
<script async="" charset="utf-8" src="//platform.twitter.com/widgets.js"></script>
The pass, however, remains controversial--just as it was <a href="http://www.transitottawa.ca/2010/11/u-pass-controversy-getting-out-of.html" target="_blank">four years ago</a> for university students. The mandatory nature is the sticking point, since full-time students (with very few exceptions) who walk, cycle, or drive are required to pay for the U-Pass even if they don't use it. Although the Algonquin Students' Association is in favour of the pass (as were the student associations of both local universities), sectors of the student body are opposed.<br />
<br />
For full-time Algonquin students who use transit, a $199/semester U-Pass will represent a 40-50% discount over standard passes depending on their age.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com1tag:blogger.com,1999:blog-7218149071529011844.post-86207975428125669882014-11-21T13:45:00.002-05:002014-11-21T13:45:47.927-05:00Burying transit, and the people who use it<!--[if gte mso 9]><xml>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxfznbKERi-InRdH7v2Uh82_lpvpxRdM-6H2vNgShZjphf2AxiZpLK5EO0El6Lww-XHsdKo9C9aiWUYRkMTTUzwFkjpht4HK2K9POUcY9Om7DNrJItsd_XvA4ZcgWZ614SnKC0Mbi6EYk/s1600/Screen+shot+2014-11-21+at+1.41.49+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxfznbKERi-InRdH7v2Uh82_lpvpxRdM-6H2vNgShZjphf2AxiZpLK5EO0El6Lww-XHsdKo9C9aiWUYRkMTTUzwFkjpht4HK2K9POUcY9Om7DNrJItsd_XvA4ZcgWZ614SnKC0Mbi6EYk/s1600/Screen+shot+2014-11-21+at+1.41.49+PM.png" height="169" width="320" /></a></div>
<br />
In its shotgun announcement yesterday, the National Capital
Commission laid down the law on Ottawa’s light-rail extension plans from
Dominion to Bayview stations: A deep tunnel within the current alignment, or a
path across Rochester Field leading Richmond Road—where it would, presumably, also head into a deep tunnel.
The obvious commonality here is the complete burial of the light-rail line.<br />
<br /></div>
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<blockquote class="twitter-tweet" lang="en">
Here is one image the NCC is proposing, in which LRT expansion would traverse Rochester Field. <a href="https://twitter.com/hashtag/ottnews?src=hash">#ottnews</a> <a href="https://twitter.com/hashtag/ottpoli?src=hash">#ottpoli</a> <a href="http://t.co/0sXwc0Suoe">pic.twitter.com/0sXwc0Suoe</a><br />
— Matthew Pearson (@mpearson78) <a href="https://twitter.com/mpearson78/status/535829646349447168">November 21, 2014</a></blockquote>
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These options, which the NCC “invited” the city to consider,
brought to mind an interesting point made to me during the 2013 Car-Free Day
street party. A woman there discussed the city’s preferred alignment with me,
and expressed her dismay that the beautiful scenery of the Sir John A. MacDonald
Parkway was being taken away from transit users. Her point was that the users
of transit, many of whom are lower-income residents of our city, were being
buried underground in order to preserve the “experience” of private automobile
drivers who use the Parkway.</div>
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The woman pointed out the fact that as buses today drive
along the Parkway, riders are often visibly relieved by the vistas of trees,
greenery, and the Ottawa River. Many look up from their phones, books, or
magazines and out towards the Gatineau Hills, breathing more deeply and
seemingly releasing tension from their daily activities. As a user of the line,
this is an experience I can testify to; I often prefer to take an inside seat
on the right side of the buses, where I can get a better view out the window.</div>
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The city’s preferred plan involves a partially buried line
along the Parkway, and it takes our transit vehicles—and the people within
then—and pushes them underground. The NCC’s two options would take it one step
further, forcing them even deeper underground and out of sight.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHUCY3X-G9rPScOQz8zoUsmkQ560nwjvi84eA-URqYHiC6EDbG49Do8A2B4wTnkbvOVujPsvHiTMCAcsFhK_iEr6JAB_ffKvJja_zKKFDHA23SGhMUU9KZiZJ4tLD4VdtWFyoa8nP8K_4/s1600/Screen+shot+2014-11-21+at+1.42.10+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHUCY3X-G9rPScOQz8zoUsmkQ560nwjvi84eA-URqYHiC6EDbG49Do8A2B4wTnkbvOVujPsvHiTMCAcsFhK_iEr6JAB_ffKvJja_zKKFDHA23SGhMUU9KZiZJ4tLD4VdtWFyoa8nP8K_4/s1600/Screen+shot+2014-11-21+at+1.42.10+PM.png" height="252" width="320" /></a></div>
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One of the NCC’s conditions was that the city achieve
“minimal visual impact” and maintain the “user experience” of the Parkway
corridor. Their recommendations fail to acknowledge that OC Transpo riders are
also users of the corridor, and they should be allowed to enjoy it as well.
Although it’s easy to forget, there are people inside the OC Transpo vehicles.
They are at least as entitled to the Parkway’s scenery as private automobiles
that also use it—and perhaps more entitled, since drivers must remain focused
on the road while riders are free to take in the sights.</div>
<br />
Ottawa’s western light-rail
extension needs to take ecological and community considerations into account.
But it also needs to consider the desires of the riders of our transit system.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com2tag:blogger.com,1999:blog-7218149071529011844.post-65123052586097024882014-09-11T07:00:00.000-04:002014-09-17T15:01:22.566-04:00Name that line<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCFyf_HVWgboLuMeqMnOde8B2KisvRgXLnSCSOvlcdGF0nxRB4CevSHBeX880u9jtSiBP56WV2VyRzlLKJZ6s_4ZdHtfZZ8e_-5_cWQuHV-mkK8aVtrgis9GtHhyMUGkDCyfWn70uDclk/s1600/O-Train+system+2018+map.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCFyf_HVWgboLuMeqMnOde8B2KisvRgXLnSCSOvlcdGF0nxRB4CevSHBeX880u9jtSiBP56WV2VyRzlLKJZ6s_4ZdHtfZZ8e_-5_cWQuHV-mkK8aVtrgis9GtHhyMUGkDCyfWn70uDclk/s1600/O-Train+system+2018+map.JPG" height="228" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">2018 O-Train system</td></tr>
</tbody></table>
<br />
<b>Update (September 17):</b> <i>At the Transit Commission meeting today, OC Transpo confirmed the line colours on the map will be used in wayfinding signage (via the <a href="http://www.ottawasun.com/2014/09/17/expanded-o-train-service-could-come-in-november">Ottawa Sun</a>):</i><br />
<i><br /></i>
<blockquote class="tr_bq">
<i>The Confederation Line will apply to the east-west LRT currently
under construction. It will also be referred to as the 1 Line and have
red wayfinding signs.</i><br />
<br />
<i>The Trillium Line will become the existing north-south diesel train
service (currently called the O-Train). It will be referred to as the 2
Line and wayfinding signs will be green.</i></blockquote>
<i><br /></i>
<i>There are only two lines, but an early adoption of a numeric system for public use is a good idea. One, </i><i><i>the public may very well refer to the lines by their numeric names for simplicity. And two , w</i>hen there are more lines in the future, it's a bit of a challenge to number them many years later, which was exactly what the <a href="http://www.thestar.com/news/gta/2014/03/03/ttc_subway_lines_get_a_makeover.html">TTC in Toronto did this year</a>, and have the public learn what number is associated with which line. </i><br />
<i><br /></i>
<i>OC Transpo is currently using red and green to identify bus routes as regular fare peak-hour and premium fare "express" peak-hour, respectively. To distinguish the modes of transit services from each other, different colours may be needed for the rush-hour bus services. Red and green signs inside rail stations with bus connections are not particularly useful if the rush-hour bus service continues to use the same colour scheme.</i><br />
<br />
<br />
OC Transpo's rail system in 2018 will be called "O-Train", according to a <a href="http://app05.ottawa.ca/sirepub/view.aspx?cabinet=published_meetings&fileid=260030">report</a> to the Transit Commission. The two rail lines in the network will also have names. The report recommends that the project name "Confederation Line" to also be the name of the east-west line and "Trillium Line" to replace "O-Train" as the name for the existing north-south route. Currently, the "O-Train" name is typically used to identify the type of transit vehicle, rather than the rapid transit line.<br />
<br />
The "Confederation Line" name seems to have had the public's support from the very beginning. One has to wonder if this was the name all along and it was floated out before construction started to see how the public would react to it.<br />
<br />
Labeling lines with names is supposed to minimize confusion among passengers. Interestingly, the 2018 map of the rail system above shows the "Confederation" station name on the exiting north-south line. Confederation station on the Trillium Line is not a stop to transfer to the Confederation Line, but the stop name implies it does. A different name is needed. <br />
<br />
The report states the new name of the north-south line has to be easy to read, pronounce in both English and French, and be clear and unambiguous. After city staff reviewed some candidates for the new name, they decided "Trillium Line" fit the bill. "Trillium Line" will be introduced into the OC Transpo lexicon sometime within the next four years.<br />
<br />
In addition to the name identities, the map of the 2018 O-Train system labels the lines by number and colour. The presence of the number names on the map may be a hint that red 1's and green 2's will appear on other customer information such as wayfinding signage at stations, especially at Bayview, the only station where the two lines meet. On the other hand, there are still four years away from the opening of a second line, so the numbering system may turn out to be nothing
more than an idea.Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-7218149071529011844.post-74742011904346959462014-03-27T14:41:00.001-04:002014-03-27T14:41:18.848-04:00Powerful, heart-wrenching driver's perspective on tragic Sept. 18 bus crashThe <a href="http://www.transitottawa.ca/2013/09/tragic-oc-transpo-crash-leaves-six-dead.html" target="_blank">September 18, 2013 collision</a> of an OC Transpo bus and a VIA train affected everyone in Ottawa, and the dozens of injuries and six fatalities left us all shaken. I'd long wondered how bus operators made it through the day, and, thankfully, Drives In Circles has offered that perspective and <a href="http://drivesincircles.blogspot.ca/2014/03/september-18.html" target="_blank">published his account of the day</a> on his website:<br />
<blockquote class="tr_bq">
<i>A regular passenger gets on my 122, puts an ominous hand on my shoulder, and says "Drive safe today, we're all thinking of you."</i> </blockquote>
<blockquote class="tr_bq">
<i><br /></i><i>I thought about that strange interaction all the way back to Place d'Orleans. I had no idea what had transpired in Barhaven. When I arrived at Orleans Station, I could see a group of drivers huddled around the front of a bus, one was crying. I parked, and picked up my phone. Twenty texts, all asking if I'm okay, who is it, what happened? I flipped over to Twitter, and I could not believe what I saw.</i></blockquote>
It's a powerful, personal, and emotional essay, and I'm thankful that Drives In Circles was willing to share it with us. <a href="http://drivesincircles.blogspot.ca/2014/03/september-18.html" target="_blank">Click here to read the entire post</a>.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com0tag:blogger.com,1999:blog-7218149071529011844.post-68407612251042394522014-03-20T07:00:00.000-04:002014-03-24T21:02:28.436-04:00Updated: Survey results appear to be inconsistent<i>Update (March 24): </i>I misinterpreted what "we report on the percentage of survey respondents who give a rating of 6 or higher" meant. It's not a subset of the sample, but it's exactly how it's described: a percentage of those who rated 6 or higher. So, yes, about half of females feel safe waiting for a bus late at night. As I looked through some of the summarized results sent to OC Transpo, which were made available today, from the survey research firm Core Strategies, some of the numbers regarding service weren't consistent with what OC had presented. A rating of 7.3 was given to route planning in OC Transpo presentation slides, but in the newly released document, a 6.7 rating was listed. Stats on safety appear to be consistent, so there's less concern with the results of safety questions now from what I can see. <a href="http://blogs.canoe.ca/cityhall/transit/full-2013-transpo-customer-survey/">Summary tables of each survey question were published </a>via the Sun's Jon Willing.<br />
<br />
OC Transpo presented its <a href="http://www.octranspo1.com/images/files/about_oc/2013_Customer_Survey_EN.pdf">2013 survey results </a>on customer satisfaction to the Transit Commission on Wednesday. The transit agency received a rating of at least "good" from 80% of transit users in a sample of 1525 transit and non-transit users in Ottawa. It's the highest proportion since 2008, when the winter strike began in December. The telephone survey, which has a margin of error of 2.5 percentage points overall and 4 percentage points for transit users, was conducted in November and December.<br />
<br />
Ratings on various aspects of service quality rise compared to the past few years. Route planning increased by nearly a whole point in one year (from 6.4 in 2012 to 7.3 in 2013), even though there have been no major routing changes since <a href="http://www.transitottawa.ca/2011/02/oc-transpo-optimization-process-begins.html">"route optimization"</a> in 2011. A 7.3 rating for planning, is in fact, the highest in any one year going back to 2008. <br />
<br />
This year, OC Transpo has included more questions about safety, which they keep saying is their number one priority. The statistics on customer feelings towards safety are not based on the sample, but on a subset of it. Only those who gave OC Transpo a favourable rating on safety were counted: "We report on the percentage of survey respondents who give a rating of 6 or higher" (<a href="http://www.octranspo1.com/images/files/about_oc/2013_Customer_Survey_EN.pdf">on slides 35, 40, 44</a>). So, anyone reporting a "5" or less are inexplicably excluded. It means, for example, the proportion of female customers who feel safe waiting for a bus late at night is probably not 49% as stated. It's very likely to be much lower when the less satisfied respondents are included. Percentages in the high 90's are probably far away from the true values too.<br />
<br />
A whole survey section is dedicated to safety and security and somehow, meaningful statistics are hidden from public viewing.Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-7218149071529011844.post-88019944745203721592014-03-10T12:01:00.001-04:002014-03-10T12:01:21.842-04:00Where does unspent Presto Card money go?<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7ZWfPmFHCcoflWcu5SfE2Y0a_LSb55TXTIEDuFzMcky2UKNn3LxdTbkWreb7kPY6eP81utkZEYibzqln7wD8zKlbpCvV7CkT_EZvxrj8fuy8lOz1WVBoTdQKRHn5njQdA2skHGsNmyi4/s1600/presto.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7ZWfPmFHCcoflWcu5SfE2Y0a_LSb55TXTIEDuFzMcky2UKNn3LxdTbkWreb7kPY6eP81utkZEYibzqln7wD8zKlbpCvV7CkT_EZvxrj8fuy8lOz1WVBoTdQKRHn5njQdA2skHGsNmyi4/s1600/presto.jpg" height="160" width="320" /></a></div>
<br />
An interesting story came out a few months ago in the <i>New York Times</i>, which revealed that New York's Metropolitan Transportation Authority (MTA) was able to claim <a href="http://www.nytimes.com/2014/01/17/nyregion/unspent-metrocard-money-means-millions-for-mta.html?partner=rss&emc=rss&_r=1" target="_blank">over $500M of unspent balances</a> on previously-purchased MetroCards:<br />
<blockquote class="tr_bq">
<i>Cards that are bought, never used but still valid are counted for bookkeeping purposes as a liability, because they might eventually be used. Outdated cards with pending balances become an asset after they expire, about two years from the date of sale. The balances are listed as revenue under the category of “fare media liability.”</i></blockquote>
Although Metrolinx (the Toronto-based provincial agency that manages Presto) isn't near the size of the MTA, there still must be the possibility that <i>some</i> amount of funds are occasionally left on Presto cards once they expire--which, for the record, happens after five years.<br />
<br />
When this happens, where does this money go? Presumably it gets swallowed up into Metrolinx' bottom line, which doesn't seem fair for OC Transpo when it comes to money initially purchased for use in Ottawa. I'm not sure what happens, but it would be interesting to find out.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com1tag:blogger.com,1999:blog-7218149071529011844.post-31565540299440942032014-01-17T07:00:00.000-05:002014-01-17T07:00:08.981-05:00Video shows roadheader digging at the east portalCame across this <a href="http://vimeo.com/83785507#at=89">video uploaded by Councillor Mathieu Fleury</a> of a roadheader digging away at the eastern LRT portal. The video appears to be shot in early November since the woman explaining the work of the roadheader is seen wearing a poppy. To see machines in action, skip ahead to about the 50-second mark.<br />
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<iframe allowfullscreen="" frameborder="0" height="281" mozallowfullscreen="" src="//player.vimeo.com/video/83785507" webkitallowfullscreen="" width="500"></iframe> <br />
<a href="http://vimeo.com/83785507">LRT East Portal Update</a> from <a href="http://vimeo.com/user6669364">Mathieu Fleury</a> on <a href="https://vimeo.com/">Vimeo</a>.<br />
<br />
<br />
For those not on Twitter, here's a photo of the tunnel <a href="https://twitter.com/ottawacity/status/421377805297795072">provided by the City of Ottawa</a> last week, reminding us how big this project really is:<br />
<br />
<blockquote class="twitter-tweet" lang="en">
<a href="https://twitter.com/search?q=%23OttLRT&src=hash">#OttLRT</a> roadheader machine Jawbreaker is now over 100 metres deep into the tunnel beneath Queen St! <a href="http://t.co/bu1pcFV8dm">pic.twitter.com/bu1pcFV8dm</a><br />
— City of Ottawa (@ottawacity) <a href="https://twitter.com/ottawacity/statuses/421377805297795072">January 9, 2014</a></blockquote>
<script async="" charset="utf-8" src="//platform.twitter.com/widgets.js"></script>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-7218149071529011844.post-56944067110291437702014-01-10T07:00:00.000-05:002014-01-10T16:27:21.489-05:00The other bus-rail crossings<i><b>Update (3:43pm): </b>Thanks to Transit Ottawa reader <a href="https://twitter.com/pinemud">@pinemud </a>for adding routes 192, 232, 149 and ones on Fallowfield.<b><br /></b></i><br />
<br />
<i><b>Update (3:08pm): </b>The list below seems to consist of only half the number of level rail crossings used by OC Transpo buses. Apparently, there are more than 20 of them, the <a href="http://www.ottawacitizen.com/news/Federal+workplace+watchdog+orders+city+improve+train/9369268/story.html">Citizen</a> reports:</i><br />
<blockquote class="tr_bq">
<i>OC Transpo has bus routes using more than 20 level crossings, according
to the city’s communications department. Of those crossings, 15 have
lights and gates, four have only lights, and one has markings but
neither lights nor gates.</i></blockquote>
<i>Feel free to leave any crossings I've missed in the comment section.</i><br />
<br />
<br />
<a href="http://blogs.canoe.ca/cityhall/city/workplace-probe-calls-for-railway-crossing-review/">Employment and Skills Development Canada has ordered the City to review all bus-rail crossings</a> following the <a href="http://www.transitottawa.ca/2013/09/tragic-oc-transpo-crash-leaves-six-dead.html">fatal September collision</a>. The City will have to assess such crossings for any hazards, like "obstructed sightlines", <a href="http://blogs.canoe.ca/cityhall/city/workplace-probe-calls-for-railway-crossing-review/">an email to Council says</a>.<br />
<br />
The OC Transpo system map and Google Street View showed these bus routes traveling through an at-grade rail intersection:<br />
<ul>
<li>Transitway, north of Fallowfield Station</li>
<li>114 on Conroy</li>
<li>192 on Michael Street </li>
<li>149 on Pleasant Park </li>
<li>99 on Lester </li>
<li>146 on McCarthy</li>
<li>116, 176 on Merivale</li>
<li>170 on Greenbank</li>
<li>170, 173 on Jockvale</li>
<li>170 on Strandherd</li>
<li>70, 76, 170, 173 on Fallowfield </li>
<li>181 on Herzberg</li>
<li>60, 93, 181 on March</li>
<li>232 on Rockdale</li>
<li>232 on Boundary</li>
<li>232 on Piperville</li>
<li>232 on Anderson</li>
</ul>
<br />
Because it follows more than one routing, route 170 crosses train tracks once in a trip during the daytime on weekdays and three times on weekday evenings or weekends. Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-7218149071529011844.post-73319781917978100302013-12-27T07:00:00.000-05:002013-12-27T07:00:12.006-05:00Construction update: Downtown tunnel eastern portal, Dec. 2013On Boxing Day, I made my way to the University of Ottawa's Simard building to snap a few photos of the construction progress of the eastern portal of the downtown light-rail tunnel. <a href="http://www.transitottawa.ca/2013/10/construction-update-downtown-tunnel.html">Our last set of photos were taken in late October</a>.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRJyAu5C1LLpTh0LpnrwehlOvDvmI1WQ8ic9y4hY8jPKGGGtFDBzQMVQF4AT4ogZOx4-LeA5SigV0oaPC8de61czvJrZGg_aqpJmwPsoHq3QgK58ayLur53P1sQ4EquKGk_8WeJrf4Nck/s1600/DSC00280.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRJyAu5C1LLpTh0LpnrwehlOvDvmI1WQ8ic9y4hY8jPKGGGtFDBzQMVQF4AT4ogZOx4-LeA5SigV0oaPC8de61czvJrZGg_aqpJmwPsoHq3QgK58ayLur53P1sQ4EquKGk_8WeJrf4Nck/s320/DSC00280.JPG" width="320" /></a></div>
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Wooden roof structures are in the process of being built. On the left, an additional piece lays on its side.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgV__6yK08512Jgvmxrm6zmtBtleR2gR769w5t-iq2NpIGO1dT_w2rHS3NGnZDqfbtbWNejkHfgLIeywMSdrgVE6FQqDfLDW7eyS_mLMyZqSvj2jjp_vCvzGjv9PcskQKRV2UtSDxyRd5g/s1600/DSC00281.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgV__6yK08512Jgvmxrm6zmtBtleR2gR769w5t-iq2NpIGO1dT_w2rHS3NGnZDqfbtbWNejkHfgLIeywMSdrgVE6FQqDfLDW7eyS_mLMyZqSvj2jjp_vCvzGjv9PcskQKRV2UtSDxyRd5g/s320/DSC00281.JPG" width="320" /></a></div>
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More skeletal roof.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRSh13oCWXKNBis8TINUgr7-TrDZ4nw7Z0xxldTgVx2zNg71RBpi83ISFAoYTFAElkAR7iGJgrFiMa3Q1hA6DOUmoQ0X7XS2DIgAYkCXndMfyR5Z4X74McdRVFIBv_4kIEXvtd_pUn-4k/s1600/DSC00289.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRSh13oCWXKNBis8TINUgr7-TrDZ4nw7Z0xxldTgVx2zNg71RBpi83ISFAoYTFAElkAR7iGJgrFiMa3Q1hA6DOUmoQ0X7XS2DIgAYkCXndMfyR5Z4X74McdRVFIBv_4kIEXvtd_pUn-4k/s320/DSC00289.JPG" width="320" /></a></div>
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It's not the best view, but a bit of the actual tunnel entrance can be seen. Also, construction crews will have to be careful of the pool of water.<br />
<br />
That's all for now. For updates on the construction work, if you haven't already done so, check out the light-rail project website, <a href="http://www.ottawalightrail.ca/">ottawalightrail.ca</a>.Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-7218149071529011844.post-50638733189846826312013-12-13T07:00:00.000-05:002013-12-13T07:00:11.156-05:00OC Transpo Lost and Found to move in JanuaryThe OC Transpo Lost and Found centre will move from 153 Chapel Street to 404 McArthur Avenue in Vanier on January 2nd. The announcement on OC Transpo's <a href="http://www.octranspo1.com/routes/holiday_winter_service">special holiday webpage</a>:<br />
<br />
<blockquote class="tr_bq">
<h3>
<i>Lost & Found is Moving!</i></h3>
<i>
The OC Transpo Lost & Found, run by Heartwood House will be moving
to 404 McArthur Avenue on Thursday, January 2. The new location is
served by Route 14 on McArthur Avenue and Route 7 nearby on St. Laurent
Blvd. Customers may call Lost & Found at 613-563-4011, vist their
web site at heartwoodhouse.ca or send an e-mail to <a href="mailto:lostandfound@heartwoodhouse.ca">lostandfound@heartwoodhouse.ca</a>.</i><br />
</blockquote>
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<br />
The 153 Chapel St building (at Rideau Street), where Heartwood House was renting, <a href="http://www.cbc.ca/news/canada/ottawa/heartwood-house-on-its-way-to-new-space-1.1218758">was sold in November 2011</a>, causing the charity organization to search for a new home. Heartwood House has been operating OC Transpo's Lost and Found centre since <a href="http://heartwoodhouse.ca/oldsite/oc-2001.jpg">December 2001</a>. Prior to contracting it out, the transit provider ran the service from their <a href="http://www.canada.com/story_print.html?id=2c750351-299e-451e-96da-aa4e1ffeff84&sponsor">old Place de Ville office</a> on Albert Street. Gone are the days when the Lost and Found was more easily accessible by transit.Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-7218149071529011844.post-79869618688500255992013-12-10T07:00:00.000-05:002013-12-10T07:00:04.761-05:00Free New Year's Eve service without the New Year's Eve serviceOC Transpo announced the return of free New Year's Eve service, starting at 8 p.m., <a href="http://ottawa.ca/en/news/free-oc-transpo-service-returns-new-years-eve">according to the City press release</a>. Service on the last day of the year will follow a reduced weekday schedule. Last year, free service <a href="http://www.1310news.com/2012/12/31/whats-open-and-closed-in-the-capital/">ended at 4 a.m</a>.<br />
<br />
A year ago, Sparks Street held its first outdoor New Year's Eve party, where thousands were anticipated to attend and <a href="http://www.ottawacitizen.com/life/Year+Scotland+Times+Square+meet+downtown+Ottawa/7761731/story.html">they did</a>. The combination of free transit service and a highly publicized downtown outdoor event boosts ridership, especially late at night. Increasing bus service in downtown to meet demand for the last night of the year should be the most logical thing to do, but it hasn't happened for whatever reason. Neither in this year's nor in last year's press release was there any mention of supplementary transit service after midnight. We usually know well in advance from OC Transpo about any additional bus service for large events, like Canada Day or Bluesfest.<br />
<br />
I didn't attend the Sparks Street event last year, but I remember reading through people's tweets about full buses and wait times of over half an hour. That hardly sounds like a pleasant experience for anyone getting back home on public transit. Similar to last year's, bus schedules for the last day of 2013 indicate headways of 20-30 minutes after midnight for some of the popular routes like the 12, <a href="http://www.octranspo1.com/routes?selectRoute=095&month=12&day=31&year=2013">95</a>, 96. and 97. It's the kind of service you expect on a late Tuesday night, not on New Year's Eve.Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-7218149071529011844.post-49667129230281407222013-12-08T07:00:00.000-05:002013-12-08T07:00:03.975-05:00Fare-paid zones proposed for major transfer stationsOn Monday, the Transit Commission will be presented with the new <a href="http://app05.ottawa.ca/sirepub/view.aspx?cabinet=published_meetings&fileid=94293">fare strategy</a>, proposed by OC Transpo, for Confederation and O-Train lines. The report suggests <a href="http://www.transitottawa.ca/2013/12/confederation-line-o-train-fare.html">fare gates or turnstiles</a>, <a href="http://www.transitottawa.ca/2013/12/fare-vending-machines-recommended-at.html">fare vending machines, and electronic customer service boxes</a> to be installed at rail station entrances.<br />
<br />
As part of the fare plan, OC Transpo wants to implement fare-paid zones at major transfer and terminus stations. A fare-paid zone is an area where customers have already paid and are not required to further validate their fare in the station. The idea behind fare-paid zones is to make bus-rail connections as smooth as possible with minimal transfer delays for passengers. It means all-door boarding on buses, even on regular-sized 40-foot buses. Fare-paid zones are similar to the current POP areas at O-Train stations except that passengers won't be asked for proof of payment.<br />
<br />
The proposed stations to have the fare-paid areas are Tunney's Pasture, Bayview, Greenboro, Hurdman, and Blair. A case could be made to include St. Laurent on that list since the station would already be designed to easily allow a fare-paid zone. The only pedestrian access on the upper level is the crosswalk to the shopping mall, which can controlled by fare barriers. Unless OC Transpo wants to keep the St. Laurent sales centre open, there's really no reason not to have a fare-paid zone.<br />
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For those walking off the street to take the bus at one of these stations, they will have to pay at a fare barrier before stepping onto a bus platform. When fare payments are being made outside the bus, in theory, boarding times should be reduced.<br />
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The City's concept diagram of the future Tunney's Pasture LRT station shows bus platforms as being part of the fare-paid zone:<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiB-9RlPFo6M8-PVvOvcIo-sEHg3CQKLrQ4VgnZNxc-mK5CwcIsuJIqu2BcgduX0Jamk2woOxazSZkJx2Dv_MQgz7t3L3FnTbbnWo68NvBFG1fapKD3aKn_0L7DlJTP8hCASlnwqaG3gQ/s1600/Concept+for+fare+paid+zone+Tunney%27s.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="248" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiB-9RlPFo6M8-PVvOvcIo-sEHg3CQKLrQ4VgnZNxc-mK5CwcIsuJIqu2BcgduX0Jamk2woOxazSZkJx2Dv_MQgz7t3L3FnTbbnWo68NvBFG1fapKD3aKn_0L7DlJTP8hCASlnwqaG3gQ/s320/Concept+for+fare+paid+zone+Tunney%27s.JPG" width="320" /></a></div>
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<br />
There are a few other things to note about the proposed revamped fare system. The current time-based transfer system would still be applied to all rail stations. Barcodes on transfers are suggested to make transfers readable to fare machines. Presto cards will continue to be used. In the document, the City provides this quick-reference table on how each fare method will be used across the transit system:<br />
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<br />Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-7218149071529011844.post-30615426894269669652013-12-07T07:00:00.000-05:002013-12-07T07:00:02.265-05:00Canadians want to live, work, and play near public transit<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEja-Px0UaujeTm_Axwv69w4yK5w6sXasx2-J0MTjXa1ipmH2T8AyZzUJ4GFbyN69Ek4GqwLAufNuzXyGZJmYinJzpQ6JYQKYDYOE965DrT-jL2p3Gg7nzTkzMR6zwdUOZtkU5Oe1Hbygio/s1600/04.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="179" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEja-Px0UaujeTm_Axwv69w4yK5w6sXasx2-J0MTjXa1ipmH2T8AyZzUJ4GFbyN69Ek4GqwLAufNuzXyGZJmYinJzpQ6JYQKYDYOE965DrT-jL2p3Gg7nzTkzMR6zwdUOZtkU5Oe1Hbygio/s320/04.jpeg" width="320" /></a></div>
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<br />
Building on my post yesterday about <a href="http://www.transitottawa.ca/2013/12/ottawas-upcoming-72m-investment-in.html" target="_blank">Ottawa's $72M investment in transit-oriented development</a>, it's interesting to see that more and more Canadians are choosing proximity to transit--and especially rail-based transit--as a key factor in deciding where they'd like to live.<br />
<br />
As documented in a <a href="http://www.theglobeandmail.com/report-on-business/economy/housing/forget-schools-and-parks-canadians-increasingly-want-to-live-near-transit-report/article15386788/" target="_blank"><i>Globe and Mail</i> article</a>, consultancy firm PwC (formerly PricewaterhouseCoopers) recently published a report entitled "<a href="http://www.pwc.com/ca/en/real-estate/emerging-trends-real-estate-canadian-summary.jhtml" target="_blank">Emerging Trends in Real Estate 2014</a>." A partner at PwC told the <i>Globe</i> that more and more Canadians are seeing access to transit as a legitimate and foremost consideration when house-shopping:<br />
<blockquote class="tr_bq">
<i>"With challenging infrastructure in all major Canadian centres coupled with the urbanization trend, there will be a continued demand for retail, office and residential space in our urban centres where there is easy access to mass transit."</i></blockquote>
In fact, Ottawa's investment in transit and cycling infrastructure also falls in line with the lifestyle preferences of generation Y residents, according to the report:<br />
<blockquote class="tr_bq">
<i>"Gen Y takes transit, walks, and bikes. Of all the generations, generation Y is the most likely to use transit daily, or at least once per week."</i></blockquote>
Although Ottawa's decision to move towards rail-based high speed transit is overdue, the city's well-placed to take advantage of these demographics and lifestyle preferences. There's ample room for intensification within Ottawa's Greenbelt, including around the rail stations that will be found along the Confederation Line and, in the future, near the further-out stations along the Stage 2 phase of the light-rail system.<br />
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In an ideal world, these preferences will lead to a reinvigoration of those parts of downtown near the Central Business District, including Sparks Street Mall, which seem like dead zones outside of the business hours. Hopefully PWGSC and the NCC are able to recognize the opportunities presented by a more lively downtown and invest some resources to enable a transition towards multi-use development in the core.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com1tag:blogger.com,1999:blog-7218149071529011844.post-17171974575797950842013-12-06T07:00:00.000-05:002013-12-06T07:00:00.659-05:00Ottawa's upcoming $72M investment in transit-oriented developmentAccording to the <i>Ottawa Citizen</i>, the City of Ottawa is budgeting to spend about $72M in order to provide adequate water, sewer, road, and electrical services to three east Ottawa Confederation Line stations in order <a href="http://www.ottawacitizen.com/Prep+work+fuelled+development+cost/9247743/story.html" target="_blank">to enable the level of transit-oriented development</a> that city staff are envisioning around the light rail stops.<br />
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The stations included in this $72M investment (as I'd like to think of it) are Lees, Hurdman, and Blair. The biggest price tag within that overall envelope is an estimated $25M to improve cycling infrastructure around and connecting to the stations, which seems like a wise concept that might allow people living and working in the area to forego personal automobiles in favour of cycling and transit (and, if the visions of progressive citizens become reality, bike- and car-sharing when necessary).<br />
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From the <i>Citizen</i>:<br />
<blockquote class="tr_bq">
<i>Lees, on the edge of the University of Ottawa campus, needs the least work: a mere $11 million, much of that in upgraded electricity service.</i><i><br /></i><i>Hurdman, just across the Rideau River but practically isolated with fields on three sides (thanks to its location amid old closed landfills), needs the most: $35 million, with sewer pipes making up $15 million.</i><i><br /></i><i>Blair, much farther east, needs $26 million worth of work, and the single biggest chunk of that is $13 million to improve the almost nonexistent bike routes to and from a station that’s tucked between the Gloucester Centre mall and a Highway 174 overpass.</i></blockquote>
I consider this a $72M investment, rather than an expense, because of the long-term benefits that would come as a result of encouraging higher-density and less car-dependent living around transit stations, and it seems likely that development charges around these stations may be able to recoup some of the costs. It's good to see the city putting money where their mouths are when discussing transit-oriented development, and hopefully developers and businesses also recognize the benefits of building in the vicinity of major rail stations.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com0tag:blogger.com,1999:blog-7218149071529011844.post-47510250806935784732013-12-05T07:00:00.000-05:002013-12-05T11:25:38.048-05:00Fare vending machines recommended at rail stations<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://farm3.staticflickr.com/2437/3760606353_b803a4df72_o.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="200" src="http://farm3.staticflickr.com/2437/3760606353_b803a4df72_o.jpg" width="150" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A fare machine at a Skytrain station in Vancouver (<a href="http://www.flickr.com/photos/danudey/3760606353/">Dan Udey</a>/Flickr)</td></tr>
</tbody></table>
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<br />
Earlier in the week, a <a href="http://app05.ottawa.ca/sirepub/view.aspx?cabinet=published_meetings&fileid=94293">City document</a> submitted to the Transit Commission stated that <a href="http://www.transitottawa.ca/2013/12/confederation-line-o-train-fare.html">fare barriers are recommended to be installed at O-Train and Confederation Line stations, starting in 2016</a>. Other fare-related machinery, such fare vending machines and audio-visual communication posts linking to customer service representatives, are also proposed at the same rail stations, the report says.<br />
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Fare vending machines, to be placed near the fare barriers, will handle a number of transactions including the purchase of single-ride tickets, Presto monthly passes (hopefully, it can be used instantly), "companion fare", multiple-ride tickets, day passes, and "multiple-day" passes. The multi-day pass appears to be a new type of fare. It will certainly benefit tourists visiting for the weekend or staying for week(s) during events like Bluesfest or Winterlude.<br />
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The machines, which will handle cash, credit, debit, and Presto cards, have the ability to issue a Presto card and refill its e-purse. Each station entrance will have at least two fare vending machines. Parliament Station is proposed to have eight of them, the most out of all the O-Train and Confederation Line stations.<br />
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Displaying transfer times and e-purse balances on vending machine screens was not stated in the document. There should be an entirely different machine, maybe Presto specific, that simply displays this information. One can only hope.<br />
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If there is a fare-related issue, OC Transpo wants light-rail customers to use "customer help points", which are audio-visual communication posts that link to customer service representatives, located outside the fare-paid area. Due to higher operating and capital costs, face-to-face customer service from collector booths is not recommended in the plan. You have to wonder what this means for the future of the St. Laurent sales centre on the upper level.<br />
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The idea of fare vending machines being available at each Confederation Line and O-Train station must be a relief to those who wait in lengthy line-ups at the Rideau Centre.Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-7218149071529011844.post-9015533045105887922013-12-04T07:00:00.000-05:002013-12-04T07:00:02.540-05:00Assaults most common at Billings Bridge, Blair stationsAccording to a report compiled by OC Transpo at the request of the Ottawa Citizen, there were <a href="http://www.ottawacitizen.com/Billings+Bridge+Blair+stations+assault+reports/9238219/story.html" target="_blank">100 reported assaults</a> that special transit constables responded to so far in 2013. Billings Bridge Station topped the list of reported assaults at or near a station with eight, while Blair was second with seven.<br />
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From the <i>Citizen</i>:<br />
<blockquote class="tr_bq">
<i>The figures include all types of attacks and many women’s groups say the latest figures confirm there is not enough public reporting of incidents when they occur and not enough special constables to target problem areas.</i><i><br /></i><i>“There have clearly been more assaults than the ones reported publicly,” said Julie Lalonde, director of Hollaback, the Ottawa chapter of the international group that aims to improve street safety for women. “The only people who gain from the secrecy are perpetrators.”</i></blockquote>
Just last week, I wrote about the need for OC Transpo (and the city in general) to <a href="http://www.transitottawa.ca/2013/11/oc-transpo-must-take-real-action-on.html" target="_blank">do more to prevent assaults</a> on or near public transit stations and vehicles, including sexual assaults. If people are to use public transit, they need to be safe and they need to feel safe.<br />
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One way to make riders safer is to design safer transit stations. Although the City of Ottawa is talking the talk when it comes to safety-first station design, I wrote a few months ago about how <a href="http://www.transitottawa.ca/2013/08/confederation-line-stations-should-be.html" target="_blank">that hasn't been reflected in their plans</a> for Confederation Line stations.<br />
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More to the point, though, is the fact that there are many transit stations in Ottawa that have very obvious design flaws that, at best, make the feel unsafe and may in fact make them actually unsafe. Included in this category are Blair, Hurdman, and Lincoln Fields--all of which, to no one's surprise, were among the stations at which assaults have most commonly occurred. They're also all stations that have been cited by concerned riders because of their isolated locations.<br />
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Re-building the city's poorly designed transit stations may not be feasible right now, but it's clear that something needs to be done to treat the symptoms even if we can't cure the disease (more special constables, better lighting, increased promotion of programs in place, and so on).<br />
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More concerning, though, are the failures of this city to accept the role design plays in making spaces safe or unsafe and ensure that new stations are truly built with safety in mind.Peter Raaymakershttp://www.blogger.com/profile/10883553886241429786noreply@blogger.com1tag:blogger.com,1999:blog-7218149071529011844.post-40468867614030302422013-12-03T07:00:00.000-05:002013-12-10T14:34:35.489-05:00Confederation Line & O-Train fare barriers to be tested in 2016<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://farm2.staticflickr.com/1188/578545342_056f949c80_o.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="240" src="http://farm2.staticflickr.com/1188/578545342_056f949c80_o.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fare gates at an MBTA station in Boston. (<a href="http://www.flickr.com/photos/dan4th/578545342/sizes/o/in/photostream/">Dan4th Nicholas</a>/Flickr)<span class="name" id="yui_3_11_0_3_1386047324905_932"><span class="photo-name-line-1" id="yui_3_11_0_3_1386047324905_941"></span></span><span class="name" id="yui_3_11_0_3_1386047324905_932"><span class="photo-name-line-1" id="yui_3_11_0_3_1386047324905_941"></span></span></td></tr>
</tbody></table>
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As part of a new fare "control strategy", OC Transpo recommends the installation of fare barriers at Confederation Line and O-Train stations. In a <a href="http://app05.ottawa.ca/sirepub/view.aspx?cabinet=published_meetings&fileid=94293">report to be debated at the Transit Commission meeting next week</a>, the implementation of fare-related equipment including fare gates, fare vending machines, and customer service communication posts, is estimated to cost between $20 and $25 million.<br />
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Physical fare barriers at O-Train stations, which are to be sheltered with "weather-protected enclosures", will be tested in 2016 before the Confederation Line opens. The decision between automated gates and turnstiles has not been made yet. The advantage to automated gates is that anyone can go through them including those who use wheelchairs or strollers.<br />
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In addition to acting as fare collectors, fare gates can be used for crowd control purposes like on Canada Day or during an emergency. The plan is to have them monitored and controlled by OC Transpo control centre. The remote ability to lock the gates is useful when there is an expected or unexpected service shutdown, for example. No one wants to pay their fare only to find out that train service isn't running.<br />
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With this method of fare collection, there is no need for POP (proof-of-payment) checkers on board any train. While it's not stated in the report, double-deckers and articulated buses will presumably continue to be inspected under the POP system.Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-7218149071529011844.post-24125363232330570342013-12-02T07:00:00.000-05:002013-12-02T21:43:43.785-05:00Transitway stations get makeover in the form of "station domination"If you travelled through Hurdman or Lincoln Fields Stations in November, you may have noticed the large Rogers Communications ads covering Transitway shelters and stairs. Pattison Outdoor Advertising, the agency in charge of managing ads on OC Transpo property, says the "station domination" ad campaign will end this week on <a href="http://www.pattisonoutdoor.com/en/pattison-OttawaStationDomination/news/about">December 3rd</a>. (There's a photo of Hurdman Station blanketed in Rogers advertisements in the link.) Station domination gives a company exclusive advertising rights to a particular station for a limited time.<br />
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A passenger tweeted a photo of a set of stairs that shows the Rogers promotions at Lincoln Fields Station:<br />
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<blockquote class="twitter-tweet" lang="en">
Lots of new Rogers ads at Lincoln Fields station today. Looks like a big boys fight. <a href="http://t.co/2FgxOXJhiZ">pic.twitter.com/2FgxOXJhiZ</a><br />
— M. A. (@asselsm) <a href="https://twitter.com/asselsm/statuses/397705231276195840">November 5, 2013</a></blockquote>
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Last year, <a href="http://www.cbc.ca/news/canada/prince-edward-island/giant-p-e-i-lobsters-on-ottawa-bus-shelters-1.1261894">large</a><a href="http://www.cbc.ca/news/canada/prince-edward-island/giant-p-e-i-lobsters-on-ottawa-bus-shelters-1.1261894"> lobsters were placed on top of bus stop shelters</a> to promote P.E.I tourism. The conventional ads are the posters placed inside and outside buses, and on bus stop shelters. A single ad can wrap the entire exterior of buses. We are used to this on our transit system and wouldn't think twice. Now for the very first time in Ottawa, transit station shelters, walls, and floors can be covered in ads promoting the same message. Station domination is a common advertisement practice in <a href="http://ryancouldrey.com/75013/664693/all/yongebloor-subway-domination-ad-coverage">subway</a> and <a href="https://www.enerplus.com/files/pdf/news/Enerplus%20Energizes%20Downtown%20Calgary%20LRT%20Station.pdf">LRT</a> stations across this country, but is generally met with <a href="http://joeclark.org/design/signage/TTC/docs/dominate.html">public disapproval</a>.<br />
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Some passengers may be annoyed with them, especially the telecom ones, while others may not noticed or simply don't care. When ads start to creep into areas that have remained ad-free, they usually don't go away. Station domination could appear in future Confederation Line stations, which will be far more spacious than the current Transitway stations and consequently, provide more opportunities to advertisers.<br />
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However, advertising on transit property is not a significant source of revenue for OC Transpo. Advertising on transit shelters and vehicles generates approximately <a href="http://www.obj.ca/Local/City-Hall/2012-09-11/article-3071608/OC-Transpo-refreshes-advertising-to-include-digital,-transit-stations/1">$3.3 million per year</a>, a relatively small amount compared to the <a href="http://app05.ottawa.ca/sirepub/view.aspx?cabinet=published_meetings&fileid=91284">$218.6 million revenue </a>that the the transit agency estimates it will generate in 2014. It's roughly 1.5%. As for revenue from station domination, in 2011, the City projected it would bring <a href="http://ottawa.ca/calendar/ottawa/citycouncil/csedc/2011/03-01/15%20-%20ACS2011-COS-ODP-0002_Corporate%20Advertising%20Opportunities.htm">$50,000 in revenue during the first year (2011) of implementation</a>. It's nowhere near enough to stop annual fare hikes unfortunately.<br />
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Whether you like it or not, station domination is probably here to stay. There is concern about multiple ads of similarity interfering with wayfinding signage and confusing the casual user or tourist. And of course, station domination can turn a beautiful rail station into a marketing jungle. The first set of ads haven't created a public outcry, but it doesn't mean they are accepted either. Like the bus wraps, station domination should be applied sparingly.<br />
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<script async="" charset="utf-8" src="//platform.twitter.com/widgets.js"></script>Unknownnoreply@blogger.com1