New bus on-ramp to 417 eastbound to open at Canadian Tire Centre

Bus riders leaving Canadian Tire Centre will finally have quicker access to the Queensway. Starting on Thursday after the Sens home-opener, the dedicated bus on-ramp to Highway 417 will be open, allowing the 400-series passengers to save about 15 minutes. Also on the same night, CTC will offer free parking, which will likely increase traffic and make the bus ramp an even greater benefit to transit users. When the project was first announced in July 2011, the idea was to give transit buses exiting the stop loop priority to the on-ramp first and to allow other HOV's access next.


Some people on Twitter complained about "Stage 2" of the proposed Transportation Master Plan draft, saying the western LRT extension should reach all the way to the Senators arena. There are a number of reasons for this to not happen. As mentioned earlier, the bus on-ramp was in the works for the past couple of years. The only real activity surrounding the rink occurs after large concerts and hockey games for about half an hour or so each night. And since there isn't much of anything nearby (employment, retail, residential spaces), a light-rail line serving the arena is unappealing for everyday use. Until the area becomes more than a place to watch hockey, the bus ramp will do just fine.

New on-ramp to Hwy 417 for buses and Park & Ride at Scotiabank Place

On a slow moving bus heading out of the Scotiabank Place parking lot, I often hear comments like “I should have drove to the game!” or “the city wants us to take the bus and this is what we get?” In the near future, we shouldn't be on a slow moving bus or hear those comments anymore at Ottawa Senators games.

The Ontario government, City of Ottawa, and the Ottawa Senators announced a new eastbound on-ramp to the Queensway from Scotiabank Place for buses. The ramp should save Senators fans and Scotiabank Place concert goers about 15 minutes since the ramp will give buses priority exiting. High-occupancy vehicles with two or more people have access to the ramp once buses have cleared. The City of Ottawa will invest $250 000 into the project, while the Ontario government will pay $500 000. According to CTV Ottawa, construction will start this fall and is expected to be finished in 2013.

Leaving Scotiabank Place after a Sens game can be aggravating for passengers on a bus, especially for those who are standing. The time to get out of the parking lot can be somewhere between ten and fifteen minutes. This on-ramp will be a huge improvement since it gives buses an exclusive exit out of Scotiabank Place. Also, the amount of time it will provide an additional incentive for car users to ditch their cars on game days and take the bus instead. A map of the on-ramp can be found here

As for the new Scotiabank Place Park and Ride spaces, there will be 100 new parking spaces. Public Transit in Ottawa's Peter Raaymakers wrote about the City reaching an agreement as early as September. The new Scotiabank Place Park and Ride will attempt to reduce the car volume at Eagleson and Terry Fox Park and Rides. At this time, there is no further information as to whether the new lot will be free, partially free, or Gold Permits only.

New Park-n-Ride lot may come to Scotiabank Place

Boy, does this make sense. You know that large spanse of paved land out by Scotiabank Place in Kanata? All the parking lots? Well, according to 580 CFRA, talks are ongoing and an agreement to use some of the lots could be in place as early as September 2011. From the article:

Councillor Shad Qadri originally floated the idea of setting up a parking lot for OC Transpo commuters at the Kanata arena. Hubley says a parking lot would provide "all kinds of new parking spaces overnight," adding the City wouldn't have to buy a field to create a new Park & Ride lot. The Councillor says talks are "going very well" between the City and the Ottawa Senators.

This makes sense for a few reasons, notably taking advantage of space that would otherwise be completely vacant, and saving money by renting the lot rather than purchasing land to build and maintain a giant parking lot. There may be issues, especially on game and event days, but it seems like a step in the right direction.

The potential Scotiabank Place lot would be served by the "optimized" route 96, some routes of which are going to be re-routed to serve Scotiabank Place. It will likely be used by residents of the Mattamy development right on the edge of Kanata and Stittsville, as well as residents from surrounding areas; that might relieve some of the overcrowding at the Eagleson, Terry Fox, and Stittsville park-n-rides.

Park-n-Ride lots are a little controversial in the public transit field, mostly because a) it prevents transit-oriented development because the lot sprawls out so far, and b) it institutes a requirement to drive to your bus, which isn't possible for everyone. But in this instance, I think it's definitely a good idea.

OC Transpo addresses criticism, increases service to Scotiabank Place

A little more than a month after getting torn apart in the Ottawa Citizen for flawed, lacking service to Scotiabank Place on event nights, OC Transpo announced that they're improving service to the arena. From their press release (.PDF):

Connexion 400 buses depart every 10 minutes from Bayshore Station starting approximately one and half hours before game time. Travel time is about 15 minutes on Routes 402 and 406, and 28 minutes on Route 404. Getting to Bayshore Station is easy on Route 96, which travels via downtown and the Transitway. Catch your Connexion 400 bus at Bayshore stop 1A.

Previously, the buses departed every 15 minutes, but were consistently late (or just missing) and filled up very quickly. The change would mean, if my math serves me correctly, an extra three runs, which should certainly help people looking to get to The Bank for games or concerts.

And for people who don't use the Connexion 400 buses, this is still good news: It tells us that OC Transpo, and the city, can respond to persistent complaints and look for ways to solve the problems. Which is exactly what happened here, and it's a good sign. With this one addressed, there are still a few left to look into...

Some express routes among service resumption today

As some commuters may have noticed this morning, several green Express routes--the 27, 61, and 77--had service resume this morning (Feb. 23), as well as a number of local feeder routes. Check the official website for continued updates, but currently rush-hour service looks like this:

Starting Monday, February 23, the following routes will operate during peak periods.

* O-Train and Rapid transit routes 94, 95, 96, 97 and 98.
* Major routes 1, 2, 3, 4, 7, 8, 9, 12, 14, 16, 85, 86, 87, 101 (see below *), 102, 106, 111, 114, 117, 116 and 118
* Local feeder routes:

• Routes: 124, 129, 148
• In Gloucester North: Routes 140, 142, 143, 146 and 147
• In Nepean Centre: 166 and 178
• In central Ottawa: Routes 5, 18, 111, 112, 151, 152, 153, 154 and 156
• In Nepean: 172 and 174
• In Orléans: Routes 127, 130, 135, 136, and 137
• In Riverside South/Leitrim: Routes 144 and 145
• In Kanata: Routes 160, 161, 164, 165, and 168
• In Barrhaven: Routes 170, 171, 173 and 176
  

* Express Routes:

• Routes 27, 61, and 77

* Peak-period routes 40, 102, 105, 182 and 184
* School service is operating
* Connexion 400 service is running to Senators hockey games and special events at Scotiabank Place.

Light Rail Now! transit alternative unveiled

At the Gladstone Theatre Monday morning, Capital Councillor Clive Doucet and Kitchissippi Councillor Christine Leadman presented their amended transit plan in front of around 250 people. The plan focuses on building light rail transit through more of the city (out to the suburbs) on a much shorter timeline (within 10 years) than in the city's current plan, and proposes using Carling Avenue as the western corridor of the transitway rather than the Ottawa River Parkway. Also present was transportation consultant Morrison Renfrew, who has been outspoken in his support of running light rail down Carling Avenue and presented a feasibility report of the idea. According to Doucet, the entire plan, including rail to the suburbs, could be completed within ten years.

As the top image (which you can click on for a larger version) indicates, the plan is broken down into two phases, one within the first five years and the other within ten years. The first phase, which Doucet states could be completed within five years, would include:

1. A tunnel under downtown.
2. A western corridor from Bayview to Carling and down Carling to Lincoln Fields, which would turn south to Baseline.
3. An eastern corridor through Hurdman and St. Laurent to Blair.
4. A southern corridor from Hurdman through South Keys towards a rail yard in Leitrim.
5. An extension of the O-Train across the Prince of Wales bridge into Quebec.

Doucet stated that the logical starting point would be along Carling Avenue, while environmental assessments are being completed as necessary for the downtown tunnel. This would allow construction to begin immediately, rather than having to wait for the results of any environmental assessments.

The second phase of the project would bring light rail to the suburbs, and would be completed within ten years, according to Doucet. It would include:

1. A western rail extension from Lincoln Fields through Bayshore and the Kanata Town Centre to Scotiabank Place.
2. An eastern rail extension from Blair to Orleans.
3. A southern rail extension from Baseline through Fallowfield and into Barrhaven Town Centre.
4. Another southern rail extension from Leitrim to Riverside South.

According to Doucet, the new plan is not an alternative to the current plan; rather, it is an amendment that falls within the parameters outlined under current council directions. As a result, it would require a simple majority of Council's vote to be passed, rather than the 3/4 necessary to begin in a new direction.

Councillor Leadman led the discussion on the economics of the plan. She suggested that by redirecting funding from other areas that would become unneccessary under a light-rail infrastructure (i.e. bus garages, new buses), the Light Rail Now! plan could actually provide over $1.3B in savings over the current transit plan.

As for the alternative of running the western corridor along Carling Avenue rather than the Parkway, Renfrew was very optimistic that it was not only feasible, but more beneficial than the Parkway. He highlighted the "multiplicity of activity centres" which would make it a 24-hour transit line, rather than simply a commuter line--as he suggested rail along the Parkway would be. Renfrew proposed a series of measures to allow light-rail to run at grade, rather than underground, along Carling Avenue from Lincoln Fields to the Carling O-Train station, and then following the O-Train line to Bayview Station and heading downtown. Renfrew's biggest concern was with the intersection of Carling and Woodroffe, at Carlingwood Mall. He suggested that the intersection is poorly planned as it is, and recommended that it should be re-designed to allow for better traffic flow--during this re-design, the specifics of running LRT through the intersection could be determined.

Several concerns with the plan were raised during the question-and-answer period. One came from Bay Councillor Alex Cullen, who questioned the financial data that was presented and whether or not the Carling option was as realistic as it was presented. Another concern came from Ottawa Sun reporter Derek Puddicombe, who questioned the ability of Doucet and Leadman to prove to more than half of their fellow councillors that this plan is far better than the current one, and is also feasible.

All in all, the presentation offered another option to consider when Council makes their monumental decision this coming Wednesday. Much of the documentation is available on Doucet's website, and I've contacted Renfrew with a request for more information on his part of the presentation--which I will make available should he return my e-mail. What do readers think of the idea?

Ottawa's outdoor stadium debate

It may not deal directly with public transit in Ottawa, but the ongoing debate around an outdoor stadium is certainly affected by, and going to affect, public transit in Ottawa. There are two competing bids: The first to be announced was that of Eugene Melnyk, who is in the process of pitching for a Major League of Soccer (MLS) franchise to go into a to-be-built, "soccer-first" stadium on vacant land near the Scotiabank Place in Kanata. The second, announced on Friday, Oct. 17, is that of Jeff Hunt and the ownership group which was given a conditional Canadian Football League (CFL) franchise, pending a suitable football stadium in the city, to reinvigorate Lansdowne Park and the surrounding area. Both bids have pros, and both have cons, as well.

Ideally, should Melnyk be awarded an MLS franchise, that squad's stadium could accomodate any future CFL team, because quite frankly two world-class outdoor stadiums in this city would be superfluous. If Melnyk weren't to win an MLS franchise, his plans for a stadium would go by the wayside, and the city would likely proceed in consultation with the Hunt bid.

Immediately, given the city's planning policy directions to intensify development in the city's core, the Hunt bid should have a leg up on the Melnyk bid. However, the picture is not so clear. Here is a synopsis of the two bids, including the goals of each one, and the pros and cons associated with them.

Bring The World to Ottawa (the Melnyk bid)

(Click image for larger version; click here for official website photo gallery)

Eugene Melnyk's bid includes, obviously, a world-class soccer stadium which, as Melnyk said in a press release, "needs to be a sophisticated hosting venue providing our community with the ability to attract major international sporting events, outdoor concerts and festivals to the nation’s capital." To that end, the stadium would include an outdoor stage in the south-west end of the pitch, and seating around the other three sides. Parking for the stadium would, in all likelihood, piggyback on existing parking lots already present for Scotiabank Place, although it would be a bit of a hike and most spots would require crossing Palladium Drive to reach the soccer stadium. Given the incredible growth in Kanata as a result of Scotiabank Place's construction, it would be reasonable to assume further development as a result of a second professional sports facility in the immediate area. Seating would be designed to be between 20,000 and 30,000.

Pros:

1. More than 7,000 parking spots nearby
2. Not occupying public space
3. "Synergy" with neighbouring Scotiabank Place / Ottawa Senators
4. Solid management reputation of Eugene Melnyk, who would be owner of the soccer team
5. Twenty-six luxury suites
6. Natural grass field measuring 65m by 105m designed to MLS and FIFA specifications but convertible to football and rugby specs
7. Will incorporate Scotiabank Place into a professional-sports area, possibly encouraging intensified development in the area.

Cons:

1. Not in the City of Ottawa's core
2. Requires significant automotive commuting or transit infrastructure
3. Little entertainment/dining in the immediate area (i.e. restaurants, bars, shops)
4. Not walking distance from existing high-density, multi-use residential/commercial land
5. City of Ottawa would give up ownership of land

Lansdowne Live! (the Hunt bid)

(Click image for larger version; click here for official website photo gallery)

The bid from Jeff Hunt, in cooperation with business leaders Bill Shenkman, Roger Greenberg, and John Ruddy, focuses on a world-class football stadium, convertible to rugby or soccer and concert venue, with surrounding re-development. Although the stadium itself is a large part, it would be surrounded with public soccer pitches, a skateboard park, an ultimate frisbee field, ponds, greenery, and a state-of-the-art public aquarium with walk-through plexiglass tunnels, and some retail and residential development (all in place of parking lots currently surrounding Frank Clair Stadium). As for the stadium, it would call for virtually complete retrofitting or rebuilding of the current stadium, focussing on increasing comfort in dressing rooms and player/performer accomodations, concessions, washrooms, and restaurants in the stadium. The field itself would be designed for football, but could be converted to soccer or other sports. Expandable end zones designed for an 'intimate experience' and permission from the CFL to consider natural grass turf would mean that an MLS franchise could, hypothetically, also use the stadium. Seating estimates are pegged at 24,000 to 25,000.

Pros:

1. Centrally located and easily accessible
2. Includes plans to revitalize currently underused city-owned public space
3. "Synergy" with neighbouring Civic Centre / Ottawa 67s
4. Solid management reputation of Jeff Hunt, who would be Managing Partner and Governor of the football team
5. Fifty luxury suites
6. Includes renovation of Civic Centre
7. Converts single-use parking lots into multi-use development
8. Channels money currently used for maintenance of dilapidated stadium into investment towards new stadium
9. City would retain ownership of land and stadium and would collect income from leases

Cons:

1. Limited parking, and necessity to build garages
2. Concerns of eliminated/reduced public and green space
3. Includes privatisation of some public space
4. Somewhat dependent on re-introducing a franchise which has failed twice in a decade
5. City would be responsible for rebuidling stadium, although ownership group would pay for maintenance