Appendix A_Pages266to338_9MB.pdf - Ottawa Confederation Line

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You said it was a study not a project! Extension of the O-Train on existing railway lines is a far superior means of meeting the community needs for public transit now How much will it cost, and how long will it take to construct Tell people what you’re doing and when. The amount of information amount of information about this project will serve to confuse transit users when the transitway becomes inoperable. Also, if you have to chose between inconveniencing motor vehicles and transit operations during construction, the choice should be obvious I feel that the project is not moving fast enough. OC Transpo and City Council Smart construction that allows maximum flow of traffic...open unused lanes on weekends/pm No concerns Tunnel is too deep and goes too far north Le plus tôt possible, SVP! Expense – distance below grade I prefer the Carling route to go west from Tunney’s Pasture Make sure that the bus system is functional through the entire construction process. You cannot shut down transit to downtown core Elle doit se faire avec minutie pour être solide et durable tout en se complétant le plus rapidement possible pour que la population commence à utiliser le service et les infrastructures aussi tôt que possible. Des matériaux et des respectueux de l’environnement doivent être utilisés dans toutes les étapes de processus Cost! Cost! Cost! This may end up costing much more. In a time of increasing deficits, how far can the Feds and provinces go in helping finance this system? Cleary tunneling is the preferred – dare we say the only option. Cut and cover won’t work, but how to control costs, and the duration of construction? On presume beaucoup Operation: Unsafe environment – too much walking – too high a cost You said it was a study not a project! Again, how many jobs will it create, or will OC Transpo see a reduction. Will OC Transpo drivers have first option in operating LRT? No concerns Has enough money been allocated for operation and maintenance? L’esthetique des stations Keep a few trains 24 hrs, this system needs to be functional for all users, regardless of their working hours Elle doit commencer avec force es susciter la fierté. Elle ne doit pas se limiter, de quelque façon que ce soit, à des objectifs d’achalandage conservateurs ou peu ambitieux ainsi que s’astreindre à des critères de simple rentabilité ou, pire, de profitabilité à court ou à moyen terme. Elle doit au contraire convaincre et attirer sans cesse Hopefully automated systems will cut down on costs in the long run. LRT is more suited to some automation, I believe On croirait que vous aves “carte blanche” Je trouve 50 million tres élevée pour géner ce project – je prise déjà à des déponses non justifies qui vont surgir From Bernie Geiger: The whole project appears to be very expensive. The transitway was supposed to easily convertible. The costs shown for the conversion of the transitway surface parts are stupendously high. Q5. By tunneling from MacKenzie Bridge/Laurier through Campus to a portal at the Queensway adds kilometers to expensive tunnel and $100s > of millions to costs. (The $200 million Baseline Station disaster looks like a bargain in comparison). It will take far too many years to plan, design, tender, build, test and break-in. NS LRT build and test was about 2 years, this will be 2 to 3 times, once design and tendering is complete. The City of Ottawa does not have the proven track record to plan and successfully manage a project of this scope and complexity, it is very high risk. The benefits to users in the core (the primary target audience and problem area) is negative. They will need to walk further to the core stations, need to take 4 escalators to get to the platforms, will need to wait longer for a the next train to arrive than the 3 buses per > minute now going along Albert/Slater. Total travel times will be longer and user experience will not be enhanced. Tourists, visitors and casual users will be disoriented by the many elevators and twists and turns they must take to get up and down to/from the stations. On arriving at street level, strangers will have no idea where they are. This is unlike surface transit and shallow subways. There are serious safety and security concerns arising from lost packages/bomb threats, noxious/poison gas releases, fire, collisions etc. Few people are accustomed and many are simply not capable of climbing 10 flights of stairs (the depth of the core stations) let alone in a crowded, stressful emergency environment.
How many escalators will there be at each station? In total in the core? This is a huge investment and a huge operating and maintenance cost, especially given the depth, people must rely on escalators at all times. Will Tunney's station really work? There will be an overload, line-up and delay of buses like we see at Hurdman every morning. At Bayview, why are we encouraging Gatineau to be using polluting diesel buses when there is an existing rail-line that could/should be used to Terraces de la Chaudiere and the Lac Leamy office area? At LeBreton, why are we encouraging OC Transpo diesel buses when at > Bayview there is an existing rail-line that could/should be used to Terraces de la Chaudiere and the Lac Leamy office area? and Core: The tunnels and stations should be as shallow as possible (Lyon/Kent) and Campus to reduce costs and transit user time. & Lees to Hurdman: Is it true that the "temporary" busway Campus to Hurdman stretch is being used to justify the construction of the Alta Vista Parkway and bridge from Nicholas to Riverside Drive? Why close the transitway here for two months one summer, lay the rails on the Lees bridge and through Lees station, pave around them and then run buses along/over the tracks between Hurdman and the Campus tunnel portal for the year or two it will take to complete and test the rest of the line. (The MacKenzie Bridge is being re-surface in 6 weeks now). This will be far less expensive than the new AVP bridge and ramps over the Rideau. Hurdman needs to be designed so that trains on the SE Transitway can be converted to rail as intended. This SE conversion from Heron to Hurdman will need to happen when the O-Train line is shut for several years to enable the track and tunnel to be double tracked in 30 to 50 years from now. Build for the future! During Hurdman construction staging, there appears to be no consideration or provision for the large number of SE Transitway buses to get to the core. Will this be further justification to ram through the AVP? Carling Ave at Bronson is already far above capacity. It will be impossible to divert additional buses through there during construction. Why does VIA Station need to be straight? The advantage of low floor LRT is that stations can be on curves. Since the trains are stopping for the station anyways, curves here are acceptable. There are $10s of millions in savings here by reusing the transitway ditch and bridges rather than rebuilding everything. The transitway was supposed to be "easily" convertible, not re-buildable. Why do the stations need to be so long? They are planned longer than the longest main TTC stations (6 cars) and far longer than the new TTC Shepherd heavy subway line stations? Surely our capacities will be nowhere near TTC for 100 years. This adds hugely to station costs and users need to walk further within the station. Overall the project will prove to be too big, risky and expensive. It will have to be trimmed and rationalized and in the short-medium term we will need to go surface rail like Calgary, Houston, San Diego and Kitchener-Waterloo. Question 6: When the Light Rail Transit (LRT) opens, the transitway lanes on Albert and Slater will be removed. The space could be dedicated to pedestrians, (by putting in wider sidewalks), used to balance bus traffic across all downtown streets, or converted back into general lanes. What preliminary feedback can you provide that will help identify how Albert and Slater should be redeveloped? Currently, Albert and Slater are almost deserts when it comes to anything other than office towers. Hopefully widening the sidewalks and getting most buses off them will help in their redevelopment. Do not convert back to general automobile lanes, we need to discourage auto traffic, not encourage it! Implement cycle lanes, keep one-way routes over Mackenzie King Bridge Downtown Ottawa has ugly streetscapes and unfriendly sidewalks – anything that would improve these would be helpful Dedicate to transit – of every kind and create it so people want to be there. Ottawa downtown has a very unfriendly streetscape. I do not see several downtown underground stations with connecting escalators and being a viable replacement to the at-grade transit Convert back to general lanes Buses are still an important part of the system and should have good access into downtown. Albert and Slater should still be used for this purpose. Pedestrian amenities should also be improved Toutes les études surfeuse sur la conversion en rue piétonne du suis commerciales en amerri sud du nord ont démontre que cette conversion engendrait en désastre pour
Page 1 and 2: ©2009 Microsoft Corporation ©2009
Page 3 and 4: ©2009 Microsoft Corporation Future
Page 5 and 6: TRANSPORTATION INFORMATION TE WATER
Page 7 and 8: Downtown Ottawa Transit Tunnel: Tun
Page 9 and 10: LeBreton Station Overview • Trans
Page 11 and 12: Downtown East Station Overview •
Page 14 and 15: Campus • Station Overview • Loc
Page 16 and 17: Train Station Overview • Provides
Page 18 and 19: Cyrville Station Overview • Will
Page 20 and 21: Maintenance and Storage Facility
Page 22 and 23: Transitway Conversion • Conversio
Page 24 and 25: Bus Operations - East Technology Se
Page 26 and 27: Next Steps • Report to Transit Co
Page 28 and 29: La somme de 15 millions par chaque
Page 30 and 31: Station Rideau Campus Comments I d
Page 32 and 33: Station Comments Good plan for maxi
Page 36 and 37: le commerce au détail. Maintenue l
Page 38 and 39: Downtown Ottawa Transit Tunnel Tunn
Page 40 and 41: Speaker Comment/Question Responded
Page 42 and 43: Speaker Comment/Question Responded
Page 44: Speaker Comment/Question Responded
Page 47 and 48: File Number: D06-01-07-DOTT 26 Augu
Page 49 and 50: Memorandum To: File Date: August 27
Page 52: POST−NOTICE OF COMMENCEMENT CONSU
Page 55 and 56: DowntownOttawaTransitTunnel(DOTT):
Page 58 and 59: CONSULTATION GROUP MEETING #6 - Age
Page 60 and 61: Downtown Ottawa Transit Tunnel: Tun
Page 62 and 63: Federal EA Requirements • A feder
Page 64 and 65: Thank You!
Page 66 and 67: DOWNTOWN OTTAWA TRANSIT TUNNEL TO30

Appendix A_Pages266to338_9MB.pdf - Ottawa Confederation Line

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