Appendix A_Pages266to338_9MB.pdf - Ottawa Confederation Line

More documents

Recommendations

Info

Speaker Comment/Question Responded By Response as possible. Do you think it is someone else’s job to do that? choosing to live next to a rail station so that they can take rail to work rather than driving. So we are working in concert with all the land use planning to make sure we are creating stations that have good connections to adjacent land use, good connections to development sites so that we can work to intensify around the stations and to direct growth around and into the core and around the stations rather than urban sprawl which is all part of the official plan. Are you going to work to encouraging people to move next to the station but also discouraging people to move further away? When are we going to see the benefits to the taxpayer of this major investment of taxpayer dollars? I am understanding that we have here a private office that is doing the design inhouse and when you actually go for bids, are you going to be going for bids to actually just build it and deliver the train and there is going to be no sort of prime system contract, you are actually doing your design in-house, is that correct? Sounds like it, when you are going into great detail in the designs so obviously when you actually go out and ask for bids you are going to be asking for bids of the stations that you have already designed for providing trains that meet the technical criteria that the designs need to meet so it is definitely not some kind of turnkey proposal that you are asking. But you are obviously doing a lot of design in-house right now. My last question is given the time frames that you are talking about what is the link, if I understood correctly we are talking David Hopper David Hopper Vivi Chi David Hopper David Hopper There are carrots and sticks in the official plan and we are going to use the whole suite of tools as much as possible. We are working on that business case that looks at all of those and that report will be coming forward with the December report on the functional design. We have to go beyond what is the functional design here in order to put together a package so that we can go out for tender and solicit proposals, there are still, we hope that someone would go to a 30% preliminary design in order to more precisely find the scope of the project and put in the requirements of the performance specs that we want to see in order for the bids to come through whether it’s a P3 or whatever procurement process that we undertake. That is still a decision for another day what we are describing here tonight is the facility itself and we go from here and how its procured and how its contracted out the design, the decision is for another day. We are doing the functional design, but even going out to a design build we still have to have a reference design, we have to have something for the contractor to bid against and this is not robust enough to get a reasonable bid in without a lot of risk so with more design will likely have to be done before we hire a design build firm to do the whole project. Yes we have to finish this process, we have to finish the environmental assessment process, we have to create a reference design, we have to do an RFP at a proposal call to Speaker Comment/Question Responded By Response about something that can be started up as 2018. hire somebody to do all this and then they have to implement it, so 2018 is about right. So what is happening in <strong>Ottawa</strong> in 2018 to warrant this major investment of taxpayer dollars? David Hopper What is going to happen is the continuation of the trends that we are already seeing, we are nearing the capacity downtown and we want to try and get this done as fast as possible to make sure that we don’t throttle off downtown with more development before we can get this operational. But in practice, development is moving outside downtown. Thanks for the presentation, is there thinking in this plan for commuter cyclists, for instance I’m thinking that once you get buses off of Slater and Albert you are going to have 4 lanes of traffic. Is that going to be just intended for cars or it can be a bit of an expressway really, so I am just wondering throughout the whole downtown, but not just in the downtown do you have plans to increase better cycling. I guess just for me I’m concerned that you are going to have a whole lot of capacity for cars I think once the buses are off the streets and so there seems to be a bit of danger that you might lose the opportunity. Since we have ended up with the tunnel design that takes us very deep underground I am really worried that an underground, as in 10 stories underground, so I am really worried that people who are travelling the city system David Hopper Vivi Chi David Hopper Vivi Chi David Hopper Its moving all over the place, they would love to be downtown, the problem with some of the downtowns they feel if they can’t get parking then they can get people there by transit so we need to get this done. How do we need to get this built in 2018 is not a magic number, 2018 is what we think is a realistic time frame to get from where we are today to the draft functional plan to an operating system based on experiences in other cities in implementing these projects. That is part of this study that we are going to undertake after this work is done because we did identify in our cycling plan that there is this whole downtown area that doesn’t have enough cycling facilities defined so that is next outstanding item and we hope to take advantage of the right-of-way that would be available after transit is moved out down below ground. We also want to see cycling facilities, storage and lockers and racks at all of the stations because somebody may be willing to cycle to Blair Station but not cycle all the way down to Bank and Albert or they may want to take their bike on the train for the weekend, we want to look at local pedestrian and cycling connections to all of the stations as well as repurposing Albert and Slater. If I can just add to that, in April we had a reorganization for the City and pedestrian and cycling moved from Pubic Works into my branch, into Transportation Planning, so now we look at transportation planning for more holistic approach and it includes all users not just the cars so it’s in the right branch and we look at everything together. We are looking at those things and I think if we look at some of the psychological disincentives today of trying to get a bus out of Albert and Slater they will more than be countered off by arriving at an underground station. We are looking at trying to create entry shafts that are large and bright, we are looking at double escalators, double elevators at both ends so that when
Speaker Comment/Question Responded By Response from end to end they have to get off buses in hoards at peak times and move over onto a train downtown and in hoards and get off the train and go up 10 stories, and I’m really worried if that becomes a net psychological disincentive that we don’t have today in our system although there are many aspects that this design is better aspect that could be really problematic. Like David Jeannes, I would like to have some assurance that it has really been thought through from a pedestrian point of view that it is really going to work for people. you get off a station it is not a matter of OMG I have to get up ten stories, you have four elevators to chose from as well as escalators. So the experience in other cities is that the depth of the stations is really not a deciding factor. If you look at Berard Station in downtown Vancouver right in the heart it is a very deep station as well, very heavily used and people are used to working on the 44 th floor so if its 44 floors to get down then why not 10 more to get to my train, so some of that incentive of working in tall buildings helps us. People are used to that so people will accept the technology of making these kinds of transfers and the benefits of simply coming out of your office building, but walking through a concourse staying in an enclosed environment and then descending down to a single platform where you know that every train going west is your train. There is a huge benefit there, same thing when you get off in the morning at Tunney’s Pasture, every train that is going east is your train. There is none of this jocking around trying to decide which string of buses approaching is the one that I want and is that guy’s bus #4 is he going to stop again or do I have to run and catch him because he’s late getting people off so he may not stop for me again and if I miss that I can only take the 283 or the 187 unless I get the 95 to here and the 114. So I think there is a whole bunch of psychologic disincentives today that disappear more than counter for it but you are right we do need to look at it more and the architects are looking at creating large pleasant spaces that are well lit, that are designed with systems that you can hear announcements that are being made, daylight into the shaft to create that psychological well being in that is part of a design of standards today. I would just like to have the assurance that it has really been looked at from a pedestrian point of view and how long it is going to take them and like you said some people are coming down 44 stories but a lot of people aren’t, their lives are almost entirely at street level or 3 stories within street level today and for them it’s a really big change that is not necessarily positive. David Hopper We will look at that. Dave Armatage I was wondering within the confines of Blair to Tunney’s Pasture how much vehicular traffic do you expect to take off David Hopper I think there is a number of things, first of all .... Speaker Comment/Question Responded By Response the roads. Within that area and I see where you are talking about a reduction of buses and your big complaint is the congestion on Albert Street near everything like that. I see you doing it as an assist to the bus situation. I don’t see it as being very much of a benefit to the urban/metro type traffic that is coming in that could be alleviated through O-Trains or any of the old facilities we had that went to the old convention centre idea of a central bus station and exiting from there. I can’t believe you said 30%. Is that a figure that I could relate to the vehicular traffic that was used to reduce that Blair to Tunney’s Pasture area in Centretown? People are already on transit systems, these are people that are being looked at and will be taking it. How are you getting at the vehicular traffic with the system in enhancing the bus system that you have here Vivi Chi The 30% is overall across the City. We have different mode splits for different sections and it is much higher in the east end. I don’t have the figures at my fingertips but did you want to say something David? David Hopper We are going to see removing 180 buses an hour per direction during rush hour, is going to be a major benefit to downtown, we are going to see.... David Hopper But we are taking that ... David Hopper Well today the system is basically at capacity carrying just over 10,000 people per hour each direction into downtown, that’s as many as we can get. The new system is going to get to carry 20-25,000 people per hour per direction so we can make the downtown twice as big with no additional cars. We are also going to see development happen in LeBreton and around Bayview and more development around Tunney’s Pasture that can be supported with the same size parking lot so we can see new buildings going up there and being filled with people arriving on the train rather than driving. So the modal split that we are going to see across the city right now is 23% of all trends made in the urban area are on public transit. In the future that is going to be 30% we are going to be a bigger city as well and when you look in the TMP the actual prediction is to go from 23% with the growth in the city to 30% we are going to triple the number of trips that are made on public transit. In one direction... David Hopper No that’s all day in every direction. So it will have a major impact in terms of controlling the rate of increase in congestion in the city. There are a lot of people out there that say they
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 34 and 35: You said it was a study not a proje
Page 36 and 37: le commerce au détail. Maintenue l
Page 38 and 39: Downtown Ottawa Transit Tunnel Tunn
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

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?