Appendix A_Pages266to338_9MB.pdf - Ottawa Confederation Line

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DOWNTOWN OTTAWA TRANSIT TUNNEL TO3041/TO3049 AGENCY CONSULTATION GROUP MEETING NOTES Page 7 of 8 DOWNTOWN OTTAWA TRANSIT TUNNEL TO3041/TO3049 AGENCY CONSULTATION GROUP MEETING NOTES Page 8 of 8 Task No. Description Discussion / Status Question/ Comment David Hopper Task No. Description Discussion / Status Question/ Comment Carmel Dufour David Hopper Response: That document was prepared 25 years ago, and is based on the technology available at the time and currently used in Edmonton. Design guidelines for Ottawa will be developed by the Rail Implementation Office. 80 km/h is likely sufficient based on station spacing and the restrictive geometry in the built-up area of the City. Across the Greenbelt, higher speeds could be appropriate. You would need to specify a vehicle which can operate faster. Physical constraints of environment (existing Transitway alignment) limits achievable speed, unless you want to spend a lot more money to design system which would then not connect everything you want to connect. Question: When will there be an exercise to model travel time v. the current bus service? One objective is to make transit faster – that needs to be quantified. Residents are looking for a system which will make travel faster. Longer walk times within stations also needs to be addressed. Comment: Can’t compare today to 5-10 years from now when buses will be even slower due to congestion, crowding. Response: The real advantage is reliability, and the elimination of confusion of buses – every train will be your train and will be able to take you where you want to go. You will also have off-vehicle fare collection and multiple doors for boarding speeding up the overall journey time. The entire system needs to be taken into account not just in-vehicle travel time. Question: Is anything preventing OC from operating bus service like LRT proposed now? Response: Primarily the lack of transfer facilities at stations and capacity of downtown road network. Comment: You can only park so many buses in a given time interval. Response: Off-board fare collection will speed system, make it regular v. today where boarding is slowed by cash/ticket transactions at front doors. True test is how system operates not vehicle speed. Between Bronson-Elgin transit access will be similar to today, and integration will be improved (e.g. DTW station with direct connections to Place de Ville (5 buildings). Question: How do you organize system to allow LRT to skip stops? Response: It could be run just like a bus, with passengers required to request stop. San Jose and Edmonton operate like this. Can also have individual door operation, like on O-Train for efficiency. Klaus Beltzner Ian Donnelly David Hopper Klaus Beltzner David Hopper Cheryl Savage David Hopper Comment: Can only skip stations if there is not someone waiting on platform. Response: Yes, but train operator will also know that any passenger waiting at a station is waiting for the train and not one of several bus routes, eliminating the need to stop for passengers who actually want a different bus. Question: LRT skipping stations does not fit a timetabled operation. Assume this will not be covered in EA? Response: It’s an operational decision. The current Transitway buses have a different operating speed at different times of the day which reflects, in part, that not all trips stop at all stations. This service is still scheduled. Comment: Raised the issue of alignment as we have had no opportunity to discuss previously. If corridor needs to be altered, whether it is not significant, it is an EA factor. Previous issues with train operation over S curves, even where you can have transitions. Want to make sure benefits of less curvy alignments have been considered. Response: Yes, that has been looked at. 3. Closure As this is likely the last meeting of the ACG, members were thanked for their participation in the study. The meeting notes and presentation will be posted on the ftp site as soon as possible. The meeting ended at 11:30 a.m. Please report on errors or omissions to Paul Croft at p.croft@delcan.com by March 3, 2010. Attendees: Cheryl Savage – OC Transpo Dave Hart – Rogers Cable Mona Abouhenidy – City of Ottawa Bob Spicer – City of Ottawa Phil Pawliuk - MTO Klaus Beltzner – Transport Action Canada David Jeanes – Transport Action Canada Nadia Brescacin - MTO Arto Keklikian - NCC Allan Ireland - MTO Ian Donnelly – Downtown Coalition Sgt. Claude Parent – Ottawa Police Marylène Cormier – Transport Canada Sandra Candow – NCC Florence Robinson - Hydro One Carmel Dufour - STO Luc Masse – Transport Canada Stuart Edison – City of Ottawa Linda Carkner – City of Ottawa Phil Pawliuk - MTO Carina Duclos – City of Ottawa Rick Zarzosa – City of Ottawa Gary O’Connor – City of Ottawa David Jeanes Cheryl Savage David Jeanes David Hopper David Hopper Klaus Beltzner David Hopper H:\ISO\TO3041\TOB\DOCS\Agency Consultation Group\Meeting6_Feb1710\ACG Meeting_Feb1610_Notes_Draft.doc
DOWNTOWN OTTAWA TRANSIT TUNNEL TO3041/TO3049 DOWNTOWN OTTAWA TRANSIT TUNNEL TO3041/TO3049 BUSINESS CONSULTATION GROUP MEETING NOTES #7 Page 1 of 5 DATE: February 17, 2010 TIME: 1:00 p.m. LOCATION: Ottawa City Hall – Honeywell Room Task No. BUSINESS CONSULTATION GROUP MEETING NOTES #7 Page 2 of 5 Description Discussion / Status Question/ Comment PROJECT TEAM MEMBERS IN ATTENDANCE: Dennis Gratton - City of Ottawa David Hopper - Delcan Corporation Paul Croft - Delcan Corporation Ron Fournier - Delcan Corporation Task No. Description Discussion / Status 1. Opening Remarks DISTRIBUTE TO ALL BCG MEMBERS Question/ Comment Dennis Gratton opened up the meeting with an introduction and an overview of the meeting purpose. Attendees introduced themselves. 2. Presentation A PowerPoint presentation was given providing an update of the project, the EA process, the upcoming Public Open House and the study process moving forward. DOTT Project Update David Hopper Response: There are actually several federal triggers for a federal EA of this project, including land, funding, permits and approvals that are required for the project. Question: Will this project be part of Capital Railway or will it be separate? Response: The situation in Ottawa is unique. All other urban railways in Canada are municipal operated/provincially regulated. Because in Ottawa the O-Train crosses heavy rail corridors and has potential for an interprovincial crossing it is federally regulated. Regarding DOTT, we are unsure if that is appropriate. Transport Canada is geared to heavy rail regulation. There are pros and cons to both approaches. The answer then is maybe. The issues is being reviewed by the Rail Implementation Office. David Hopper David Glastonbury David Hopper A general update on the project status and schedule was presented David Hopper Question: So the LRT would not be treated as part of bus system? David Glastonbury Maintenance and Storage Facility An overview of the functional design for the M&S Facility was provided. Question: Will all trains be stored inside? Response: Yes, there are benefits for train operations in inclement weather and reduced impact on the adjacent residential areas. Question: Is the link to the mainline at-grade or below ground? Response: The connecting track is below-grade. Question: Has any thought been given to breaking down cost to attribute overall project costs to other, future related projects? Response: We have done some work on this. The facility is planned for staging up to 2031 requirements, but some components will be needed from day one. Will work with the Rail Implementation Office to identify specifics and attribute costs accordingly. EA Process An overview of the federal and provincial EA processes was provided. The focus of this meeting is on the provincial EA process. An overview of the assessment of effects and mitigation, project benefits and environmental factors being considered as well as commitments to future work was also provided. Question: Is the federal EA required due to funding? David Hopper David Glastonbury David Hopper Louis-Martin Parent David Hopper Hume Rogers David Hopper David Hopper David Glastonbury Response: The proposed LRT will not operate across the provincial boundary so may not need to be federally regulated for operating standards. Canadian Transportation Agency still involved in EA until issues are resolved. Question: Does that mean the DOTT could be a municipal railway under provincial regulation? Response: Potentially. That still needs to be discussed and decided between the City and Transport Canada Question: Could setup be similar to short line operation? Response: Different standards apply for urban transit. Question: Have First Nations communities provided any input to-date? Will there be any impact from land claims? Response: Have not heard anything with respect to land claim issues in regard to this project. The Algonquins have identified an interest in the public art component and city has indicated they will be engaged in that process. Response: First Nations have also identified archaeological resource potential as an interest. They are interested in the results of the baseline study and want to be advised if the project discovers s any artifacts during the design/construction phase. Question: Are they represented on any committees? Response: They are represented on the Agency Consultation Group. Question: Can you make use of previous studies by others as part of the EA? David Hopper David Glastonbury David Hopper David Glastonbury David Hopper David Glastonbury David Hopper Ron Fournier David Glastonbury Ron Fournier David Glastonbury
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©2009 Microsoft Corporation ©2009
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©2009 Microsoft Corporation Future
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TRANSPORTATION INFORMATION TE WATER
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Downtown Ottawa Transit Tunnel: Tun
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LeBreton Station Overview • Trans
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Downtown East Station Overview •
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Campus • Station Overview • Loc
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Train Station Overview • Provides
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Page 32 and 33: Station Comments Good plan for maxi
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Page 64 and 65: Thank You!
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Appendix A_Pages266to338_9MB.pdf - Ottawa Confederation Line

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