Ref N°:   ACS2003-DEV-POL-0033

Transit

17%

30%

37,000

104,000

+181%

Automobile

83%

70%

185,000

240,000

+30%

Total Motorized Trips

222,000

344,000

+55%

Rideau River

28%

50%

CPR

30%

49%

Total: Inner Area Cordon

29%

50%

Green’s Creek

33%

41%

Leitrim

1%

32%

Fallowfield

9%

31%

Eagleson

15%

39%

Total: Greenbelt Cordon

16%

34%

Interprovincial

16%

36%

CNR West

15%

36%

CNR East

18%

41%

Western Parkway

15%

41%

Terry Fox

0%

44%

Rideau South

6%

25%

Bilberry Creek

20%

35%

Smyth / Hydro

29%

43%

Walking

9.6%

10%

24,000

40,000

+67%

Cycling

1.7%

3%

4,500

12,000

+167%

Facility Type

Capital Cost

($ millions)

Operating & Maintenance Cost

($ millions, net of revenues)

Total Cost

($ millions)

Transit

4,425

740

5,165

Roads

Includes walking and cycling facilities

1,330

 100

1,430

Total

5,755

840

6,595

Chapter 2 – Strategic Directions

Should have separate plans for urban and rural areas.

G. Simcoe

The TMP is a plan for the entire City.

The TMP hasn't much to offer for rural areas.

S. Franey

The Plan defines future road and pathway networks in rural areas, discusses transit service to rural areas, and proposes carpool lots and Park and Ride lots for rural residents

Section 2.1 – Creating a Transportation Vision

Section 2.3.1 of the Official Plan calls for "shifting from an emphasis on mobility to an emphasis on accessibility" and says that accessibility makes it "easier for people to reach jobs, services, education, and recreation" rather than simply getting them to a destination, regardless of the distance involved. This should be reflected in the Transportation Vision by changing its wording to: "In 2021, Ottawa's transportation system will promote accessibility over mobility. It will enhance our quality of life, ..."

B. Delmage & A. McGregor

Accessibility and mobility are both important concepts that are reflected in the Transportation Vision - however, an emphasis on one cannot imply exclusion of the other. Element A.1 addresses the need for access, while Element A.2 addresses the need for mobility. The vision summary statement reflects the four major parts of the detailed vision, which are at a higher level than either accessibility or mobility.

The Plan has a poor vision and lacks realistic means to implement them.

M. Kostiuk

The transportation vision supports the goals of the Ottawa 20/20 growth management strategy and the goals of the Official Plan.  Chapters 4 to 14 of the Plan identify means to implement the vision.

The vision is not long-term enough.

N/A

The timeline of the vision is consistent with the horizon of the Ottawa 20/20 growth management strategy and the Official Plan

The Plan doesn't have a balanced view - it is forcing people to use transit.

P. Poichuk

The Plan strives to make transit a more attractive option that people will choose to use, a goal that is in support of numerous City objectives.  At the same time, the Plan proposes to widen roads to serve the anticipated increase in automobile trips over the life of the Plan.

In stating that rural residents will remain reliant on the car, the Plan encourages urban sprawl and growth of car-reliant areas.

Environmental Advisory Committee

The Official Plan sets limits on both rural growth and urban sprawl, which are distinct issues.  While it is true that the rural residents will continue to rely primarily on the car, the Plan proposes rural transit service as an alternative to driving in the peak hour, where service is justified.

The Plan needs a separate chapter on reducing car ownership.

C. Bradshaw & W. Wood

The Plan is primarily concerned with car use, rather than ownership. Element A.1 of the Transportation Vision proposes principles that will enable people to reduce their car dependency, and perhaps ownership as well. The Official Plan addresses supporting land use patterns, while this Plan focuses on improving non‑driving travel options.

Chapter 3 – Current and Future Conditions

As is noted in this chapter, screenline counts undercount short trips, which means that cycling and walking trips are again substantially undercounted. Similarly, the Statistics Canada long census form only allowed one form of transportation to be included, rather than a mixture of forms -- which would again lead to undercounting of cycling and walking, especially if the day the form was filled out happened to be inclement. We recommend that the modal share numbers in this document be dropped, with the goals of doubling transit and cycling being retained.

B. Delmage & A. McGregor

Modal shares for walking and cycling will be monitored on a long-term basis through origin-destination surveys, rather than screenline counts or census data. Origin-destination survey is a replicable, sample-based approach that measures travel behaviour over a period of time (rather than a single day) and is reliable way to measure changes in modal share over the life of the Plan.

Section 3.2 – Current Transportation Demand

The Plan uses out-of-date transit modal split data.  The current transit share of 17% should be higher.

City Centre Coalition

The 17% figure is the best possible current estimate.  While this estimate of transit mode split is unchanged from recent years, this conclusion is supported by other available data such as 2001 Census information.

Concern over lack of update to modal shares from 1997 to 2003

Cycling Advisory Committee

A review of the most recent available data (such as the 2001 Census information and the Cycling and Pedestrian Activity Monitoring Study) provided no evidence on which to justify a change in the current estimates of modal shares

To ensure credibility, there should be a clear statement in the Plan on the origin of transit ridership statistics.

Action Sandy Hill

Agreed that some clarification would help.

Action: Clarification will be added to Section 3.2 of the Plan.

Request a glossary of terms, technical data on screenline counts and projections, and assumptions used in the modeling exercise.

Federation of Citizens’ Associations

Agree that glossary would be helpful to readers. Detailed reports on demand analysis will be released in June 2003, along with the release of the revised TMP.

Action: A glossary will be added.

The TMP should be entirely revised to meet the definition of a plan, i.e., start with a detailed description of how Ottawa residents currently use the elements of the transportation system.

City Centre Coalition

Section 3.2 summarizes current transportation patterns. Background technical reports on demand analysis will include a more detailed description of existing conditions.

Section 3.4 – Future Transportation Demand

No data is provided to support the rationale for the proposed road widening.

Plan should contain stronger data in terms of population and ridership projections to justify projects.

Environmental Advisory Committee

&

Alta Vista Drive Residents' Association

Chapter 3 of the Plan contains summary of these population and travel demand projection. Data to clearly document the rationale for each project would be extensive and inappropriate for a master plan document.  Detailed reports on transportation demand analysis will be released in June 2003.

Transit target of 30% is not high enough.

N/A

The ambitious nature of this target is demonstrated by the degree to which it dwarfs transit targets for comparable North American cities. It is, in fact, similar to many major European cities such as Hague, Munich, and Copenhagen.

Provide a target for bus pass penetration.

B. Carroll

This would be a poor indicator of transit usage, and could be misleading if arrangements are put in place to provide bus passes to non-transit users.

42,000 additional cars on the roads is against the Official Plan’s objective of meeting FCM's PCP climate change targets.

P. Johnson

The Plan's ambitious targets for non-auto use will see the number of cars on the road per capita decrease by about 15% in peak hours.

Reducing number of cars, in its own, will not likely achieve the FCM targets. Other actions will be needed in the areas of urban planning, goods movement, fuel and vehicle technology, etc. 

An increase in walking modal share from 9.6% to 10% over 20 years is meaningless.

N/A

The relatively small change reflects a conscious balancing of the benefits brought by proposed land use strategies and walking facilities, and the reality that walking is not a viable alternative for long trips.  The City will continue monitoring the modal share and adjust if necessary.

The Plan should refrain from setting modal share targets for cycling; should perhaps focus on 'healthy lifestyle' indicators.

Cycling Advisory Committee

Section 3.4.3 discusses the need for other indicators besides modal share to provide effective ongoing monitoring of cycling activity. On a very long-term basis, modal share targets are valuable.

Changes in allowance for state lots will increase demand for property in Mountain and North Grenville and therefore for transportation in the south rural areas.

J. Beveridge

The transportation demand analysis included an expectation of some increases in travel demand from adjacent municipalities.

Chapter 4 – Managing Transportation: The Keys to Success

Section 4.1 – Land Use Planning

New transportation infrastructure should embrace multi-modal facilities, which are integrated with the community. The City should also ensure all new City employment centres, public libraries, major sports; recreation and large entertainment centres are located on transit routes.

Greater Ottawa Chamber of Commerce

Section 4.1 of the TMP addresses these points briefly.  The Official Plan addresses them in more details.

Community Design Plans: In first policy, what does ‘indicating’ mean? By comparison, fourth policy states that the plans will ‘ensure’ that developments on transit routes face the street and provide frequent pedestrian linkages into the development; and third policy states that the Plans will ‘incorporate’ supporting strategies. An explanation should be provided as to why the weak wording on pedestrian and cycling requirements.

C. Gudz

These policies are presented only as a general summary of more detailed requirements laid out in the Official Plan.

Development proposals: In first policy, sidewalks should be provided on the entire length of arterials and collectors. If development exists on both side of the road, sidewalks should be provided on both sides. Not providing a sidewalk would create a safety hazard, particularly for accessing a transit stop, a sidewalk must be provided.

B. Delmage & A. McGregor

This policy is presented only as a general direction. Policy 5.2.4(a) clarifies this requirement in more details.

Section 4.2 – Transportation Demand Management

In the interest of increasing vehicle occupancy, the City should initiate programs with employers and communities to link people with similar destinations facilitating the creation of carpools providing information on cost savings and suggested guidelines for financial contributions for participants in carpools

Environmental Advisory Committee

Many of the policies in Section 4.2 support ridesharing in these and other ways.  Section 8.1 also provides additional policies specific to ridesharing.

It is not sufficient for a "main focus" of TDM to be to minimize "peak hour automobile travel". It would be more useful to look at predictable travel, whether to work or school, where a resident normally goes to a specific location on a regular schedule. Alternatively, perhaps TDM should concentrate on hot spots where congestion is most notable. And, ultimately, TDM has to look at reducing all car trips, because they all contribute to CO2 emissions and air pollution.

B. Delmage & A. McGregor

These issues are all within the scope of the TDM Strategy (to be completed). However, the text as written is considered appropriate, as reductions in peak hour auto travel will bring the most tangible and immediate benefits.

Policies 4.2.5 and 4.2.6: Many car drivers are discouraged from trying other modes by lack of advice and information on how to switch. They have a considerable psychological (and usually practical) barrier to switching, and need personalized advice on how to overcome that barrier. We would recommend adding a "5 h) Offering practical advice from experience on how to use other modes and overcome logistical or other difficulties".

B. Delmage & A. McGregor

Policy 4.2.6 address educational programs that could include the suggested forums for delivering practical advice. Details will be addressed through the upcoming TDM strategy.

The City should provide fleet cars to meet all business travel needs of its employees, through a public-private partnership.

C. Bradshaw & W. Wood

Policy 4.2.4 affirms that the City will lead by example in improving services and facilities for employee commuting and business travel options. Specific measures such as that suggested will be considered at implementation stages.

Policy 4.2.7: Add "secure" before "bicycle parking".

B. Delmage & A. McGregor

Ensuring the security, capacity and convenience of bicycle parking is an important task to be addressed at the program level.

Section 4.3 – Transportation Supply Management

Policy 4.3.1: What are "ambitious safety objectives"? They should be spelled out here, or the document that will spell them out should be clearly referenced, with timeline.

B. Delmage & A. McGregor

This information is provided in Section 9.4 (Road Safety) and is referenced in this section.

Section 4.4. – New Infrastructure and Services

What are the quality of service objectives referred to in Policy 4.4.3 -- is this a reference to Level of Service D or E, or are there other objectives as well? In order to implement this goal, it must clearly refer to exactly what is to be achieved. The phrase "ambitious objectives" is quite negative and implies that Council's directions cannot likely be met; "ambitious" should be dropped.

B. Delmage & A. McGregor

As referenced in the text of Section 4.4, Chapters 5 through 9 provide supporting details.

The word "ambitious" is appropriately used here -- the objectives represent a substantial change from the status quo and the challenge of meeting them is not taken lightly.

Chapter 5 – Walking

Introduction, bullet 3: Change to "Pleasant, direct routes that offer safety, comfort and personal security ...".

B. Delmage & A. McGregor

The suggested change would not meaningfully improve the content of the text.

Section 5.1 – Essential Supporting Measures

Winter maintenance of paths is required.

A. Kempster

Policies 5.1.5 and 6.1.8 reference the need for appropriate snow clearance standards.

Policy 5.1.1: Add "Offer practical advice from experience on how to overcome logistical or other difficulties with walking trips."

B. Delmage & A. McGregor

Accept the point in principle

Action: Add "and offer practical advice" to Policy 5.1.1

Policy 5.1.3: Add "and community groups" after "partners". Many local groups have been usefully involved in evaluating walking access in their communities.

B. Delmage & A. McGregor

The text as written does not exclude non-profit organizations including community groups.

Sidewalks should be on all streets.

P. Runia

There is no compelling reason to expand the Plan's sidewalk requirements beyond arterials, collectors and roads served by transit, to include all local streets.

Section 5.2 – Sidewalks and Pedestrian Crossings

Policy 5.2.1(b): How is an integrated pedestrian network to be defined? The Pedestrian Plan should include "links to related policies on other modes". For example, sidewalk cycling (or sidewalk Segway use) is a considerable risk to pedestrians and should be noted as a police enforcement priority.

B. Delmage & A. McGregor

The policy as written identifies key aspects of the Pedestrian Plan's scope, including enforcement and promotion issues (some specific examples of which are suggested) -- the future development of terms of reference will provide an opportunity to identify a wide range of detailed concerns.

The Plan needs to set sidewalk, path, and road maintenance standards to ensure the safety and comfort of pedestrians. In particular, icy or uneven sidewalks are a serious hazard to pedestrians, particularly seniors, and a strong disincentive to walking.

B. Delmage & A. McGregor

Policy 5.1.5 references the need for appropriate maintenance standards that support walking.  Maintenance standards are established through processes detailed in Chapter 13.

Since walking is frequently combined with other trips (especially transit), the Pedestrian Plan should develop strategies for combining walking with other modes of travel, including transit.

B. Delmage & A. McGregor

Connections with transit are an inherently important component of the pedestrian network. Referencing them separately implies otherwise, and is not appropriate.

The Pedestrian Plan should include strategies for promoting active transportation, and the health benefits of walking. In particular, the Plan needs to address the special needs of seniors and children. Active and safe routes to school should be an important component of the Plan.

B. Delmage & A. McGregor

Promoting active transportation is referenced in Section 4.2.

Section 5.3 – Multi-Use Pathways

More pathways to connect rural villages are needed.

S. Franey

There will be an upcoming study to update the network of recreational pathways, which includes rural areas as well.

Walking and cycling are not the only uses of multi-use pathways. Other non-motorized uses, such as in-line skating, also comfortably share these paths.

B. Delmage & A. McGregor

Agree, Other users of pathways should be noted.

Action: Add a reference to other modes such as in-line skating.

Policy 5.3.2: Replace "where feasible" with "where available right of way allows".

B. Delmage & A. McGregor

"Where feasible" in Policy 5.3.2 is correct since pathways "adjacent to" rapid transit corridors are also under consideration, and right-of-way may not be the only determinant of feasibility.

Policy 5.3.3: Replace "Provide walking and cycling crossings..." with "Provide frequent walking and cycling crossings...". A crossing every 5km is of very little use to a pedestrian or cyclist.

B. Delmage & A. McGregor

The wording of Policy 5.3.3 accounts for varying demand levels, as well as the presence of opportunities -- factors that will vary from case to case. "Frequent" is not a helpful term since its precise meaning is unclear.

Chapter 6 - Cycling

As bicycles are vehicles under the Ontario HTA, the use of "vehicle" or "vehicular" should not be used where what is intended is "motor vehicle" or "single occupant motor vehicle".

B. Delmage & A. McGregor

Agreed that there is potential for confusion.

Action: Where use of the term "vehicle" is ambiguous and potentially confusing, "motor vehicle" will be substituted.

Introduction, bullet 3: This does not appear strong enough to handle the safety issues of crossing high-speed Queensway entrance and exit ramps.

B. Delmage & A. McGregor

The third bullet is not intended to address specific issues - rather, it identifies route characteristics that make cycling attractive. 

Introduction, bullet 5: Add "secure" before bicycle parking.

B. Delmage & A. McGregor

Ensuring the security, capacity and convenience of bicycle parking is an important task to be addressed at the program level.

Section 6.1 – Essential Supporting Measures

The TMP does not speak to the Cycling Advisory Committee's proposals to attract people to cycling with attractive and safe routes (e.g., to improve both route construction and signage; to increase signage to clearly designate routes for pedestrians and for cyclists, and fines associated with sidewalk cycling).

Environmental Advisory Committee

The Plan clearly references the need for specific attention to these and other issues as the City develops a comprehensive Cycling Plan.

Cycling interests should be involved in the Road Safety Planning Process and that there is coordination between this and the development of the cycling plan.

Cycling Advisory Committee

All road safety studies and plans consider all modes of travel, including cycling.  The upcoming Cycling Plan will have links to road safety initiatives and studies.

TMP should reflect what is written in the Cycling Plan; concern over the timing of the plans.

Cycling Advisory Committee

The TMP provides overall direction to the City's transportation programs; many programs will develop their own implementation programs. The Cycling Plan will be an important document, and its contents need not be repeated in the TMP.

Policy 6.1.1: Add "Offer practical advice from experience on how to use bicycles for transportation and overcome logistical or other difficulties".

B. Delmage & A. McGregor

The suggestion for Policy 6.1.1 is accepted in principle.

Action: Add "and offer practical advice" to Policy 6.1.1

Policy 6.1.4: Replace "Provide information on cycling routes" with "Provide information on the hierarchy of cycling routes". It's important to distinguish between faster, long-haul routes and more circuitous routes serving neighbourhood needs.

B. Delmage & A. McGregor

Policy 6.1.4 addresses a range of information on operational and physical characteristics of cycling routes, of which hierarchy could be one.

Policy 6.1.5(a) through (c): Add "secure" before bicycle parking.

B. Delmage & A. McGregor

Ensuring the security, capacity and convenience of bicycle parking is an important task to be addressed at the program level.

Policy 6.1.7: Replace "turn prohibitions" with "turn or other traffic flow prohibitions". Situations already exist in Ottawa where traffic is prohibited from going straight through an intersection (i.e. Percy at Isabella, O'Connor at Isabella), except for bikes.

B. Delmage & A. McGregor

Exemptions from turn prohibitions are raised as an example of an operational measure to benefit cyclists -- other kinds of exemptions exist but need not be mentioned exhaustively.

Policy 6.1.8: Remove "while considering physical, operational and financial constraints". These constraints may have to be considered in budgets and priorities for undertaking repair, but they should not be reflected in the standards for what conditions need to be repaired. Instead, add "in order to ensure cyclist safety and comfort.”

B. Delmage & A. McGregor

Policy 6.1.8 acknowledges a range of constraints that (contrary to the suggestion) must be reflected in maintenance standards - only their consideration prevents the standard from being perfect.

Section 6.2 – Cycling Network

The last sentence of Policy 6.2.5 is too all-encompassing. Prohibiting cyclists may be appropriate in very high-capacity transit links at rush hour (i.e. Albert Street at 4 p.m. on a weekday), but not on off-peak or lower-capacity transit priority routes. Instead, the policy should cite "during periods of particularly high transit volume". In addition, this should never prevent cyclists from traveling through a particular corridor (i.e. an alternate, close route must be provided).

B. Delmage & A. McGregor

The policy in question is phrased appropriately. When a bus lane or other transit priority measure is insufficiently wide to safely permit shared use by transit vehicles and cyclists, cyclists should be prohibited from sharing it; they may ride in the adjacent mixed-traffic lane. In general, eligibility/restrictions on use of bus lanes are only in force during periods of high transit volumes.

The separation of the cycling network and multi-use pathways by these policies may be interpreted to imply that multi-use pathways are not part of the cycling network. We suggest that these policies be clarified to provide the distinction in function between Cycling Transportation Network (community/purpose-driven trips) and the multi-use pathways (recreational).

National Capital Commission

The cycling network designated in policy includes both on-road facilities and pathways, but is designed to serve primarily utilitarian as opposed to recreational trips. The pathway network is therefore not strictly recreational in nature and in some cases, function as an integral part of the cycling network and the pedestrian network.

Chapter 7 – Public Transit

Missing a clear vision of what the transit system should be as a whole.

M. Kostiuk

Agree that some clarification is needed.

Action: The introduction to Chapter 7 will be expanded to provide an overview of the transit strategy.

Plan focused on long trips by rapid transit; short trips are ignored.

N/A

The plan addresses all trip lengths, but shifting long trips to transit is clearly the priority if the City is to meet its overall objectives.

Section 7.1 – Essential Supporting Measures

Implement parking measures (e.g., tax) on transit destinations.

A. Kempster

This could be a future option, but draft Policy 7.1.3(c) (final Policy 7.1.4(c)) and Policy 14.3.2.5(a) highlight the need for enabling legislation.

Most parking rates for government employees (federal, provincial, municipal) are subsidized compared to the market. In particular, the Treasury Board should be encouraged to amend its parking rates, a move which should become easier with the federal government's ratification of Kyoto.  As well, the City should charge for parking at its employment centres.

Greater Ottawa Chamber of Commerce

Draft Policy 7.1.3(d) (final Policy 7.1.4(d)) references federal employee parking subsidies.

Action: A new policy 4.2.4(b) will be added to reflect the City’s leadership role.

The City should "push" the case with the federal government, for employer subsidized employee transit passes to be treated as a "non taxable" employee benefit.

Greater Ottawa Chamber of Commerce

Addressed in draft Policy 7.1.3(b) (final Policy 7.1.4(b)).

Section 7.2 – Transit Service Strategy

Draft Section 7.2.1 – Service Planning and Route Network (Final Section 7.2.1 Route Network and Service Standards)

More transit service along Hunt Club Road.

B. Barr

This service will grow in response to rising demands over time.

Bullet 1: "Reliable" needs to be defined. Does it mean "consistent, on-time"? In particular, does it mean "not early"?

B. Delmage & A. McGregor

Reliability is all of these, and is generally understood as such.

Bullet 1: What conditions would be expected to make reliable service impossible (i.e. blizzards, traffic collision on Albert/Slater)?

B. Delmage & A. McGregor

Yes, these are good examples. Extreme weather conditions are reality for the City under which reliability standards will suffer.

Bullet 1: "Frequent" needs to be added here: if a bus only runs every hour, it's necessary for it to be on time, but it still may be too infrequent to be useful for most people.

B. Delmage & A. McGregor

This a service standard issue and is addressed by draft Section 7.2.2 (final Section 7.2.1).

Bullet: "Local service in some areas will be refocused...": How would this work with linear main streets (like Bank Street or Wellington Street in Hintonburg or Richmond Road in Westboro), where commercial activity is along a street where buses run and the transit serves those destinations?

B. Delmage & A. McGregor

Routing changes will be subject of the annual Transplan process involving substantial public consultation and will typically affect services within the proximity of rapid transit stations. For streets such as Bank, Wellington, and Richmond services are likely to remain similar to today.

Bullet: "Current O-Train service" – We are disappointed to see this given such a high priority given the desperate need for high-speed train service out to locations like Kanata North and Innes. The downtown is the one area that can manage for a few years without rail service and instead using the current bus technology.

B. Delmage & A. McGregor

The Rapid Transit Study examined the network priorities and concluded after extensive analysis and consultation that this corridor is the highest priority.

While the Plan talks about feeder bus routes between communities and Transitway, there is no mention of feeders to the O-Train.

Transport 2000

Agreed - clarification would help.

Action: Minor rewording to the text of Section 7.2.1.

Re-define rating of express routes from minimization of transfers to that of trip times.

Transport 2000

Agreed to also add reduced trip times as an objective.

Action: Minor rewording to the text of Section 7.2.1

Dislike of the definition of Employment area transit service (Direct bus routes during peak periods from the central area of the City and the Transitway to major non-central Employment areas). The objective should be stated in terms of travel needs.

Transport 2000

Agreed - clarification would help

Action: Minor rewording to the text of Section 7.2.1.

The statement: "...Some main line bus routes will be replaced by new light rail lines" , it was not the goal. The goal was to create new routes in the network.

Transport 2000

Agreed, but the text correctly describes routing changes that will occur. Some parts of some light rail lines will duplicate the function of some existing bus routes. Where this occurs rerouting and or elimination of some services will be appropriate and necessary. The continuation of all existing bus routes, preserving transit capacity at levels that greatly exceed demand, would be an inefficient use of resources.

A major redesign of feeder routes is needed to give direct frequent service to rapid transit.

Transport 2000

Consistent with draft plan content.

Service expansion should address growth needs not usage of existing services.

Transport 2000

Both are important, as expressed in draft Policy 7.2.2.2 and final Policy 7.2.1.2.

Ottawa’s east end deserves a higher priority in terms of route concentration.

T. Foerstner

The annual TransPlan process offers an opportunity to review all concerns over route structure, and to make decisions about the allocation of limited transit resources to different geographic areas.

Draft Section 7.2.2 – Service Standards (Final Section 7.2.1 Route Network and Service Standards)

Add "9. Ensure that buses do not run early and run as close as possible to on-time through non-technological measures, including bus operator training, adding time points at all major transfer points on routes, and ensuring time points exist at least every 10-15 minutes on a route."

B. Delmage & A. McGregor

Agreed.

Action: Have amended final Policy 7.2.1.4 to reflect this notion.

Policies 7.2.2.1 through 7.2.2.4 are entirely route-based rather than need-based. It will tend to reward routes that have good service levels and penalize those that don't. It doesn't identify need for new routes between growing origin-destination pairs.

Transport 2000

Addition of new routes to serve growth areas is consistent with draft Section 7.2.2 (final Section 7.2.1). The annual TransPlan process provides the opportunity to identify opportunities to refine the route structure.

Draft Section 7.2.3  (Final Section 7.2.2) – Fares and Funding

The discussion here on smart cards, while obviously preliminary, does not consider a number of possible concerns with the cards:

* privacy/tracing of trips

* card reliability

* ability of the user to verify card is working and not double-counting fares (particularly with proximity-based card readers)

* possible reduction of the ability of the user to "chain" errands within one trip (an important TDM objective) if transfers are not used.

B. Delmage & A. McGregor

Once the business case is established for smart cards, these issues would be considered in the identification of an appropriate system.

Smart cards for transit should be integrated with car sharing and parking services.

C. Bradshaw & W. Wood

Options such as these would be considered at future stages of smart card system planning and design.

No public transit for rural areas, can't afford it.

G. Simcoe

Council has already approved this service in its current form.

In rural areas shorter travel times needed to make transit attractive.

D. Wieland

This is a reasonable point. However, the City strives to create a balance between providing service to a large market share base and providing a fast service.

Draft Section 7.2.6 (Final Section 7.2.5) – Interprovincial Transit Service Strategy

Add to Policy 7.2.6.1. “including full acceptance of each other's transfers and tickets." If an occasional rider wants to go from west Ottawa to Gatineau and back currently, they either have to pay a high initial cash fare or get two sets of tickets. If there is a difference in the fare, STO acceptance of the OC Transpo ticket and the rest in cash would help.

B. Delmage & A. McGregor

The extent to which draft Policy 7.2.6.1 (final Policy 7.2.5.1) is achieved and the means of achievement will vary from time-to-time for a variety of reasons including those beyond the City's control.

Progress in the interprovincial flow of traffic has been minimal due to the lack of decisions on locations for new bridges.  A recent proposal to use a ferry service shows promise, as does the suggestion to use hovercraft technology.  However, what is absent from these concepts is the idea of carrying OC Transpo and STO buses by these means.

Greater Ottawa Chamber of Commerce

Draft Policy 7.2.6.3 (final Policy 7.2.5.2) references a future study on interprovincial rapid transit, which would address options for providing high quality transit service between Ottawa and Gatineau.

The time has come to consider a loop system through Ottawa and Gatineau (Wellington St. and Tache Blvd.) using the resources of both OC Transpo and STO.  This includes service to the new developments underway and planned for Lebreton Flats.

Greater Ottawa Chamber of Commerce

Service integration to meet interprovincial transit needs is ongoing. Draft Policy 7.2.5.3 (final Policy 7.2.4.2) references a future study on interprovincial rapid transit, which would address options for providing high quality transit service between Ottawa and Gatineau.

Draft Section 7.3 (Final Section 7.4) – Transit Priority

Stronger consideration of potential traffic impacts to Alta Vista Drive in the event transit priority measure are implemented along Bank St/Heron Rd/Smyth Rd.

Alta Vista Drive Residents' Association

Potential impacts of transit priority measures are referenced in final policy 7.4.7. Future work related to potential transit priority measures anywhere in the City will identify and mitigate potential diversion impacts.

Transit attributes (travel time, reliability, quality of service) not addressed in the Plan.

Transport 2000

The rapid transit and transit priority programs revolve entirely around improving these attributes of transit. Specific operational targets for these attributes will be reviewed and adjusted on an annual basis.

There should be minimum disruption to O-train operation while converting to electricity and #1 priority be given to its extension to Airport, Leitrim, and Gatineau.

C. Gudz

&

D. Gladstone

Disruption will be minimized as much as possible. The priorities identified were determined through the Rapid Transit Expansion Study and its extensive analysis and consultation. Study report will be available Summer 2003.

Draft Section 7.4 (Final Section 7.5) - Rapid Transit System

Quality of life in the core is closely tied to accessible public transit. The time is fast approaching for consideration of grade separating transit downtown.

Greater Ottawa Chamber of Commerce

The long-term opportunity to do so exists, but is likely cost-prohibitive. Future consideration is not precluded.

Provide underground rail in downtown core

D. Valliant

The option remains, but is likely cost-prohibitive. Future consideration is not precluded.

Expand light rail on exclusive right-of-way, not streetcars

A. Craig

A limited number of corridors exist where LRT on exclusive rights-of way can be implemented at reasonable cost and minimal community impacts. Where these exist and can be used to effect by transit they have been adopted into the proposed rapid transit network. For corridors where this exclusivity can not be provided LRT can provide a better level of transit priority than buses.

More ideas are needed for service along the Central Area Transitway (which is biggest problem on the entire Transitway system) than mentioned in the Plan.

Transport 2000

The City's Transit Priority Task Force has identified works to be undertaken, and the Ottawa Rapid Transit Expansion Program implementation strategy will be recommending a timeframe for the implementation of these works on Albert/Slater.

Draft Policy 7.4.1.6 (Final 7.5.1.6): Replace "where feasible" with "where available right of way allows".

B. Delmage & A. McGregor

"Where feasible" is correct since pathways adjacent to rapid transit corridors are also under consideration, and right-of-way may not be the only determinant of feasibility.

Draft Policy 7.4.1.7 (Final 7.5.1.7): Remove "where feasible". Add "frequent" before "walking".

B. Delmage & A. McGregor

The draft wording accounts for varying demand levels, as well as the presence of opportunities -- factors that will vary from case to case. "Frequent" is not a helpful term since its precise meaning is unclear. It is also critical that crossings of rapid transit corridors be balanced with the operational and safety requirements, to ensure that the facility can continue to operate efficiently in providing a “rapid transit” function.

The statement "...Implement a seamless network of rapid transit corridors." The term "seamless" needs to be discussed. If it simply means "transfer-free" it is precluding the development of a true multipoint network. 

Transport 2000

"Seamless" is not intended to mean "no transfers" - rather, it refers to convenient and free transfers.

Convert Highway 417 to light rail, and add more Park and Ride lots in the west end.

D. Anions

Highway 417 is under provincial jurisdiction, and the City would have limited ability to bring about such a radical use of the corridor. However, the Plan does propose extensive rapid transit improvements serving the west end, as well as several new Park and Ride lots.

Extend surface and rapid transit routes to Stittsville, using the Stittsville Flea Market parking lot as a Park and Ride.

J. Wong

Transit service to Stittsville will improve as the population grows. Agree that, in general, opportunities to provide parking spaces for transit users in cooperation with the private sector are potentially desirable.

Action: Add a policy to draft Section 7.4.3 (final Section 7.5.3) regarding opportunities to provide or designate daily parking spaces for transit customers at existing or new developments.

The City must protect railway rights-of-way and other corridors for future rapid transit use. Interim uses such as walking and cycling paths or parks make longer-term transit uses extremely expensive. Some means should be found for these competing requirements to co-exist.

Greater Ottawa Chamber of Commerce

The short-term use of corridors being protected for long-term transportation purposes is in the public interest.

Include a direct non-stop LR service on CN line between Confederation Heights & Train Station and continue to Kanata.

A. Craig

The Rapid Transit Expansion Study examined a wide range of alternative corridors and networks in determining its recommended network, which did not include this proposal. 

Scrap the streetcar line on Rideau-Montreal Rd. Instead, have non-stop express bus service.

M. Kostiuk

Streetcar service on Rideau Street and Montreal Road can provide a higher level of transit service than buses while also providing the stimulus for transit supportive redevelopment throughout the corridor.

No double-tracking of existing O-Train for the next 10 years. Extend it to Sparks & Bay and just south of Airport.

A. Craig

Southerly and easterly extensions of service in the O-Train corridor are inextricably intertwined. Reliable and frequent service to the extensions cannot be provided without twining the tracks.

Slater should be bus-only, and Albert to become a two-way street

A. Craig

Previous proposals to do so were unacceptable to a wide range of interests including building owners, tenants, businesses, couriers, taxis, tour buses, hotels, garbage collectors and tourism agencies, due to circuitous routings and difficult building access.

Would like to see rapid transit to Ottawa General Hospital.

W. Lambert

The Plan includes this.

Running a LRT service along existing streets such as Carling Ave. does not make sense. The service cannot maintain speed when it has to contend with all the cross streets that intersect with Carling.

Woodroffe North Community Association

Service levels will be improved over todays, and will be better than adjacent traffic lanes.

Consider an east-west subway system like Toronto’s.

Woodroffe North Community Association

A lengthy subway system would be prohibitively expensive.

It would be a mistake to upgrade O-Train to high-frequency rail transit service along the same alignment (and extending directly into downtown), compared to building new routes first and improving the entire rapid transit network.

Transport 2000

The Rapid Transit Expansion Study examined the network priorities and concluded that this corridor is the highest priority.

The rapid transit network excludes any use of single track rail and has far too many stations to operate a true rapid transit system. It is therefore very costly and does not generate long-trip time savings.

Transport 2000

The Rapid Transit Expansion Study concluded that single tracking could not deliver sufficiently frequent service.

Extension of O-Train to Riverside South should extend further south and follow Armstrong Road.

B. Barr

The intention of the alignment is not to bypass the new community but directly to serve it, particularly the employment areas.

No electrified O-train.

I. Henderson

The Rapid Transit Expansion Study examined alternative propulsion systems, concluding that electrical propulsion is the most appropriate, based primarily on environmental considerations.

Improve east-west rapid transit connections, which will lessen demand for north south vehicular movements.

B. Barr

The Plan proposes several east-west rapid transit connections.  It also proposes new bridges across the Rideau River to achieve this goal.

Convert Transitway to LRT.

M. Kostiuk

The Rapid Transit Expansion Study examined Transitway conversion to LRT and concluded that it would not be cost-effective.

Draft Section 7.4.2 (Final Section 7.5.2) – Rapid Transit Stations

Policy 7.4.2.2: Add "secure" before "bicycle parking".

B. Delmage & A. McGregor

Security (as well as convenience and capacity) is one of the desirable characteristics of bicycle parking, and need not be mentioned every time the concept of proper bicycle parking is raised.

Fails to mention direct linkages to adjacent commercial, institutional, and other major urban facilities.

Transport 2000

Agreed that this important need is missing here, although it is addressed in the Official Plan.

Action: New policy 7.5.2.3 will be added.

Draft Section 7.5 (Final Section 7.6)  – Transit Fleet and Related Facilities

Where did the numbers on LR car capacities (100 seated, 100 standing) come from? It was not explicit in the RTES.

Transport 2000

These capacities represent current thinking, based on work completed since the Rapid Transit Expansion Study.

The objective of acquiring low-floor vehicles for light rail is the wrong objective. The requirement should be for level boarding. In our winter environment 35 cm low floor may not be viable versus 59 cm low floor.

Transport 2000

Low floor vehicles are the best way to ensure maximum accessibility for all users, including those who would benefit from level boarding.

On what basis was clean-burning diesel light rail ruled out (in favor of electricity)?

Transport 2000

The Rapid Transit Study conclusions regarding alternative propulsion systems will be included in the upcoming final report.

Draft Section 7.5.3 (Final Section 7.6.3) – Garage and Maintenance Facilities

This should be revised to take account of the success of the outdoor bus storage pilot project.

B. Delmage & A. McGregor

New bus storage facilities will be required regardless. Outdoor versus indoor storage is a design issue to be addressed at a later time.

The Walkley light rail facility does have some room to spare and could be easily expanded. The Champagne car barn should also be considered.

Transport 2000

The plan identifies the need for new or expanded facilities, but specific locations are not identified -- they could include those currently in operation.

Chapter 8 – Ridesharing

Rename chapter to “Sharing of Light Vehicles” and address taxis, car sharing, car rental and car borrowing.

C. Bradshaw & W. Wood

Taxis are addressed in Chapter 9. The remaining topics concern methods of personal access to cars rather than how they are used (i.e. occupancy) and do not directly contribute to the objectives of the Plan – unlike a modal shift achieved through ridesharing.

Chapter should address intermodal travel options including taxi-to-bus connections, or car passenger drop off at rapid transit stations

C. Bradshaw & W. Wood

Taxi-to-bus connections are addressed in Chapter 9, while intermodal transfers at rapid transit stations are addressed in Chapter 7.

Section 8.1 – Essential Supporting Measures

City parking facilities should make provision for the "preferred" parking of vehicles used for carpooling, but with the proviso that the international standard of at least 3 persons per car be the criteria for these "preferred" spaces.

Greater Ottawa Chamber of Commerce

Agree. 

Action: A new policy 8.1.6 will be added

Section 8.3 – Carpool Lanes

Careful examination of creating potential carpool lanes on Bank St/Riverside Drive and possible impact on Alta Vista Drive.

Alta Vista Drive Residents' Association

Future work related to potential carpool lanes anywhere in the City will address potential diversion impacts.

Among methods to decrease the number of vehicles operating in Ottawa, recently initiated programs of car sharing should be encouraged.

Environmental Advisory Committee

Car sharing businesses are relatively new in a North American context, and the City has insufficient information on which to judge the degree to which they contribute to system-wide transportation objectives.

Chapter 9 – Roads

Need to more strongly recognize roads in setting strategic direction.

Alta Vista Drive Residents' Association

The Plan recognizes the important role of roads - it simply strives to minimize and defer the need for more roads.

Plan is heavily loaded on roads.

B. Delmage & A. McGregor

The Plan's transit emphasis is clearly reflected in the modal cost requirements and modal shift targets.

Draft Section 9.1 – Road Network (New Section 9.1 City of Ottawa Road Network)

No evidence of consultation between the City and the Province regarding widening the Queensway. We would like to see it specifically stated that this Plan includes projections of increased car and truck use from the planned Queensway widening, if indeed there has been consultation and co-ordination between the planners of the City and the Province. 

Action Sandy Hill

There is ongoing consultation between the province and City staff regarding the Queensway project. The Plan does not assume a widening of Highway 417 in Ottawa's inner area, which the MTO is now studying. It does, however, assume implementation of the MTO's commitment to widen Highway 417 in the City's west end.

Action: Explanatory text and a new policy will be added to final Section 9.2, to express the City's commitment to working with the Province regarding its highways.

TMP does not discuss the Queensway or interprovincial transportation

City Centre Coalition

The Plan includes explicit discussions of interprovincial transit service and interprovincial crossings. See the response immediately above regarding Highway 417.

Action: Explanatory text and a new policy will be added to final Section 9.2, to express the City's commitment to working with the federal and provincial governments regarding their roads.

Given that parkways are integral part of City's overall network as well as their strong contribution to the tourism and scenic routes, it is suggested to add a paragraph to recognize such role. Also, suggest to change the roads labeled as Federal-owned on the maps to NCC-owned for greater accuracy.

National Capital Commission

Agreed that the plan should acknowledge the role of parkways, and that map legends should clarify the NCC's mandate with respect to federal roads.

Action: Add text in final Section 9.2, and amend map legends as required.

The City must be "at the table" for the provincial study of a bypass route to connect all the local provincial highways, otherwise traffic patterns may change to the City's detriment, if exit and access points are not coordinated with City priorities.

Greater Ottawa Chamber of Commerce

Given that this study is to be fully funded by the Province at this time, the City cannot participate directly. However, upon receiving an invitation from MTO to consult on the study, City staff can respond to issues of interest and make recommendations for appropriate MTO presentations/consultation with City Council.

Road widening does not decrease congestion, rather creates more congestion.

Environmental Advisory Committee

The projected demand for road capacity has been minimized through an ambitious transit program, and the road projects that are proposed in the Plan are simply needed to meet reasonable objectives for system performance.

Approval of a TMP means approving the proposed road grid. Any number of projects to join nodes of activity can be created citing the transportation grids approved in the TMP, as well as OD data on the specific nodes as their rationale for approval. EAs of such projects can ensure that the local environmental factors affecting and affected by them are treated appropriately. However construction of such portions of the entire grid before an EA of the larger grid may set a precedent for the construction of the entire grid without assessing the broader environmental factors which may be affect or be affected by the larger transportation network.

Environmental Advisory Committee

EAs consider the need for and impacts of specific projects rather than an entire network -- the existence and form of the "grid" is appropriately the subject of the TMP. Potential environmental impacts have been minimized by increases in non-auto modal shares, and through environmental strategies discussed in Chapter 12.

There is too much emphasis on road-building and too little on rapid transit and Park and Ride lots in the Transportation Master Plan.

B. Barr

The Plan's transit emphasis is clearly reflected in the modal cost requirements and modal shift targets. Park and Ride lots are proposed that support the transit goals.

Providing more road capacity to the south defeats the purpose of providing rapid transit service and contradicts smart growth

B. Barr

The Plan proposes a balanced transportation system that increases the relative attractiveness of non-auto modes. Proposed road projects are needed to meet reasonable system performance objectives.

Road widening projects from 4 to 6 lanes will reduce the comfort of cyclists (particularly at intersections), create further barriers for children, and make it more difficult to encourage cycling in those areas.

B. Delmage & A. McGregor

Given the Plan's objective of minimizing auto demand, the number of proposed six-lane roads is kept to the minimum while still meeting the plan’s reasonable objectives for road network performance.

Investigate modern roundabouts to maintain traffic flow, improve safety and save money

J. Rutley

The possible use of roundabouts will be considered during implementation planning and design phases.

Draft Section 9.2 – Ottawa River Crossings (Final Section 9.2 – Federal and Provincial Roads)

The 'quality of life' issue for Central Core has for many years been challenged by the major interprovincial truck route cutting through the core. Failure to solve this problem is a serious threat to the continued viability of the downtown as a "people place". Diversion of this truck traffic must be a top priority.

Greater Ottawa Chamber of Commerce

Agreed – final Section 9.2 confirms the need for new interprovincial crossings.

Section 9.4 – Road Safety

Policy 9.4.1(d) Add "and community groups" to the end.

B. Delmage & A. McGregor

Agreed.

Action: Add "community groups" to the list of potential partners in Policy 9.4.1(d).

Add policy: “Conduct police enforcement campaigns against unsafe behaviors by all road users, including sidewalk cycling, red light running, and aggressive driving."

B. Delmage & A. McGregor

Agreed that a policy related to enforcement would be beneficial

Action: Add Policy 9.4.8: "Coordinate, with the Police, enforcement initiatives against unsafe behaviors by all road users".

Ottawa could accept a 'capital leadership role' for Canada's municipalities with respect to the use of federal policies and programs. Based on the TMP's acceptance of Transport Canada's objectives for road safety and its citation of the federal government's recent ratification of The Kyoto Protocol on emission standards, Ottawa should take advantage of any programs offered by both Transport Canada and Environment Canada to improve road safety and help decrease emissions. The City should also work with both Transport Canada and Environment Canada to design and improve programs supporting road safety and achieving vehicle emissions standards as set in the Kyoto protocol.

Environmental Advisory Committee

The City is very interested in all federal programs that can help it achieve important objectives. The City is also interested in helping the federal government demonstrate innovative transportation strategies, for the benefit of our City and other municipalities.  Recently, the City submitted an application to the federal government to implement innovative land use and transportation measures to reduce GHG – a step towards achieving Kyoto commitments.

Staff involved in road safety projects and studies are in regular contact with Transport Canada staff.

Section 9.5 – Transportation System Management

Sharing of websites by public and private sector to allow access to info on various travel modes.

Blue Line Taxi

Policy 9.5.4 refers to multimodal travel advisory information services, but does not specifically reference a role for the private sector.

Action: Clarification of possible private sector role will be added to Policy 9.5.4.

Opportunities also exist to reduce rush hour traffic by amending city by-laws. If service vehicles (i.e. delivery, refuse collection, etc.) could access industrial parks and the central business district during "dark hours" (i.e. between 11pm and 7am), many of these vehicles could be elsewhere than on traffic-congested highways or arterial roads during morning and evening rush hours.

Greater Ottawa Chamber of Commerce

This is a complex issue that is governed by the City's noise by-law, to be reviewed in 2004.

Section 9.6 – Area Traffic Management

Considering the importance of this area to the livability of our city, we are surprised how little space has been devoted in this document to it. It deserves considerable expansion.

B. Delmage & A. McGregor

The upcoming Area Traffic Management Guidelines will provide comprehensive guidance on this subject, and would likely supersede any details included in this Plan.

Policy 9.6.1: insert "motor" before "vehicular"

B. Delmage & A. McGregor

Agreed - to be applied throughout the plan, as appropriate.

Action: Apply change throughout plan, as appropriate

Policy 9.6.2: add "while ensuring these do not worsen conditions for transit, cycling, or walking".

B. Delmage & A. McGregor

The principle of striving to improve conditions for these modes is important, but is just one of many principles to be considered when implementing area traffic management measures. The upcoming Area Traffic Management Guidelines will provide comprehensive, specific guidance on this and other equally important subjects. These guidelines are intended to act as a complement to this Plan, and their content need not be repeated here.

Stronger policy/commitment to address area traffic management around Alta Vista Drive.

Alta Vista Drive Residents' Association

This level of detail is inappropriate in the TMP - no area-specific traffic management issues are mentioned. The City is currently developing guidelines for processes to address community concerns about traffic management (Section 9.6).

Section 9.7 – Taxis

Concerns about the strength and commitment of policy language; City should use planning and regulatory authorities if necessary to ensure that commitments are achieved.

Taxi Advisory Committee

Agree some strengthening is needed.

Action: In Policy 9.7.1, change “Encourage enhanced taxi services” to “Enhance taxi services”. In Policy 9.7.2, change “Encourage” to “Require”, and change “in order to avoid negative impacts arising from” to “where needed to avoid negative impacts from”.

Convinced of the need for taxis to have access to dedicated lanes, including bus lanes at peak travel times; attention should also be given towards other operational issues that will improve taxi services.

Taxi Advisory Committee

The Plan does not prescribe solutions to operational issues like taxi eligibility in bus lanes, but does clearly state that its priority is the efficient operation of transit service.

Provide taxi access to Transitway.

Blue Line Taxi

The TMP puts more emphasis on transit to achieve the City’s Transportation Vision and Ottawa 2020 principles.  The Transitway is the cornerstone of the City’s transit strategy. In order to meet the TMP 30% transit modal split target, the Transitway is best kept for exclusive transit use to ensure that these facilities continue to operate safely and efficiently.  Also, the Transitway is not a public road that has been designed as a transit facility with unconventional traffic operations and maneuvers that do not permit safe use by other drivers.

Allow taxis to pick up/drop off in bus lanes.

Blue Line Taxi

This activity is currently permitted, and the Plan should not prescribe future operational decisions.

Taxi stand in Transitway stations and P&R lots.

Blue Line Taxi

Consistent with policies of Section 9.7.

Provision of taxi booking kiosks in Transitway stations and P&R lots.

Blue Line Taxi

Consistent with policies of Section 9.7, but possible role of advanced technologies in linking taxis and public transit is missing.

Action: Add new Policy 9.7.5 regarding taxi-transit connectivity.

Section 9.8 – Goods Movement

Goods movement in the City is discussed in terms of movement of goods for residents. The interprovincial movement of goods through the City creating the need for another bridge crossing of the Ottawa River and concern about using Petrie Island for that purpose, destroying its natural environment is not discussed.

Environmental Advisory Committee

Future bridge locations will be determined through future studies led by the federal government. Goods movement to and from Gatineau is an extremely important part of Ottawa's economy, and the City has limited tools to influence it in any case.

Chapter 10 - Parking

TMP should speak to the OP's policy of increasing infill. The existence of properties targeted for infill development in the OP currently being used as parking lots, encourages high levels of cars to regularly enter the built-up area.

Environmental Advisory Committee

Official Plan policy 3.6.6.9(b) requires zoning approval for new temporary lots. This Plan could provide a clearer indication of support for controlling the creation of temporary lots serving long-term parking demand.

Action: Final Policy 10.5 reflects this idea.

This section should clearly distinguish between parking in general and motor vehicle parking.

B. Delmage & A. McGregor

"Parking" implies motor vehicle parking. "Bicycle parking" is intended only when specifically referenced.

Policy 10.1(e) Add "secure" before "bicycle parking".

B. Delmage & A. McGregor

Security (as well as convenience and capacity) is one of the desirable characteristics of bicycle parking, and need not be mentioned every time the concept of proper bicycle parking is raised.

Request the province to permit the City to tax parking separately from other land uses.

C. Bradshaw & W. Wood

Draft Policy 7.1.3(c) (final Policy 7.1.4(c)) concerns steps toward enabling legislation that would permit the City to impose levies on private parking spaces.

Chapter should emphasize more on-street parking for numerous reasons.

C. Bradshaw & W. Wood

The City already enables and manages on-street parking. Policy 10.3(a) calls for the City to provide on-street parking where it will not compromise multi-modal system performance.

Chapter should call for a review of parking requirements in general, permitting shared car parking rather than personal car parking in new developments.

C. Bradshaw & W. Wood

Draft Policy 10.5 (final Policy 10.6) commits to a review of the Zoning By-law that could consider such innovative approaches.

Chapter 11 – Intercity Travel

Section 11.1 – Intercity Passenger Terminals

The City should add its voice to that of the Chamber to allow Greyhound to use the bus only lanes on the provincial highways leading to/from the city.

Greater Ottawa Chamber of Commerce

The City would consider a request for support, but access to shoulder lanes on provincial highways is within the MTO’s jurisdiction.

Section 11.2 – General Aviation

TMP should address future of Carp Airport beyond 2007.

Canadian Owners & Pilot Association

Operation of the Carp Airport is not within the scope of the TMP. The City requires more detailed analysis of this issue to identify a preferred course of action.

Plan should ensure that development near existing airports is compatible with the airports.

Canadian Owners & Pilot Association

This is being addressed in the Official Plan.

Suggest that the City of Gatineau Airport be noted and supported for its contribution to the intercity travel.

National Capital Commission

Agreed.

Action: A reference will be added in Section 11.2.

Chapter 12 - Environmental Protection

TMP aims to decrease air pollution from buses by purchasing vehicles using cleaner fuels. The City should initiate negotiations with Outaouais to do likewise.

Environmental Advisory Committee

The City will strive to set a good example and will share information with the STO regarding the success of its emissions reduction strategies.

The TMP should discuss setting emission standards both for municipal machinery and for all vehicles operating in the City. If no such standards are currently in provincial legislation, the City could approach the province to integrate such standards into the Motor Vehicle License Act.

Environmental Advisory Committee

Emission standards lie under federal jurisdiction, although the provincial DriveClean program strives to ensure that on-road vehicles perform acceptably. The City's Air Quality and Climate Change Plan (see Chapter 12) will identify an appropriate complementary role for the City.

In the noise pollution section, the Plan might also discuss locating land uses unlikely to be affected by noise and vibration around such areas; restrictions on new buildings placed in these areas, and/or changes to the building code to insulate against noise, and/or vibrations.

Environmental Advisory Committee

This is an Official Plan issue, and is also addressed by the City's Noise Control Guidelines.

The TMP needs scientific definitions of the kinds of individual plants and plant associations capable of performing the functions proposed for 'greening' (rather than calling only for more trees and more vegetation) – including the ability to survive in polluted environments and absorb that pollution, provide effective and durable groundcover that may not require mowing, and eliminate the need for pesticides, fertilizers and other chemicals for upkeep.

Environmental Advisory Committee

The Greening Guidelines referenced in Chapter 12 will address these issues.

Chapter 13 – Asset Management and Maintenance

The plan should discuss the City's current practice in the built up areas of the City of storing snow in places dispersed throughout the City. Recommendations would be to locate these in areas defined as well-drained, recognizing that snow placed in built up areas of the City are likely to produce volumes of melt water greater than what the drainage system can handle.

Environmental Advisory Committee

The City’s snow disposal facilities are subject to a strategic plan of review. New disposal sites are also subject to hydrological and soil investigations, geotechnical studies, hydrological studies, noise analysis, site drainage reviews, site design, capacity reviews and zoning requirements, as well as study of melt water handling.

The safety concerns of pedestrians and cyclists are not sufficiently highlighted. In particular, the Ontario Minimum Maintenance Standards for Municipal Highways are in no way a sufficient guideline for road maintenance within the city. These standards were set to minimize liability on rural roads, not ensure safety on higher-use roads. Suggest a new policy: “Develop city Minimum Maintenance Standards that exceed minimum provincial standards where necessary to ensure the safety of all road users, including cyclists and pedestrians, and to ensure the efficient preservation of city infrastructure.”

B. Delmage & A. McGregor

These are operational issues more appropriately addressed at the program level.

Paved shoulders are more cost effective than gravel.

R. Batstone

In general, treated shoulders are most cost-effective than untreated shoulders – however, there are a variety of treatments with a range of significant capital costs.

Chapter 14 – Implementation and Monitoring

Section 14.1 – Capital Works Plan

Armstrong Bridge is needed sooner than proposed.

S. Evans

More detailed analysis of infrastructure phasing supports earlier need.

Action: Project has been moved to Phase I.

Limebank needs to be widened to 6 lanes, immediately.

S. Evans

6-lane capacity is not required to serve expected demands. An Environmental Assessment study of a road widening from the existing 2-lane facility is in progress.

West Transitway (Terry Fox to Hazeldean) should move to Phase 1.

A. Kempster

This project is not a short-term need.

Hazeldean Rd (Carp to Terry Fox) should move to Phase 2.

A. Kempster

The proposed timing reflects operational needs and takes advantage of the opportunity to coordinate with other infrastructure projects.

Hunt Club extension is needed now.

N/A

More detailed analysis of infrastructure phasing supports earlier need.

Action: Project has been moved to Phase I.

Entire Alta Vista Parkway, from Nicholas to Walkley Road, should be included in Phase 1; at a minimum, the Smyth-Walkley section should be built in Phase 2.

Alta Vista Drive Residents' Association

The demand analysis supports the need.  However, Council has established a related (although different) position that will be reflected in the final plan.

Addition of Phase 3 to improve clarity.

Alta Vista Drive Residents' Association

Agreed.

Action: Chapter 14 of the Plan will be amended to identify expected Phase 3 projects

For a given area, transit projects should be implemented before road expansions.

P. Johnson

Draft policy 7.1.5 (final policy 7.1.6) of the draft plan expresses a similar intention.

Timelines for transit implementation are too long.

W. Lambert

It is highly desirable to influence travel mode choices by introducing many transit components proactively. However, transportation investments are costly and the annual cost per resident must be spread out over the life of the plan. It should be noted that this does not imply the same annual investment, as population level in 2021 of 50% greater than today can be reasonably expected to invest 1.5 times as much as today on an annual basis.

Based on recent discussion with the City, it is our understanding that Phase 1 of O-Train involves the extension to the Airport. Accordingly, the extension to Airport should be moved to Phase 1 from Phase 2.

National Capital Commission

Agreed.

Action: A corresponding change will be made.

Section 14.2 – Costs

Proposed spending on roads is very low.

J. Hughes

An objective of the City is to minimize road construction while still providing an acceptable level of service.

Section 14.3 – Funding

Approval of developments in new areas to be tied to the funding for transportation infrastructure (by developer/ feds/ province).

D. Gladstone

City Council has the authority and opportunity to coordinate major development approvals with transportation infrastructure spending.

Public private partnerships will gouge the public to provide profit to the private sector.

M. Kostiuk

Public-private partnership opportunities will be carefully reviewed to balance the achievement of City objectives with public and private interests.

In case of inadequate funding, re-prioritize projects.

N/A

Agreed - as discussed in Section 14.1 several alternatives will be considered.

Use licensing fee for downtown use of cars.

N/A

The City has no authority to do so at present; however, it will pursue this and other possible measures.

In the absence of funding, focus on maintaining and improving transit and cycling facilities.

D. Wieland

In the absence of sufficient funds to implement all of the plan, decisions on spending priorities will be made as part of the annual budget process and updates to the City's long-range financial plan.

In the absence of adequate funding, restructure Transitway service to emphasize line-haul and feeder route arrangements, particularly in the afternoon.

Transport 2000

There is no compelling reason to do so as it would increase the need for passenger transfers.

In the absence of adequate funding, implement lowest-cost transit: diesel LRT on existing tracks.

D. Jeanes

This is an option. It and many others will be considered if needed.

Assign at least $5 million/year for sidewalks.

P. Runia

The City must maintain flexibility in its spending commitments; funding uncertainties prevent the establishment of spending minimums for any mode.

Road projects seem to receive far too much funding.

G. Ellis

The Plan represents an attempt to provide a balanced transportation system while minimizing road costs.

Proposed funding sources, especially fuel tax, are horrible.

J. Hughes

These funding sources are identified as alternatives, rather than proposals; public input on them will be a key aspect of the process of considering any of them in the future.

A large part of the projected plans for new public transit has no identified funding.

Action Sandy Hill

Agreed - the necessary funding will be pursued, and several options are identified.

There should be mandatory plans calling for road construction to proceed with corresponding construction of public transit, particularly non-road transit (e.g., light rail).

Action Sandy Hill

Draft Policy 7.1.5 (final Policy 7.1.6) expresses a similar intention.

Public-private partnership to create smart card system for use anywhere.

Blue line Taxi

A federally-funded pilot project on such technologies is underway in the Toronto area – The City is await results that may help to indicate long-term costs and benefits.

The sale of "air rights" above transit stations should be explored.

Greater Ottawa Chamber of Commerce

As in the past, the City remains open to this idea. However, its commercial viability is limited and must be examined on a case-by-case basis.

Section 14.3.2 – Alternative Funding Sources

This section should reference the former RMOC study Total Cost of Travel, and particularly its conclusions of the high city tax subsidy of automobile travel, especially as compared to transit, cycling, or walking. Only in that context is it appropriate to talk about reducing property tax funding.

B. Delmage & A. McGregor

Policy 14.3.2.4 requires some clarification.

Action: Change “reduce property tax-based funding” to “reduce its reliance on property tax-based funding” in Policy 14.3.2.4.

Policy 14.3.2.6: This process must include regular monitoring and review, opportunity for public input on usability, and the ability to cancel programs that are not meeting public needs.

B. Delmage & A. McGregor

It is expected that future partnerships would include a monitoring and review program, and that usual public input opportunities would apply.

Section 14.6 – Transportation Master Plan Review and Updating

Many people have suggested that the population forecast in the OP is too high. The response of City officials to this at a recent public hearing on the TMP is that this is not a problem as it will allow the TMP to be applicable for a longer period of time. This is inappropriate on the subject of transportation in which technology is changing rapidly, as the TMP speaks to matters such as purchasing for OC Transpo vehicles which are at the forefront of today's' rapidly changing technology produce lower levels of emissions and encouraging citizens to purchase such vehicles as well.

Environmental Advisory Committee

Consideration of the need to review and update the TMP will be given every 5 years, as with the Official Plan. Monitoring of actual growth trends will contribute to these deliberations.

Annex A – Required Infrastructure Projects

Walking, Cycling & Multi-Use Pathway Projects

It is excellent to see the Rideau Canal Pedestrian Crossing on the Phase 1 list, but note it should be named the Rideau Canal Pedestrian/Cyclist Crossing, since this crossing has always be envisioned for cycling as well as walking.

B. Delmage & A. McGregor

Agreed.

Action: The name will be changed to reflect the intended use of the bridge by both pedestrians and cyclists.

The need for a new pedestrian overpass at Coventry Rd.

P. MacFarlane

Agreed should be explicitly noted.

Action: This project will be added.

Transit Priority Projects

Objection to the proposed widening of Fisher Avenue. Our experience is that this road is only ever backed up by a collision (and only extremely rarely). Widening the road will not encourage transit use, but rather bring in more car drivers.

B. Delmage & A. McGregor

The proposed road widening has been identified for bus lanes not for car traffic.  Alternatives to full widening, such as strategically located transit priority queue-jump lanes and transit-only signals may preclude the need for physical road widening.

Rapid Transit Projects

Richmond-Carling-Rideau-Montreal-Blair street Tram is not sensible due to narrow right-of-way and mix with general traffic.

M. Kostiuk

This LRT corridor will provide superior level of transit priority than that which can be achieved by bus technology.

No need for proposed Transitway station at New Orchard.

I.D. Isbester

Station is needed.  There is a high local concentration of residential uses within walking distance.

Proposed bus station on Orchard should go ahead with a redesigned plan to ensure year-round service.

A. Craig

Year round access is an issue that will have to be addressed at the time of detailed design.

Environmental concerns about the location of the potential park and ride/rapid transit station near Leitrim Road.

B. Barr

Future Environmental Assessment will address potential effects on the environment.

Opposed to double tracking of the LRT at the potential Leitrim Road park and ride/station.

B. Barr

Future Environmental Assessment will address potential effects on natural environment.

If the Central Canada Exhibition relocates near the Rideau Carleton Racetrack, a transit plan (such as an O-Train extension) should already be in place.

Greater Ottawa Chamber of Commerce &

B. Barr

Map 5 shows a conceptual future extension in the general vicinity. Actual transit servicing solutions will be addressed as part of implementation planning for the Exhibition site.

Concern with regards to locating a potential LRT station in the future Leitrim area that will best serve the needs of the community.

B. Barr

This is a detailed issue to be addressed through future implementation studies.

Road Projects

Proposed Richmond Rd widening is not sensible since the additional traffic would eventually have to be funneled into the Westboro business area along Richmond Rd.

A. Grosvenor

Widening is needed to achieve transportation system performance objectives. Any required mitigation of downstream impacts will be addressed through the Environmental Assessment process.

Need more roads to Riverside South community.

S. Evans

The proposed road network provides sufficient capacity to serve expected demand.

Connect Highway 417 and Ottawa River Parkway.

P. Runia

Both roads are under the federal and provincial government jurisdictions. Regardless, the resulting interchange spacing on Highway 417 would fail to meet current MTO standards.

Connect Bronson to Portage Bridge.

N/A

This connection was explicitly removed by City Council in a recent decision during the course of the Official Plan approval.

Connect Vanier Parkway underground to Macdonald-Cartier Bridge.

N/A

May be considered as part of a package of solutions to interprovincial transportation issues to be addressed through an upcoming NCC-led environmental assessment study.

Connect 416 to 417 by a 4-lane freeway.

N/A

Upcoming MTO Ottawa Bypass study will examine the need and conceptual alternatives for such a connection.

Scrap proposed widening of Richmond to allow open space of former streetcar route as a future light rail line linking Dominion & Lincoln Fields stations, and converting Transitway to light rail in forty years.

A. Craig

Rapid Transit Expansion Study examined alternatives and identified Carling Ave as the preferred rapid transit corridor for this sector of Ottawa.

Opposed to Carling Ave widening (causing noise, accident, more reliance on cars, etc.).

Grimsey et al.

Widening is needed to achieve transportation system performance objectives. Any required mitigation of downstream impacts will be addressed through the Environmental Assessment process.

Why is the Airport Parkway widening included in the list of road projects, when it was deleted last year by City Council?

B. Delmage & A. McGregor

The project was not deleted by Council. On January 8, 2003, Council considered but did not approve Transportation and Transit Committee’s recommendation to defer the twinning study to 2005.

The widening of Albert from Booth to Empress should ensure it supports cycling in this important route to downtown. Provision is also required for the transition from curb lane cycling on Albert to left lane cycling on Slater.

B. Delmage & A. McGregor

The current design of Albert Street has a wide curb lane for cycling. The connection to Slater Street is an operational issue that is best addressed in the overall design of the Albert/Slater streets and in future reconstruction opportunities.

Absence of provision for continued study, as called for in the recent EA, of how to change King Edward Avenue north of Rideau to a four through-lane configuration.

City Centre Coalition

Transportation demand analysis has shown that the capacity of a 6-lane road is required. This conclusion may change as a result of the upcoming federal study on new interprovincial crossings.

Absence of the Carling Avenue project that staff have proposed to the federal government.

City Centre Coalition

This project is fully compatible with the plan as proposed, and does not require the inclusion of specific policies to proceed.

Concern about the inclusion in the list of road projects, a four-lane road in the Alta Vista Transportation Corridor before completion of the EA and despite Council's decision of last December.

City Centre Coalition

&

B. Barr

Transportation demand analysis for the plan indicated a requirement for this facility; the plan will be amended, if required, once the EA is completed.

Widening of Albion Road between Lester Road and Rideau Road should be removed as it conflicts with too many principles and policies in the Official Plan, particularly the policies for protection of significant wetlands south and east of the Canadian Shield; other environmental issues include loss of trees.

B. Barr

Potential issues related to natural environment impacts will be considered through the EA process.

Opposed to widening Conroy Road to six lanes between Walkley Road and Hunt Club Road.

B. Barr

Transportation demand analysis for the plan indicated a requirement for this facility.

Opposed to a new bridge across Rideau River and that better use should be made of existing bridge at Hurdman.

B. Barr

Transportation demand analysis for the plan indicated a requirement for a new bridge south of Hunt Club Road.

The Riverside South Community is the fastest growing area of the City but has very few traffic routes. The Draft TMP offers minimal projects for this area.

Riverside South Community Association

The Plan has provided the road network for 2021 projected auto volumes based on the achievement of transit targets. Based on more detailed analysis f infrastructure phasing, the priorities for some road projects in Riverside South have been advanced.

Annex C – Transportation Performance Objectives and Indicators

Objective 2(a): For transit passenger volumes, how is the "peak period" defined? It must be large enough to include peak spreading over time. (This comment applies throughout).

B. Delmage & A. McGregor

The current definitions of peak period (3:00-5:30 pm) are large enough to account for peak spreading into the foreseeable future.

Objective 2(a): Why is transit ridership not normalized (i.e. per capita)?

B. Delmage & A. McGregor

Agreed.

Action: Add "per capita" to title of objective 2(a).

Objective 2(c): Average vehicle speed is not totally useful. Buses running fast but early are a disincentive to use transit, and empty buses running fast are useless. Does this indicator include only in‑service buses, or also deadheading ones? The indicator needs to capture total trip time, and not on an average basis. The standard deviation of trip times for various trips (suburb to downtown, suburb to suburb) is important.

B. Delmage & A. McGregor

Average speed of in-service vehicles is an appropriate high-level indicator of overall system performance.

Objective 2(c): Cancelled trips form a very small portion of service failures. On-time performance is very important.

B. Delmage & A. McGregor

Agree that on-time performance is important. Future monitoring technologies may permit consistent, reliable measurement of it (although today’s do not).

Action: Add a new indicator (specifics to be determined) of on-time performance.

Objective 2(d): Many stops will not have adequate usage to justify a shelter. Distribution of shelters throughout the City is important. The indicator needs to allocate a higher weight to shelters that are most important. Also, the quality of the shelter is also very important.

B. Delmage & A. McGregor

The proposed indicator is considered appropriate to enable monitoring of shelter availability at a high level. The target is not likely to be 100%.

Objective 2: Add multi-modal integration as an objective, with suggested indicators including: # bikes carried on buses, % of wards served by routes with bike racks, % of transit stations equipped with secure, weather-protected bicycle parking.

B. Delmage & A. McGregor

These are issues of relatively minor importance when compared to others addressed through Annex C, and would be more appropriately dealt with at the program level.

Objective 3(a): "Afternoon peak period" is defined with respect to motor vehicles, and it makes no sense to apply this to cycling trips if the peak times do not coincide.

B. Delmage & A. McGregor

Afternoon peak period is defined with respect to trips by all modes, not just automobiles. It allows to monitor modal shift at the times of greatest travel demand.

Objective 3(a): The Inner Area cordon and most other screenlines/cordons are at geographic barriers, which are also often barriers to bicycle use.

B. Delmage & A. McGregor

The plan also notes this, but the Inner Area cordon is considered to be the screenline that is most representative of general cycling behaviours.

Objective 3(a): Based on past experience with O-D surveys, this method should not be used as a measurement tool. It is also too infrequent to be useful. The use of the cycling activity index to capture bicycle use at the neighbourhood level is supported. It is essential that measurements capture (primary, secondary) school trips.

B. Delmage & A. McGregor

The limitations of O-D surveys are acknowledged, however they remain an important tool. The plan does not propose sole reliance on O-D surveys, rather cordon counts and the cycling activity index are proposed as complements. The 8-hour counts on which the activity index is based cover 7-10 am, 11:30 am-1:30 pm and 3-6 pm -- thus capturing the times of most school trips.

Objective 3(a): Add bicycle parking provision (% of City facilities, % of government locations, % of private workplaces, % of commercial/retail locations). A bicycle cannot be used if there is no place to park it.

B. Delmage & A. McGregor

This indicator would be very difficult to measure comprehensively, and in any case would be more appropriately applied at the program monitoring level.

Objective 3(a): Add annual hours of accredited training as an indicator reflecting cyclist effectiveness.

B. Delmage & A. McGregor

This indicator would be more appropriately applied at the program monitoring level.

Objective 4(a): Include a walking activity index to capture walking at the neighbourhood level.

B. Delmage & A. McGregor

Feasibility analysis of a walking activity index found it to be both conceptually and practically ineffective. Alternatives will be assessed in the future, and could be added to this framework if proven effective.

Objective 4(b): Availability of walking facilities includes operations - sidewalks and paths are useless if they are not maintained in winter and other times of the year.

B. Delmage & A. McGregor

A practical and easily quantified indicator to describe the quality of winter maintenance of sidewalks and pathways is not apparent.

Objective 5: Add (d) Reduce parking surface area per capita.

B. Delmage & A. McGregor

Reliable and regular measurement of this indicator was considered in developing the proposed indicators, but is not viable.

Objective 5: Add (e): Reduce car ownership. Cars require huge amounts of energy simply to be manufactured, even if they are not used.

B. Delmage & A. McGregor

The City's objective of reducing auto dependency will hopefully lead to reduced auto ownership - however, the City's principal concern is with auto use, rather than simple possession.

Objective 6(c): Disagree that City's ability to influence is low to medium. Simply not adding peak capacity, thereby forcing peak spreading, is within the City's control and has a direct effect.

B. Delmage & A. McGregor

As suggested, City actions can affect the time of travel demands -- but social and economic factors play a role that is at least equivalent in importance.

Objective 8: “Reported" cyclist collisions under represent actual collisions by 5-10 times. While there is no proposed alternative at this time, other than behavioral surveys, there is some concern about using this target.

B. Delmage & A. McGregor

The best available indicator has been proposed.

Objective 8: Add: Reduce aggressive driving (or increase responsible and safe vehicle operation); cyclists traveling legally (e.g. obeying traffic controls and signals, using lights at night - possibly sampled at same time/location as activity index); motorists traveling legally (e.g. obeying traffic controls and signals, traveling at a legal speed limit); hours of police traffic enforcement (possibly by police district and season).

B. Delmage & A. McGregor

These indicators may be considered at the program level. Reported collisions remain the most tangible and reliable evidence of road safety at the high level that is appropriate for TMP monitoring. The suggested indicators all contribute to safety, rather than reflect it.

Objective 9. Are trucks in fact primarily traveling (delivering) at the mid-day peak period?

B. Delmage & A. McGregor

The intention is to monitor congestion levels outside the morning and afternoon peak periods, not specifically limited to the lunch hour. System performance data is regularly collected for the period from 11:30 am to 1:30 pm.

Action: For clarity, change "mid-day peak period" to "mid-day period”.

Objective 10: Change "Mobility" to "access". It is unlikely that disabled persons are moving around for the sake of being mobile, as opposed to needing to access a land use.

B. Delmage & A. McGregor

Disagree with suggestion. Given that most people with disabilities must travel to meet their daily needs, mobility remains vital to them, and must be provided by the transportation system. Access is generally furnished through land use planning and social service planning; the transportation system must address the demands for mobility that result.

Objective 11(b): Operations are as important as facilities. Good surface maintenance and traffic law enforcement are important to cycling. An operational indicator needs to be added for this – suggest surface maintenance $/lane-km.

B. Delmage & A. McGregor

Agree that operating investments are important, but on a broader level than strictly maintenance.

Action: Add new performance indicator to address annual operating investments for roads (including walking and cycling) and transit.

The plan needs a far more rigorous and demanding performance measurement framework than given in Annex C, so that the City can measure progress against the objectives and targets of the TMP. Should monitor inputs such as budgets.

Cycling Advisory Committee

Annex C strives to reflect the high-level concerns of the TMP. Individual City programs (like cycling) will have their own, more extensive, performance measurement frameworks. The main objectives and targets of the TMP (modal shares, etc.) are reflected in the proposed framework, as are budget inputs.

Suggest a performance measure dealing with the impacts of emissions, reflecting general air quality in Ottawa.

Alta Vista Drive Residents' Association

This suggestion is only indirectly related to transportation, thus of limited value for TMP performance monitoring. Estimates of transportation-related emissions are more meaningful.

Maps

Map 1

A 'Proposed Pathway in Nepean' report is submitted.

J. Walker

The proposed pathways have already been substantially reflected on the corresponding maps in the TMP.

Map 2

Proposed new recreational pathway between Metcalfe and Greely (Presented a 'Proposal for Pathway' report).

Metcalfe & Greely Community Association

&

Sean Franey

The Major Recreational Pathways maps are based on former municipal plans and the 1994 study, Integrated Network of Recreational Pathways for the National Capital Region. The proposal requires more detailed study in order to be added to Map 2. There will be two related upcoming studies, one on the Cycling Plan, and another to update the network of recreational pathways, which includes rural areas as well.

Pathway passing through Notre-Dame and Navan is not listed.

D. Dessaint

Only pathway projects that serve a meaningful utilitarian purpose are listed on the maps.

Map 4

Indicate existing and future transit priority corridors.

Alta Vista Drive Residents' Association

Agreed that some distinction is needed - but the more important one is between "permanent' transit priority corridors and those that serve as staging measures for eventual rapid transit corridors.

Action: Map 4 and draft policy 7.3.5 (final policy 7.4.5) will be clarified.

Map 5

What is the plan for increased Park and Ride lots in Ottawa South? No capacity has been added since 2001, despite a TMP 1997 priority requirement.

Transport 2000

Two lots are proposed at Lester and Leitrim, with a third lot further south. The timing of these facilities remains to be determined.                                                       

Need to explain the gray arrows on Map 5.

N/A

Agreed.

Action: A new legend label will be added to indicate “Future conceptual extension”.

The base map does not show all the roads around Johnston Rd, Zaidan, Tapiola, etc.

N/A

Agreed.

Action: The base map will be updated as required.

This map shows a number of new potential Park and Ride lots in the vicinity of the Bruce Pit, Leitrim Rd southeast of the Ottawa Airport, on Lester Road east of the airport, and at Green Creek west of Hwy 417 and south of Innes Road. It was the NCC's understanding that no new lots would be proposed affecting NCC lands. As some of the proposed lots present significant conflicts with environmental and recreational resources, the City should understand that the availability of NCC lands for these proposed lots should not be assumed, and that further appropriate studies and negotiations would be required.

National Capital Commission

Future environmental assessment and implementation studies in consultation with NCC will address any related issues at these potential locations.

Map 6

Alta Vista Drive should be designated as a collector, not major collector.

Alta Vista Drive Residents' Association

This designation has already been discussed and approved by Council in the course of Official Plan approval.

The scenic entry route that follows the Alta Vista Parkway should be extended to include the Riverside Drive-Nicholas part of the Parkway and not terminate at Riverside Drive.

Alta Vista Drive Residents' Association

The Major Recreational Pathways and Scenic Routes maps are based on former municipal plans and the 1994 study, Integrated Network of Recreational Pathways for the National Capital Region.

The Map will be updated based on the results of the upcoming study of the recreational pathways and scenic routs.

Should the proposed conceptual Rideau River bridge crossing between Fallowfield and River Road proceed for further evaluations, the NCC wishes to ensure that it will not result in the further fragmentation of the Greenbelt lands on the east side because of new connections, and that adequate access is afforded to NCC farm lots along Fallowfield on the west side.

National Capital Commission

Future environmental assessment and implementation studies will address any related issues at these potential locations.

Map 7

Fleet Street is shown as an arterial road, but has been included in a recently approved draft plan of subdivision as a local street.

National Capital Commission

Agree, correction is required.

Action: Remove designation of Fleet Street as an arterial road.

Map 8

Transportation south of Mitch Owens is not addressed.

J. Beveridge

Map 8 shows the required arterial and collector road network in this area.

PHASE 1: Population of 975,000 (about 2008)

WALKING 

<      Algonquin/Woodroffe pedestrian overpass

&

<      Alta Vista Transportation Corridor

CYCLING

<      Coventry Road/Lynx Stadium pedestrian overpass

SEE ANNEX A

<      Former New York Central Rail Corridor

<      Rideau Canal Pedestrian/Cyclist Bridge

<      Woodroffe Corridor

TRANSIT

<      Bronson Avenue

(Carling Avenue to Albert Street)

PRIORITY

<      Carling Avenue

(Pinecrest Road to Bronson Avenue)

<      Richmond Road

(Bayshore Drive to Carling Avenue)

<      Holland Avenue

(Carling Avenue to Scott Street)

<      St. Laurent Blvd./Russell Road

(Montreal Road to Walkley Road)

LIGHT RAIL TRANSIT

<      O-Train (operational in Spring 2009)

(Leitrim Road to LeBreton)

BUS

<      Albert/Slater Corridor

(on-going)

RAPID

<      Baseline Corridor (Phase I)

(Transit Priority: Navaho to Data Center)

TRANSIT

<      Innes – Blair Corridor

(Innes/Blair to Blair Station)

<      Southwest Transitway

(Nepean Sportsplex to Fallowfield Road)

<      West Transitway Corridor

(Pinecrest Road to Bayshore Station)

ROADS

<      Albert Street

(Booth St. to Empress St.)

<      Alta Vista Transportation Corridor

(Riverside Drive to Hospital complex)

<      Blackburn Hamlet Bypass

(Innes Road to Navan Road)

<      Carling Avenue

(Richmond Road to Holly Acres Road)

<      Coventry Road

(Belfast to St. Laurent Shopping Center)

<      Eagleson Road

(Cadence Gate to Fernbank Road)

<      Earl Armstrong Road

(Rideau River to Bank Street)

<      Fallowfield Road

(Strandherd Drive to Woodroffe Avenue)

<      Greenbank Road

(Malvern Drive to Strandherd Drive)

<      Hazeldean Road

(Carp Road to Terry Fox Drive)

<      Hunt Club Bridge (Deck modification)

<      Hunt Club Road

(Hwy 416 to Bank) & (Hawthorne to Hwy 417E)

<      Innes Road

(Hwy 417 to Blair) & (Orleans to Frank Kenny)

<      Innes-Walkley Connection (Phase I)

(Innes Rd to Walkley Rd) - New 2-lane road

<      New East-West Road ^**

(Rideau River to 417E) - 4 lanes

<      Richmond Road

(Carling Avenue to Golden Avenue)

<      Riverside Drive (Phase I)

(Hunt Club- Limebank) - widen to 4 lanes

<      Strandherd Drive

(Fallowfield Road to Greenbank Road)

<      Strandherd Drive

(Greenbank to Woodroffe) Phase I – new 4 Lanes & (Woodroffe to Rideau River) new 6 Lanes

<      Strandherd-Armstrong Bridge

<      Woodroffe Avenue

(Sportsplex to Fallowfield Park-and-Ride lot)

<      Woodroffe Avenue

(Stoneway Drive to Strandherd Drive)

PHASE 2: Population of 1,100,000 (about 2013)

WALKING

<      Carp River/Terry Fox Dr. Corridor

&

<      Greenbank Corridor

CYCLING

<      Jock River corridor

SEE ANNEX A

<      Prince of Wales corridor

<      Riverside corridor

TRANSIT

<      Bank Street

(Wellington Street to Heron Road)

PRIORITY

<      Blair Road

(Innes Road to Montreal Road)

<      Fisher Avenue

(Dynes Road the NCC Driveway)

<      Innes Road

(Trim Road to St. Laurent Blvd.)

<      Merivale Road

(Hunt Club Road to Carling Avenue)

<      Ogilvie Road

(Blair road to Montreal Road)

<      Richmond Road/ Somerset Street

(Westboro Transitway Station to Bank Street)

<      Wellington/Rideau/Montreal Road

(Portage Bridge to Ogilvie Road)

LIGHT

<      O-Train

(LeBreton to Rideau Centre)

RAIL

<      O-Train

(Airport Link)

TRANSIT

<      O-Train

(Leitrim Road to Limebank Road)

<      East-West Corridor

(O-Train to Bells Corners)

BUS

<      Albert/Slater Corridor

(on-going)

RAPID

<      East-West Corridor (interim BRT)

(Innes/Blair to Trim)

TRANSIT

<      West Transitway Corridor

(Eagleson to Terry Fox)

<      Southwest Transitway

(Fallowfield to Berrigan)

ROADS

<      Alta Vista Transportation Corridor

(Nicholas to Riverside Drive)

<      Fallowfield Road

(Woodroffe to Prince of Wales Dr.)

<      Campeau Drive

(March Road to Terry Fox Drive)

<      Greenbank Road

(Strandherd Drive to Cambrian Road)

<      Jockvale Road

(Prince of Wales Drive to Strandherd Drive)

<      Jockvale Road relocation

(Strandherd Drive to Jock River)

<      Limebank Road

(Limebank south of Earl Armstrong to Riverside)

<      March Road

(Morgans Grant to Old Carp Road)

<      Mer Bleue Road

(Innes Rd to Blackburn Hamlet Bypass Extension)

<      New East-West Road^**

(Hwy 416 to Rideau River) – 4 lanes

<      Old Trim Road

(Trim Road to Innes Road)

<      Prince of Wales Drive

(Fisher Avenue to Woodroffe Avenue)

<      Riverside Drive

(Heron Road to Brookfield Road)

<      Trim Road

(North Service Road to south of Innes Road)

PHASE 3: Population of 1,200,000 (about 2021)

WALKING 

<      Alta Vista to Ogilvie

&

<      Eastern corridor

CYCLING

<      Orleans South corridor

SEE ANNEX A

<      Sawmill Creek corridor via Airport Parkway

<      Southern Cross-town corridor

<      Trim Road/Cardinal Creek

TRANSIT

<      Heron Road/Walkley Road

(Bank Street to St. Laurent Blvd.)

PRIORITY

<      Hunt Club Road

(Riverside Drive to Bank Street)

<      March Road

(Hwy 417 to Morgans Grant Way)

<      Robertson Road/Richmond Road

(Moodie Drive to Carling Avenue)

LIGHT

<      O-Train

(Rideau – Montreal - Blair/Innes)

RAIL

<      O-Train

(Limebank to Barrhaven)

TRANSIT

<      East-West Corridor

(O-Train to Innes/Blair)

<      East-West Corridor

(Innes/Blair to Trim)

<      Carling Ave Corridor

(O-Train– Lincoln Fields– Bayshore– Bells Corners)

<      East-West Corridor

(Bells Corners to Carling to Klondike)

BUS

<      Albert/Slater Corridor

(on-going)

RAPID

<      Baseline Corridor (Phase II)

(Navaho to Data Centre)

TRANSIT

<      East Transitway Corridor

(Place d’Orleans to Trim)

<      Hurdman – Innes Link

(Hurdman – Hospital – Innes/Blair)

<      West Transitway Corridor

(Woodroffe to Pinecrest)

<      West Transitway Corridor

(Terry Fox to Hazeldean Road)

ROADS

<      Airport Parkway

(Brookfield Road to Lester Road)

<      Albion Road

(Rideau Road to Lester Road)

<      Alta Vista Transportation Corridor

(Hospital complex to Walkley Road)

<      Bank Street

(Conroy to Leitrim) & (Leitrim to Earl Armstrong)

<      Conroy Road

(Walkley to Hunt Club) & (Hunt Club to Bank)

<      Cummings Avenue

(Ogilvie Road to Cyrville Road)

<      Cyrville Road

(Cummings Ave to Innes Road)

<      Eagleson Road.

(Fernbank Road to Hope Side Road)

<      Innes-Walkley Connection (Phase II)

(Innes to Walkley)– widen to 4 lanes

<      Katimavik Road

(Terry Fox Drive to Eagleson Road)

<      Lester Road

(Airport Parkway to Albion Road)

<      Hope Side Road

(Eagleson Road to Highway 416)

<      Longfields Drive Extension

(Woodroffe Avenue to Southpoint Business Park)

<      March Road

(Old Carp Road to Dunrobin Road)

<      Merivale Road

(Fallowfield Road to Prince of Wales Drive) &

(Slack Road to Amberwood Cres.)

<      New Rideau River bridge

(Prince of Wales Drive to Riverside Drive)

<      Riverside Drive (Phase II)

(Hunt Club road to Limebank Road)- widen to 6 lanes

<      St. Joseph Boulevard

(Tenth Line Road to Dairy Road)

<      Strandherd Drive (Phase II)

(Greenbank to Woodroffe)– widen to 6 Lanes

<      Terry Fox Drive^*  

(March Road to Richardson Side Road)

<      Walkley Road

(Heron Road to Highway 417)

Notes:

* The first 2 lanes of the following roads will be required initially to provide access to new developments. The timing of implementation for these projects depends on that of developments and therefore is subject to change:

·         Terry Fox Drive (Cope Dr. to Eagleson Rd., and Goulbourn Forced Rd. to Richardson Side Rd.)

·         Blackburn Hamlet Bypass Extension (Navan Rd. to Frank Kenny Rd.);

** Assumes no capacity enhancement to Highway 417 between Highway 416 and Anderson Road

Federal Government (NCC) Projects

<      Crossings of Ottawa River (number, location and timing to be determined)

Province of Ontario Projects

<      Highway 417 (Highway 416 to Anderson Road – study underway, measures to be established)

<      Ottawa Bypass Needs Assessment Study (linking Highways 17, 417, 7 and 416 in the west with Highway 417 in the east)

<      Highway 417 – widening from 4 to 6 lanes plus 2 HOV lanes (Palladium Drive to Highway 416)

<      Highway 417 – widening from 4 to 6 lanes (Highway 7/17 to Palladium Drive)

<      Highway 17/417 – widening from 2 to 4 lanes (Panmure Road to Arnprior)

<      Highway 7 – widening from a 2-lane highway to a 4-lane freeway (Highway 417 to Carleton Place)

<      Highway 416 – potential interchange at Cambrian Road

<      Highway 417 – interchange at Hunt Club Road

Kanata West Development

<      Campeau Drive (Terry Fox Drive to new north-south arterial)

<      Eagleson Road – widening from 2 to 4 lanes (Hope Side Road to Fallowfield Road)

<      Hazeldean Road – widening from 4 to 6 lanes (Terry Fox Drive to Huntmar Road)

<      Huntmar Drive – upgrading (Campeau Drive to Richardson Side Road)

<      Huntmar Drive – widening (Campeau Drive to Maple Grove Road)

<      Huntmar Drive – extension (Maple Grove Road to Hazeldean Road)

<      Maple Grove Road – relocation (Huntmar Drive to new north-south arterial)

<      Maple Grove Road – widening (Terry Fox Drive to Huntmar Drive)

<      New North-South arterial (Palladium Drive to Hazeldean Road)

<      Palladium Drive  – realignment (Huntmar Drive to new north-south arterial)

<      Terry Fox Drive – widening from 4 to 6 lanes (Campeau Drive to Hazeldean Road)

Note: ¹Timing of implementation for these projects depends on that of developments and priorities of other senior levels of government.