Navigation
User login
how to get to Algonquin College
A large number of people travel from the east end (Orleans), to Algonquin college.
The most obvious route is the #95, from end to end.
The Friends plan calls to replace the downtown part of the transitway with electric
Light Rail.
Q: Won't that cause two transfers for students and staff going to Algonquin College?
A: the simple answer is YES. It will cause two transfers. Why are transfers a problem?
The answer that transit riders in Ottawa will give is unfortunately indicative of the
real problems with our system. Our system does not optimize transfers. They
currently occur in cold, wet, wind-swept places with little personal security. Buses
are not coordinated, and as so many of them run early, even if the schedule claims
a transfer is feasible, it often isn't.
The FotO plan would have these two transfers occuring in two major transfer stations.
One at Hurdman, and one between the current Lebreton and Bayview stations.
(Precise geometry to be determined). These would be significant buildings. If you
have been to Montreal, think about Berri-UQAM, Place Bonaventure. If you have been
to Toronto, you should think about Yonge/Bloor, Yorkdale, Union Station. These places are not just places to transfer, but are destinations themselves, with stores, restaurants, places of business, hotels, and the like.
A: the second answer is a question. Why are so many people transiting the
downtown, when they aren't stopping there? Shouldn't there be a better
route across the city?
The Friends of the O-Train plan includes diesel LRT connecting Cyrville and
Kanata, as well as south to Barrhaven. Please see: http://www.friendsoftheotrain.org/maps/foto_map_04b.html
In between Kanata and Cyrville, is Algonquin College. Rather than transfer to the eLRT at Hurdman, students would transfer from the 95 to the Kanata dLRT at the VIA Train station, or from the 94 to the Cyrville station.
The OC-Transpo schedule shows the 95 as taking 32 minutes from Hurdman to
Baseline station in the morning. The afternoon schedule shows 31 minutes in the
opposite direction, but practical experience shows that the buses are never on time.
It is our estimation that a train between the VIA station and Woodroffe avenue
would take no more than 20 minutes. Students would then transfer to any bus
northbound on woodroffe avenue, for two stops. If the weather was nice, the
might decide to walk.
| Attachment | Size |
|---|---|
| path4941.png | 263.62 KB |
Algonquin College
I can understand the merit of having a downtown rapid transit bypass but the proposal does not live up to its billing. It really will result in slower travel times on average between Orleans and Algonquin College than the status quo.
The current system allows the user to travel directly without transfer on the # 95 bus which operates every 5 minutes during most travel hours.
The proposed downtown LRT requires 2 transfers. With 3 minute service, this sounds good but still you lose time because of the transfers and maybe pickup time because of less congestion through downtown. More or less a draw. We must understand however that students often travel during off-peak hours and I can't imagine the city running 600 passenger trains mostly empty every 3 minutes during those hours. It is more likely to operate every 10 minutes during the daytime and every 15 minutes in the evening and on weekends. So what does this do? This is when transfer times become major impediments. You just miss a train downtown, and you end up waiting and waiting and then you may face the same thing waiting for a bus on the other side of downtown. It might be comfortable in a warm station but you still are waiting and waiting. At night, huge mostly empty stations at Bayview and Hurdman may become intimidating especially for women. There are no cars running back and forth nearby at either station.
The second possibility of bypassing downtown using a direct Cyrville to Kanata train will have faster travel times while you are actually on the train but you will most likely lose more than you gain if a transfer doen't work. The Friends of the O-Train have proposed only 30 minute frequency which is not at all transfer friendly. The more transfers between buses and trains that only run every 30 minutes, the more likely the user will experience a MAJOR delay. All it would take is a slight delay on a connecting bus, and you have just lost 30 minutes. Then you also have to contend with the 18 daily VIA rail trains that share part of this track. Have you ever seen how slow those trains run as they approach the VIA Rail Station? This could significantly delay the LRT trains trying to share the same track at about the same time. Surely, the VIA Rail trains will be given priority since it is their track to begin with. The LRT trains will have to wait it out on a siding.
As I said at the beginning, it sounds better than it really is. Back to the drawing board!
Whereas I do not think
Whereas I do not think that's what MB6-821 you mean by "temporary duplicate systems", it is clear that construction and operation of parallel BRT and LRT transit systems will last more than MB6-822 1 year, indeed, may, according to your phrase "during the construction of the Rapid Transit Network", last up to 2031 and beyond. That in my MB6-823 view cannot be considered temporary and I am curious how operating parallel BRT and LRT systems can be considered as "providing (cost) MB6-824 efficient public transit". But I am willing to be convinced otherwise.
Tunnel operator have
Tunnel operator have incurred 70-293 substantial losses. The single biggest component of user's gain has not, as originally expected, been in terms of travel time savings, but due to the transfer from producers cissp training. The longer-term evaluation of the project confirms the poor viability of the investment both in financial and cost benefit terms. Eurotunnel has in recent months been the focus of much itil certification media attention.
The disparity between the
The disparity between the most and least 70-683 populous states has grown since the Great Compromise, which granted each state equal representation in the Senate and a minimum of 70-685 three presidential Electors, regardless of population. In 1787, Virginia had roughly 10 times the population of Rhode Island, whereas today 70-686 California has roughly 70 times the population of Wyoming, based on the 1790 and 2000 censuses. Seats in the House of Representatives 70-693 are apportioned by population.