Short interruption studies have shown mixed results in sustaining viral suppression. Objective: Our objective is to evaluate mcse certification virologic control, CD4 counts, and pt. preferences in those with sustained viral mcdst suppression who change from daily antiretroviral therapy to a 5-day on/2-day off (5/2) treatment schedule. This schedule was chosen to minimize the risk of viral escape with brief interruptions while maximizing microsoft training adherence by mimicking a typical 5-day work week, with a 2-day weekend. This approach also decreases ARV exposure and cost by 28%. Methods: Ongoing, non-randomized, open label study...

I'll attempt to explain my reasoning behind the routes I chose. First, I'll mention a bit about my background. I don't actually live near Ottawa, I live in Calgary, where I attend a Geomatics program at SAIT. I'm dependent on the Calgary C-train for travel, which helped start my interest in Transit Planning. So, I'm not completely familiar with Ottawa in person, but I do have the example set by Calgary's very successful LRT system to compare to. I have been keeping up with the attempts to plan the O-train more or less since they began to plan extensions of the Pilot Project (as well as plans for all the other Canadian Cities' Rapid Transit Systems.)

O-train central route and Barrhaven route:

I agree with Friends of the O-train that it would be cheaper to extend the current O-train instead of replacing it, as well as extremely inconvenient to close it for three years. Fast, convenient travel from outlying suburbs to the downtown core and to the universities is one of the things that gives Calgary's LRT its extremely high ridership. Therefore, I propose direct routes from Barrhaven and the new communities at Leitrim and Riverside South to the downtown core, using railway corridors. Buses in those communities, as well as Park and Ride lots, collect passengers from around the community to stations in the centre of the community, The current FOTO plan doesn't directly access Riverside South or South Leitrim, which would lower potential ridership.

The lines would serve south central Ottawa, which already provides plenty of riders for the existing o-train, as well as Carleton University. It would also serve the Riverside South and Leitrim suburban communities, which are separated from the rest of Ottawa by the Greenbelt. A people mover-type LRT would access the Airport from either South Keys or a station at Lester. My plan has the central route divert from the railway to Albion Road near Leitrim Road, because otherwise I think it would be inconvenient for the new community there if the LRT is a kilometer inside the greenbelt, away from the suburb. I welcome input on this idea, and whether it's actually feasible.

E-LRT:

I agree that this the most convenient way of serving downtown that won't cost a fortune. The benefit of removing buses from Albert and Slater is also a very good reason. Trains from major Transit Terminals at Bayview and Hurdman could run through the downtown at frequent intervals. Some people seem to think that transferring at these terminals would be very inconvenient, but it's very common amongst transit systems in the world, for example the Bloor-Danforth Subway in Toronto, and the Millennium Line In Burnaby/Vancouver (not to mention the very common use of bus terminals). The University of Ottawa would be a major trip generator.

I've included a westward extension along the existing Transitway and Richmond Road for the future, if necessary, to provide better transit access for that part of Ottawa, and to provide a more direct link for Kanata travelers. It may be too expensive to justify extending E-LRT along this entire corridor, however. I welcome input on this idea, and whether it's actually feasible.

In order to connect with the most convenient route for the east LRT, my proposal has the E-LRT extending south from Hurdman to the Hospital lands. This would be the same as the FOTO proposal. An extension to Walkley along the corridor I understand is set aside for a new arterial road, seems logical to improve transit access for Alta Vista and the areas south of it. This would be a 2-3 station extension, presumably in the median of the arterial road. See the East-West LRT section for more on this (including a change I thought up for the east LRT in this area).

A subway should only be built downtown if proven necessary, in the future after there is an existing, already-proven city LRT system. Calgary did not need a downtown subway for the first two decades of its existence, though now the existing downtown infrastructure is at capacity and close to over capacity. I find the fact that they are actually performing a study for a subway right now, unwise.

East-West LRT:

LRT to and from the suburbs and other central areas (such as the former cities of Kanata and Orleans) is important to a successful transit system. Kanata and Orleans seem to be the most logical places to connect to downtown and central Ottawa with Rapid Transit, due to their distance and greenbelt separation.

Kanata: The large OCRR rail corridor seems to be the best place to build an inexpensive LRT (using the same diesel system as the existing O-train). Bus connections at stations at the major roads crossing the corridor would bring some riders, as well as park-and-rides constructed in the empty railway corridor; however I expect Kanata to provide more riders than western Ottawa, as the distance by bus and car to downtown is going to make a lot of riders use those methods of transportation. Still, the railway corridor is within walking distance of Residential and Commercial areas. Connection to the Transitway (and possible future LRT) at Woodroffe would bring some riders from the former city of Nepean area. A station at Richmond Road and the 416 would serve Bells Corners and the Hospital there. The LRT would switch to the 417/Queensway corridor in the Greenbelt, and follow that corridor through Kanata. There are existing Transitway stations on that corridor with Park-and-Rides that could be used for the LRT. At Scotiabank Place, the large parking lot could also be used as a Park and Ride, and if necessary the LRT would turn south to Hazledean Road for a Terminal station for Stittsville.

Orleans: The LRT would follow the railway line/Transitway beside Riverside Drive, and in my original proposal would have used the empty land north of the Hospitals to connect to Innes Road. However, after re-reading the FOTO Hospital proposal and the effects of vibration/noise on the Hospital, I think it would be better to have the east line continue following the railway tracks to the Hurdman Terminal, the VIA rail station, and back down to Innes. Or, it could follow the existing Transitway from Train station to Blair Station, and then turn south at Blair to Innes. The Blair route would serve areas already served by the Transitway (thus already providing riders), but I don't know if it would be convenient to rebuild the Transitway. This part of the proposal, I just thought up now, so I haven't researched the possibilities. Please, feel free to add input.

The line would follow Innes Road and the Blackburn Bypass around Blackburn Hamlet, and south with the future Bypass near Navan Road, and thus through the future residential developments in this corridor (as well as the commercial/industrial ones near Mer Bleue Road). The line would follow the corridor reserved for rapid transit to Trim Road, and possibly farther in the future. I would connect the Orleans part of Transitway to the east line.

I welcome all input, criticism, and comments, with the hopes that this will further the ideas for the ultimate LRT system in Ottawa. Whenever it is built, I will travel there to ride it.

Matt "Keyo" Alcock, Transit Planning Hobbyist