Report to/Rapport au:

Transit Commission /

Commission du transport en commun

13 April 2011 / le 13 avril 2011

Submitted by/Soumis par: Alain Mercier, General Manager/Directeur général

Transit Services/Services du transport en commun

Contact / Personne-ressource: Pat Scrimgeour, Manager/Gestionnaire

Transit Service Design/Conception des services du transport en commun

613-842-3636 ext. 2205

Ref N°: ACS2011-ICS-TRA-0011

SUBJECT: Network Optimization  RECOMMENDED ROUTE CHANGES OBJET : OPTIMISATION DU Réseau  MODIFICATIONS RECOMMANdées à apporter AUX CIRCUITS

REPORT RECOMMENDATION

That Transit Commission approve the route changes described in Document 1, based on the proposals presented on March 23 and as modified based on the results of the public consultation.

RECOMMANDATION DU RAPPORT

Que la Commission du transport en commun approuve les modifications aux circuits décrites dans le document 1, fondées sur les propositions présentées le 23 mars et telles que modifiées en fonction des résultats des consultations publiques.

BACKGROUND

On March 8, 2011, Ottawa City Council approved the 2011 Budget, which included the budget envelope for Transit Services.

On February16, 2011, OC Transpo staff tabled the 2011 Business Plan, which included the approach for developing network optimization changes to support the savings sought in Budget 2011 and the long-term sustainability of the transit system.

The 2011 Business Plan provides the Transit Commission and Council with OC Transpos key initiatives and directions designed to help achieve the Citys long-term vision for service delivery, asset management and potential savings.

On March 23, 2011, OC Transpo tabled the Network Optimization Proposal Report, which outlined a number of network optimization proposals, and are designed to save $19.5 million annually ($6.5 million in 2011).

The proposals were separated into four categories:

Unchanged Routes / Enhanced Routes: This category encompasses the vast majority of customers trips. Most customers will experience no change at all with respect to service. Some trips will be enhanced through greater frequency. Some routes will be extended, where required, into new areas of the City.

Consolidation of Routes: Throughout the City, a number of routes have evolved to cover identical ground for large portions of their journey. In some cases, two or three routes run parallel to one another or run very close together. These routes are candidates for consolidation. For example, instead of having two underused buses serving the same customers, the new design will have one better used route. This category of change will have almost no effect on walking distance to access transit. While these changes will mean some adjustment for customers to determine which new route to take for their trip or commute, the result will be almost identical service with the realigned route structure.

Shortened Routes: Some bus routes follow indirect paths to shorten the walk for particular employment centres and neighbourhoods. Such routes have higher operating costs and longer travel times for customers. Service would be available by walking a short distance further to catch the bus for customers affected by these changes. Other routes can be shortened to avoid duplication of other routes or to remove sections with very low ridership.

Reduce Hours of Service for Low-ridership Routes or Route Sections : Some routes that carry a healthy number of users during peak periods drop off dramatically between peak periods yet continue to run at the same frequency. Others routes have specific sections with very low ridership. These routes starve the rest of the system of valuable resources that could be better deployed in high ridership areas. Where ridership at off-peak times is very low, consideration will be given to eliminating off-peak service or to discontinuing service to sections of the route.

Changes are necessary to support a transit system that is sustainable in the long term. The service changes being proposed will ensure that the transit system will be able to properly fund capital and operating costs while limiting its share of the 2011 tax increases to 2.5 percent. If these changes are not made, the transit service will require a significant increase in property tax support in subsequent years.

The proposed changes are supported by Council policies for network coverage and the revenue/cost ratio. They are also supported by the recent peer review of OC Transpo by the American Public Transportation Association (APTA).

DISCUSSION

OC Transpo strives to provide quality transit options throughout its service area that are as convenient to as many people as possible. A balanced system provides attractive transit options to as many customers as possible in an economically sufficient way.

The current route network design exceeds the Council-approved policy standard that 95 percent of the population be within a five-minute walk of transit service during peak periods and within a ten-minute walk at off-peak times. The current network also includes a number of routes that are indirect or have sections that duplicate other routes. These characteristics stretch the resources of OC Transpo and result in lower productivity and higher costs. These inefficient parts of the route network are not only costly but also little-used by customers. Applying the norms and best practices of more efficient transit systems will reduce costs significantly without reducing system ridership.

Budget 2011 calls for this network inefficiency to be addressed and for an improved network design to be implemented. The vast majority of transit usersapproximately 95 per cent will experience either no change or an improvement in the overall service they use through better reliability and more direct routing.

The customers travel experience is made up of a number of elements:

1. The time it takes to walk to a bus stop;

2. The time it takes to wait for a bus;

3. In-vehicle travel time;

4. The number of times a transfer is needed; and

5. Overall reliability of service.

Though most of the route changes would increase walking distance or increase the number of transfers, many of the customers who are affected by those changes would also receive the benefits of a shorter waiting time or a shorter in-vehicle travel time.

These changes to the route network will dramatically improve productivity. In addition, these changes will reduce upward pressure on fares and taxes, and put the transit network on a sustainable footing that is consistent with the proposed budgets for 2011 and future years.

Where routes are being consolidated, the combined routes will often operate more frequently than they do today to provide sufficient capacity. At certain times of day, or in areas with lower ridership, frequencies will remain the same as today, as the additional ridership can be accommodated within the existing capacity.

OC Transpo will continue to extend the route network into new areas as they are developed in accordance with service-for-growth standards. In fact, in 2011, there are some newly-built areas of the City which warrant route extensions. These expansions are recommended in this report as part of the revised network. Their costs are funded from the budgeted allocation for growth and do not form part of the $19.5 million in savings.

The number of customers on each trip on each route is measured continuously by OC Transpos automatic passenger counting system, which uses infrared detectors over the doorways of 10 percent of all buses, which are cycled over all trips. The number of customers boarding and disembarking is matched with the GPS location of the bus, to build up a database of the numbers of customers at all bus stops at all times of the week.

The operating cost saving (or added cost) of all routes and possible route changes is calculated from the number of trips that would be removed or shortened (or added or extended) and the number of minutes that would be removed (or added) for each trip. The number of hours of service removed (or added) is multiplied by the current variable cost per hour to calculate the cost savings (or added cost).

Changes Made as a Result of Consultations

Public consultation  discussing the proposals directly with customers, residents, Councillors and stakeholders  was a vital component of the final recommendations. The publics feedback has helped to improve the original proposal by addresses major areas of concern, such as better off peak access for seniors; access to institutions including schools, hospitals, places of worship and specific workplaces; and modified hours of service to provide trips after work or school in the evenings at key hubs. A number of specific changes were made from the list of proposals tabled on March 23. Those changes include:

· Adding a new Route 83 to serve Fisher, Viewmount, and Colonnade and connect with downtown, operating seven days a week (replaces part of the current Route 3);

· Adding a new Route 132 to serve Sunview, Belcourt, Grey Nuns, and Fortune and connect with Jeanne dArc and Place dOrléans Stations, operating during peak periods with limited midday, evening, and weekend service (replaces parts of the current Routes 32 and 131);

· Revising the current Route 165 to serve Penfield, Leacock, Varley, and Knudson and connect with Eagleson Station, operating during peak periods with limited midday service (replaces parts of the current Routes 65 and 68);

· Revising the current Route 140 to serve Southmore, Fielding, Walkley, and Springland and connect with Confederation, Heron, and Billings Bridge Stations, operating during peak periods, and revising Route 87 to serve Riverside between Walkley and Ridgewood, seven days a week;

· Retaining evening and weekend service on Route 5 and Route 16;

· Other revisions to Routes 4, 5, 6, 18, 34, 61, 62, 93, 104, 105, 106, 111, 127, 134, 144, 150, 151, 152, 156, 157, 164, 166, 168, 182, and 221, as detailed in Document 1; and

· Retaining periods of service that had been proposed for removal on Routes 106, 131, 127, 129, 134, 149, 151, 152, 161, 166, and 171, as detailed in Document 1.

Updated route change recommendations can be found in Document 1. For each package of recommended route changes, the document described the route changes that would be made (differences from the current routes after the April 17 service changes), the benefits and inconvenience for customers, the estimated cost savings, and a summary of the changes that have been made since the proposals issued on March 23  either as a result of customer feedback or as a result of other considerations.

Document 2 provides a summary of all of the customer feedback, grouped by proposal.

Document 3 lists the cost savings of the recommended route changes, adding to a sum of $19.5 million per year, and thus meeting the budget directions approved by Council.

Document 4 provides maps of the recommended route changes.

RURAL IMPLICATIONS

The recommended change to Route 232 would increase the distance from the nearest bus stop for customers east of Vars.

CONSULTATION

Public consultation was a key component in developing the final recommendations for the network optimization plan. Recognizing the importance of public input, OC Transpo developed a comprehensive suite of communication and consultation resources that allowed all customers and residents to voice their opinion, including public meetings, customized online comment forms at octranspo.com, as well as an email address, mailing address and customer service.

Information on the specific proposals for route changes were made available through a number of venues, including, OC Transpos website, Ottawa.ca, advertisements in daily and community newspapers, take-ones on the bus and public service announcements.

For ease of use, OC Transpo developed a customized comment form that enabled customers to provide feedback on the particular proposal(s) that affects them. This ensured that the incorporation of customer feedback into the proposed network optimization plan was targeted and specific. Approximately 6,500 comments were received either on-line through octranspo.com (5,067), on comment sheets filled out at the public open houses (620), through the OC Transpo customer service office (468), or forwarded to OC Transpo through Councillors offices (450). There were also 16 petitions received, with a total of 4,102 signatures.

Five city-wide public open houses were scheduled to allow the public a direct link to staff. Approximately 1,100 people attended these events, which included staff presentations, map displays and a Q&A session. Their comments are incorporated into the summary of customer feedback in Document 2.

In addition, staff attended advisory committee meetings (Environmental Advisory Committee, Seniors Advisory Committee and Accessibility Advisory Committee), stakeholder groups such as Ottawa Community Housing and City for All Women Initiative (CAWI), and several public meetings organized by Councillors.





COMMENTS BY THE WARD COUNCILLOR

This is a City-wide report.

LEGAL/RISK MANAGEMENT IMPLICATIONS

There are no legal/risk management impediments to implementing the recommendations in this report.

CITY STRATEGIC PLAN

Network optimization directly and indirectly supports the following objectives of the Strategic Plan.

A1. Improve the Citys transportation network to afford ease of mobility, keep pace with growth, reduce congestion and work towards modal split targets.

I4. Become a financially sustainable city

TECHNICAL IMPLICATIONS

NA

FINANCIAL IMPLICATIONS

The proposed service changes as proposed recommended in this report have been incorporated into the final 2011 tax supported transit services budget and also the transit 2011 Business Plan. A total of $6.5 million of savings is estimated from the proposed service changes in 2011, which will be required for OC Transpo financial results to adhere to the budget. In 2012 these same changes will allow for savings of $19.5 million, which will allow OC Transpo to operate without supplementary bridge financing and limit tax increases to ratepayers.

SUPPORTING DOCUMENTATION

Document 1  Recommended Route Changes

Document 2  Summary of Customer Feedback

Document 3  Summary of Cost Savings

Document 4  Maps (Issued separately)





DISPOSITION

Staff will begin preparation to implement the network optimization changes beginning on September 4, 2011.

As part of the preparation, a comprehensive communication plan will be developed to engage and inform customers of OC Transpo, residents and stakeholders. All information will be provided in French and English.





OC TRANSPO

DOCUMENT 1

RECOMMENDED ROUTE CHANGES





DOCUMENT 1

RECOMMENDED ROUTE CHANGES

CENTRAL ROUTE CHANGE RECOMMENDATIONS

Revised service on Preston

Changes to Routes 3 and 85; New route 185

Route changes

· Route 85 would be changed to operate on Preston, instead of Bronson, between Albert and Carling, with service on Bronson provided by Route 4.

· This would replace this part of Route 3, which would no longer operate.

· Service eastbound on Carling between Preston and Bronson would be provided by revised Routes 101 and 102; westbound trips on these routes would continue to connect Bronson with Carling via Raymond and Booth.

· New Route 185 would provide summer weekend service from downtown to the Agriculture Museum.

· Service would be removed from a portion of Prince of Wales north of Baseline through the Experimental Farm.

Effects on customers

· No effect on customers travelling between Preston and downtown.

· Approximately 200 customers each day travelling between Preston and points south of Carling may have an additional transfer, depending on their trip origins and destinations.

Estimated cost savings

· $1.1 million per year (combined with Bronson change)

Revised service on Bronson

Changes to Routes 4, 85, 101, and 102

Route changes

· Route 4 would operate on Bronson and Albert/Slater between Hurdman Station, Carleton University and downtown.

· This would replace the section of Route 85 on Bronson between Albert and Carling.

· Route 85 would be changed to operate on Preston.

· Eastbound trips on Routes 101 and 102 would be changed to operate on Carling between Booth and Bronson, instead of via Booth, Orangeville, Bell, and Powell.

· Service to and from the bus terminal on Catherine would be available on Routes 1, 7, 101, and 102. Routes 1 and 7 on Bank Street make a connection to and from downtown. Route 7 on Bank Street makes a connection to and from Carleton University. Routes 101 and 102 on Catherine make a connection from St. Laurent and Hurdman Station, to Carling Avenue, and to Bayshore Station (note that this is an easy connection only for westbound trips).

Effects on customers

· Approximately 250 customers each day using the stops on Booth would have a longer walk.

· Approximately 700 customers each day using stops on Catherine, Chamberlain, and Kent would have a longer walk or may be able to use Routes 101 and 102.

Estimated cost savings

· Combined with Preston change, noted above.

Changes made to proposal based on public consultation

· Route 4 would continue to operate to Hurdman Station. There would be no separate Route 104.

Revised service at Tunneys Pasture

Changes to Routes 6, 82, 176; New Routes 41, 107

Route changes

· New Route 107 would connect the internal roads of Tunneys Pasture and the section of Parkdale north of Scott with Tunneys Pasture Station. This route would operate frequently in peak periods and every 30 to 60 minutes at other times of the week.

· Route 6 would be shortened to end at Carling and Holland instead of Tunneys Pasture, and would be renumbered to be part of Route 5.

· Route 82 would be shortened to end at LeBreton Station, instead of Tunneys Pasture, and would be renumbered Route 41.

· The trips north of Tunneys Pasture Station via Columbine and Parkdale on Route 176 would be removed.

Effects on customers

· Approximately 35 customers each day using the section of Route 6 west of Carling Station would have an additional transfer.

· A small number of customers who ride through from Alta Vista to the grounds of Tunneys Pasture on Route 82 would have an additional transfer.

Estimated cost savings

· The net savings from this package of changes is minimal; the savings on Routes 6, 82, and 176 would fund the improvements on Route 107.

Changes made to proposal based on public consultation

· Route 5 (current Route 6) extended to Carling and Holland, to serve Civic Hospital and improve connections for Tunneys Pasture.

· Longer hours of service on Route 107  midday, evening, and Saturday service added.

Revised service in Sandy Hill and Old Ottawa South

Changes to Routes 5, 16, 18, 316

Route changes

· Route 16 would be shortened to end at Elgin and Queen Elizabeth Driveway, instead of at the General Hospital, which would continue to be served by Route 106.

· The section of Route 5 between Billings Bridge Station and downtown would be renumbered and would operate as part of Route 18. Route 18 service on Main Street would be more frequent during peak periods, to replace the current Routes 5 and 16.

· Route 316 would be combined with Route 16 and would no longer operate as a separate route. Service on Chapel between Somerset and Rideau and on Wiggins would be removed.

Effects on customers

· Approximately 25 customers each day using the stops on Wiggins would have a longer walk.

· Approximately 500 customers each day using the section of Route 16 south of Lees may have an additional transfer, depending on their trip origins and destinations.

Estimated cost savings

· $998,000 per year

Changes made to proposal based on public consultation

· Route 5 would continue to operate on Laurier.

· Route 16 would continue to operate northbound on Range and southbound on Chapel between Somerset and Mann. Buses would not operate two ways on Chapel.

· Route 16 would turn around at Catherine and Metcalfe rather than on Lees, Main, and Greenfield, to retain two-way service on Lees.

· Route 18 would continue to operate on Rideau Street.

Shorter routes downtown

Changes to Routes 9, 12, 18, and 85

Route changes

· Routes 9 and 12 would turn around at Elgin evenings and weekends, instead of travelling to Bank Street. Service west of Elgin would still be provided by Routes 1, 2, and 7 on Wellington, Route 16 on Queen, and Routes 4, 18, 85, 86, 87, 94, 95, 96, 97, and 98 on Albert/Slater.

· The section of Route 18 west of Elgin to Bayview Station would be removed at all times of the week. Service on Queen would still be provided by Routes 4 and 16. Service on Albert west of Empress would still be provided by Routes 16 and 85.

· Route 85 would be shortened to end at Laurier Station, instead of Hurdman Station, late evenings and weekends. Service east of Laurier Station on the Transitway would still be provided by Routes 86, 87, 94, 95, 96, 97, and 98.

Effects on customers

· Customers travelling to the sections of downtown that are no longer served directly would need to transfer.

Estimated cost savings

· $773,000 per year

Changes made to proposal since March 23  additional savings

· Route 18 would not operate west of Elgin, but would be connected instead with the current section of Route 5 between downtown and Billings Bridge.

Removal of former Communibus routes

Changes to Routes 153 and 306

Route changes

· Route 153 would be removed. Customers would still be served by Routes 1, 2, 4, 5, 6, 7, 14, and 85.

· Route 306 would be removed. Customers would still be served by Routes 1, 5, 7, 9, 12, and 14.

· The former Communibus routes were introduced in 1992, to bring small accessible low-floor buses into areas where there were higher numbers of residents with disabilities. At that time, all of the regular OC Transpo buses were high-floor buses. The original small buses have long since been retired, and these routes operate with low-floor 40-foot buses. By the fall of 2011, all OC Transpo buses will be accessible low-floor buses, and customers with disabilities who previously used the Communibus routes will be able to use any OC Transpo route. With the introduction of low-floor buses onto all downtown routes over the last decade, ridership on the former Communibus routes has declined, and the routes are now used only by customers making trips between particular locations not directly served by the other, more frequent routes.

· The other former Communibus routes are being combined with nearby routes. Route 316 is being combined with Route 16. The northern part of Route 156, once designated as Route 356, is being combined with Route 2.

· Buses would no longer operate on Beausoleil, Booth (Somerset to Poplar), Cartier, Heney, Poplar, Rochester (Poplar to Gladstone), Somerset (Bank to Cartier), and Wurtemburg.

Effects on customers

· Approximately 25 customers each day using Route 153 on Cartier, Somerset, or Rochester would have a longer walk.

· Approximately 10 customers each day using Route 306 on Heney and Wurtemburg would have a longer walk.

· Some customers may need to transfer.

Estimated cost savings

· $282,000 per year

EAST ROUTE CHANGE RECOMMENDATIONS

Revised service in Vanier

Changes to Route 5

Route changes

· Route 5 would be changed to follow a shorter and consistent route through Vanier.

· Buses would operate along Beechwood, Marier, Pères-Blancs, Montfort, and Granville/Alfred.

· Buses would no longer operate on Genest, Granville (Lavergne to Montfort), Lavergne, St. Charles, and Ste. Monique.

Effects on customers

· Approximately 500 customers each day would have a faster trip through Vanier.

· Approximately 640 customers each day would have a longer walk.

Estimated cost savings

· $350,000 per year

Changes made to proposal based on public consultation

· Route 5 would continue to serve Montfort Hospital.

Revised service to CSIS, NRC, and the Aviation Museum

Changes to Routes 12, 124, 127, 129, and 190.

Route changes

· Routes 12 and 124 would be rerouted to serve the bus stops on Ogilvie near City Park. Buses on these routes would enter and exit Blair Station via City Park instead of Blair Road.

· The section of Route 129 north of Montreal Road to the Aviation Museum would be reduced to operate one morning trip and one afternoon trip, to match work times at the museum, plus full service on summer weekends.

· Buses on Route 129 would turn around by following Carsons, Montreal Road, and Den Haag. This would provide new all-day service on Den Haag, which allows the removal of the section of Route 15 from la Cité collégiale to Blair Station.

· Route 15 would be renumbered as extra trips on Route 12.

· Route 190 would be removed. Customers travelling to locations at the NRC would be able to use Routes 12, 15, 123, and 129.

Effects on customers

· Approximately 115 customers each day travelling to/from locations at the NRC would have a longer walk.

· Approximately 200 customers each day would have a shorter walk.

· Some customers may have a slightly longer travel time.

· Some customers may have a longer walk.

Estimated cost savings

· $26,000 per year

Changes made to proposal based on public consultation

· Route 129 would provide trips to the Aviation Museum to match work start and finish times.

· Route 5 would continue to serve Montfort Hospital, and Route 129 would not.

Revised service in Overbrook

Changes to Routes 18 and 103

Route changes

· Route 18 would be rerouted to follow a shorter, more direct route through Overbrook via North River Road, Donald, Lola, Coventry, and Belfast.

· Service on Route 18 in the midday and early evening and in the off-peak direction during peak periods would be reduced from every 20 minutes to every 30 minutes.

· Route 103 would be removed. Customers travelling to locations on Coventry would be able to use Routes 9 and 18.

· Buses would no longer operate on Bernard, Frances, Prince Albert, Queen Mary, or Quill.

Effects on customers

· Approximately 925 customers each day using Route 18 would have a slightly longer walk.

· Approximately 110 customers each day using Route 103 would have a longer walk.

· Many customers will have a faster trip.

Estimated cost savings

· $1.2 million per year.

Revised service on Terminal, Belfast, and Industrial

Changes to Routes 121 and 125

Route changes

· Route 121 and the western part of Route 125 would be combined into one route.

· Buses would operate from Hurdman Station along Terminal, Belfast, Industrial, Innes, Star Top, Cyrville, Innes, and Blair to Blair Station.

· The combined route would run until 21:30 from Monday to Friday, 19:00 on Saturdays, and 18:30 on Sundays.

· Service would be removed from the section of Industrial west of Russell.

· The sections of Route 125 east of Blair Road would be replaced by Route 94 and the new Route 134.

· Service on St. Laurent would still be available on Route 114.

Effects on customers

· Approximately 250 customers each day using the section of Route 125 on Industrial west of Russell would have a longer walk.

· The reduction in the hours of service would affect approximately 180 customers each day from Monday to Friday (approximately 7 of whom would be beyond 800 metres from other service), 300 on Saturdays (30 of whom would be beyond 800 metres), and 300 on Sundays (50 of whom would be beyond 800 metres).

· Some other customers may need to transfer.

Estimated cost savings

· $429,000 per year

Changes made to proposal based on public consultation

· Service would be provided earlier in the morning on Sundays on the new Route 121.

Revised service in southeastern employment areas

Changes to Routes 191 and 192

Route changes

· Routes 191 and 192 would be combined into one route.

· Buses would operate from Hurdman Station along the Transitway, St. Laurent, Tremblay, Parisien, Michael, Newmarket, Old Innes, Sheffield, Walkley, Russell, Ages, Stevenage, Belgreen, and Russell.

· The sections of Route 192 on Blackwell and Lancaster would be removed.

Effects on customers

· Approximately 50 customers each day may have an additional transfer, depending on their trip origins and destinations.

· Approximately 35 customers each day may have a longer walk, depending on their trip origins and destinations.

Estimated cost savings

· $110,000 per year

Changes made to proposal based on public consultation

· Bus stops at the intersection of Walkley and Russell will be adjusted to allow for the easiest possible connections between Routes 112 and 192 for customers travelling from Elmvale to the southeastern employment areas.

Revised service to employment locations in the Greenbelt  East

Changes to Route 127; new Route 193

Route changes

· Route 127 would be shortened to operate only between St. Laurent Station and Blair Station.

· The section of Route 127 between Blair Station and Orléans, serving locations along St. Joseph between Bearbrook and Place dOrléans Station, would operate as a separate Route 193, with a limited number of trips.

· Route 193 would operate with one eastbound trip and one westbound trip in the morning peak period, one round trip in the midday, and one westbound trip in the afternoon peak period.

Effects on customers

· Approximately 40 customer-trips each day would have a limited choice of travel times.

Estimated cost savings

· $535,000 per year

Changes made to proposal since March 23  additional savings

· This is a new proposal, to achieve savings to fund the retention of the current hours of service on the western part of Route 127 and to reduce service on a section of the current Route 127 with very low ridership.

KANATA AND STITTSVILLE ROUTE CHANGE RECOMMENDATIONS

Revised service in Glen Cairn, Katimavik, and Bridlewood

Changes to Routes 61, 62, 63, 64, 167, and 169

Route changes

· Route 61 would be revised to operate along Abbeyhill and Carbrooke.

· Service on the section of Route 61 on Palomino would be reduced to only a limited number of trips in the morning peak period.

· Routes 62, 63, and 64 would be combined into one route.

· Buses on the combined Route 62 would operate along Rothesay, Glamorgan, Sheldrake, Castlefrank, McCurdy, Castlefrank, and Katimavik to Eagleson Station, then on to downtown.

· Route 167 would be removed. Routes 161 and 164 would be available on Eagleson.

· The section of Route 169 south of Eagleson Station would be removed. Routes 161 and 164 would be available on Eagleson.

Effects on customers

· Approximately 400 customers each day using the current Routes 62, 63, and 64 would have more frequent service.

· Approximately 185 customers each day using the current Routes 62, 63, and 64 would have a longer walk.

· Approximately 50 customers each day using the stops on Palomino outside the morning peak period would have a longer walk.

· Approximately 3 customers each day using Route 167 would have a longer walk.

· Approximately 20 customers each day using Route 169 would have an additional transfer.

Estimated cost savings

· $653,000 per year

Changes made to proposal based on public consultation

· Route 61 would operate on Abbeyhill and Carbrooke to reduce walking distances.

· Morning peak period service would be retained on Palomino.

· The combined Route 62 would operate on Sheldrake instead of that section of Castlefrank to reduce walking distances.

Revised service in Beaverbrook and Kanata Lakes

Changes to Routes 65, 68, 165, 168

Route changes

· Route 68 would be extended to serve Keyrock.

· Route 68 would be revised to operate via Terry Fox Station and Highway 417 en route to downtown.

· Route 168 would be rerouted to operate from Terry Fox Station along Kanata Avenue, Goldridge, Stikine, Kanata Avenue, Knudson, Beaverbrook, Teron, and Campeau, making a stop at Eagleson Station and continuing along Eagleson, Katimavik, and Kanata Avenue back to Terry Fox Station. Buses would run in both directions (clockwise and counter-clockwise) around this two-way loop.

· Route 165 would be revised to add new peak-period service, to replace sections of Route 65 and 68. Buses would operate along Penfield, Leacock, Varley, Knudson, and Campeau to Eagleson Station. This route would operate Monday to Friday, every 30 minutes during peak periods, with two midday round trips.

· The section of Route 168 to Kanata North would be combined with the new Route 93.

Effects on customers

· Approximately 35 customers each day would have a shorter walk to the stops on Keyrock.

· Approximately 50 customers each day on the current Route 165 would have a longer walk to stops on Route 93 or Route 168.

· Approximately 50 customers each day using the section of Route 168 to Kanata North would have an additional transfer.

Estimated cost savings

· $205,000 per year

· The cost of the new service on Keyrock would be funded from the budget allowance for increased service to accommodate growth, and does not form part of the $19.5 million in savings.

Changes made to proposal based on public consultation

· The section of Route 68 on Campeau would be removed, and the route changed to operate on Kanata Avenue, to Terry Fox Station, and on Highway 417.

· A new peak-only Route 165 would be introduced, to operate on Penfield, Leacock, Varley, Knudson, and Campeau to Eagleson Station.

· Route 168 would not operate on Varley.

Revised service in Kanata North

Changes to Routes 101, 160, 169, 182; New Route 93

Route changes

· The new Route 93 would connect Kanata North to Bayshore Station at all times of the week, with a direct connection from Lincoln Fields Station in peak periods.

· This new route would replace Route 160, the section of Route 101 west of Bayshore Station, the section of Route 182 from downtown, and the section of Route 182 into Kanata North. (In the future, when a park and ride lot is established in Kanata North, Route 93 could operate directly to downtown during more time periods.)

· Buses would operate from Bayshore Station along Highway 417 to Teron Station, then along Teron, March, Solandt, Legget, Terry Fox, Helmsdale, Shirleys Brook, and Marconi to Klondike, turning around on Halton Terrace, Flamborough, and Terry Fox, then returning over the same route to Bayshore Station. (In the future, when the new recreation centre is built, Route 93 could be extended to turn around there.)

· In the morning peak period, trips would start at Lincoln Fields Station and operate along the Transitway to Bayshore Station, continuing into Kanata North. In the afternoon, trips would start in Kanata North and operate via Eagleson Station and Bayshore Station and on the Transitway to Lincoln Fields Station.

· Route 169 would be changed to operate in the morning from Eagleson Station along Teron March, Solandt, Leggett, and Herzberg. Afternoon trips would operate over the reverse route. The section of Route 169 south of Eagleson Station and the section from Kanata North to Bayshore Station would be removed.

· Route 182 would continue to operate from Lincoln Fields Station through Bayshore Station to the former Nortel location, with some trips continuing on Carling to the Defence Research and Development Canada location at Shirleys Bay and to Herzberg.

Effects on customers

· Approximately 250 customers each day who use the section of Route 101 west of Bayshore Station would have an additional transfer.

· Approximately 150 customers each day who use Route 160 would have a slight longer walk (50 of whom would be beyond 800 metres).

· Approximately 80 customers each day who would use the new Route 169 would have an additional transfer.

Estimated cost savings

· $539,000 per year

Changes made to proposal based on public consultation

· The routing of Route 93 in Kanata North would be expanded, to bring more customers within a convenient walking distance.

· The downtown trips of Route 93 would be cut back to Lincoln Fields Station.

· Certain trips on Route 182 would be extended to Carling and Herzberg, to provide additional service to that part of the employment area.

Further evaluation to be conducted

· As the details of the route schedules are being prepared, staff will examine whether some of the trips on Route 93 to and from Lincoln Fields can be combined with out-of service bus trips on the Transitway to improve connections.

Improved service in Stittsville

Changes to Routes 96, 163, and 262

Route changes

· Route 163 would be extended along West Ridge to Fernbank.

· Route 163 would be rerouted to operate via the intersection of Stittsville Main Street and Carp Road.

· The hours of service of Route 163 would be reduced to peak periods only.

· Trips in the morning peak period on Route 96 from Stittsville to downtown and trips in the afternoon peak period from downtown to Stittsville would be changed to bypass Terry Fox Station.

· The section of Route 163 on Beverly and to the Stittsville Arena would be removed.

· Service in the morning peak period on Route 262 would be increased to eight trips.

Effects on customers

· Approximately 120 customers each day would have a faster, more direct trip to/from downtown.

· Approximately 2 customers each day using Route 163 stops on Beverly would have a longer walk, and approximately 85 customers each day using Route 163 outside peak periods would have a longer walk.

· Approximately 650 customers each day would have more frequent service.

· Approximately 50 customers each day would have a shorter walk to service.

· Approximately 65 customers each day would have a longer walk or a transfer to trips that serve Terry Fox Station.

Estimated cost savings

· $290,000 per year

Improved service to Palladium and Huntmar

Changes to Routes 163 and 263

Route changes

· Route 263 would be changed to operate along Huntmar instead of along Terry Fox to serve a possible park and ride lot at Palladium and Huntmar.

· Route 163 would be changed to operate along Silver Seven instead of along Terry Fox.

Effects on customers

· Customers on Huntmar would have more frequent service.

Estimated cost

· No change in costs.

Changes made to proposal since March 23  changes not recommended

· No changes would be made to Routes 96 and 183 at this time.

ORLÉANS AND CUMBERLAND ROUTE CHANGE RECOMMENDATIONS

Revised service on Orléans Boulevard and vicinity

Changes to Routes 23, 31, 32, 34, 125, 131, and 133; New Route 134

Route changes

· Route 31 would be rerouted to operate from Innes at Viseneau, along Viseneau, to Meadowglen, and its regular routing to downtown.

· Route 34 would be changed to operate from Innes along Pagé, Renaud, Joshua, Saddleridge, Navan Road, Orléans Boulevard, Longleaf, Orléans Boulevard, and Fortune to Jeanne dArc Station, then on to downtown.

· New Route 134 would operate from Renaud along Joshua, Saddleridge, Pagé, Creek Crossing, Longleaf, Orléans Boulevard, and St. Joseph to Place dOrléans Station. This route would operate until 21:30 from Monday to Friday, until 19:00 on Saturdays, and until 18:30 on Sundays.

· New Route 132 would operate from Des Épinettes along Sunview, Belcourt, St. Joseph, Grey Nuns, Jeanne dArc Station, Fortune, Orléans Boulevard, and St. Joseph to Place dOrléans Station. This route would operate every 30 minutes during Monday-Friday peak periods, with two midday round trips Monday-Friday, two evening trips Monday-Friday, four round trips on Saturdays, and three round trips on Sundays.

· Route 23 would be combined with Route 34.

· The section of Routes 32 and 131 on Sunview and Belcourt and the section of Routes 32 and 127 on Grey Nuns would be replaced by Route 132.

· The section of Route 125 in Chapel Hill South and on Orléans Boulevard would be combined with the new Route 134, and the hours of service would be reduced.

· The section of Route 127 on St. Joseph east of Orléans Boulevard would be combined with the new Route 134.

· The section of Route 131 along Youville, Forest Valley, Meadowglen, Viseneau, and Innes would be combined with Route 130.

· Route 133 would be replaced by the revised Route 34 and the new Route 134.

· Buses would no longer operate on Navan Road west of Orléans Boulevard, on Beauséjour, or on Boyer.

Effects on customers

· Approximately 95 customers each day on Sunview and approximately 40 customers each day on Grey Nuns during peak periods would have an additional transfer.

· Approximately 25 customers each day on Sunview and approximately 40 customers each day on Grey Nuns at off-peak times would have a longer walk.

· Approximately 50 customers each day on Beauséjour would have a longer walk.

· The reduction in the hours of service would affect approximately 200 customers each day from Monday to Friday (approximately 22 of whom would be beyond 800 metres from other service), 310 on Saturdays (20 of whom would be beyond 800 metres), and 245 on Sundays (25 of whom would be beyond 800 metres).

· Some customers would have a shorter walk and new all-day service.

Estimated cost savings

· $672,000 per year

Changes made to proposal based on public consultation

· Route 132 added to provide service on Sunview, Belcourt, and Grey Nuns.

· Service would be provided earlier in the morning on Sundays on the new Route 134.

· Routes 34 and 134 would be changed to provide service on Pagé and Longleaf.

Further evaluation to be conducted

· As the details of the route schedules are being prepared, staff will examine possible changes to the start time of the eastbound trips on Route 95 that operate via St. Joseph between Jeanne dArc and Place dOrléans Stations.

Improved service in southern Orléans

Changes to Routes 22, 33, 130, 131, and 135; New Route 113

Route changes

· Route 33 would be extended along the new section of Blackburn Hamlet Bypass between Mer Bleue and Trim.

· Buses on Route 33 would operate from Millennium Station along Trim, Montmère, Blackburn Hamlet Bypass, Mer Bleue, and Jeanne dArc to Jeanne dArc Station and on to downtown.

· The new Route 113 would operate from Millennium Station along Trim, Montmère, Blackburn Hamlet Bypass, Mer Bleue, and Jeanne dArc to Jeanne dArc Station and on Road 174 to Blair Station. This route would operate all day, seven days a week.

· Route 135 would be extended along Lakeridge to Harvest Valley.

· The section of Route 22 on Montmère would be replaced by Route 33, which would provide more frequent service with a shorter travel time to downtown.

· Route 130 would no longer operate along Jeanne dArc between Youville and Des Épinettes; this section would be served by the new Route 113.

· The section of Route 131 along Youville, Forest Valley, Meadowglen, Viseneau, and Innes would be combined with Route 130.

· Until the section of the Blackburn Hamlet Bypass between Mer Bleue and Tenth Line is complete, Routes 33 and 113 would detour temporarily along Innes and Tenth Line.

Effects on customers

· Some customers south of Innes would have a shorter walk to new all-day service and improved connections.

· Approximately 250 customers each day would have a faster trip to downtown with more frequent service.

· Approximately 200 customers each day would have a longer walk or a transfer.

Estimated cost

· $721,000 per year

· This is a cost that would be funded from the budget allowance for increased service to accommodate growth, and does not form part of the $19.5 million in savings.

Revised service in Orléans north of Road 174

Changes to Routes 34, 37, 38, 39, 130, and 131

Route changes

· Route 34 would be changed to operate along Orléans Boulevard and Fortune to Jeanne dArc Station and on to downtown, replacing the section of Route 39 on Fortune.

· Route 37 would be changed to operate along Bilberry, replacing a section of Route 39.

· Some trips on Route 38 would be extended to start at Trim Road and operate along North Service Road and Jeanne dArc, replacing that section of Route 39.

· Route 39 would no longer operate.

· Some trips on Route 130 would be changed to operate along Orléans Boulevard, St. Louis, and Hiawatha to Résidence St-Louis, replacing part of Route 131.

· The section of Route 37 on Décarie would be removed.

· The section of Route 131 on Fortune and Orléans Boulevard would be removed, but the new Route 132 would provide connections with Place dOrléans Station at certain times of the day.

Effects on customers

· Approximately 30 customers each day using the section of Route 37 would have a longer walk.

· Approximately 20 customers each day using the section of Route 131 on Fortune and Orléans Boulevard would have a longer walk.

· Some customers would benefit from more frequent service.

Estimated cost savings

· $291,000 per year

Changes made to proposal based on public consultation

· Route 132 added to provide additional service on Fortune and Orléans Boulevard.

Revised service in Vars

Changes to Route 232

Route changes

· Route 232 would be shortened to start on Rockdale at the north edge of Vars. Service east of Vars on Devine, Dunning, and Russell would be removed.

Effects on customers

· Approximately seven customers on Route 232 would have a longer drive to a park and ride lot.

Estimated cost savings

· $30,000 per year

Changes made to proposal based on public consultation

· The change to Route 221 in Cumberland Village is not recommended.

SOUTH ROUTE CHANGE RECOMMENDATIONS

Revised service in Blossom Park and Leitrim

Changes to Routes 40, 142, 144, and 197

Route changes

· Route 142 would be combined with Routes 40 and 144.

· The section of Route 40 on Lester and Davidson would be removed.

· The section of Route 142 on Albion between Bridlepath and Bank, and on Bank between Albion and Athans would be removed.

· Route 144 would operate along Queensdale, Bank, Athans, Sixth, Queensdale, and Conroy, instead of Bank Street between Queensdale and Conroy.

· Route 144 would be extended to Leitrim Station with the opening of the new section of Findlay Creek Drive through to Albion.

· Route 142 would no longer operate.

· Route 197 would no longer operate.

Effects on customers

· Approximately 45 customers each day now using Route 142 at stops on Rosebella or on Bank north of Athans would have a longer walk.

· Approximately 25 customers each day now using Route 197 would have a longer walk.

· Approximately 3 customers each day now using the section of Route 144 between Queensdale and Conroy would have a longer walk.

· Some customers would have improved connections at Leitrim.

Estimated cost savings

· $314,000 per year

Changes made to proposal based on public consultation

· Route 144 would operate via Bank, Athans, and Sixth to reduce walking distances in Blossom Park.

Revised service on Johnston and Tapiola

Changes to Routes 43 and 143

Route changes

· Route 43 would be rerouted slightly to serve the upper level of Greenboro Station for connections to rapid transit service and the O-Train.

· Trips on Route 143 westbound in the morning peak period and eastbound in the afternoon peak period would be combined with Route 43.

Effects on customers

· Customers on Albion between Johnston and Cahill would have a longer walk.

Estimated cost savings

· $85,000 per year

Changes made to proposal based on public consultation

· One additional eastbound trip would operate on Route 143 in the morning peak period to provide a connection to employment locations.

Revised service on Springland and Flannery

Changes to Routes 87, 140, and 146

Route changes

· Route 87 would be changed to operate on Flannery and Springland between Brookfield and Ridgewood at all times of the week.

· Route 140 would be changed to operate in peak periods only, from McCarthy, along Southmore, Fielding, Walkley and its regular route to Billings Bridge Station.

· The section of Route 87 on Riverside between Heron and Ridgewood would be removed.

· The sections of Route 140 on Thorndale and Southmore east of McCarthy and east and south of Walkley/McCarthy to South Keys Station would be removed.

Effects on customers

· Approximately 25 customers each day using the section of Route 87 on Riverside would have a longer walk.

· Approximately 40 customers each day using the section of Route 140 on Thorndale and Southmore east of McCarthy would have a longer walk.

· Approximately 600 customers each day on Springland and Flannery would have more frequent service and direct service available to downtown.

· Some customers would have a slightly longer trip.

Estimated cost savings

· $859,000 per year

Changes made to proposal based on public consultation

· Route 87 would operate on Riverside between Walkley and Ridgewood.

· Route 140 would continue to operate in peak periods to serve the southern section of Springland and to maintain current connections to Confederation Station and Brookfield High School.

· No change would be made to Route 146.

Revised services in Alta Vista

Changes to Route 88, 106, and 149

Route changes

· The section of Route 88 on Alta Vista between Heron and Bank would be removed. Route 88 would be replaced with extra trips on Route 8.

· Route 106 would be revised to operate at most times via the bus stop at the front entrance to the General Hospital. Buses would operate around the hospital ring road only during peak periods.

· Route 149 would be revised to operate from Elmvale along St. Laurent, Pleasant Park, and over its regular route to Hurdman Station. Service would no longer operate on Saunderson or Arch.

Effects on customers

· Approximately 40 customers each day on Alta Vista south of Heron would have a longer walk.

· Approximately 340 customers Monday-Friday, 140 on Saturdays, and 120 on Sundays who use the bus stops on the hospital ring road would have a longer walk.

· Approximately 85 customers Monday-Friday, 10 on Saturdays, and 10 on Sundays on Saunderson and Arch would have a longer walk.

Estimated cost savings

· $729,000 per year

Changes made to proposal based on public consultation

· The change to Route 106 is a new proposal, to achieve savings to fund the retention of the current hours of service on the eastern part of the route, to Elmvale.

· The change to Route 149 is a new proposal, to achieve savings to fund the retention of weekend service on the route.

Revised service on Clementine and in Heron Park

Changes to Routes 112 and 115

Route changes

· Route 115 would no longer operate.

· Route 112 would be rerouted along Bélanger, Clementine, and Heron, replacing this section of Route 115.

· Service south of Heron on Kaladar, Brookfield, and Clover would be removed.

Effects on customers

· Approximately 120 customers using the section of Route 115 south of Heron would have a longer walk.

· Approximately 80 customers using the Route 112 stops on Bank Street would have a longer walk.

· Some customers would have more frequent service and improved connections.

Estimated cost savings

· $224,000 per year

Changes made since March 23  correction

· Count of number of customers south of Heron corrected.

Revised service in Riverside South

Changes to Route 145

Route changes

· Route 145 would be removed. Route 99 would continue to provide service along Spratt.

Effects on customers

· Approximately 40 customers each day would have a longer walk.

Estimated cost savings

· $241,000 per year

SOUTHWEST ROUTE CHANGE RECOMMENDATIONS

Revised service in central Nepean

Changes to Routes 3, 4, 57, 111, 116, 117, 156, 157, 158, and 176; New Route 83

Route changes

· New Route 83 would operate between Colonnade and downtown, along Merivale, Viewmount, Fisher, Holland, and the Transitway. This route would operate at all times of the week, over the same hours of the day as Route 86 and the current Route 3.

· The sections of Routes 86 and 111 north of Baseline Station to Lincoln Fields Station would be removed.

· Route 111 would be revised to operate between Baseline Station and Billings Bridge Station, with some trips extended to Carleton University. Buses would operate along Meadowlands, Viewmount, Chesterton, Meadowlands, Prince of Wales, and Heron. The trips to Carleton University would operate on approximately the same frequency and at the same times as the current Route 117.

· Route 116 would be shortened to operate only as far west as Antares and Auriga. The section of Route 116 on MacFarlane and Merivale would be replaced by Route 176 and the section on Meadowlands would be repleaced by Route 86.

· Route 156 would be shortened to operate from Baseline Station along Woodroffe, Medhurst, Woodfield, and Merivale, turning around via Basil Macdonald, Grant Carman, and Viewmount. Service on Chesterton would be replaced by Route 111, and service on Merivale would be replaced by Route 176.

· Route 157 would be extended to start at Deakin and operate along Prince of Wales, Amberwood, Merivale, Slack, and over the regular route to Baseline Station.

· The peak-period trips on Route 176 which operate along MacFarlane and Amberwood would be changed to operate along MacFarlane and to turn around on Auriga, Antares, Hunt Club, Prince of Wales, and Deakin, to return west on MacFarlane. These trips would also operate in the midday, increasing Route 176 service on Merivale north of MacFarlane to every 15 minutes. The section of Route 176 on Amberwood would be replaced by Route 157.

· The section of Route 3 on Colonnade, Merivale, Viewmount, and Fisher would be replaced by the new Route 83. Customers travelling to Preston could transfer to Route 85 at Carling and Holland. The section of Route 3 on Meadowlands and Prince of Wales would be replaced by the revised Route 111. Customers travelling to downtown could transfer to Transitway services at Billings Bridge Station, and customers travelling to Carleton University would have direct trips at most times or at other times could transfer to Route 4 at Billings Bridge Station.

· Route 57 would be replaced by parts of Routes 83, 86, and 111.

· Route 158 would no longer operate. The section on Prince of Wales north of Meadowlands would be replaced by Route 111. Service on Prince of Wales between Meadowlands and Fisher would be removed. Customers travelling between Hurdman Station and Colonnade could transfer from Route 118 to Route 83 at Baseline/Fisher.

Effects on customers

· Approximately 900 customers each day on Meadowlands east of Fisher and Prince of Wales between Meadowlands and Baseline and travelling to or from downtown would have an additional transfer. These transfers would principally be made at Billings Bridge Station to service on the Transitway or at Fisher/Meadowlands to Routes 83 and 86.

· Approximately 1000 customers each day who use Route 116 to travel to or from locations west of Antares would have an additional transfer.

· Approximately 300 customers each day who now use Route 117 from stops on Meadowlands between Viewmount and Chesterton would have an additional transfer.

· Approximately 50 customers each day on the section of Prince of Wales between Baseline and Carling would have a longer walk.

· Approximately 20 customers each day on the section of Prince of Wales between Meadowlands and Fisher would have a longer walk.

· Customers travelling from Amberwood who are travelling to points along the Transitway would have a shorter travel time. Those travelling to points along Merivale would have an additional transfer.

Estimated cost savings

· $2.6 million per year

Changes made to proposal based on public consultation

· New Route 83 added to replace the southern part of the current Route 3 and to provide supplementary service to Route 86 to and from downtown via Fisher and Holland.

· Route 111 revised to provide a connection at Billings Bridge Station and direct service to Carleton University.

· Route 157 extended to replace the section of Route 176 on Amberwood

Further evaluation to be conducted

· The location of bus stops will be reviewed and adjusted where possible at intersections where customers may transfer, and shelters will be installed where physically possible to serve common connections.

Revised service in Manordale and Trend-Arlington

Changes to Routes 172, 173, and 174

Route changes

· Route 172 would be changed to operate along Craig Henry, Greenbank, Bellman, McClellan, and Banner in both directions at all times, replacing part of Route 174. Route 172 would also be changed to operate along Majestic, Newhaven, Knoxdale, and Craig Henry on westbound trips in the morning peak period, eastbound trips in the afternoon peak period, and all trips at other times, also replacing part of Route 174.

· Route 173 would be changed to operate along Knoxdale instead of West Hunt Club.

· Route 174 would be changed to operate from Greenbank along Gibbard, Knoxdale, Newhaven, Majestic, and Woodroffe to Baseline Station. Route 174 would operate only to Baseline Station in the morning peak period and from Baseline Station in the afternoon peak period.

· The section of Route 174 north of Baseline Station to Carlingwood would be replaced by Route 87.

Effects on customers

· Approximately 225 customers each day using Route 174 north of Baseline Station would have an additional transfer.

· Approximately 600 customers on Route 172 would have a longer trip.

· Some customers would benefit from new connections to Carlingwood or Bayshore Station.

Estimated cost savings

· $473,000 per year

Changes made to proposal based on public consultation

· Route 173 to operate along Knoxdale and not Majestic to improve connections at Woodroffe.

· Later southbound service would be provided on Route 173 in the afternoon peak period.

WEST ROUTE CHANGE RECOMMENDATIONS

Revised service to Bells Corners and Crystal Beach

Changes to Routes 97, 152, and 166

Route changes

· Route 97 would be extended from Bayshore to Bells Corners, replacing part of Route 166. Buses would operate from the Airport, through downtown and Bayshore Station, and continue along Holly Acres and Richmond Road, through Queensway-Carleton Hospital, then along Baseline, Richmond Road, Seyton and Westcliffe to Robertson, turning around on Fitzgerald and Moodie.

· Route 152 would be rerouted through Queensway-Carleton Hospital instead of through the intersection of Baseline and Richmond Road.

· Route 152 would be combined with Route 166 and would continue to operate through Bayshore Station and Crystal Beach to the former Nortel location and to Grandview in peak periods.

· The section of Route 97 on Woodridge north of Bayshore Station would be removed. Route 85 would still serve this street.

· The section of Route 166 on Cedarview, Bruin, Cassidy, Northside, Larkspur, Eaton and Lynhar would be removed. Service to Bell High School would continue on 600-series school trips during peak periods and on a special midday trip on Route 152.

· The section of Route 166 on Moodie between Fitzgerald and the former Nortel site would be removed. Connections from Crystal Beach to Bells Corners could be made either to Route 97 at Bayshore Station or to Route 97 or 118 near Queensway-Carleton Hospital.

Effects on customers

· Approximately 215 customers each day using the section of Route 166 on Bruin, Cassidy, Northside, Larkspur, Eaton and Lynhar may have a longer walk, depending on their trip origins/destinations.

· Approximately 310 customers each day using the section of Route 97 on Woodridge would have a longer walk or an additional transfer.

· Approximately 55 customers each day using the section of Route 166 on Moodie would have a longer walk or an additional transfer.

· Approximately 12 customers each day using the stops on Route 152 at Richmond/Baseline may have a longer walk or an additional transfer, depending on their trip origins/destinations.

· Many customers would have more frequent service.

· Many customers would have a faster trip.

· Many customers would have fewer transfers and improved connections.

Estimated cost savings

· $321,000 per year

Changes made to proposal based on public consultation

· Route 166 combined with Route 152 to provide additional transfer connections to Bells Corners.

· Midday trip to Bell High School on Route 152 added .

Further evaluation to be conducted

· The details of 600-series school trips to Bell High School will be planned in co-operation with the school board and to complement the revised all-day routes in the area.

Revised service near Maitland, Churchill, and Kirkwood

Changes to Routes 150, 151, 155, and 187

Route changes

· Route 150 would be changed to operate between Lincoln Fields Station and Tunneys Pasture Station. Buses would operate from Lincoln Fields Station along the Transitway, Iris, Navaho, Erindale, Baseline, Clyde, Maitland, Woodward, Clyde, Carling, Churchill, Westboro Station, and Scott, to Tunneys Pasture Station . During the morning peak period, trips towards Tunneys Pasture Station would turn directly from Erindale onto Maitland, and during the afternoon peak period, trips towards Lincoln Fields Station would turn directly from Maitland onto Erindale, bypassing Baseline Road. Service would operate all day until 21:00 Monday to Friday, with one late evening trip, and all day until 19:00 on Saturdays. There would be no Sunday service.

· Route 151 would be changed to operate between Merivale/Clyde and Tunneys Pasture Station. Buses would operate along Clyde, Baseline, Merivale, Central Park, Merivale, Caldwell, Edgecliffe, Cavan, Raven, McBride, Laperrière, Kirkwood, Carling, Westgate Shopping Centre, Carling, Kirkwood, Richmond Road, McRae, Westboro Station, and over the current Route 151 to Tunneys Pasture Station. Trips towards Tunneys Pasture Station in the morning peak period and towards Merivale/Clyde in the afternoon peak period would bypass Westgate Shopping Centre. Service would operate all day until 21:00 Monday to Friday, with one late evening trip, and all day until 19:00 on Saturdays. There would be no Sunday service.

· The sections of Route 151 on Erindale, Navaho, and Iris would be replaced by Route 150.

· Route 155 would be replaced by the revised Route 151.

· The section of Route 156 on Maitland would be replaced by Route 150.

· Route 187 would be replaced by Route 150.

Effects on customers

· Approximately 300 customers each day would benefit from shorter walking distances to all-day service.

· The reduction in the hours of service on Iris, Navaho, and Erindale would affect approximately three customers each day from Monday to Friday (one of whom would be beyond 800 metres from other service), two on Saturdays (one of whom would be beyond 800 metres), and 30 on Sundays (five of whom would be beyond 800 metres).

· The reduction in the hours of service on Kirkwood would affect approximately 15 customers each day from Monday to Friday (approximately two of whom would be beyond 800 metres from other service), 11 on Saturdays (none of whom would be beyond 800 metres), and 60 on Sundays (two of whom would be beyond 800 metres).

Estimated cost savings

· $1.4 million per year

Changes made to proposal based on public consultation

· Route 150 extended to Tunneys Pasture Station via Scott.

· Route 151 to serve Westgate Shopping Centre on most trips.

Revised service on Dumaurier and in Queensway Terrace North

Changes to Routes 154, 172, and 173

Route changes

· Routes 172 and 173 would be changed to operate between Pinecrest Station and Bayshore Station along Dumaurier, Ramsey, Dumaurier, and Richmond Road.

· Route 154 would no longer operate. The section west of Pinecrest along Dumaurier would be replaced by Routes 172 and 173. The section east of Pinecrest through Queensway Terrace North would be removed.

Effects on customers

· Approximately 95 customers each day would have a longer walk.

· Approximately 170 customers each day would benefit from new connections.

Estimated cost savings

· $589,000 per year

Revised service to employment areas in the Greenbelt  West

Changes to Routes 179 and 188; New Route 180

Route changes

· The new Route 180 would operate from Bayshore Station to the Natural Resources Canada location on Haanel north of Timm, replacing the current Route 179. The section of Route 179 on Baseline would still be served by Route 118, and the section of Route 179 on Fitzgerald would be replaced by Route 97.

· The trip from Lincoln Fields Station on Route 188 to the Canadian Food Inspection Agency location north of Fallowfield would be replaced by a special trip on Route 170 from Fallowfield Station.

Effects on customers

· Approximately 5 customers each day would have an additional transfer.

Estimated cost savings

· $57,000 per year

Services to Carlingwood

Changes to Routes 2, 18, 87, 151, 156, and 174

Route changes

· Special trips would operate on Route 2 from Westboro Station, then along Churchill, Richmond Road, and Woodroffe to Carlingwood. There would be no change to the current service on Route 2.

· Special trips would operate on Route 2 from Lincoln Fields Station, through Lincoln Fields Shopping Centre, along Richmond Road, McEwen, and Ambleside, then along Richmond Road and Woodroffe to Carlingwood. There would be no change to the current service on Route 2.

· Route 87 would be extended at most times of the day from Carlingwood along Woodroffe to Baseline Station, replacing that section of Route 174. Route 87 would be more frequent than Route 174.

· The section of Route 18 west of Preston to Carlingwood would be removed. Customers on Richmond Road could use the special trips on Route 2. Customers would also be able to use Routes 16 and 87 for direct service to Carlingwood.

· The section of Route 156 between Lincoln Fields Station and Carlingwood via Ambleside would be replaced by the special trips on Route 2. The section of Route 156 on Lockhart would be removed.

· Customers who now use Route 151 to travel to Carlingwood would be able to transfer to Route 85 at Lincoln Fields Station. Customers who now use Route 156 to travel to Carlingwood from points near Meadowlands would be able to use Route 4 or Route 86 and transfer to Route 87 at Baseline Station. Customers who now use Route 174 to travel to Carlingwood would be able to transfer to Route 87 at Baseline Station.

Effects on customers

· Some customers may have a transfer.

· Approximately 100 customers each day would benefit from more frequent service on Route 87.

Estimated cost savings

· $284,000 per year

RECOMMENDED REDUCED HOURS OF SERVICE

Route 6

· Service would be reduced to operate in Monday-Friday peak periods only.

· Estimated cost savings approximately $226,000 per year.

· Effects on customers as shown in the table below.

· Note that Route 6 would be renumbered and operated as part of Route 5.

Section Time period Change Customers affected per day Entire Route Mon-Fri peak periods No change  Mon-Fri midday Service removed 270 customers in total No customers beyond 800 metres

Route 116

· Service would operate between Hurdman Station (during peak periods), Greenboro Station, and Antares/Auriga. The frequency of service in the midday and early evening and on weekends would be reduced to every hour.

· Service west of Antares/Auriga to Baseline Station and Nortel would be replaced by parts of Routes 86, 176, and 182.

· Estimated cost savings approximately $346,000 per year.

· Effects on customers as shown in the table below.

Section Time period Change Customers affected per day Hurdman and Greenboro to Antares/Auriga Mon-Fri peak periods Eastbound morning service removed 180 customers in total 15 customers beyond 400 metres Mon-Fri midday Limited trips  Mon-Fri evening Limited trips 120 customers in total 100 customers beyond 800 metres Saturday Limited trips 200 customers in total 180 customers beyond 800 metres Sunday Limited trips 120 customers in total 110 customers beyond 800 metres

Route 120

· Service would be reduced to operate only until approximately 20:00, Monday to Friday, with one late evening trip after retail closing time and evening classes. The service in the midday would be reduced to two trips. There would be no weekend service.

· Estimated cost savings approximately $725,000 per year.

· Effects on customers as shown in the table below.

Section Time period Change Customers affected per day Entire Route Mon-Fri peak periods No change  Mon-Fri midday Limited trips  Mon-Fri evening Last trips 20:00 plus late trip 190 customers in total No customers beyond 800 metres Saturday Service removed 480 customers in total No customers beyond 800 metres Sunday Service removed 270 customers in total No customers beyond 800 metres

Route 136

· Service would be reduced to operate in Monday-Friday peak periods only

· Estimated cost savings approximately $290,000 per year.

· Effects on customers as shown in the table below.

Section Time period Change Customers affected per day Entire Route Mon-Fri peak periods No change  Mon-Fri midday Service removed 350 customers in total No customers beyond 800 metres Mon-Fri evening Last trips 19:00 110 customers in total No customers beyond 800 metres Saturday Service removed 330 customers in total No customers beyond 800 metres

Route 137

· Service would be reduced to operate only until approximately 20:00, Monday to Friday, with one late evening trip after retail closing time and evening classes. The service in the midday would be reduced to two trips. There would be no weekend service.

· Estimated cost savings approximately $332,000 per year.

· Effects on customers as shown in the table below.

Section Time period Change Customers affected per day Entire Route Mon-Fri peak periods No change  Mon-Fri midday Limited trips  Mon-Fri evening Last trips 20:00 plus late trip 130 customers in total No customers beyond 800 metres Saturday Service removed 310 customers in total No customers beyond 800 metres Sunday Service removed 180 customers in total No customers beyond 800 metres

Route 149

· Service would be reduced to operate only until approximately 20:00, Monday to Friday, with one late evening trip after retail closing time and evening classes. The service in the midday would be reduced to three trips. There would be no change to weekend service.

· Estimated cost savings approximately $50,000 per year.

· Effects on customers as shown in the table below.

Section Time period Change Customers affected per day Entire Route Mon-Fri peak periods No change  Mon-Fri midday Limited trips  Mon-Fri evening Last trips 20:00 plus late trip 35 customers in total 2 customers beyond 800 metres Saturday No change  Sunday No change 

Route 151

· Service would be reduced to operate only until approximately 21:00, Monday to Friday and 19:00 on Saturdays. There would be no Sunday service.

· Cost savings are included in the change for Maitland, Churchill, and Kirkwood, earlier in this document.

· Effects on customers as shown in the table below.

Section Time period Change Customers affected per day Tunneys Pasture Station to Westboro Station Mon-Fri peak periods No change  Mon-Fri midday Limited trips  Mon-Fri evening Last trips 21:00 10 customers in total No customers beyond 800 metres Saturday Service removed 20 customers in total No customers beyond 800 metres Sunday Service removed 230 customers in total No customers beyond 800 metres

Route 161

· Service would be reduced to operate only until approximately 20:00, Monday to Friday, with limited late evening service. The service in the midday would be reduced to three trips. There would be no weekend service.

· Route 164 would be revised to cover the section of Route 161 on Abbeyhill, Castlefrank, Sheldrake, Glamorgan, and Rothesay on weekends.

· Estimated cost savings approximately $770,000 per year.

· Effects on customers as shown in the table below.

Section Time period Change Customers affected per day Entire Route Mon-Fri peak periods No change  Mon-Fri midday Limited trips  Mon-Fri evening Last trips 20:00 plus late trip 140 customers in total No customers beyond 800 metres Saturday Service removed 90 customers in total No customers beyond 800 metres Sunday Service removed 100 customers in total No customers beyond 800 metres

Routes 175 and 177

· Service on Route 175 would be reduced to operate during peak periods only, Monday to Friday.

· Service on Route 177 would be increased to operate every 30 minutes during the midday, evening, and on Saturdays

· No change in operating cost.

· Effects on customers on Route 175 as shown in the table below.

Section Time period Change Customers affected per day Entire Route Mon-Fri peak periods No change  Mon-Fri midday Service removed 170 customers in total 5 customers beyond 800 metres Mon-Fri evening Last trip 20:00 35 customers in total 3 customers Saturday Service removed 230 customers in total 12 customers beyond 800 metres Sunday No change 

Route 178

· Service would be reduced to operate only until approximately 20:00, Monday to Friday, with one late evening trip after retail closing time and evening classes. The service in the midday would be reduced to three trips. There would be no weekend service.

· Estimated cost savings approximately $76,000 per year.

· Effects on customers as shown in the table below.

Section Time period Change Customers affected per day Entire Route Mon-Fri peak periods No change  Mon-Fri midday Limited trips  Mon-Fri evening Last trip 20:00 plus late trip 45 customers in total 8 customers beyond 800 metres Saturday Service removed 120 customers in total 15 customers beyond 800 metres

Changes made to proposal based on public consultation

· Route 5  No reduction in hours of service recommended.

· Route 16  No reduction in hours of service recommended.

· Route 106  No reduction in hours of service recommended.

· Route 120  The number of midday trips would be set at two instead of three, to fund one midday trip on the new Route 132.

· Route 127  No reduction in hours of service on the section west of Blair Station recommended. Section east of Blair Station replaced by the new Route 193.

· Route 137  The number of midday trips would be set at two instead of three, to fund one midday trip on the new Route 132.

· Route 149  Saturday and Sunday service would be retained.

· Route 152  No reduction in hours of service recommended; service would operate only every hour in the evening and on weekends.

· Route 161  Route 164 would be revised on weekends to cover part of Route 161.

· Route 166  No reduction in hours of service recommended; service would operate only every hour in the evening and on weekends.

· Route 171  Midday and evening service would be retained.

PROPOSALS THAT ARE NOT RECOMMENDED

· Revised OC Transpo service in Gatineau

- The section of Route 105 north of Place du Portage to boulevard Sacré-Coeur had been proposed to be removed (estimated savings of $54,000 per year).

· Service from Orléans to Carleton University

- Some trips on the new Route 104 were proposed to be extended to provide direct service from Place dOrléans Station to Carleton University at times that express routes are not operating (estimated cost of $92,000 per year).

- This proposal will be re-examined in future years.





OC TRANSPO

DOCUMENT 2

SUMMARY OF CUSTOMER FEEDBACK



