The O-Train figures prominently in two of the four proposed transit plan options.
After weighing in on the city’s transit proposal, Ottawa’s two downtown councillors say they support the option that would see the Transitway and O-Train converted to electric trains and a tunnel dug for downtown service.
“It’s the best long range plan,” said Somerset Ward Coun. Diane Holmes. “It’s the least polluting, it’s the least costly to operate.”
That option would also extend the current O-Train and bus routes. According to the city, it has the lowest annual operating cost and lowest emissions.
“It provides the most effective service to the city,” said Capital Ward Coun. Clive Doucet. “It covers all the bases.”
All four options involve digging a tunnel to serve the downtown core. Option 1 is bus-only, while 2 would have the tunnel shared by bus and train traffic. Options 3 and 4 both place an emphasis on train transport, with 4 going as far as to convert parts of the Transitway to electric light rail.
However, David Jeanes, president of a sustainable transportation organization, said option 4 does not do enough to address the downtown problem.
He said option 3 can be completed using the existing O-Train which would make the project cheaper, easier and it would be finished sooner.
“Three and four are very similar,” said Vivi Chi, manager of transportation infrastructure planning for the city.
But according to Jeanes, the fourth option involves too much wasted space.
“I think we’re at the point now where our buses are so congested, the roads are so congested . . . we’re at the point where we have to do something,” said Holmes.
A train can carry ten times the number of people that a bus can, said Jeanes. There are also more “growth” options to continue improving the system as the city expands.
Centretown businesses say the transit project will improve more than just commuting.
“Getting the downtown improved will be very important for Centretown,” said Holmes. She said she envisions more interesting, urban streets complete with cafes and umbrellas. She added she is looking forward to more pedestrian-friendly streets.
“You have to invest billions to make a difference,” said Doucet. “It will change the city . . . it’s agonizing that we’re still talking about it instead of building it.”
Holmes said any construction is still years away. It will take many phases to build, she added, comparing the project to the construction of the Transitway.
The first step is consulting the public, said Holmes. Then, city council has to reach a consensus on which option is best for Ottawa.
After that decision is made, the search for funding begins alongside environmental assessments of each phase.
Meanwhile, councillors will debate which phase should be constructed first.
“It will be two to three years before we can get a shovel in the ground,” said Holmes.
These options are meant to be long-term plans and will cost several billion dollars. While the construction will not be finished in their terms of service, Doucet and Holmes said they agree the wait is worth it.
“Better late than never,” said Doucet.
The new proposals are part of the city’s transportation master plan update, said Chi.
There are several other aspects to the plan that will have to be discussed and debated before any construction begins.
Chi said final approval for the entire project will come early next year, at which point the city will begin looking for funding.
“This is not something we as a municipality can do on our own,” said Chi. “We need to work with the province and the fed’s on this.”
Part of the phasing discussions will involve how to ensure the current transportation has the fewest disturbances during construction.