Options to Expand the Current O-Train Service & to Provide Service on the Local VIA Route to Fallowfield Technical Memo

Transcription

1 DOCUMENT 3 Octber 2008 Optins t Expand the Current O-Train Service & t Prvide Service n the Lcal VIA Rute t Fallwfield Technical Mem One f the findings f the Mayr s Task Frce n Transprtatin Reprt, as well as feedback received during the initial public cnsultatins assciated with the update t the City s Transprtatin Master Plan (TMP), has been the suggestin t use existing rail crridrs t prvide rapid transit services t a much greater extent. While a separate reprt has been prepared which reviews the verall Mayr s Task Frce Reprt, this reprt deals specifically with the extensin f the O-Train. The suggestins generally fall int three grups f imprvements: Develp a service n the existing VIA passenger rail crridr between Fallwfield and Train Statins; Extend the current 15-minute O-Train service suth t Leitrim in the frmer CP Rail crridr; r, Branch the O-Train and extend it t serve Leitrim frm ne leg, and t Fallwfield alng the VIA crridr t the suthwest n the ther leg. The appeal f these crridrs is the availability f a track that culd be upgraded and used t prvide additinal capacity t mve mre cmmuters int and ut f the dwntwn. While the success f the O- Train was built n this premise, the additinal extensins are nt as easily accmplished. The fllwing sectins utline sme f the issues that will have t be slved t intrduce these services. The benefits f implementing expanded O-Train service n existing crridrs need t be cnsidered. The expanded service wuld: Use the VIA Crridr t prvide a relatively fast cnnectin between Fallwfield and Train Statins fr residents f Barrhaven, Prvide an imprved cnnectin between Riverside Suth and the existing O-Train Statins fr the new grwth areas in Riverside Suth, and Ptentially prvide an interim slutin way t draw passengers ff the Suthwest and Sutheast Transitways, t relieve cngestin during the cnversin f the existing Transitway crridrs t electric LRT. The analysis cnducted indicates that while agreements can be develped with VIA Rail and CN t use the existing passenger rail crridr ut t Fallwfield Statin, there are substantial infrastructure and regulatry issues t be vercme. The travel time benefits f service in the crridr, and the ridership that is likely t develp, des nt appear t warrant its implementatin. In additin, it appears that there are alternative cnstructin sequences and ptins that avid many f the ptential delays assciated with develpment f the LRT system in the cre area which reduces the benefit f these alternate rutes during the cnversin phase. The crridrs are shwn n Figure 1. The red line indicates the VIA Rail crridr between Fallwfield Statin and the Train Statin. The range line indicates the O-Train and its ptential extensin suth t Leitrim Rad. Near the midpint f the tw lines is the Ellwd diamnd where the tw rail tracks crss each ther. Transprtatin Infrastructure Requirement Study 1 Service & Service t Fallwfield Statin

2 Octber 2008 Figure 1: VIA Rail Crridr and O-Train Crridr RAIL TRAFFIC ON THE CORRIDORS VIA Rute between the Fallwfield and Train Statins This sectin f single track is currently used by VIA Rail fr their Mntreal-Ottawa-Trnt services as utlined in Table 1, belw. Any City f Ottawa transit service within this crridr wuld have t use equipment cmpatible with the mainline equipment used by VIA, r be safely separated frm the VIA service thrugh physical separatins r a psitive train cntrl system. The cst f a psitive train cntrl system wuld prperly be part f the transit prject, and wuld have t be cmpatible with the CTC system in use already t cntrl the mvements f VIA trains. The February 2008 VIA Rail schedule indicates that there are currently 14 weekday trains that perate ver this segment. VIA trains wuld have pririty ver the track and wuld intrduce scheduling prblems fr ther services perating ver this segment. The current train times are listed as fllws: Table 1: Train Times frm the February 2008 VIA Schedule Time (1) Train Rute Train # Ottawa t Trnt Fallwfield t Mntreal Ottawa t Trnt Fallwfield t Mntreal Trnt t Ottawa Ottawa t Trnt Trnt t Ottawa Trnt t Ottawa Ottawa t Trnt Ottawa t Trnt Mntreal t Fallwfield 37 Transprtatin Infrastructure Requirement Study 2 Service & Service t Fallwfield Statin

3 Octber 2008 Time (1) Train Rute Train # Fall-Ottw 37 s equipment (2) Trnt t Ottawa Mntreal t Fallwfield Fall-Ottw 39 s equipment Trnt t Ottawa 48 Nte 1: The times listed here are frm the VIA Timetable and indicate hw lng the trains ccupy the track sectin between the Train Statin and Fallwfield Statin. The train times are frm departure t departure, s the ttal time they ccupy the track may be slightly less than indicated. Nte 2: The return f Train 37 and Train 39 s equipment is nt in the public timetable, but has t be accunted fr in the track ccupancy discussin. Of particular cncern are the three times per day when tw trains use the track segment between Fallwfield Statin and the Train Statin relatively clsely tgether, ptentially excluding the City s O- Train use fr minutes r mre. All three f these times are during key times fr peak hur service: Train 41 leaves Ottawa Statin at 06:00 bund fr Trnt, and Train 30 leaves Fallwfield at 06:23 bund fr Mntreal. This is during the early mrning perid when the City s transit service is being deplyed and ridership is building; Train 44 leaves Fallwfield Statin at 16:04 bund fr Ottawa, and Train 47 leaves Ottawa Statin at 16:50 bund fr Trnt. This is during the early afternn peak perid when transit ridership is building; and Train 49 leaves Ottawa Statin at 18:05 bund fr Trnt, and Train 37 leaves Ottawa Statin t finish its trip frm Mntreal at 18:29, arriving at Fallwfield at 18:51. The equipment then returns t the Train Statin, which ccupies the track fr an additinal 20 minutes. This is during the latter part f the afternn peak perid. While a schedule can be develped t avid these cnflicts with VIA peratins, VIA s n-time perfrmance must als be cnsidered. In a press release dated 01 August 2008, the average n-time perfrmance fr the first six mnths f 2008 is reprted as 65%, with June being substantially better at 85%. The six mnth average is pulled dwn by pr winter perfrmance as a result f the weather. Train delays f 5-10 minutes wuld be relatively easy t accmmdate, hwever hlding transit service fr an intercity train which subsequently arrives 45 minutes late wuld be unacceptable. Similarly, if an intercity train is late, it wuld be unacceptable fr it t be held because f the lack f availability fr a windw between transit trips. Cmmunicatin and crdinatin culd lessen the impact f delayed VIA trains n lcal service, but it wuld nt eliminate them. As ne way f cmpensating fr the schedule gaps created by the VIA trains, an agreement culd be struck t allw lcal passengers t travel between Fallwfield and Train statins n the VIA train. This service is nt currently ffered by VIA, nr des their ticketing prcess lend itself t this type f peratin. Ptentially, VIA culd perate the service and prvide cmmute spaces n its current trains and add additinal equipment t create a regular service in between the currently scheduled trains. This service wuld likely require the City f Ottawa t purchase a set number f seats, prvide a re-selling service t sell the seats t cmmuters and prvide staff t take tickets frm barding passengers. VIA staff may be able t assist in this rle. This type f peratin is nt VIA s cre market nr des it appear in their future Transprtatin Infrastructure Requirement Study 3 Service & Service t Fallwfield Statin

4 Octber 2008 plans as an area f expansin. By special agreement GO Transit and VIA Rail have partnered t carry passengers n sme trains in the Trnt area, but this requires GO passengers t pay higher fares n the VIA train. These types f special arrangements can be made, but will have t be negtiated. Any arrangement fr the use f this crridr fr the City s trains will require an perating and maintenance agreement with bth VIA Rail and CN. Any required track upgrades, additinal sidings, train cntrl systems, platfrm mdificatins r structure upgrades wuld be the City s cst. VIA Rail will retain pririty n the track unless a very attractive arrangement is put in place. As nted belw, physical separatin wuld have t be guaranteed thrugh a psitive train cntrl system. Frmer CP Rute between Greenbr and Leitrim Statins This sectin f crridr currently prvides a cnnectin t the Natinal Research Cuncil facilities sutheast f the Airprt n Lester Rad. Other than the ccasinal lad, transferred frm the Walkley Yard by the Ottawa Central Railway (OCR), the crridr is abandned. The radbed and track are in pr cnditin, and wuld have t be rehabilitated t prvide service. At-grade crssings f Lester and Leitrim Rads must be upgraded, which will require the installatin f signals and cmmunicatins hardware and sme assciated radwrks. Apprval requirements fr the tw at-grade crssings must be addressed, as the current O-Train regulatins d nt permit level crssing peratin. Statin facilities, passing tracks and any required cntrl systems wuld have t be prvided, and the extensin wuld have t be cnfigured t permit cntinued access fr deliveries t the Natinal Research Cuncil facilities. INFRASTRUCTURE UPGRADES TO ALLOW AN EXPANDED O-TRAIN SERVICE There are several ptential ptins t expand the current O-Train service, including a new service between the Fallwfield and Train Statins; an extensin f the existing Nrth-Suth line t Leitrim Statin; r a cmbinatin that culd include bth a suthern extensin and a new branch t Fallwfield. The track areas in questin require an in-depth review f three segments f the rail crridr: 1. The single track segment between Bayview Statin and the Elwd Diamnd just suth f Cnfederatin Statin, 2. The cntinuatin f the CP track thrugh Greenbr and suth past the Airprt t Leitrim Rad, and 3. The VIA Rail track frm Fallwfield Statin t the Train Statin 1) Expanded Service between Bayview and Cnfederatin Statins T prvide mre frequent service n the nrthern sectin between Bayview and the Elwd Diamnd, there are several infrastructure imprvements required: New passing sidings wuld have t be strategically lcated t meet the perating requirements f the prpsed service The rck cut that the line fllws wuld likely have t be selectively widened t lcate the new passing sidings, althugh the service design wuld attempt t make use f the frmer CPR industrial tracks An additinal platfrm and track, alng with switches, wuld be required at Bayview Statin t accmmdate tw trains at the same time t ensure service reliability and make sure that trains can Transprtatin Infrastructure Requirement Study 4 Service & Service t Fallwfield Statin

5 Octber 2008 always get t the statin. This requirement becmes mre critical as the time between trains reduces, but prir planning wrk indicated that the additinal track and switches wuld be needed t achieve a 7-8 minute headway r less Aviding the cst f twinning the Dw s Lake Tunnel r widening the rck cut will require specific planning and may result in less than ptimal service design Given that the city wns the crridr these changes culd be made with relatively few apprvals. 2) New Service between Greenbr and Leitrim Statins As mentined previusly, extending the line suth frm Greenbr wuld be relatively straight frward, as the track has been remved suth f the NRC access pint, but the riginal rail bed is still in place. The majr challenge in this sectin is t btain apprval fr the current O-Train vehicles t perate ver a level crssing. Initial planning wrk fr this had been undertaken as part f the Nrth-Suth Crridr LRT prject, but the final apprvals are nt yet in place. This sectin wuld require upgrading 4.6 km f the existing railway bed and track t cntinuusly welded rail track frm Greenbr Statin t nrth f Leitrim Rad, with the installatin f new cntinuusly welded rail track an additinal 0.6 km t Leitrim Statin. One additinal train alng with ne additinal siding t allw nrthbund and suthbund trains t pass wuld be needed t permit cntinued 15-minute service. The exact lcatins wuld be determined in part by the inclusin f intermediate statins at Suth Keys r Lester Statin. Mdificatins t the existing Maintenance Facility wuld be required t accmmdate the additinal train. An amendment t the Nrth-Suth Crridr LRT Prject EA Study will have t be cmpleted fr bth prvincial and federal EA prcesses befre the prject culd prceed. This type f service wuld be suitable fr an interim service, but is nt likely t prvide the frequency f service required t supprt the lng term bjectives f the Transprtatin Master Plan. 3) New Service n the VIA Tracks between Fallwfield and Train Statins This sectin frm the Elwd Diamnd t Fallwfield Statin is the mst challenging. As nted abve, this sectin is part f the single track VIA Rail crridr. This sectin wuld require: A wye track t cnnect the O-train track t the VIA Rail line. The skewed angle f the diamnd will help in creating an effective cnnectin hwever the Brnsn structure, the Airprt Parkway Structure and the Brnsn/Airprt Parkway/Brkfield interchange may cnstrain the gemetry f the track. A pedestrian pathway wuld als have t be relcated, requiring an additinal at-grade pedestrian crssing r a grade separatin. This wye shuld be capable f hlding a train shuld the VIA service take precedence and require an O-Train t wait. Track alng the VIA Rail crridr wuld require tw intermediate passing sidings. The service wuld have t be designed t avid lcating these sidings at ne f the majr bridges. If additinal intermediate statins are added t the line t serve develpment alng the line, a siding wuld be required at each statins as the O-Train vehicles require a high platfrm fr barding, but are narrwer than standard railway equipment. The slutin f platfrm extenders used n the current O-Train line will nt wrk fr this segment f the line, because f the frequency f peratin f the standard-width VIA intercity trains. Each f these sidings will require tw switches as well as additinal track. Transprtatin Infrastructure Requirement Study 5 Service & Service t Fallwfield Statin

6 Octber 2008 OPERATIONAL ISSUES The O-Train currently perates ver an 8-km segment f single track with a passing siding at Carletn Statin. This layut permits 15-minute service with the tw in-service trains departing Carletn Statin at the same time and prceeding t the ends f the line, serving intermediate statins, reversing directin at the ends f the line and returning t Carletn Statin. This simple pulse peratin has perated very effectively ver the track segment between Bayview and Greenbr Statins. If the abve-nted physical infrastructure issues can be reslved, there are still several perating issues that will have t be addressed. These issues relate t: Fleet expansin Dispatching trains n a single track system Separatin frm VIA traffic Line capacity ccupied by trains (mre frequent service requires mre track ccupancy as des lnger rutes) The current pulsed peratin wrks well with tw trains meeting at the centre f the line but will becme mre cmplicated as several passing sidings are required t make the new service functin. The peratin f the line wuld require that all trains depart simultaneusly and that all trains wait fr all train-meets t be cmpleted befre fllwing n t the next segment. As the number f trains and meets increases the flexibility in the service diminishes and delays n ne train will hld up the rest f the service. The cmplexity grws gemetrically, that is twice as many trains and meet pints are fur times mre cmplex t perate. Prviding service n tw branches wuld further cmplicate the perating scenari. Current perating prcedures and signaling systems will have t be mdified t accmmdate train mvements n the VIA Rail segment. Currently the O-Train crridr is dispatched separately and independently f the CTC system that perates n the VIA Rail line. The systems are nt cmpatible, but will need t be intercnnected t allw fr crdinated dispatching. Separatin frm ther trains n the VIA Rail line will be required t cmply with railway safety rules unless a new fleet that is cmpatible with the VIA equipment is used. Separatin can be achieved in ne f three ways: A separatin windw can be used, but that will severely limit the number f transit runs that can perate. This will likely result in a service that is nt very attractive t riders as there will be a substantial time penalty if smene misses a departure, A psitive train cntrl system culd be installed t manage train psitins and maintain safe distances between trains. This system wuld prperly have t be installed as part f the transit prject, and The sectin culd be duble-tracked t allw VIA and an O-Train t perate n parallel single tracks. This has a majr capital csts assciated with it because f the bridges ver the Rideau River, Prince f Wales Drive and Riverside Drive Regulatry and Track Access Issues After cnsideratin f the physical plant and service ptins, there are regulatry issues t be cnsidered. The current O-Train perates under a very specific set f rules that are nt transferable t additinal track sectins. The rules wuld need t be renegtiated with Transprt Canada befre the service culd be designed r implemented. Transprtatin Infrastructure Requirement Study 6 Service & Service t Fallwfield Statin

7 Octber 2008 The O-Train is currently run as a single-peratr vehicle. This type f peratin is nt currently permitted beynd the current O-Train limits withut special permissin, and wuld require a new set f rules that wuld have t be agreed t by the railways and Transprt Canada. Track access will require negtiatin with VIA Rail, wh leases the segment between Fallwfield and the Elwd Diamnd frm CN, and with CN wh wn the crridr. Any structural changes and track additins wuld als have t be apprved by CN. While these agreements can be negtiated, there will be time and cst implicatins. TRAVEL TIME BENEFITS Each f the ptins prvides an alternate rute t the dwntwn. The O-Train s success is attributed partially t the functin it serves n carrying passengers frm the sutheast t the west end f dwntwn, withut having t travel thrugh dwntwn. Anther majr factr in its success is the ridership generated by Carletn University. This mid-line anchr is a ppular trip rigin and destinatin. As the number f intermediate statins is increased, a transit line prvides better accessibility but lwer perating speed. The design f the service must balance bth t prvide a gd level f service and a gd degree f accessibility. Travel Time t Dwntwn using the VIA Crridr T determine if this service will prvide an attractive trip, an analysis f the cmplete trip is necessary. The fllwing trips cmpare the ttal travel time frm Fallwfield Statin t Mackenzie King Statin (Rideau Centre) via the tw rutes: Trip #1 Current Bus Trip Arrive at Fallwfield Statin 2 minute wait fr first departure (half an average headway based n current scheduled departures) 32 minutes t Mackenzie King Statin via Express service 34 minutes t Mackenzie King Statin via Rute 95 Ttal time is estimated at minutes Trip #2 Expanded O-Train Trip Arrive at Fallwfield Statin 5 minute wait fr first departure (half the estimated 10-minute service headway f a service perated like the O-Train) 16 minute train trip (based n the VIA schedule fr the same trip, with n intermediate stps) 2-3 minute walk transfer t Train Statin n the Transitway (240 metre walk plus stairs r elevatr) 2 minute wait fr next departure (half an average headway based n current scheduled departures) 9 minute trip t Mackenzie King Statin Ttal time is estimated at minutes Transprtatin Infrastructure Requirement Study 7 Service & Service t Fallwfield Statin

8 Octber 2008 If the O-Train perates n a 15-minute headway, then the ttal time increases 2-3 minutes t accunt fr the slightly lnger average wait time fr the train arrival. Based n these trips, there is little time advantage fr mst custmers t initiating a train service between Fallwfield and Train Statins. Other bservatins abut the efficiency f the service include: Adding additinal stps alng the rute t serve the areas between Fallwfield and Train Statins wuld increase the travel time Passengers whse destinatin is east f MacKenzie King Statin will have a lnger bus trip and a shrter train/bus trip, hwever the majrity f dwntwn emplyment is west f MacKenzie King Statin While this service culd prvide a direct and fast cnnectin between the Fallwfield and Train statins, this is nt a high demand crridr, except fr a small grup f residents such as RCMP emplyees living in Orleans. Residents f Fallwfield wanting t travel dwntwn wuld have t transfer at the Train Statin nt the Transitway t cmplete their trip dwntwn. The transfer includes a metre walk thrugh the statin. The trip t the Train Statin may be relatively fast, but fr travel t dwntwn there is nt a significant time savings fr the verall trip. Travel Time n the O-Train Extensin t Leitrim The extensin wuld take rail as far suth as Leitrim Rad. In this area a Park and Ride facility and statin wuld allw passengers t transfer t rail t cntinue nrth. Fr thse wanting t travel in the O-Train crridr the trip wuld be cntinuus hwever fr thse wanting t access the Sutheast Transitway a transfer wuld be required at Suth Keys r Greenbr Statins. Passengers needing t transfer t the Sutheast Transitway wuld have t take the train fr ne stp and then walk frm the train platfrm t the bus platfrm and then wait fr the next bus. This wuld be a penalty f 2-4 minutes in peak hurs relative t a direct bus trip frm Leitrim Statin. The relatively infrequent service f the O-Train wuld prvide a better interim service t Riverside Suth and Leitrim than exists tday, but cannt cmpare t the bus frequency ffered at Suth Keys. If park and ride facilities are prvided at the suthern statins it may ffset the additinal wait time, but many cmmuters will be tempted t drive nrth t Suth Keys t have access t a mre frequent bus service. Travel Time n a Branch Service Branch service, with ne branch perating between Bayview and Leitrim Statins and the ther perating between Bayview and Fallwfield Statins, wuld ffer the same level f service t residents in the sutheast area. The majr difference under this scenari is the Fallwfield t dwntwn service. The fllwing trips cmpare the ttal travel time frm Fallwfield Statin t Mackenzie King Statin via the tw rutes: Trip #1 Current Bus Trip Arrive at Fallwfield Statin 2 minute wait fr first departure (half an average headway based n current scheduled departures) 32 minutes t Mackenzie King Statin via Express service 34 minutes t Mackenzie King Statin via Rute 95 Ttal time is estimated at minutes Transprtatin Infrastructure Requirement Study 8 Service & Service t Fallwfield Statin

9 Octber 2008 Trip #2 Expanded O-Train Trip Arrive at Fallwfield Statin 5 minute wait fr first departure (half the estimated 10-minute service headway f a service perated like the O-Train, assuming that the tw branches perate a cmbined 5-minute service between Bayview and Cnfederatin Statins) 16 minute train trip (based n the VIA schedule and O-Train schedule fr the same trip) 1-2 minute walk transfer (at Bayview Statin) 2 minute wait fr next departure (half an average headway based n current scheduled departures) 8 minute trip t Mackenzie King Statin Ttal time is estimated at minutes If the O-Train perates n a 15-minute headway, then the ttal time increases 2-3 minutes t accunt fr the slightly lnger average wait time fr the train arrival. While there is a small time advantage t this rute, it wuld require significant imprvement t service n the nrthern part f the O-Train crridr. T achieve the time savings and prvide the level f service needed t make the service attractive, sme f the infrastructure imprvement, such as the rck cut widening and the Dw s Lake Tunnel twinning wuld be required t allw fr mre passing tracks t be installed. The transfer at Bayview, fr the last leg f the trip int dwntwn, is a disincentive as riders culd have barded a near empty bus at Fallwfield and had a ne seat ride dwntwn whereas train riders have t transfer at Bayview and stand fr the last prtin f their trip. This service wuld by much mre attractive nce light rail in place frm Bayview t dwntwn. RIDERSHIP A preliminary review f the mdel results frm the Transprtatin Master Plan exercise indicates that a high quality service in the Bayview t Fallwfield branch culd attract up t 1,000 riders in the mrning peak hur, hwever t attract that level f ridership the mdel assumed a mre frequent service than can be perated with a single track (and apprpriately psitined passing tracks). A service frequency f 2-3 minutes was assumed, t match ther rail crridrs in the prpsed netwrk. The ptential ridership wuld be lwer fr wider headways. While mdel results are nt available, a service frequency f 7-8 minutes wuld likely see abut 500 riders in the peak hur and a 15-minute headway abut the 300 riders in the peak hur. The mdel als indicates that the majrity f the passengers are diverted frm ther transit rutes rather than being new passengers attracted t transit. The suthern extensin f the O-Train als attracts relatively few passengers given the limited ptential fr ridership grwth. Fr example, Leitrim Statin is in a very islated area with little t n walk in traffic access. A park and ride culd prvide sme attractin, but limited service t the statin (likely 10-minute service) wuld likely mean that many drivers will cntinue nrth t a statin with mre frequent service. The line will nly becme viable if it is extended int the Riverside Suth area. It des prvide sme benefit as an interim statin t help develp ridership frm this area in the same way the Transitway has helped develp verall ridership acrss the City. Transprtatin Infrastructure Requirement Study 9 Service & Service t Fallwfield Statin

10 Octber 2008 Statins alng the VIA crridr, prvided they culd be justified, are als smewhat islated. Much f the develpment is t far away t be effectively served. Merivale Statin wuld be served by buses n Merivale Rad. Cllnade Business Park is anther ptential site, but there is little ptential fr additinal ridership and limited ptential fr ther facilities such as park and ride. FLEET REQUIREMENTS Preliminary review indicates that seven r eight trains are needed (six in peratin and ne r tw spares) t meet the timetable requirements. This will require purchasing and additinal fur r five trains. The fleet requirements vary depending n the ptins selected and the number f intermediate statins added t the line. Exact fleet requirements were nt calculated as part f this review exercise. Additinal maintenance and strage space is required t clean, repair and stable these additinal trains. This space wuld have t be accmmdated at the existing facility r at a new facility. CONSTRUCTION DISRUPTION ALONG THE TRANSITWAY One f the main reasns put frward fr the intrductin f the VIA crridr link is t prvide a secnd rute r a relief ptins t avid cngestin and delays during the cnstructin f the LRT n the West Transitway. A review f the available crridr and alternative rutes indicates that there are mitigatin ptins in the crridr that will allw bus service t cntinue with few interruptins during cnstructin. Fr instance; The prtin suth f Lincln Fields Statin has sufficient right f way t allw bus service t cntinue while cnstructin prceeds. Buses similarly wuld cntinue t perate alng the Ottawa River Parkway while the LRT was cnstructed n a parallel rute. The Parkway, Sctt Street, r a cmbinatin theref culd be used fr bus service east f Dminin Statin in the same fashin it was during the cnstructin f the existing Transitway. A separate LRT crridr is identified in the Transprtatin Master Plan fr the eastern sectin thrugh the LeBretn Flats. Bus service wuld cntinue t perate n the Transitway. The availability f these alternate rutes fr bus peratin will reduce the need fr an O-Train slutin during cnstructin. CONCLUSION There is merit in cnsidering the extensin f the O-Train and the use f the VIA Rail tracks between the Fallwfield and Train Statins, there are substantial capital csts as well as risk, apprval and regulatry issues t be vercme. Operatinal challenges will als limit the ability f the service t respnd t ridership. The ridership predicted fr the Fallwfield t Train Statin leg is quite lw, as there is n busy destinatin fr Nepean residents at the Train Statin. The additinal transfer and trip int dwntwn cmbined with the walk between platfrms at the transfer will nt encurage ridership. Transprtatin Infrastructure Requirement Study 10 Service & Service t Fallwfield Statin

11 Octber 2008 Extending the existing 15-minute O-Train service t Leitrim Statin wuld be suitable as an interim measure, as it prvides rapid transit service t Riverside Suth and Leitrim grwth cmmunities early in their develpment, and prvides near-term Park & Ride access t cmmuters travelling frm areas suth alng Albin Rad and Hwy 31. It will als relieve pressure n bus peratins in the dwntwn, as it will nt add ridership t eastbund Slater Street in the afternn rush hur, where Transitway peratin is mst cnstrained. While an extensin f the O-Train suth t Leitrim r the use f the Fallwfield t Train Statin links may serve a useful interim purpse, implementing bth is mre challenging. The prblems assciated with each service wuld cmpund if bth legs were adpted. As nted abve it is als mre likely that additinal infrastructure imprvements will be required alng the nrthern prtin f the O-train line as the service becmes mre cmplex. Transprtatin Infrastructure Requirement Study 11 Service & Service t Fallwfield Statin