Non-cyclists using bike lane, group says

SEE VIDEO http://www.ottawasun.com/2012/05/28/non-cyclists-using-bike-lane-group-says

Downtown residents who want to see the Laurier Ave. segregated bike lanes removed are crying foul over the city’s lack of enforcement.

“You have no idea how many people practise their skateboarding between Bronson and Bay,” said Janine Hutt, chairwoman of the Bay/Bronson Residents’ Action Group for Fair Access to the Road (BBRAGFAR).

“It’s the perfect, perfect opportunity, ’cause it’s got a hill.”

Non-cyclists were spotted by the dozens — as first reported in the Sun on July 10, 2011 — when the bike lanes opened.

Since then, three people have been charged under the Highway Traffic Act, said Ottawa police spokesman Const. Henri Lanctot, noting the penalty is a $65 fine.

Information found on the city’s website states pedestrians and anyone operating a motorized vehicle that isn’t classified as a bicycle under the HTA aren’t allowed to use the segregated lanes.

The Sun spotted several Monday afternoon.

More than 275,000 cyclists have used the segregated lanes since opening day, according to numbers provided by the city last week.

“This spring, up to 2,400 cyclists a day are using the Laurier lanes and the numbers continue to increase,” reads the statement.

“Last week saw the most trips counted in a single week –over 12,000.”

Hutt maintains those figures are skewed.

“We have wheelchairs, we have rollerbladers, we have skateboards, and we have the electric bicycles and motorbikes that keep going up and down,” said Hutt.

Citizens for Safe Cycling president Hans Moor acknowledges non-cyclists are being tallied in the official numbers.

“But they’re actually insignificant numbers, so five out of the (thousands) that we had last week is obviously, statistically, not really important,” said Moor.

He also said he hasn’t heard many complaints about people, other than cyclists, who are using the bike lanes.

“I don’t think it’s a big problem because the cyclists do have their space here, and if they have to share it once in a while with somebody in a wheelchair, I don’t think anybody cares,” said Moor.

Last week, Hutt led a team of residents — who are angry about the lack of parking resulting from the bike lanes — and presented a petition with 2,064 signatures.

The Centretown community group is pressuring Mayor Jim Watson and city council to get rid of the lanes once the pilot project is over in 2013.

The dedicated bike lanes span eight city blocks — from Bronson to Elgin — through the business district.

kelly.roche@sunmedia.ca

@ottawasunkroche

Remove Laurier bike lanes, says group

SEE VIDEO http://www.ottawasun.com/2012/05/23/remove-laurier-bike-lanes-says-group

The Laurier Ave. bike lanes need to be removed next year once the pilot project is over, says a Centretown community group.

 

Residents are furious about the lack of parking and they’ve got 2,064 signatures — from visitors, neighbours, businesses, and their customers — backing them.

“We are not against cycling or cyclists,” said Janine Hutt, chairwoman of the Bay/Bronson Residents’ Action Group for Fair Access to the Road (BBRAGFAR).

“We are against the foolishness that the city has put forward in installing segregated bike lanes on one of the busiest streets in Ottawa, and on both sides, for that matter. It just does not make sense.”

BBRAGFAR held a news conference at Presse Cafe, at the corner of Laurier Ave. W. and O’Connor St. on Wednesday afternoon, denouncing the lanes, which opened last July.

Residents call the street a logistical nightmare.

“It’s particularly (problematic) for people in our building who have elderly parents who come and visit, elderly relatives, who can no longer park within a block, or even near the front door,” said Lucile McGregor, who’s been living on Laurier Ave. since 1999.

“So we’ve all felt the crush of this. And for those of us that live here 24/7, it’s been difficult.”

The lanes are creating headaches for businesses, too, the group said.

BBRAGFAR went to “every single building, every single residence, condominium, to seek support for our goal to have the bike lanes at least removed partially, and we know that we didn’t get refused by anybody, and often, petitions were left with the owners, who then left them out for their customers to sign,” said McGregor.

A nearby convenience store has shut down since the bike lanes opened, “cause he couldn’t have deliveries on Laurier, and he couldn’t have deliveries on Lyon,” McGregor said.

Hutt said they’ve offered two compromises to Mayor Jim Watson, involving the removal of concrete barriers, replacing them with sharrows.

Hutt said it was shot down by the Mayor, who couldn’t be reached for comment.

But more than 30 changes have been made to the Laurier project in response to public feedback, including concerns raised about accessibility, according to a statement released by the city Wednesday.

“ParaTranspo and taxi pickup/dropoff spots, as well as loading zones, were added, and this week, planning committee approved a plan to add 10 new metered parking spots at the former Ottawa Technical High School to be accessed from Laurier between Bay and Percy,” reads the statement.

That’s not enough for Hutt.

“The city receives from us a minimum of $5 million a year in property taxes and this is the kind of reception we get for it,” she said.

A one-year update on the pilot project is slated for presentation to the transportation committee on Nov. 7.

kelly.roche@sunmedia.ca

@ottawasunkroche

Second segregated bike lane on hold until 2013

Adding a second dedicated bike lane downtown won’t be considered until fall 2013, says the head of the city’s transportation committee.

That’s when a final report from the Laurier Ave. project is expected.

“We want the pilot to be finished before we do another segregated bike lane,” said chairwoman and Kanata North Coun. Marianne Wilkinson, noting in the meantime, regular bike lanes could be added.

So could sharrows or painted shared lane markings, seen near City Hall, which help cyclists position themselves.

“Painted lines can come pretty quickly once the decisions are made,” she said.

The Laurier Ave. bike lanes opened July 10, 2010, running between Bronson Ave. and Elgin St.

The two-year pilot project has a $1.3 million price tag.

An interim report on Laurier should be submitted this fall.

Adding a segregated lane to O’Connor St., from Wellington St. to Isabella St. — connecting the north-south road with Laurier — has been thrown into the mix by Somerset Coun. Diane Holmes.

“O’Connor definitely needs a make-over and it would be great if we can add bike lanes, but for us, it is not a top priority at the moment,” Citizens for Safe Cycling president Hans Moor told the Sun via e-mail from Holland.

In the short term, he’d like to see the Percy St./Bay St. corridor improved first.

“There are bike lanes already, people are used to bikes there, so minor improvements can make Percy and Bay a better route for now,” wrote Moor.

Overall, Moor wants to see bike projects taken step by step, calling the Laurier figures “very promising.”

Last week alone, “we counted nearly 10,000 bike trips already and also last week, the counter counted 250,000 trips since it opened nine months ago,” wrote Moor.

“These are high numbers that you will find hardly anywhere else in Canada.”

According to Wilkinson, “more and more people are using bicycles to get around.”

With light rail on its way, the city is looking at how people get around specifically in the downtown core.

The Downtown Moves mobility overlay study is examining the needs of pedestrians, transit riders, and cyclists.

“The primary issues when they get downtown is how they move around,” said Wilkinson, noting as the LRT is built, it will help people navigate the city.

Public consultation continues and an open house is slated next month, Wilkinson said.

kelly.roche@sunmedia.ca

@ottawasunkroche

http://www.ottawasun.com/2012/05/17/second-segregated-bike-lane-on-hold-until-2013

Presto call centre located in Niagara region

The new Presto e-fare payment system is billed as “a major contributor to improving customer service,” in OC Transpo’s updated business plan.

But Transpo employees won’t necessarily be the ones stepping up their client satisfaction game.

Ottawa bus riders who have smart-card related issues will be dealing with representatives from Presto’s customer service call centre in Thorold, in the Niagara region.

“Our call centres talk to one another, so it’s a co-ordinated effort,” said Presto’s managing director and executive vice-president Steve Zucker.

Presto is already being used in the Greater Toronto/Hamilton area.

“We don’t want to bounce our customers, or Ottawa’s customers, around,” said Zucker.

“The goal is to get your call answered by the first person you’re calling. Can’t always be that way, but for the most part, that’s our goal.”

Transpo customers, by default, become Presto customers.

Ottawa’s transit boss John Manconi listed Presto as one of his 12 priorities for 2012.

Presto cards “will eliminate complicated interactions between customers and operators, expand user options for fare purchases (by the Internet, as well as by phone, in person, or by mail), and simplify the fare system,” reads the plan.

Kiosks will also be set up by Presto.

Over the next two months, more than 900 Transpo riders will test-drive the smart-card.

When the program launches July 1, “Customers will be encouraged to contact Presto directly for any concerns related to either their Presto card or Presto account,” wrote Transpo’s manager of customer services and information, Charmaine Williams, in an e-mail.

“Concerns related to the service provided by OC Transpo can be provided through our regular service channels (www.octranspo.com, OC Transpo call centre, OC Transpo sales and information centres).”

To educate riders and ensure they know where to turn, Transpo is finalizing a comprehensive plan for next month’s distribution of 200,000 free cards, wrote Williams.

“Each card will be accompanied by an OC Transpo flyer advising customers of how to use their card and who to contact if they have any comments or concerns regarding the use of the Presto fare system.”

The toll-free number is 1-8-PRESTO-123 (1-877-378-6123).

And hitting ’0′ to bypass the automated instructions won’t take you directly to an operator.

kelly.roche@sunmedia.ca

@ottawasunkroche

http://www.ottawasun.com/2012/05/10/presto-call-centre-located-in-niagara-region

Presto will collect rider info

Is there anything Presto can’t do?

The transit smart-card is expected to “redefine customer relationships by enabling easy monitoring and measurement of single-trip fares and monthly pass use,” according to Transpo’s updated business plan.

“It will provide a better understanding of how our customers use our system and also provide further opportunities to improve OC Transpo’s operational performance.”

Presto’s managing director and executive vice-president Steve Zucker explains why.

“So all the data that we collect about people using certain routes and how frequently they use those routes — not as individuals but just in total numbers — having all that information and being able to analyze that information helps planning and budgeting for OC Transpo,” said Zucker.

If Transpo collects more information, “they can better plan transit routes and understand transit patterns,” said Zucker.

The latest figures released Tuesday peg 167,000 transit riders in Ontario using Presto on eight transit systems in the Greater Toronto Area, plus GO Transit.

Transpo moves an estimated 400,000 people daily.

– Kelly Roche

http://www.ottawasun.com/2012/05/10/presto-will-collect-rider-info

Transit riders could have other payment options

Ottawans could be the first ones in Ontario using open payment when the Presto electronic fare card rolls out on city buses July 1, the Sun has learned.

That means OC Transpo riders can skip buying the $6 Presto card, and tap their wallets on the card reader, a la the MasterCard PayPass.

The fare — and a transaction fee — will be charged to their debit/credit card, or even cell phone, although the details aren’t yet clear.

But the decision to offer open payment as an option for customers is up to OC Transpo.

“The current system we’re on in production is nearly five years old,” said Steve Zucker, managing director and executive vice-president for Presto, a division of Metrolinx.

“And so we’ve done a number of upgrades to the new system. So one of the things that people are looking forward to is open payments.”

At the beginning of the month, Transpo launched the Presto pilot program, giving green cards to 400 friends and family.

In June, 500 more folks will be guinea pigs.

The Presto cards are one of the items in the Manconi Dozen – transit boss John Manconi’s priorities for 2012, tabled at last Friday’s transit commission meeting.

“Convenience, simplicity and transferability will all improve the transit user’s experience and will lead to increases (in) ridership,” reads the plan.

Zucker said major changes are invisible to most users.

“But the infrastructure or the hardware that drives the entire system has been completely upgraded,” he said.

In addition, things should be easier for daily commuters.

“Ottawa has a special requirement because a large majority of OC Transpo riders use a monthly pass,” said Zucker.

“So the system we implemented on the new version (is) a monthly pass function, so that users can now use their Presto card as a monthly pass. Currently, no one in the Greater Toronto/Hamilton area has that capability.”

Presto is being installed on the fleet of almost 1,000 Transpo buses, said Zucker.

In Toronto, “there’s only 14 subway stations with readers on them, no vehicles,” said TTC spokesman Brad Ross, adding there are 69 stations.

While Presto is a done deal in Ottawa, “we’re working through the final stages of a final agreement. And it’s moving forward,” said Ross.

A tentative plan will see a pilot project for open payment on the TTC this summer.

kelly.roche@sunmedia.ca

@ottawasunkroche

http://www.ottawasun.com/2012/05/08/transit-riders-could-have-other-payment-options

Richmond Road biz say bring on LRT

SEE VIDEO http://www.ottawasun.com/2012/05/04/richmond-road-bizes-say-bring-on-lrt

Running LRT along Richmond Rd./Byron Ave./ Scott St. is “critical” to area businesses, if it’s the major corridor for the western link of Ottawa’s light rail system, says Kitchissippi Coun. Katherine Hobbs.

While residents have expressed concern about “construction disruption,” Hobbs said having the primary route along Richmond is a “good thing, transportation-wise.”

On Thursday the city nixed Carling Ave. as its top choice, namely due to its exorbitant $600-million price tag.

Running LRT along Richmond/Byron/Scott is estimated at $200 million.

Eric Darwin from the Dalhousie Community Association also likes the Richmond route.

“I think that’s the one that will be chosen, I think that’s the one that’s sellable to the maximum number of people,” said Darwin.

“And it maximizes the development potential along it.”

If Carling remained the front runner, “that would’ve cut out the Westboro business area to rapid transit,” said Hobbs.

“I’m very much for the LRT in the north part, so it’s either Richmond or the (Ottawa River) Parkway from Dominion on.”

Keith Henry’s family has owned Tops Car Wash along Richmond Rd., just west of Woodroffe Ave, for 40 years.

The car wash been located there for 45 years.

While some customers live nearby, as does Henry, “we have people (come in) from all over the city,” he said.

Given the nature of the business, customers drive to his shop, located in a quiet area.

With LRT, “I don’t imagine it’s going to affect us very much,” said Henry.

“If they’re taking the buses off the road, that may not be a bad thing.”

During the construction phase along Richmond, starting at Golden Ave., “it’s obviously going to be an upheaval,” said Hobbs.

Two of the four car lanes would be used for rapid transit but there would still be car traffic, and the Byron Linear Park would remain, said Hobbs.

While some residents are concerned about construction and noise when LRT is completed, “it would not be detrimental. It’s a quiet train, it’s going to replace a lot of buses,” said Hobbs.

Meanwhile, the city’s cheapest option, at $80 million, is the Ottawa River Parkway, which is National Capital Commission property.

“Ottawa River Parkway corridor does not consitute the optimal solution for light rail in satisfying its capital building objectives,” said NCC VP of capital planning Francois Lapointe.

Next month an interim report on the western LRT corridor environmental assessment is expected, and the final report should be in next spring.

kelly.roche@sunmedia.ca

@ottawasunkroche

Truck traffic diverted to poorer neighbourhoods: Report

SEE VIDEO http://www.ottawasun.com/2012/05/03/truck-traffic-diverted-to-poorer-neighbourhoods-report

Residents across the city — including the wealthy — must share the burden of truck traffic, says a scathing report released by a Lowertown community group Thursday.

“It’s not OK to have trucks on certain streets like Island Park Dr., for example, but it’s OK to have trucks on King Edward Ave., on Rideau St.,” said King Edward Task Force chairman Marc Aubin, adding there’s a fair case for classism due to the concentration of trucks.

Policies by the city and the National Capital Commission “indirectly encourage the concentration of the entire region’s inter-provincial truck traffic onto residential streets in less affluent neighbourhoods,” reads the report.

“The vision for the national capital does not include trucks. Unfortunately, this has had the indirect result of diverting trucks onto residential streets in densely populated neighbourhoods.”

The city responded Thursday to the report.

“The city agrees that an alternative inter-provincial truck route needs to be found but this corridor serves a vital role to the movement of people and goods in and around Ottawa today,” said the city’s manager of traffic management Philippe Landry via e-mail, adding “currently, there are no plans to review the truck route road system.”

NCC spokesman Mario Tremblay also made a statement.

“…The NCC parkway network constitutes a small proportion of the overall transportation network in Canada’s capital region, with a corresponding minor impact on the regional accommodation of commercial traffic,” said Tremblay, noting “there is no evidence to support the statement about traffic diversion onto residential streets in less affluent neighbourhoods.”

No More Trucks on King Edward Avenue makes almost a dozen recommendations aimed at controlling truck traffic through the downtown core: using delivery-sized trucks only, banning trucks during peak hours, developing a permit system, banning all trucks carrying dangerous goods, setting strict emissions and safety standards, allowing trucks on more city streets, banning trucks in one direction, opening all bridges to truck traffic, and allowing trucks on NCC parkways.

Aubin hopes the city and NCC are paying attention to the report.

“We’re going to follow up in meetings with the city,” said Aubin.

The NCC likely won’t allow trucks on its scenic routes.

“The parkway network is distinguished from the ordinary municipal roadway system by virtue of design, absence of extensive signage and clutter, uninterrupted mobility, scenic corridors, and emphasis on the experience of the trip,” said Tremblay.

“The prohibition of commercial vehicles is among these valued unique characteristics of parkways and driveways.”

For 47 years, trucks have been using the Macdonald-Cartier Bridge as a temporary route between Ottawa and Gatineau, said Aubin.

“We’ve waited long enough for a bridge,” Aubin said.

The NCC is leading the planning of the inter-provincial bridge crossing environmental assessment study, which began in 2009, said David Salter, spokesman for transportation minister Bob Chiarelli.

The second phase is underway and a new round of public consultations is scheduled this summer.

kelly.roche@sunmedia.ca

@ottawasunkroche

Open data revolutionizing transit

Open data initiatives can influence the way you make choices, from buying a new home to selecting your jolt of java while waiting for a bus.

The concept of making public data freely accessible to all is allowing businesses in major North American cities to monitor arrival and departure times for customers using the latest GPS technology.

For instance, in Jamaica Plain, a ‘streetcar suburb’ of Boston, a next bus ticker is on display right above the cake display at J.P. Licks Homemade Ice Cream Cafe.

“There’s some people who come in specifically so they can have a cup of coffee and keep an eye on when the next bus is coming,” said supervisor Jeremy Noeth, adding a few main routes run past the shop.

It’s especially popular during the morning rush.

Next bus tickers appeal to people “who either don’t have a smartphone, or aren’t motivated to download a transit application,” said Chris Smith from Portland Transport, who introduced the Transit Appliance — offering real-time estimates on a display screen via Wi-Fi — at the Rail-volution conference in 2010.

It costs about $200.

“The idea is making it very inexpensive and easy,” Smith said.

Ottawa could soon join the club.

The city released its GPS raw data in the last week of March, shortly after launching its My Transit-OC Transpo mobile application for Apple.

Since then, “we’ve seen a number of applications come out,” said Alex Lougheed from Open Data Ottawa.

The list now includes Android, BlackBerry and other websites, such as ocbustracker.com.

Potential open data projects range from creating art to basing academic schedules around transit times, said Lougheed.

The University of Alberta Students’ Union in Edmonton installed a screen predicting arrival times last May, using scheduled data from three integrated transit authorities.

“We’re looking at rolling it out in other locations on campus because of feedback we’ve received,” said digital media coordinator Craig Turner.

“It’s a really beneficial service to the students.”

The Edmonton campus boasts about 37,000 students and the 55-inch screen is located in their transit hub, which includes a light rail station.

Overall, open government activist David Eaves likes what he’s seeing and predicts an even larger impact.

“I believe this is going to become kind of core infrastructure in the real estate industry, at some point,” said Eaves.

“When buying a home, I can figure out where the nearest stop is and what my travel times for different routes are.”

Open Data Ottawa is planning a TransitCamp brainstorming session sometime in the next two months.

For more information, visit opendataottawa.ca.

kelly.roche@sunmedia.ca

@ottawasunkroche

http://www.ottawasun.com/2012/05/02/open-data-revolutionizing-transit

Managers axed at OC Transpo

A shakeup in senior management at OC Transpo is costing taxpayers more than half a million dollars in severance pay.

A handful of managers were axed as part of a major re-organization announced by general manager John Manconi on Monday. The buyout: $650,000.

Manconi told reporters at City Hall he’s “highly sensitive to the costs.”

“When I took the decisions into consideration I weighed those factors into it, because I respect that every nickel that flows through this place comes from the taxpayer and the transit users, and we need to weigh that against the pros and cons of moving forward,” said Manconi.

The dismissed list includes: Larry Atkinson from transit maintenance, Laurie Blackstone in transit operations, Vincent Patterson from marketing and strategic development, security chief Kim Weston-Martin, and Jane Wright in customer service and innovation.

Jim Greer is filling Atkinson’s shoes and Troy Charter replaces Blackstone, while James Babe takes over transit safety.

Acting managers were chosen based on Manconi’s philosophy of bringing trust and respect to Transpo.

The union representing bus drivers and maintenance workers is applauding the changes.

“I think it’s a good move,” said Amalgamated Transit Union Local 279 president Garry Queale.

Getting rid of “dead wood” will be a “morale booster,” for the rank and file, said Queale, adding “there could be more work to do.”

His membership had beef with Atkinson over changes to tool boards and scheduling, including forcing staff to work evenings and weekends after 25 years of having them off, said Queale.

“You have to be a people person,” he said.

Transit commission chair Diane Deans said she was informed of the layoffs on Sunday.

“Mr. Manconi felt that he needed to make changes to his management team to achieve the transit commission’s ultimate goal,” said Deans.

“Happy customers, happy employees. And that has been a considerable concern of mine, that we haven’t managed to get there yet.”

Manconi trimmed the fat a little more than two months into the job.

Former GM Alain Mercier, who was fired Feb. 22, is believed to have close ties with all or most of those let go.

On the other hand, manager of transit design Pat Scrimgeour is getting a promotion of sorts.

He’ll be leading the planning and reporting team for transit service, which includes coordinating service adjustments once light rail plans move forward.

Manconi said he isn’t planning any other major changes to the management structure.

-with files from Jon Willing

kelly.roche@sunmedia

@ottawasunkroche

http://www.ottawasun.com/2012/04/30/managers-axed-at-oc-transpo