250 City Centre Ave., Ottawa Bayview Station

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Integrity. Dedication. Professionalism. RETAIL SPACE FOR LEASE 250 City Centre Ave., Ottawa Bayview Station City Centre Avenue Albert St. Somerset St. W Spruce Street Be a part of the action at 250 City Centre Avenue! Here is the perfect spot for businesses desiring ample space Emeh Essien, Leasing Manager in a convenient location. Ground floor retail in a unique property located in the developing LeBreton Flats area, soon District Realty to be the go-to social and cultural hub of the city. 613-759-8383 ext. 228 [email protected] Walkable and accessible! Steps from the new light rail systems providing quick access to anywhere in the city. [email protected] • Walking distance to trendy Hintonburg and Little Italy GROUND FLOOR RETAIL SPACE • Close to Place d’Portage, Gatineau Price: $14.00/sf • Minutes from Highway 417 and downtown Ottawa • 7 minute walk to Bayview Station OPC: $7.43/sf • O-Train Trillum Line • All majour bus routes AVAILABILITY Ground Floor - 7,451 sf Join many great retailers such as Makerspace North, Art-Is-In Bakery, and more! Confidential Information Memorandum District Realty Corporation Brokerage 250 City Centre Ave., Ottawa districtrealty.com The information as herewith enclosed has been obtained from sources we believe to be reliable, but we make no representation or warranties, express or implied, as to the accuracy of the 1 information. All references to square footage and other information contained herein are approximate and subject to change. Prospective Purchasers/Tenants shall not construe the information as legal advice. All properties are subject to change or withdrawl without notice. Integrity. Dedication. Professionalism. RETAIL SPACE FOR LEASE 250 City Centre Ave., Ottawa FLOOR PLAN Albert Street Albert City Centre Avenue HIGHLIGHTS Emeh Essien, Leasing Manager • On site building manager District Realty • 24-hour emergency service • Freshly renovated common areas and lobby 613-759-8383 ext. 228 [email protected] • Newly renovated washrooms [email protected] • Newly paved, fully supervised parking lot and well-maintained landscaping • Ample visitor parking Confidential Information Memorandum District Realty Corporation Brokerage 250 City Centre Ave., Ottawa districtrealty.com The information as herewith enclosed has been obtained from sources we believe to be reliable, but we make no representation or warranties, express or implied, as to the accuracy of the 2 information. All references to square footage and other information contained herein are approximate and subject to change. Prospective Purchasers/Tenants shall not construe the information as legal advice. All properties are subject to change or withdrawl without notice. .

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Appendix 5 Station Descriptions And
Appendix 5 Station Descriptions and Technical Overview Stage 2 light rail transit (LRT) stations will follow the same standards, design principles, and connectivity and mobility requirements as Stage 1 Confederation Line. Proponent Teams were instructed, through the guidelines outlined in the Project Agreement (PA), to design stations that will integrate with Stage 1, which include customer facilities, accessibility features, and the ability to support the City’s Transportation Master Plan (TMP) goals for public transit and ridership growth. The station features planned for the Stage 2 LRT Project will be designed and built on these performance standards which include: Barrier-free path of travel to entrances of stations; Accessible fare gates at each entrance, providing easy access for customers using mobility devices or service animals; Tactile wayfinding tiles will trace the accessible route through the fare gates, to elevators, platforms and exits; Transecure waiting areas on the train platform will include accessible benches and tactile/Braille signs indicating the direction of service; Tactile warning strips and inter-car barriers to keep everyone safely away from the platform edge; Audio announcements and visual displays for waiting passengers will precede each train’s arrival on the platform and will describe the direction of travel; Service alerts will be shown visually on the passenger information display monitors and announced audibly on the public-address system; All wayfinding and safety signage will be provided following the applicable accessibility standards (including type size, tactile signage, and appropriate colour contrast); Clear, open sight lines and pedestrian design that make wayfinding simple and intuitive; and, Cycling facilities at all stations including shelter for 80 per cent of the provided spaces, with additional space protected to ensure cycling facilities can be doubled and integrated into the station’s footprint.
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2. Faqs__Transit Service During Confed Line
Transit Service During Confederation Line Construction – Updates for 2016 REPORT TRANSIT SERVICES DEPARTMENT REPORT FAQs REPORT Transit Service During Confederation Line Construction – Updates for 2016 TITLE DIVISION: Customer Systems and Planning BRANCH Service Planning REPORT Pat Scrimgeour, Assistant General Manager, Customer Date: January 26, 2016 AUTHOR Systems and Planning SCHEDULED DATES FOR REPORT GM’s REVIEW OF REPORT TRANSIT COMMISSION COUNCIL January 19, 2016 February 17, 2016 N/A Q1. How long will the Confederation Line construction service adjustments last for? What are the next phases for service adjustments? A1. The O-Train Confederation Line is scheduled to open in 2018. Service adjustments will take place in sequential phases as sections of the Transitway undergo construction work. Each section of Transitway that closes for conversion to light rail will never reopen for bus operations. The remaining Transitway closures are: • April 2016 – Laurier Station to Lees Station; and • June 2016 – Tunney's Pasture Station to Merton Street. Timelines will be updated as information becomes available. Service adjustment plans will be implemented as these closures take effect. Stations will remain open during the construction period, with the exceptions of Cyrville Station, which was closed in June 2015, and Campus Station, which will close in April 2016. Q2. What are the main highlights of upcoming transit service adjustments during Confederation Line Construction? A2. The following are the main highlights of upcoming transit service adjustments during O- Train Confederation Line Construction: • On April 24, 2016, the Transitway will close between Laurier Station and Lees Station. Most transit service along this section of the Transitway will be relocated to Nicholas Street and Highway 417, using the bus-only lanes that have been built for this purpose.
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Recommended Plan.Pdf
Blair Station 9-34 Maintenance and Storage Facility Track redundancy within the facility will be provided to ensure The proposed Maintenance and Storage Facility is an integral the ability to move LRVs under vehicle or system failure part of the project, as it will: conditions. • House and service all of the trains needed to operate the The preferred site for the Maintenance and Storage Facility has line been determined based on the following criteria: • Service vehicles to be used on future LRT lines • Site Characteristics (topography, grade, land use compatibility, expansion capability and environmental • House the operations control centre (signalling, considerations) communications) for the line • Facility Operations (turnaround loops, track redundancy, • Be the primary heavy maintenance facility for the LRT layout efficiency and municipal services) network Maintenance of the LRVs is crucial to maintain vehicle • System Operations (connectivity to the line, efficiency and manufacturer's warranties, minimize long term operating costs access to freight rail), and and provide for system safety and reliability. The Maintenance • Relative Costs (capital, operating, maintenance and and Storage Facility will accommodate the following elements property ownership and acquisition) on-site: The proposed Maintenance and Storage Facility for the DOTT 9-35 • Main facility building housing offices, roster areas, meeting project will be located on lands to the west of the existing OC rooms and control equipment Transpo headquarters and bus maintenance facility located on • Storage yard for regular cleaning and minor maintenance the north side of Belfast Road, west of St. Laurent Boulevard and south of the VIA rail corridor. In order to access this • Repair areas for heavy and light maintenance areas for location, a connecting track is required between the DOTT vehicles alignment and the Maintenance and Storage Facility.
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June 2018: Public Presentation of the Preliminary Project and Request for Financial Commitments
Gatineau at a glance • 284,557 inhabitants (4th largest city in Quebec) • Growing population: + 23% since the 2002 merger (53,200 more people) • Part of the Gatineau-Ottawa metropolitan area (1.2 million inhabitants – 5th largest in Canada) • Close to 60,000 vehicles during peak periods between the two cities • Growing need in terms of moving people • Growing need for public transit (constantly growing ridership since 2014) • Saturation of the road network and few opportunities to increase road capacity • 45,000 Gatineau residents (37.8%) working in Ottawa 2 Bird’s-eye view of Gatineau 3 Bird’s-eye view of Gatineau’s west end, the project focus 4 A rail project for a modern network • 26 km rail system project linking Gatineau’s west end with downtown Gatineau and Ottawa • Links on two bridges for optimal connection to the light train and downtown Ottawa • A high frequency, reliable and comfortable system • 100% electric and environmentally friendly 5 Purpose of the project • Meet the demand for mobility for residents in Gatineau’s west end • Provide a reliable, efficient and ecological link between Gatineau’s west end and the major employment and entertainment poles in downtown Gatineau and Ottawa • Structure urban development and densification in Gatineau’s west end around a high frequency public rail transportation system • Support Gatineau’s economic development by promoting sustainable mobility for employees in current and future businesses and for the tourism sector • Contribute to the government’s greenhouse gas and sustainable mobility
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10.0 Environmental Effects, Significance and Mitigation
10.0 ENVIRONMENTAL EFFECTS, SIGNIFICANCE AND MITIGATION To a large degree, environmental effects were avoided or minimized to the extent possible due to the nature of the project (i.e., conversion from BRT to LRT); and during the evaluation of the alternatives and the selection of the preferred alternative. Moreover, many mitigation measures have been directly incorporated into the recommended plan. This section describes the environmental benefits and potential environmental effects of the proposed project and mitigation measures for the effects that cannot be avoided. Sections Include: 10.1 Assessment Approach 10.2 Project Benefits 10.3 Impact Assessment Results, Mitigation, Significance and Residual Effects 10.4 Cumulative Effects 10.5 Accidents and Malfunctions 10.6 Municipal, Provincial, Federal or Other Approvals or Permits 10.7 Future Commitments 10-1 • the magnitude, spatial extent, and duration of the effects; irregularities, but would have no measurable effect on the 10.1 Assessment Approach • the proportion of a species population or the number of population, entity or group as a whole. An assessment was undertaken to describe the potential people affected; environmental effects, both positive and negative of the • direct or indirect effects; Positive (P): An effect that exhibits a beneficial outcome. planning, construction and operational activities associated with • the degree to which the effect responds to mitigation; and the proposed DOTT project. The definitions of significance were adopted for use in this • the level of uncertainty about the possible effect. assessment because many of the impacts cannot be quantified in The assessment of effects involves applying the following steps: absolute terms, although changes and trends can be predicted.
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Appendix a Consultation Record
APPENDIX A CONSULTATION RECORD MEETING REPORT Date: July 14, 2014 Project: O-Train Extension EA Date of meeting: June 26, 2014 Project Number: 3414015-000 Location: Honeywell Room, Author: E. Sangster Ottawa City Hall Purpose: Transit Design and Operations Workshop Attendees: Initial E-Mail Steven Boyle, City of Ottawa SB [email protected] Alex Carr, City of Ottawa AC [email protected] Vivi Chi, City of Ottawa VC [email protected] Dennis Gratton, City of Ottawa DG [email protected] Frank McKinney, City of Ottawa FM [email protected] Kornel Mucsi, City of Ottawa KM [email protected] Pat Scrimgeour, City of Ottawa PSC [email protected] Colin Simpson, City of Ottawa CS [email protected] Derek Washnuk, City of Ottawa DW [email protected] Yvon Larochelle, OMCIAA YL [email protected] Alex Stecky-Efantis, OMCIAA AS [email protected] Paul Croft, Parsons Corporation PC [email protected] David Hopper, Parsons Corporation DH [email protected] Scott Bowers, MMM Group SB [email protected] Tim Dickinson, MMM Group TD [email protected] Paul Nimigon, MMM Group PN [email protected] Emily Sangster, MMM Group ES [email protected] Peter Steacy, MMM Group PST [email protected] DISTRIBUTION: All Attendees Item Details Action By 1. Introductions CS and PST provided an introduction to the study team, objectives, process and rationale. 2. Operational Considerations DH provided an overview of the existing OC Transpo network, which the O-Train extension will support. Transit network planning principles to be considered as part of this study include coverage, capacity, reliability, and legibility.
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BUS HISTORY ASSOCIATION 2019 CONVENTION Ottawa on and Gatineau QC – Wednesday, June 5Th to Saturday, June 8Th All Photos by Kevin Nicol, Unless Otherwise Indicated
BUS HISTORY ASSOCIATION 2019 CONVENTION Ottawa ON and Gatineau QC – Wednesday, June 5th to Saturday, June 8th All photos by Kevin Nicol, unless otherwise indicated The Bus History Association (BHA) convention was held in Ottawa this year. It had been 16 years (2003) since the BHA held their convention there. As with the past 3 Canadian conventions (Montreal, Quebec City, Vancouver), Mario Seneviratne organized a fan trip on the day before the start of the convention. Société de transport de l’Outaouais (STO) is one of the few remaining transit systems in Canada that still operates high floor vehicles (not including cutaways). STO, along with Coast Mountain Bus Company (Orion V suburbans), Sarnia (1 Orion V) and Cold Lake (2 Classics as back up) are the only systems that still operate the venerable buses. Their days are clearly numbered though except possibly for Vancouver where they have a few years left. STO still operates MCI Classics that formerly operated in Calgary. Bus # 9136 was chosen for the charter which is ex-Calgary # 5106. The charter started at Terrasses de la Chaudière in Gatineau. BHA members had to take regular transit to get to the start location and most rode OC Transpo route 97 from the host hotel of Hilton Garden Inn and Suites – Ottawa Airport. Upon arriving at Mackenzie King bridge, we alighted route 97 and transferred to route 44 for the ride to Gatineau. People who arrived early were able to take many photos. OC Transpo services Terrasses and one of the new Nova LFS buses arrived during our time there.
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Canada's Airport Rail Links Status of Operations and Future Services
YVR YYC YUL YOW YYZ CANADA’S AIRPORT RAIL LINKS STATUS OF OPERATIONS AND THE FUTURE A LOOK AT THE CURRENT OPERATIONS, UP AND COMING AND THE FUTURE JANUARY 2021 INTERNATIONAL AIR RAIL ORGANIZATION STATUS OF CANADA’S AIRPORT RAIL LINKS There are currently 2 operating rail links in Canada Vancouver – Canada Line – opened 2009.08 Toronto – UP Express - opened 2015.06.06 Three Cities are planning/designing/constructing systems that will include a link to the airport Montreal Ottawa Calgary YVR YYC Vancouver Airport YUL had 25.7 million passengers in 2019 YOW VANCOUVER YYZ CANADA LINE - A BIT OF HISTORY Contract awarded in 2005 as a full P3 with a 30-year operating period – first Rapid Transit 18.5 km Fully Automated P3 in Canada Canada Line opened August 17, 2009 – 4 16 Stations months early, in time for 2010 Winter 25 minutes Olympics City Centre to Airport Ridership grew quickly, with growth exceeding expectations 3 years earlier than forecast 6 minute peak Significant ridership as a result of multiple headway to TOD’s at key stations in Vancouver and YVR Richmond, and continuing re-development along Cambie Street to medium density residential. GROWING FASTER THAN ANTICIPATED Early Success of the line Sept 30, 2009 = 93,000 riders “Olympic” Record, Feb 5, 2010 = 135,000 Faster than anticipated growth since opening (average weekday volumes) Feb 2011 = 110,000 RIDERSHIP 2016 = 133,000 200000 Ridership 2018 = 147,000 150000 In 2018 YVR Airport Reported 21% of Air Travellers used Canada Line 100000 By comparison London Heathrow
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Active Commuting to Star Top
Defence Research and Recherche et de´veloppement Development Canada pour la de´fense Canada CAN UNCLASSIFIED Active commuting to Star Top Some suggestions from scientist-cyclists Matthew R. MacLeod Talia J. Beech Terms of Release: This document is approved for release to Public Release. Further distribution of this document or information contained herein is prohibited without the written approval of Defence Research and Development Canada (DRDC). Defence Research and Development Canada Reference Document DRDC-RDDC-2019-D077 July 2019 CAN UNCLASSIFIED CAN UNCLASSIFIED IMPORTANT INFORMATIVE STATEMENTS This document was reviewed for Controlled Goods by DRDC using the Schedule to the Defence Production Act. Disclaimer: This publication was prepared by Defence Research and Development Canada an agency of the Department of National Defence. The information contained in this publication has been derived and determined through best practice and adherence to the highest standards of responsible conduct of scientific research. This information is intended for the use ofthe Department of National Defence, the Canadian Armed Forces (“Canada") and Public Safety partners and, as permitted, may be shared with academia, industry, Canada’s allies, and the public (“Third Parties"). Any use by, or any reliance on or decisions made based on this publication by Third Parties, are done at their own risk and responsibility. Canada does not assume any liability for any damages or losses which may arise from any use of, or reliance on, the publication. Endorsement statement: This publication has been published by the Editorial Office of Defence Research and Development Canada, an agency of the Department of National Defence of Canada.
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The West End Team Société De Transport De L’Outaouais Tel : 819 770-3242
------------------ Email no. 1 and response ----------------- De : etudedelouest Envoyé : 25 juin 2020 12:17 À : Cc : '[email protected]' Objet : RE: STO Proposal Dear , We thank you for your message that received our full attention. 1. The STO project will not entail any shut down or impact on Line 1. However, it might require some construction work at the existing Line 1 stations if the final recommendations include the construction of pedestrian tunnels between the tram of Gatineau and Line 1 stations. Of course mitigation measures will need to be developed fully to reduce the impact as much as possible. Finally traffic studies are currently being carried out to measure the impacts of the proposed modifications. The integration of a tram would attract more users to public transit and therefore reduce the number of vehicles coming to downtown Ottawa, which in turn limits the traffic pressure exerted on several other corridors in the city center, as compared to not having a tram. Thus, traffic analyzes show that, in general, each scenario with a tram would improve future traffic conditions compared to the status quo. 2. The design of a tram on Wellington Street would have to be in line with the functional and security constraints of the area. A pedestrian tunnel at Lyon Station would be designed including the most stringent safety requirements. We noted also that integrating a tram on Wellington Street will likely significantly impact many of accesses to Parliament Hill in order for the tram to run efficiently and safely. Concerning the possible transit service disruptions due to demonstrations and other special events on Wellington Street, alternative arrangements would be required to ensure service continuity.
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ROUTE #538 Carleton Place / Ottawa, Gatineau TEMPORARY EMERGENCY SCHEDULE - in Effect October 1St 2020 Please Arrive at the Bus Stop at Least 5 Minutes in Advance
ROUTE #538 Carleton Place / Ottawa, Gatineau TEMPORARY EMERGENCY SCHEDULE - In effect October 1st 2020 Please arrive at the bus stop at least 5 minutes in advance. The bus may arrive earlier than scheduled. Veuillez arriver à votre arrêt au moins 5 minutes avant l'heure prévue. L'autobus peut arriver plus tôt que prévu. AM Service Circuit 101B Carleton Place to/à Ottawa Almonte - Shopper's Drug Mart 7:15 Almonte - Arena 7:18 Bridge St / Townline Rd 7:30 Lake Ave / Bridge St 7:32 Lake Ave / Prince St 7:33 Carleton Place Arena 7:34 Coleman St / Franktown Rd 7:36 ARRIVAL/ARRIVÉE Eagleson Park n' Ride (by request/sur demande) 8:05 Hwy 417 / Moodie Dr. (Carling Campus) 8:09 Bayshore Station 8:11 Pinecrest Station 8:12 Queensway Station 8:14 Lincoln Fields Station 8:16 Westboro Station 8:20 Scott St. (Holland Cross) 8:21 Bayview Station 8:22 Lebreton Station 8:23 Slater St / Kent St 8:26 Slater St / Bank St 8:27 Slater St / Metcalfe St 8:29 MacKenzie King Bridge 8:30 Ottawa to/à Carleton Place (AM) Circuit 201B Bayshore Station (West end of station) 8:39 ARRIVAL/ARRIVÉE Bridge St / Townline Rd 9:20 Lake Ave / Bridge St 9:23 Lake Ave / Prince St 9:24 Carleton Place Arena 9:25 Coleman St / Franktown Rd 9:30 For more information / Plus plus d'information www.classicalliancemotorcoach.com | 613 253-3443 | facebook.com/classicalliance ROUTE #538 Carleton Place / Ottawa, Gatineau EMERGENCY TEMPORARY SCHEDULE In effect October 1st 2020 Please arrive at the bus stop at least 5 minutes in advance.
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Getting Ottawa on Track: an Analysis of Two Light-Rail Proposals
Queen’s Policy Review Volume 2, No. 2 (Fall 2011) Getting Ottawa on Track: An Analysis of Two Light-Rail Proposals Alex Carr Carleton University ABSTRACT This policy research paper will analyze light-rail transit in Ottawa and more specifically whether two proposed light-rail transportation (LRT) projects could successfully address the city’s need for faster, safer, more reliable mass transit. As the nation’s capital, Ottawa’s setting is unique and demands particular attention. Like other major cities, Ottawa struggles with public transportation, road congestion, urban planning, and is gradually coming to grips with the need for greenhouse gas reductions in the face of climate change. Currently, Ottawa is a world-leader in bus rapid transit (BRT), and besides a small foray into rail technology with the O-Train, the city relies exclusively on its buses. However, in light of future population and employment growth and the limitations of bus transportation, the City of Ottawa must develop an alternate transit plan to address these growing needs. After a lengthy civic debate, there is a widespread belief that light-rail technology is the best solution. The dialogue has now progressed to the location, size, scope, and other such details of an LRT system. This paper will begin with a brief overview of Ottawa’s contextual setting and carefully define the specific public transit dilemma facing the city. After establishing a set of parameters for a successful Ottawa LRT system, both proposed LRT projects will be systematically evaluated based on these criteria. With this evaluation in mind, final thoughts on each plan will be laid out in order to identify whether these projects would suit Ottawa’s needs.
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