BikeOttawa has introduced a new bike route planner: https://maps.bikeottawa.ca/planner. You can plan and explore your route based on OpenStreetMap crowd-sourced pathways map. Use the “fine tune” feature to find a route acceptable to you.
Councillor Sudds has announced that OC Transpo will be making several service changes in Kanata North starting in January:
- Route 63 will improve service to Gatineau with two more trips in the morning and four more in the evening.
- Route 266 stop will be relocated from Stop A to Stop B at Tunney’s Pasture.
- Reliability will improve for many routes thanks to adjustments to the times allotted for buses to complete their trips and begin their following trips (ie. More buffer time between routes ending and starting).
For further details, please see https://kanatanorth.ca/2019/12/17/oc-transpo-service-change-for-january-2020/
Councillor Gower (Stittsville) has posted about the city’s new Strategic Road Safety Action Plan that is built on a some key themes:
- Prioritizing human life and health.
- Safety is a shared responsibility between roadway providers, regulators and users.
- Human error on the roadway should not lead to death or serious injury, and road traffic systems must be designed accordingly.
- And most importantly, road safety requires a change in culture. Roadway providers (the city, the province, the federal government, and the private sector), regulators and road users must cooperate and be ready to change to achieve the long-term vision and goals of the SRSAP.
The intersection of Carling Ave and Burke Rd has been and continues to be an area of concern for pedestrian and cyclists due to the high speed of vehicular traffic on Carling Ave and the lack of any appropriate infrastructure to accommodate cyclists and pedestrians.
As a starting point, the City has recently installed a sign to advise motorists to be aware of pedestrian and cyclists in the area.
The Kanata North Transportation Committee will continue to advocate for improved infrastructure in this area as it is an important link for those travelling to/from Kanata North to/from DND headquarters or downtown.
The Transportation Master Plan is the City’s blueprint for transportation matters. Over the next few decades, it will guide the planning, funding and implementation of Ottawa’s walking, cycling, transit and road networks.
Since the current master plan was adopted in 2013, Ottawa has continued to prosper and grow. We’re now a city with more than one million people. We’ve opened the Confederation Line and we’re moving ahead with Stage 2 of light rail transit. We’re continuing to see a noticeable shift toward active transportation.
Growth brings its own mobility challenges, including traffic congestion, affordability of travel and access needs. With that in mind, the City has started work to update the Transportation Master Plan, reviewing the ways that people, vehicles and goods move through Ottawa. We’re studying how to improve mobility for all, including those who have mobility challenges.
The Transportation Master Plan update will take two and a half years, and will include many opportunities for public input. It will include an Origin-Destination survey, which will gather essential information about how people move through the national capital region.
Until Friday, January 24, residents are invited to provide input through a short online questionnaire about what’s most important for the Master Plan update.
Transportation planning decisions affect each and every one of Ottawa’s residents and businesses, no matter how they move through the city. Make sure you have your say. Fill out the questionnaire and sign up for updates at ottawa.ca/TMPUpdate.
Councillor Sudds is looking for input on where and what kind of Temporary Traffic Calming Measures are needed for the coming year. Please provide input directly to the councillor’s office. Here is a list of some of the locations where measures were installed for 2019:
|Kimmins Court||Slow Down for Us|
|Klondike Road||Slow Down for Us; Speed Board; Flex Stakes|
|Beacon Drive||Slow Down For Us|
|Shirley’s Brook Drive||Slow Down For Us|
|Tillsonburg Street||Slow Down For Us|
|Varley Drive||Slow Down for Us; 40km/hr Pavement Markings; School Pavement Markings|
|Huntsville Drive||40km/hr Pavement Markings|
|Allenby Road||40km/hr Pavement Markings|
|Old Second Line Road||40km/hr Pavement Markings; Speed Boards; Cyclo-Zone Delineators|
|Piper Crescent||Slow/Lent Pavement Markings|
|Laxford Drive||Slow/Lent Pavement Markings|
|Laxford Drive||Speed Display Board|
|Terry Fox Drive||School Pavement Markings; School Area Thermoplastic|
|Goward Drive||Speed Display Board|
|Goward Drive||40km/hr Pavement Markings|
|Goward Drive||Slow Down for Us|
|Morgans Grant||Gateway Signage|
|Maritme Way||Gateway Signage|
|Goulbourn Forced Road||Cyclo-Zone Delineators|
|The Parkway||Speed Display Board|
|Penfield Drive||Flex Stakes|
|Fletcher Circle||Slow Down for Us|
Councillor Sudds has posted that at the Transit Commission last week, OC Transpo management promised to inform Councillors with specifics of what the 40 additional buses that were recently reinstated would mean for our communities.
What this means for Kanata North is that additional capacity has been deployed to the following routes:
- Morning routes: 62, 63, and 66
- Afternoon routes: 62, 63, 264, and 268
For more details, please see https://kanatanorth.ca/2019/11/15/transit-update/
Brookstreet Hotel, Kanata North
September 9-10, 2019
By John Neale
Many of us have heard about self-driving cars. We have all seen commercials by car manufacturers touting their new car’s ability to stay in the lane or detect hazards with their proximity alerts! Many will even force the car to stop. I was driving a new Ford Fusion hybrid that my wife had as a loaner and it told me that I was tired and needed to take a rest! Most of these vehicles are using proprietary technology, but as these cars become more connected to the “cloud” there will be an increasing need for interface standards to connect them to the network. This is supposed to be coming with L5 level of CAV standards.
What is the future of CAV? How soon will fully autonomous vehicles (L5) be on the road? Some experts in the field think L5 is 15 to 30 years out. Others feel that the L5 vehicles will come much sooner. The economic incentive comes from eliminating the need for a driver. That is the main incentive for companies like Uber who want to have fleets of self-driving cars. Government, on the other hand, is more interested in making the roads safer and having fewer accidents. That is already being partially achieved through L1 to L4. Sociologists hope that advent of self-driving cars will improve access to employment opportunities by making our suburbs more accessible. Urban Planners hope that these vehicles will free up urban space since 65% of our urban space is currently dedicated to infrastructure that supports (mainly) automobile transportation. Current thinking is that private ownership of vehicles will become a thing of the past. Afterall, we only use our private vehicles 1.8% of the time (on average). Do we really want such an expensive asset that we use so infrequently?
Research has shown that drivers of new cars do not fully understand their safety features. In fact, drivers tend to take more risks and assume that their new car is safer and that it will automatically compensate for poor driving and hazards. Due to the current proprietary nature of technological development, we are in the “wild west” phase of CAV development at the L2 and L3 level of standards pertaining to the utilization of data from OBD (on-Board Data) interfaces and AVI (Autonomous Vehicle Interfaces). Cars are now becoming digital platforms with all the cyber-security challenges that come with that. Standards are lagging but will be increasingly important once autonomous vehicles become more connected to communications networks. ISO21434 will provide new standards for cyber-security compliance in 2020. New OBD standards are probably five years out. Also, standards will need to be developed for L5 CAV which is more infrastructure and network driven. Ottawa has the first L5 test facility in North America near Woodroffe & Hunt Club. Government bodies such as Transport Canada, the Transportation Association of Canada and the Canadian Council of Transportation Administrators and the Transportation Safety Board as well as provincial bodies will need to collaborate with industry and government bodies both domestically and internationally to develop standards for AVIs. More and more, these AVI standards will be infrastructure led and less dependent on the proprietary functionality of individual vehicles and their manufacturers. Many governments all over the world are creating cross-silo task forces to manage the many issues raised by CAV.
Insurance companies are also interested in CAV standards and legislation. Will CAV vehicles ever be eligible for a no-fault insurance claim, or will it become an issue of product liability? Legislation needs to be nimble enough to keep up with the pace of technological evolution. In the words of one panelist, “It will be best if legislation comes first. Otherwise it will be a real mess!” Nevertheless, insurance companies remain cautiously optimistic that CAV should improve the safety of vehicles and reduce the number of accidents and fatalities often caused by distracted driving.
CAV is a complex area with an uncertain implementation timeline. Suffice it to say that there is no turning back and Kanata North companies such as Blackberry’s QNX Division and Nokia are major players. However, CAV will only reduce congestion if people forgo individual car ownership and move towards a vehicle ride-share mindset. CAV will only benefit society if standards, legislation and industry facilitate a framework for CAV evolution, collaboration and improved socio-economic access to transport. CAV’s development will need to address a host of privacy, liability, safety, and economic issues. It is quite likely that the first truly autonomous applications will continue to be on roads and routes specially designed to support these vehicles. Therefore campus applications and possibly truck convoys are likely to be the first to roll-out.
However, the future of transportation will not revolve exclusively around CAV. Other modes of transportation will also appear. There will be a push for new forms of urban transportation, such as urban air mobility, where little infrastructure development is required. These will be electric planes with vertical take-off and landing capability such as those being developed by ASX. They will be much more efficient than helicopters. Magnetically levitated trains in vacuum tubes are also on the horizon and already in use in some parts of the world. Suffice it to say that our transportation systems are ripe for disruption and big changes lie ahead!
July 19, 2019
Mr. Stephen Willis
Planning, Infrastructure and Economic Development
City of Ottawa
Dear Mr. Willis,
The Kanata Lakes Community Association (KLCA) would like to bring to the attention of the City of Ottawa the need to keep the Goulbourn Forced Road (GFR) open to vehicular traffic from Kanata Avenue to the Kanata North Business Park (KNBP).
The KLCA believes that the existing GFR provides an essential vehicular connection for Kanata residents to travel to work in the Kanata North Business Park. In addition, the existing GFR provides direct access to the Richcraft Recreation Centre and the Innovation Park and Ride. The importance of the existing GFR was demonstrated during the recent six-month closure of the GFR for construction reasons. During the closure, traffic congestion on March Road and Terry Fox Drive increased substantially.
We understand that there is no proposal currently to close the existing GFR. However, we would like to see our views on this matter considered during the planning of the KNL development, Phases 7 and 8, north of the Beaverpond – in particular, the road infrastructure that permits the continued use of the existing GFR through the Monk Environmental Park.
The KLCA developed the attached Recommendation outlining the factors that were considered and other related information. This Recommendation was developed in consultation with the Kanata North Transportation Committee and it has their support.
The key recommendations are as follows:
- the GFR remain open from Kanata Avenue to the Kanata North Business Park (KNBP);
- City of Ottawa include the GFR route to the KNBP as part of its official development plan of the KNL lands Phase 7,8 and 9;
- City of Ottawa include an intersection on the new re-aligned GFR to provide access to the existing GFR that runs through to the KNBP;
- City of Ottawa assess engineering modifications to the existing GFR that runs through Monk Environmental Park to the KNBP to address any safety issues;
- City of Ottawa review and consider road name changes to avoid confusion between the new re-aligned GFR and the old GFR that connects to the KNBP. For historical purposes, the name “Goulbourn Forced Road” should be retained for the portion of the old GFR that runs through Monk Environmental Park to the KNBP.
The KLCA would appreciate if the City of Ottawa planning officials would take our recommendations into account when finalizing the road network for Phases 7 and 8 in the KNL development north of the Beaverpond. We consider keeping the existing GFR open to vehicular traffic very much in the public interest and essential for efficient traffic flow in Kanata north.
The KLCA would also like to thank Kathy Rygus of your staff, for her assistance in providing information and context on this matter.
Please do not hesitate to contact the KLCA if you have any questions about this Recommendation.
Thank-you for your consideration in this matter.
President, Kanata Lakes Community Association
Director, Beaverpond Area, KLCA
Kathy Rygus, Planner, Development Review West, City of Ottawa
Jenna Sudds, Councillor Kanata North
David Olson, Chairman Kanata North Transportation Committee