For the past 11 days, my office has received daily updates on the Trillium Line 2 testing, which is currently in the simulated passenger service phase of Trial Running. Success in this phase requires a 14-day rolling average of 98.5 percent on-time performance, and as we approach the end of this testing period, positive results continue to roll in. This progress is promising, but it is only one component of addressing the broader transportation issues facing our city. The question of how we respond to increasing congestion in our city is one that needs to be answered.
The city has created its Official Plan, and with it the Transportation Master Plan (TMP) is updated. The TMP outlines the city’s long-term vision for mobility, emphasizing sustainable transportation options such as public transit, cycling, and pedestrian infrastructure. It serves as a blueprint for decision-making, ensuring that future investments align with the city’s growth and environmental goals. Effectively implementing the TMP will help us build a transportation system that is efficient, equitable, and resilient. To tackle Ottawa’s transportation challenges effectively, a multi-faceted strategy is needed. This means not just improving our transit but also including space for biking and walking.
Recent statements from the Ontario government regarding a ban on the creation of new bicycle lanes and the potential removal of existing lanes pose a significant threat to our goals, as outlined in the city’s Official Plan, to focus on sustainable transportation efforts. This potential legislation undermines the TMP’s goals and discourages cycling as a viable alternative to driving, potentially forcing more people into cars. The removal of bicycle lanes could worsen traffic congestion and discourage active transportation, making it harder for Ottawa to meet its climate and mobility objectives.
Research has shown that building more road space for cars does not alleviate congestion. It is called induced demand, where increasing road capacity leads to more vehicles on the road. This phenomenon means that the benefits of added car lanes are quickly negated by a corresponding rise in traffic. Conversely, providing better transit, safer space for riding a bike, and proper sidewalks, increases their use, helping to reduce the reliance on cars and ease traffic congestion.
Provincial support is crucial in achieving these transportation goals. There was a time when the province shared a 50/50 partnership in funding transit projects, and renewing this commitment would greatly aid in enhancing Ottawa’s transit system. With adequate provincial funding, we could not only improve the operational efficiency of transit services but also invest in long-term infrastructure projects that benefit all road users.
Adding more car lanes will mean more driving, and we must also consider the reality of what this would look like on our streets. If we continue to expect people to drive, we also need to address the costs and logistics associated with parking. The cost of parking is significant. If everyone is driving to their destinations, we will need more places for people to park. This means facing the possibility of using valuable land for the parking of cars, rather than for other purposes, such as parks or housing. Not only would we lose land, but the cost of building parking is enormous. For example, in 2016, the city built the Glebe parkade at a cost of $9.5 million, and four years later, it needed a major upgrade due to water leaking. The estimated cost for the parking lot at Lansdowne 2.0 is $18.6 million, a price the City’s Auditor General report flagged as underestimated, as the cost to build parking has risen 12 percent in just one year.
The province also mentioned removing existing bicycle lanes to be replaced by lanes for vehicles. Who will pay for this removal? This is reminiscent of Rob Ford’s removal of bike lanes in Toronto over a decade ago. Reverting Jarvis Street back to a reversible fifth lane for vehicles cost roughly $270,000, while the bike lane, which was installed in 2009, had a cost of around $86,000. What would be the cost to remove and reconfigure streets in our city that carry thousands of people by bicycle today? Where could that money be better spent?
Alleviating congestion in Ottawa requires collaboration, strategic investment, and a shift towards sustainable mobility solutions. While the positive results from Trillium Line 2 testing are encouraging, it’s essential to address policies that hinder the development of a cohesive multi-modal transportation system. If the province is serious about reducing congestion, increased funding for transit infrastructure and operations is crucial.