Less Car

Improving Transit in Orléans: Toward a Walkable, Transit‑Oriented Community

This post is part of my feedback given to the city of Ottawa in response to the draft Transportation Master Plan:

Summary of Key Recommendations:

  • Expand frequent local service and direct LRT feeders. Introduce new neighbourhood “circulator” routes and peak‑period shuttles to link areas like Avalon, Cardinal Creek, and Bradley Estates directly to nearby LRT stations (e.g. Blair, Trim) or Park & Ride lots. Increase bus frequencies on key corridors and ensure all high‑demand areas have at least 15‑minute service. OC Transpo’s new “New Ways to Bus” network (launching April 2025) emphasizes precisely this focus on frequent local routes and strong connections to O‑Train lines.
  • Create dedicated bus/HOV lanes on main roads. Establish transit‐priority lanes or shared bus/HOV lanes on arteries such as Innes Road, Blackburn Hamlet Bypass, and Brian Coburn Boulevard. The City’s approved EA for the Brian Coburn/Blackburn corridor explicitly calls for localized widening and exclusive transit/HOV lanes to speed buses and encourage carpooling.
  • Implement transit‑supportive land‑use changes. Adopt zoning and policy tools to encourage mixed‑use, higher‑density development around the new Stage 2 LRT stations (Jeanne d’Arc, Convent Glen, Place d’Orléans, Trim) and along key corridors. The Orléans Corridor Secondary Plan calls for “mixed use, pedestrian-oriented” neighbourhoods around transit, with policies prioritizing walking, cycling, and transit as the dominant modes near stations. This includes reducing minimum parking requirements and promoting affordable housing near transit.
  • Enhance station access and local connectivity. Integrate safe walking and cycling routes to all stations via new multi‑use pathways, bike lanes, and pedestrian crossings. For example, Stage 2 plans add roughly $20 million of active‑transport infrastructure (MUPs, cycletracks, pedestrian bridges) to link neighbourhoods like Cardinal Creek to Trim Station. Ensure each bus stop has basic amenities (shelters, benches, lighting) and real‑time arrival displays.
  • Adopt smart fare and incentive programs. Offer discounted or fare‑capped passes for frequent riders and low‑income residents. Consider periodic fare-free weekends or pilot free-ride days (as OC Transpo is planning) to attract new riders. Encourage employers and schools to provide transit passes.

Context and Current Challenges

Orléans is a rapidly growing suburban area of Ottawa (with Stage 2 LRT extension underway) that is largely car‑oriented. Ottawa projects the city will grow to ~1.4 million over 25 years, with many new residents near the expanded LRT system. The Orléans Corridor Secondary Plan explicitly envisions a “mixed use, pedestrian-oriented and complete liveable community” around the four Stage 2 stations. However, much of Orléans still lacks reliable transit frequency or walkable access to transit. For example, large sections (e.g. Bradley Estates, Avalon/Cardinal Creek) have only infrequent buses and long walks to any station or stop. Only one rapid bus (Route 55/57) serves Place d’Orléans, and there are few cross-town routes. Even with the Stage 2 LRT bringing 77% of city residents within 5 km of rail, many neighbourhoods are beyond easy reach of frequent service.

Service Gaps in Orléans

  • Local Connectivity. Key local destinations (shopping, schools, clinics) in south and west Orléans are poorly linked. For instance, Chapel Hill South Station’s large park‑and‑ride lot is largely unused, indicating misaligned service. Areas like Bradley Estates report having to walk kilometres or take multiple transfers just to reach an LRT station. This fragmentation forces many to drive even short trips.
  • Limited Express Service. While there are express routes to downtown, few “suburb‑to‑suburb” or feeder routes exist. Commuters often must travel into downtown or Blair and back out again. Direct peak shuttles (like the new Route 226 pilot between Chapel Hill and Blair) indicate unmet demand for express links to the LRT.
  • Frequency Shortfalls. Outside core corridors, buses run infrequently or only on weekdays. Weekend service can be virtually nonexistent in some neighbourhoods, making transit impractical for shopping or leisure.
  • Last‑Mile Barriers. Many homes lie beyond comfortable walking distance of any stop. Gaps in sidewalks and bike routes make first/last‑mile travel challenging, especially in growing subdivisions where sidewalks are incomplete.

Service and Routing Enhancements

New Routes and Network Redesign: Redraw local bus routes to form a grid or hub structure within Orléans, reducing the need for downtown detours. Introduce neighbourhood circulators (e.g. a loop through Avalon, Fallingbrook or Chapel Hill North) that connect to two LRT stations or major Transitway stops. Expand on-demand microtransit pilots in low‑density pockets. For example, Ottawa’s upcoming bus network emphasizes connectivity to O‑Train Line 1, and has created new frequent local routes. The existing pilot “226 Blair–Chapel Hill” (eight AM/PM shuttles) is a good model: if successful, similar shuttle routes (e.g. a direct link from Avalon to Trim, or Convent Glen to Blair) should be made permanent. Any new route should be timed to meet trains at peak hours.

Increased Frequency: Boost bus frequency on key north–south and east–west corridors (e.g. St. Joseph Boulevard, Innes Road, Mer Bleue Road) so that service is truly “frequent” (every 10–15 min) during weekdays and weekends. High-frequency routes should operate 7 days/week, as recommended in the Master Plan update. Frequent routes draw more riders and simplify transfers.

Transit Priority Signals and ITS: Upgrade traffic signals on Innes/St. Joseph/Coburn corridors with transit signal priority. Equip buses with GPS and use intelligent transportation systems so that green lights extend for late buses. Implement a unified real-time information system: OC Transpo has already upgraded data for the Transit App, but ensure every stop in Orléans has a visible bus stop ID and dynamic arrival screen where feasible.

Infrastructure Improvements

Dedicated Bus Lanes: Physically separate bus lanes (or shared HOV lanes) on congested corridors are crucial. For instance, the Blackburn Bypass/Innes corridor (built as part of the Brian Coburn extension) will include transit/HOV lanes. Similar bus lanes should be added on Innes Road east of Blair and possibly on broad sections of St. Joseph (as Phase 2 of TMP’s “Priority Transit Network”). These lanes protect buses from gridlock and improve reliability.

Bus Stop Amenities: Ensure every stop has a weather-protected shelter, seating, and lighting. Many existing stops in Orléans lack shelters. Add accessibility enhancements (level-boarding pads) and well-marked crosswalks at busy stops. Provide real-time arrival displays and wayfinding maps at major stops (e.g. Orléans Blvd & Champlain, Place d’Orléans). Such amenities make transit more attractive to choice riders.

Park‑and‑Ride and Kiss‑and‑Ride: Maintain and improve the Chapel Hill South and Trim park‑and‑rides as feeders to LRT. Add secure bicycle parking and carpool lots there. However, since Orléans has many residents within cycling distance of stations, emphasize bikes over cars for last mile where possible.

Land‑Use and Policy Strategies

Transit‑Oriented Development (TOD): Direct new housing and commercial development to station areas. For example, upzone land around Jeanne d’Arc, Convent Glen and Trim stations to allow mid‑rise apartments, rowhouses and ground‑floor retail. This follows the Orléans Corridor plan’s vision: by concentrating jobs and homes near transit, Orléans can become more walkable and transit-friendly. Ottawa’s plan even envisions that “predominant mode of transportation” near stations will be walking, cycling or transit. Burlington’s Metrolinx-led “Transit-Oriented Communities” offer a model: the GTA’s suburban centres (Mississauga, Vaughan, Richmond Hill) are now encouraging multi‑storey development on parking lots near transit. In Metro Vancouver, suburban mall sites like Lougheed Town Centre, Brentwood and Oakridge Park have been rezoned for mixed-use TOD – similar approaches could densify Place d’Orléans and Champlain Park areas.

Complete Streets: Revise zoning and street design guidelines to prioritize pedestrians, bikes and transit. Implement “complete street” treatments on main arteries: wide sidewalks, curb extensions at crossings, protected bike lanes along St. Joseph and Innes. Reduce road lane widths and parking minimums to calm traffic. The Corridor Plan explicitly aims to “reduce automobile activity and car dependence” in new developments. For instance, limiting new parking can nudge more people to transit. Zoning should also encourage mixed-use neighbourhood stores and services, so that daily errands (groceries, cafes, clinics) are within a short walk or bike ride – a true 15‑minute community.

Fare Policy: Consider lower or no-fare options to boost ridership. Ottawa’s own roadmap includes a planned “free transit” weekend to introduce new riders. The city could extend discounted fares for low-income residents (e.g. an expanded Community Pass program), or pilot all‑day tickets valid on suburban routes. Eliminating transfer fees between bus and rail would also smooth journeys.

Active Transportation Integration

Multi‑Use Pathways: Stage 2 LRT plans already incorporate extensive walking and cycling links: at Trim Station, a new pedestrian/cyclist bridge and widened multi‑use paths will tie directly into the adjacent Cardinal Creek neighbourhood. Similar measures are needed at Convent Glen and Jeanne d’Arc stations. Every station entrance should be reachable via a safe bike lane or side-path. For example, converting local dead‑end streets into walking cut-throughs can shorten station walks. The City’s recent study notes that Stage 2 will “encourage active transportation” by adding ~20 km of pathways and cycle-tracks.

Bicycle Parking and Sharing: Install ample secure bike parking (racks and lockers) at all stations and major stops. Consider an e‑bike or e‑scooter share program to bridge the first/last mile. Ensure local street networks connect seamlessly into the station areas: fill sidewalk gaps, improve lighting, and provide wayfinding.

Traffic Calming: In residential pockets feeding stations, introduce calming measures (raised crosswalks, curb bump-outs, lower speed limits) to make walking safe. New developments should include through-block walking paths and connect to off-road trails (e.g. linking Leitrim Woods, Shenkman Park pathways into the transit grid). All of this will make transit use a more convenient, pleasant choice.

Lessons from Other Cities

Many cities show that suburban transit can thrive with the right mix of investments and land‑use. For example, Freiburg, Germany’s high‑density “eco‑suburbs” (Vauban, Rieselfeld) were built around frequent trams and extensive bike networks. Studies find that Vauban’s residents have “an extremely low share of cars and a high share of bicycles”, illustrating how transit‑oriented planning plus restrictive parking can dramatically cut auto use. In Metro Vancouver, recent TOD projects (Lougheed, Brentwood, Oakridge) demonstrate that built-out suburban stations can become vibrant, walkable communities. Surveys there show property values rise significantly within a few hundred metres of rapid transit, reflecting high demand for transit-accessible homes.

Closer to home, Ottawa’s own experience – the original Transitway stations in Kanata/Stittsville and Orleans – indicates that simply building rail or BRT is not enough without all the supporting elements. The Orléans Corridor plan applies these lessons by emphasizing mixed-use hubs and active modes. For example, cities like Portland and Minneapolis have successfully redesigned suburban bus networks for higher frequency and coverage – adopting grid patterns and express links – resulting in ridership gains. These precedents reinforce that a holistic approach (service, streets, zoning) is essential.

Implementing these strategies can transform Orléans from a car‑dependent suburb into a more sustainable, transit‑oriented community. By combining immediate operational fixes (new routes, bus lanes, better stops) with long‑term policies (zoning reform, TOD, active transportation), the City can significantly cut auto mode share and create a more livable Orléans.

Sources: City of Ottawa Planning and Transit reports; Canada research on TOD; and studies of sustainable suburbs. Each recommendation above is grounded in these expert analyses and case studies.