Confederation Line (Stage 1) | In Service 1.0

[eternallyme]

http://app05.ottawa.ca/sirepub/cache/2/jy33gugy0h2s50vddtyrsqyd/9616512102013025918229.PDF

Complete details on the detours. Next minor detours in the spring of 2015, major detours begin fall of 2015.

How to distribute the buses IMO:

Closure of East Transitway:

* Express routes - 417/Nicholas direct from Blair to downtown (for a faster trip). Must transfer to 94, 95 or 96 at Blair to go to intermediate stations. May be diverted to alternate routes if traffic volumes warrant (i.e. uses quickest route possible downtown).

* Routes 24, 94, 95, 101, 102, 192 and 199 - From Blair or St. Laurent, via 417 and temporary bus lanes, serving Hurdman. Depending on ridership patterns, some trips may be redistributed to and from express routes.

* Route 96 - From Blair (peak periods only to preserve express transfers) or St. Laurent (all other times), via Tremblay to maintain rapid service from the VIA Rail station to downtown while minimizing delays (by using a route starting and ending soon). Limited to a single stop at the VIA station which replaces Train Station.

* Route 114 - From St. Laurent, operates local via Coventry, Belfast and Tremblay to provide business and community access.

* Routes 124, 126, 128 and 129 - Truncate to Blair at all times where transfers can be made to regular or express routes.

Closure of West Transitway east of Tunney's Pasture:

* Express routes - 417 from Queensway/Transitway junction near Woodroffe to downtown (can detour along Carling or other roads if deemed fastest). Must transfer to Transitway routes at Baseline, Pinecrest, Bayshore or Queensway to go to intermediate stations (one transfer is always guaranteed). Such reduces the number of buses on Scott Street for community residents. Terminate at Mackenzie King after closure of East Transitway.

* Routes 67, 86, 87, 93 to 99, 105 and 176 (peak extension) - Uses bus lanes along Scott Street parallel to the Transitway. All routes only stop at LeBreton and Bayview (Route 16 runs local).

Closure of Central Transitway from Laurier to Hurdman:

* Express routes from east - No change.

* Route 8 - From Hurdman, exit to Riverside, then to 417, to Mann, operating local along King Edward. Transfer at Hurdman for a quicker trip downtown. Supplement with 8X trips between Hurdman and LeBreton (although many will opt to disembark at Laurier instead).

* Route 16 - Weekend trips should terminate in the Sandy Hill community due to the presence of Routes 5 and 85 (as explained below).

* Route 24 - From previous detour above, continue to downtown bypassing Hurdman (must transfer at St. Laurent to access).

* Routes 40, 41, 43, 86, 87, 97, 98 and 99 - From Hurdman, exit to Riverside, then to 417 en route to downtown via Nicholas.

* Route 85 - From Mackenzie King, operate via King Edward, Lees, Main to Transitway to Hurdman (at all times of day) allowing access from Smyth or Hurdman to Campus and Lees Stations with a frequent route. Stops would be limited to keep service fairly quick from Hurdman or Smyth; Route 16 would provide local service Monday to Friday and Route 5 would also provide local service seven days a week.

* Routes 94, 95 and 96 - From previous detour above, enter Hurdman then return to 417 en route to downtown via Nicholas.

* Routes 101 and 102 - From previous detour above, enter Hurdman then return to 417 en route to Catherine or from Isabella (unable to serve Lees/Greenfield).

[MountainView]

Originally Posted by eternallyme

http://app05.ottawa.ca/sirepub/cache/2/jy33gugy0h2s50vddtyrsqyd/9616512102013025918229.PDF


Closure of West Transitway east of Tunney's Pasture:

* Express routes - 417 from Queensway/Transitway junction near Woodroffe to downtown (can detour along Carling or other roads if deemed fastest). Must transfer to Transitway routes at Baseline, Pinecrest, Bayshore or Queensway to go to intermediate stations (one transfer is always guaranteed). Such reduces the number of buses on Scott Street for community residents. Terminate at Mackenzie King after closure of East Transitway.

For some reason that link does not work for me (404 error).

Only problem here is that there is no ramp allowing buses going along the transitway to enter the 417 to go East. They would have to turn right down Iris and Left on Woodroffe. Similar to what routes 402 and 406 do going to CT Centre.

[eternallyme]

http://app05.ottawa.ca/sirepub/cache/2/jy33gugy0h2s50vddtyrsqyd/9616512102013042918569.PDF

Try that link?

[Catenary]

Originally Posted by eternallyme

http://app05.ottawa.ca/sirepub/cache/2/jy33gugy0h2s50vddtyrsqyd/9616512102013025918229.PDF

Complete details on the detours. Next minor detours in the spring of 2015, major detours begin fall of 2015.

How to distribute the buses IMO:

Closure of Central Transitway from Laurier to Hurdman:

* Express routes from east - No change.

* Route 8 - From Hurdman, exit to Riverside, then to 417, to Mann, operating local along King Edward. Transfer at Hurdman for a quicker trip downtown. Supplement with 8X trips between Hurdman and LeBreton (although many will opt to disembark at Laurier instead).

* Route 16 - Weekend trips should terminate in the Sandy Hill community due to the presence of Routes 5 and 85 (as explained below).

* Route 24 - From previous detour above, continue to downtown bypassing Hurdman (must transfer at St. Laurent to access).

* Routes 40, 41, 43, 86, 87, 97, 98 and 99 - From Hurdman, exit to Riverside, then to 417 en route to downtown via Nicholas.

* Route 85 - From Mackenzie King, operate via King Edward, Lees, Main to Transitway to Hurdman (at all times of day) allowing access from Smyth or Hurdman to Campus and Lees Stations with a frequent route. Stops would be limited to keep service fairly quick from Hurdman or Smyth; Route 16 would provide local service Monday to Friday and Route 5 would also provide local service seven days a week.

* Routes 94, 95 and 96 - From previous detour above, enter Hurdman then return to 417 en route to downtown via Nicholas.

* Routes 101 and 102 - From previous detour above, enter Hurdman then return to 417 en route to Catherine or from Isabella (unable to serve Lees/Greenfield).

Based on what it says about Carleton bound passengers changing at St. Laurent, I don't think all the 94, 95 and 96 buses will serve Hurdman. My guess is passengers will switch at Laurier or St. Laurent for the SE Transitway, with the 97 going downtown and route 4 being extended to St. Laurent, with other routes also potentially extended to St. Laurent providing service from the east through to at least Billings Bridge (the 87 would be a candidate for this type of extension).

[waterloowarrior]

here is the link, reports on the right http://app05.ottawa.ca/sirepub/mtgviewer.aspx?meetid=6265&doctype=agenda&itemid=312923

[eternallyme]

Originally Posted by Catenary

Based on what it says about Carleton bound passengers changing at St. Laurent, I don't think all the 94, 95 and 96 buses will serve Hurdman. My guess is passengers will switch at Laurier or St. Laurent for the SE Transitway, with the 97 going downtown and route 4 being extended to St. Laurent, with other routes also potentially extended to St. Laurent providing service from the east through to at least Billings Bridge (the 87 would be a candidate for this type of extension).

It is such a major transfer point that I think all Transitway buses should stop at Hurdman. Express routes, however, should not (in fact would be non-stop from Blair to downtown, with a transfer required at Blair to go elsewhere). Such is to ensure speed to downtown is the crucial factor for the expresses. Depending on ridership patterns, some trips may need to be reallocated from Transitway to express or vice versa.

Re the 4: maybe extend it to Blair if that is a major access from the east, at least during peak periods? Since there would be no opportunity to transfer between Blair and downtown in this setup.

Route 8 would slow dramatically as it would be the local route on King Edward, but presumably most from the southeast would transfer at Hurdman to faster routes. I chose to have the 85 do the long loop (which, IIRC, it did before the Transitway opened in that section), although could run limited stops in sections. An alternative is to shorten the 16 to within Sandy Hill at all times of day with the 85 available.

For Train Station, I chose to let the 96 do that service. The 94 and 95 are in the middle of long runs and it would slow them down too much when they are typically running with very high ridership, while the 96 is near its terminus with a west-end focus, yet would still provide rapid service from downtown. The 114 would also run local in the area (replacing its Transitway section) to service other businesses and communities.

Local routes shouldn't change, except for those going from Blair to Hurdman on weekdays would always end at Blair (transfer to Transitway or non-stop express routes there).

[bartlebooth]

I noticed the other day what looks like changes to Rideau Station (on William Street). I have to say I preferred the original station entrance (first image). I am not sure if these changes have to do with expropriation and not being able to acquire the building where Scotiabank is now or if it is a scaling back of the original plan due to cost constraints but the new station entrance looks like it is just tacked on the current bank building (second image). It also seems to encroach on William Street much more which has me a little worried as this is likely to be a busy spot once the train is up and running and the Rideau Centre expansion is complete.



Original station concept released with initial Confederation Line plan. Image taken from here: http://www.transitottawa.ca/2012/12/the-confederation-line-elegant-but-not.html



Most recent image on the Confederation Line website. Image taken from here: http://www.ottawalightrail.ca/en/the-build/rideau/gallery/

[Catenary]

Originally Posted by eternallyme

It is such a major transfer point that I think all Transitway buses should stop at Hurdman. Express routes, however, should not (in fact would be non-stop from Blair to downtown, with a transfer required at Blair to go elsewhere). Such is to ensure speed to downtown is the crucial factor for the expresses. Depending on ridership patterns, some trips may need to be reallocated from Transitway to express or vice versa.

Hurdman is a major transfer point, but it's not a major destination itself. For routes on 417, it is a major time suck however, since buses have to backtrack to get back onto the highway. It would not be difficult to push the major transfers out and away from it to Laurier and St. Laurent so that people have to make a decision about where to transfer to get the bus they want, since most passengers will be heading past one of those stations anyways. Hurdman will also be impacted by construction, so there is some incentive to minimize traffic there.

Coming from the SE Transitway, most passengers will be going downtown, and can take a 97/98/40/43 etc. Passengers going east towards Blair will have to take a route extended to St. Laurent or further, like the 4 could be. Hurdman would be a transfer point only for passengers coming from the SE Transitway but not on a route that goes to their destination, such as passengers changing from a 97 to a 4 to go eastwards. Billings Bridge will also share some of the transfer load in the southbound direction. Passengers on the main transitway (Hwy. 417) can choose to switch at either Laurier or St. Laurent, depending on what route they need to get to the final destination, and time of day.

I don't think this is without basis, when reading the slides this is the impression I got.

[J.OT13]

Originally Posted by bartlebooth

I noticed the other day what looks like changes to Rideau Station (on William Street). I have to say I preferred the original station entrance (first image). I am not sure if these changes have to do with expropriation and not being able to acquire the building where Scotiabank is now or if it is a scaling back of the original plan due to cost constraints but the new station entrance looks like it is just tacked on the current bank building (second image). It also seems to encroach on William Street much more which has me a little worried as this is likely to be a busy spot once the train is up and running and the Rideau Centre expansion is complete.



Original station concept released with initial Confederation Line plan. Image taken from here: http://www.transitottawa.ca/2012/12/the-confederation-line-elegant-but-not.html



Most recent image on the Confederation Line website. Image taken from here: http://www.ottawalightrail.ca/en/the-build/rideau/gallery/

I asked about it last December and the guy from the City said that the architects (BBB Architects) made the William entrance design sort of as a creative liberty and that it might not exactly as shown (first design).

That said, I don't know if the City is expropriating the whole building (though we know Scotiabank is moving to 700 Sussex), but I hope it gets torn down or re-done (new cladding, and maybe an extra floor).

[nredding]

Neither of the links to the PDF work for me.

[bartlebooth]

Originally Posted by J.OT13

I asked about it last December and the guy from the City said that the architects (BBB Architects) made the William entrance design sort of as a creative liberty and that it might not exactly as shown (first design).

That said, I don't know if the City is expropriating the whole building (though we know Scotiabank is moving to 700 Sussex), but I hope it gets torn down or re-done (new cladding, and maybe an extra floor).

Interesting. I had no idea Scotiabank was moving. I agree that something needs to be done with it whether it is torn down or re-done. It is a pretty significant corner in terms of its position between the market and Rideau Street as well as an entry/exit for the Confederation Line.

[J.OT13]

At least, I would assume Scotiabank is moving based on these posts from September;

Originally Posted by O-Town Hockey

I heard today that the main floor of the retail portion is becoming a Scotiabank. Has anyone else heard this? It's a shame it won't contain any more retail stores. $50/sqft is too steep for most retailers I guess.

Originally Posted by O-Town Hockey

Shoot I put this in the wrong thread. I was referring to the retail portion of 700 Sussex not 90 George! Not sure if 700 has a thread though.

[bartlebooth]

Originally Posted by J.OT13

At least, I would assume Scotiabank is moving based on these posts from September;

Oh, I definitely believed you, it was just news to me. This forum gives me better development news/updates then most media outlets haha.

[rocketphish]

$1M in parks money redirected to Scott Street hydro poles

By David Reevely, OTTAWA CITIZEN December 11, 2013 5:00 PM

OTTAWA — A fund for park improvements and community centres in Kitchissippi will first pay for better hydro poles along Scott Street, city council agreed Wednesday.

The next million dollars to go into the fund, which is filled by money extracted from developers who get rezonings to build taller, denser buildings than previously allowed, is to be spent on “self-supporting” poles that won’t need guy wires to hold them up, which is a first step toward building a bicycle track along Scott near Tunney’s Pasture. That’s supposed to happen after Scott is rebuilt a third time in a decade, to put it back in order after a widening to make it a substitute Transitway while the usual busway in its nearby trench is converted into a light-rail line starting in 2016.

That unpopular move, a new neighbourhood plan for the areas on either side of Scott, and the hydro poles have all become balled up into one big, messy set of neighbourhood concerns about what the city is up to in the neighbourhood.

The raid on the “community amenities” fund came by surprise at a meeting of city council’s finance committee last week, but Coun. Katherine Hobbs argues the money is being used exactly the way it’s supposed to be: to improve the Hintonburg and Mechanicsville neighbourhoods who use Scott as their main traffic route. The poles need to be moved anyway, at a cost of $450,000, and the extra million dollars will save money later because they’ll only have to be moved once, she says.

Until the $1 million in developer payments materializes, the city will “borrow” from its parks fund to cover the cost.

[email protected]

ottawacitizen.com/greaterottawa
© Copyright (c) The Ottawa Citizen

http://www.ottawacitizen.com/news/parks+...tt+Street+hydro+poles/9274706/story.html

[Buggys]

I thought Hydro Ottawa is responsible for costs associated with hydro lines?

Originally Posted by rocketphish

$1M in parks money redirected to Scott Street hydro poles

By David Reevely, OTTAWA CITIZEN December 11, 2013 5:00 PM

OTTAWA — A fund for park improvements and community centres in Kitchissippi will first pay for better hydro poles along Scott Street, city council agreed Wednesday.

The next million dollars to go into the fund, which is filled by money extracted from developers who get rezonings to build taller, denser buildings than previously allowed, is to be spent on “self-supporting” poles that won’t need guy wires to hold them up, which is a first step toward building a bicycle track along Scott near Tunney’s Pasture. That’s supposed to happen after Scott is rebuilt a third time in a decade, to put it back in order after a widening to make it a substitute Transitway while the usual busway in its nearby trench is converted into a light-rail line starting in 2016.

That unpopular move, a new neighbourhood plan for the areas on either side of Scott, and the hydro poles have all become balled up into one big, messy set of neighbourhood concerns about what the city is up to in the neighbourhood.

The raid on the “community amenities” fund came by surprise at a meeting of city council’s finance committee last week, but Coun. Katherine Hobbs argues the money is being used exactly the way it’s supposed to be: to improve the Hintonburg and Mechanicsville neighbourhoods who use Scott as their main traffic route. The poles need to be moved anyway, at a cost of $450,000, and the extra million dollars will save money later because they’ll only have to be moved once, she says.

Until the $1 million in developer payments materializes, the city will “borrow” from its parks fund to cover the cost.

[email protected]

ottawacitizen.com/greaterottawa
© Copyright (c) The Ottawa Citizen

http://www.ottawacitizen.com/news/parks+...tt+Street+hydro+poles/9274706/story.html

[rakerman]

Originally Posted by nredding

Neither of the links to the PDF work for me.

You have to use the fileid link from the agenda view e.g.

http://app05.ottawa.ca/sirepub/view.aspx?cabinet=published_meetings&fileid=96164

the .PDF links that the fileid link generates are only temporary. (Design flaw in the city's system.)

[Capital Shaun]

Originally Posted by Buggys

I thought Hydro Ottawa is responsible for costs associated with hydro lines?

I figured RTG would pay for this since the detour is part of the LRT project. Makes me wonder what other peripheral costs the city will inccur that are outside the project's budget.

[Richard Eade]

Originally Posted by Capital Shaun

I figured RTG would pay for this since the detour is part of the LRT project. Makes me wonder what other peripheral costs the city will inccur that are outside the project's budget.

This should probably be under the Confederation Line thread, but . . .

Off the top of my head I can think of the following things which are add-ons (i.e., not included in but paid for with extra money) to the $2.1B LRT contract:

• Widening the 417 from Nicholas to the 417/OR174 split ($210M or so, provided by the Province),
• Moving any utilities that are in the way of the 417 widening,
• All of the infrastructure additions around the stations to support intensification,
• All studies for any changes,
• Building the new pedestrian overpass of the 417 at Tremblay Station
• The doubling of the O-Train frequency ($59M),
• Replacing the infrastructure under Queen Streets,
• Reconfiguring all of the streets downtown,
• Widening and ultimately moving Albert and Scott Streets north ($35+M),
• Lots of utility work under Albert and Booth Streets for the combined sewer problem,
• Building (and removing) a temporary extension to Preston Street,
• Buying the additional buses ($75M) needed and hiring operators,
• Oh, and the archeological work and moving the graves from under Queen Street.

I’m sure that this is not an exhaustive list. There will be hundreds of millions of dollars going to the RTG and others above the $2.1B.

Of course, the RTG will be paying the City a penalty for every day-kilometre that the Transitway is shut down so that money will offset the City’s costs by a small amount.

[capital_urbanite]

just for fun...a google map of the tunnelling progress

https://mapsengine.google.com/map/edit?mid=zMmGSX-iFmqc.kmV2sUE6yLMQ

[Marcus CLS]

I decided to check out the east portal today and caught the boring machine just starting the tunnel. I took a couple of digital photos down through the fencing then my battery went dead. Oh well, I had not used my pocket cam for a while and it must have been too cold.