Confederation Line (Stage 1) | In Service 1.0

[Richard Eade]

Originally Posted by swimmer_spe

In 1981, the current area of Ottawa had around 550,000 people. In 1983, they opened the Transitway.

Ottawa now has almost 900,000 people.

For the size of the city, building an LRT at the time would have been too expensive. Building the Transitway closed the gap.

Transitways should all be built to be able to be turned into future LRT lines. They should be easily converted by just adding the ballast, ties and rails.

Interesting. You talk as if you have a magic wand which can instantly transform an asphalt roadway into an electric LRT line. There is a lot more to it than laying ballast and tracks (and overhead wires and signaling), though.

Look at the current process being followed: In this case, a section of the Transitway is being changed and that takes time and money. Yes, there might be better ways of doing the conversion, with less disruption, but there will always be some disruption. Sections of the Transitway are being shut down to buses because it is (apparently) less expensive and safer than embedding the new rails in a drivable surface so that the buses could continue to use the Transitway. The cost of this conversion is significant and the City is trying to minimize it. Remember, the tunnel (and underground stations) is only about a third of the $2.1B; ⅔ of the money is for converting to rails, including stations, tracks, power, signals, setting up a maintenance and storage facility, and buying the LRVs. This is not a small job. It is fortunate that the majority of this section of existing Transitway is so easily converted.

[swimmer_spe]

Originally Posted by Richard Eade

Interesting. You talk as if you have a magic wand which can instantly transform an asphalt roadway into an electric LRT line. There is a lot more to it than laying ballast and tracks (and overhead wires and signaling), though.

Look at the current process being followed: In this case, a section of the Transitway is being changed and that takes time and money. Yes, there might be better ways of doing the conversion, with less disruption, but there will always be some disruption. Sections of the Transitway are being shut down to buses because it is (apparently) less expensive and safer than embedding the new rails in a drivable surface so that the buses could continue to use the Transitway. The cost of this conversion is significant and the City is trying to minimize it. Remember, the tunnel (and underground stations) is only about a third of the $2.1B; ⅔ of the money is for converting to rails, including stations, tracks, power, signals, setting up a maintenance and storage facility, and buying the LRVs. This is not a small job. It is fortunate that the majority of this section of existing Transitway is so easily converted.

No magic wand. I am just stating that if the roadway is built so that you just lay down what is not needed for BRT, but is needed for LRT.

Just imagine building the line had those Transitways not been there. I am guessing it would be closer to $10B.

Other smaller cities should take note.

[Innsertnamehere]

$10 billion for 13km? are you nuts? thats approaching NYC subway extension territory there.. even presuming 100% tunnelled you would be closer to $4 billion..

[Dado]

Originally Posted by lrt's friend

If we would have built a Transitway designed to easily convert to rail without major disruption, the cost would have escalated tremendously, making rapid transit in Ottawa unaffordable back in the 80s. We might as well have built LRT in the first place but that was also unaffordable at the time. The conversion aspect of the Transitways was oversold.

While I agree on the conversion aspect being oversold, I dispute that a more easily-converted transitway would have been enormously more expensive to build.

Many of the issues we're encountering now come down to relatively simple and minor design decisions taken back then.

For instance, the preferred layout for busway stations - two passing lanes, two stopping lanes and side platforms - makes conversion problematic. The typical busway station area is wide and short, whereas an LRT station area is generally longer and narrower. A different, but no more costly, design that featured offset rather than facing platforms would have much reduced the conversion cost of stations by avoiding a pile of dead space. Indeed, it may even have lowered the initial cost by reducing the span of overhead bridges, like those in the trench.

Similarly along the running ways they never figured out what exactly they would do to convert it: tear up the asphalt to lay down tracks, or lay the ballast and tracks directly over the asphalt. The latter is simpler, but if your clearances have been set on the basis of the former then you've got a problem. So again, a relatively inconsequential initial design decision as far as a busway is concerned becomes a significant issue for conversion.

These two separate issues then combine at stations again with respect to platform heights. Two design options are available here: design the platforms to be easily raised somehow (perhaps with pre-cast sections) or design the busway to be locally higher in the station area so it can be lowered. Neither represents an enormous initial cost burden, but both would substantially lower the cost of conversion.

The only place where a substantial extra cost would be encountered is in making the running way somewhat wider so as to facilitate the construction of rail infrastructure within the RoW. Nevertheless, they could still have been designed in a way to allow one-way BRT service (i.e. peak direction) during the conversion.

[Kitchissippi]

If you look at the budget, the conversion costs really are not that bad:

Cost Area.............................Budget
Property, Engineering,
Property Management..............$275M
Tunnel & Stations....................$681M
Track Work, Systems,
MSF Facility............................$551M
Civil Works.............................$102M
Vehicles.................................$344M
Financing & SPV Costs.............$176M

OLRT Total.............................$2.130B

Considering the conversion falls under the third item and that the Maintenance and Storage Facility (MSF) isn't cheap, the cost of laying down track and electrification isn't that unreasonable.

[J.OT13]

What did they do to make the Transitway "easily convertible"? Seems like a pretty standard BRT system to me. When you think about it, any RoW can be "converted" to LRT. Just look at the transit mall in Calgary; was that initially "built for conversion", no. Did it cost anymore than Transitway conversion; again, no.

The whole conversion deal was a political spin, smoke and mirrors, a lie to get people to agree to building BRT.

[1overcosc]

Originally Posted by Dado

For instance, the preferred layout for busway stations - two passing lanes, two stopping lanes and side platforms - makes conversion problematic. The typical busway station area is wide and short, whereas an LRT station area is generally longer and narrower. A different, but no more costly, design that featured offset rather than facing platforms would have much reduced the conversion cost of stations by avoiding a pile of dead space. Indeed, it may even have lowered the initial cost by reducing the span of overhead bridges, like those in the trench.

Interesting. I've noticed that the new stations in Barrhaven are rather long and narrow compared to the rest of the Transitway... was that a conscious decision when the built the SW Transitway extension to allow for enhanced convertability?

[Catenary]

Originally Posted by Dado

Similarly along the running ways they never figured out what exactly they would do to convert it: tear up the asphalt to lay down tracks, or lay the ballast and tracks directly over the asphalt. The latter is simpler, but if your clearances have been set on the basis of the former then you've got a problem. So again, a relatively inconsequential initial design decision as far as a busway is concerned becomes a significant issue for conversion.

I don't think you can just dump ballast on a road and then lay ties and rail. Leaving the asphalt could cause a host of issues, including preventing water from draining through the trackbed, and giving everything a level surface to move around, especially on corners. Tearing up the road is going to happen either way, as what's under the tracks is just as important as how they're built. Just look at Toronto and their new streetcar construction standards. The focus is entirely on building a good foundation so the tracks can be replaced without worrying about what's underneath.

[J.OT13]

Construction Summary

Central Segment

Tunnel

West Portal (Jawbreaker)
•The roadheader continues mining east to Lyon Street.
•Mining has progressed from the transition* to the full face of the Lyon Station Cavern, which is being excavated in drifts**.

Central Shaft (Chewrocka)
•Shotcreting and tunnel reinforcements continue as mining advances into the transition, going east toward Bank Street.

East Portal (Crocodile Rouge)

Tunneling works advance in two phases; the first phase continues and includes grouting to confirm stable tunnel face conditions. The second phase of tunneling works will start only after all new borehole data is fully analyzed.

For weekly updates on tunnel excavation progress please visit the Roadheader page.

East Segment

Maintenance and Storage Facility (MSF)
•Site activities, including utilities excavation, continue.
•Excavation continues on the MSF building foundation.

Utilities_excavation_at_MSF-2014-04-14[1]

Civic Works

Highway 417 Widening and Structure Rehabilitation

Roadworks
•Boring and sewer work progresses on the north side of the highway, near Hurdman Bridge and Robinson Avenue, as well as on the south side near Lees Avenue.
•Drilling of piles and pouring progresses for the sound wall footings along the south side of the highway, from St. Laurent Blvd. to Vanier Pkwy.
•Installation of a roadway protection system at the Lees eastbound on-ramp has been completed while road excavation occurs this week.
•Quick moveable barriers (QMB) and traffic control barriers (TCB) continue to be moved back to pre-winter location along the construction zone.

Signage
•Electric work for the three message signs is ongoing.

Structures

Widening, reconstruction and rehabilitation of various bridge structures is progressing as planned along the highway.

Hurdman Bridge
•Construction on the deck progresses, in preparation of deck concrete pouring.
•Formwork*** continues on the south side deck, while formwork at the ends of the deck and rebar installation advance on the north side.

Deck_construction__Hurdman-2014-04-14[1]

St. Laurent Overpass
•Pouring of the deck was completed.
•Widening and rehabilitation progresses with formwork on the south barrier wall.
•Stripping and backfilling occur at the edges of the south and north decks.

St._Laurent_Deck_pouring_continues-2014-0414[1]

Vanier Parkway Overpass
•Work advances in the staging area, including building and setting up a scaffold (temporary support structure) to allow girder installation on the new structure.
•Work progresses on the overpass and includes shoring activities as well as forming and pouring of parapet walls****.

Belfast Road Underpass – work progresses in preparation of the bridge replacement.
•Excavation begins to remove concrete on the structure.
•Preparation work occurs this week prior to forming the deck.

Lees Avenue Underpass – work progresses in preparation of the rapid bridge replacement.
•Construction of the new bridge components is ongoing in the staging area, including forming the new deck.
•Pouring and formwork progress at the north side abutment of the existing structure.

Coventry Bridge
•Installation of rebar and pouring of caissons continue at the north abutment to prepare for the installation of the pedestrian bridge on the piers.

Coventry_piers_construction_continues-2014-04-14[1]

Notes:

* Transition refers to the area between the running tunnel and the wider station caverns.

** Drifts refer to the sections of the wider cavern station that are excavated in sequence – see example below for Lyon Station Cavern.


Illustrates drift excavation in a Cavern

*** Formwork refers to a mold in which concrete is poured.

**** Parapet wall refers to a protective barrier on the side of a bridge.

Stay on-track with us and follow our progress by visiting the sections related to each area of construction at the top of this webpage.

http://www.confederationline.ca/#target3269

[1overcosc]

Lyon station officially being excavated! Party time

[J.OT13]

I wonder how these stations will be built. Excavation is simple enough, but how do they build 2-3 levels (platform and concourses) inside, how will it connect to existing buildings, how do they build entrances in existing buildings..?

[Uhuniau]

Originally Posted by J.OT13

I wonder how these stations will be built. Excavation is simple enough, but how do they build 2-3 levels (platform and concourses) inside, how will it connect to existing buildings, how do they build entrances in existing buildings..?

This being Ottawa, in general there will not be connections to existing buildings.

[J.OT13]

Originally Posted by Uhuniau

This being Ottawa, in general there will not be connections to existing buildings.

Not true.

Guaranteed indoor connections either direct or through existing pedestrian connections:

Lyon Station
-Place de Ville, which includes

• 4 Office Buildings (1.2+ million sqft)
• 2 Hotels (897 rooms, 50,000 sqft convention space)
• Underground Shopping Concourse (30,000 sqft)

Rideau Station
-Rideau Centre Complex

• Rideau Centre (900,000 sqft retail mall)
• Transportation Building (45,000 sqft)
• Ottawa Convention Centre (192,000 sqft)
• Westin Hotel (487 rooms, 44,000 sqft convention space)
• National Defense (800,000 sqft)
• Hudson's Bay/Freiman Mall (260,000 sqft)

Likely indoor connections based on plans:

Parliament Station
-SunLife/Clarica Centre

• 2 Office Towers (900,000 sqft)
• Retail (40,000 sqft)

Possible connections based on Morguard's expression of interest:

Lyon Station
-Former Delta Complex

• Office Tower (172,000 sqft)
• Hotel (372 rooms)

Parliament Station
-CBC Building

• Office Building (250,000sqft)

-Heritage Place

• Office Building (180,000sqft)
• Retail (46,000sqft)

-131 Queen Street

• Office Building (310,000sqft)
• Retail (26,000sqft)
• Residential (36 units)

Guaranteed Total:

• Office (2 million+ sqft)
• Retail (1.5 million sqft)
• Hotel (1384 rooms)
• Convention Facilities (286,000 sqft)

Possible Total:

• Office (3.8 million+ sqft)
• Retail (2.6 million sqft)
• Hotel (1756 rooms)
• Convention Facilities (286,000 sqft)
• Residential (36 units)

[S-Man]

What did they do to make the Transitway "easily convertible"? Seems like a pretty standard BRT system to me. When you think about it, any RoW can be "converted" to LRT. Just look at the transit mall in Calgary; was that initially "built for conversion", no. Did it cost anymore than Transitway conversion; again, no.

The whole conversion deal was a political spin, smoke and mirrors, a lie to get people to agree to building BRT.

I would agree with this. There was a choice, and a number of people were on the fence, so why not get their vote with the PROMISE of an easy-peasy future conversion?

[Uhuniau]

Originally Posted by J.OT13

Not true.

Guaranteed indoor connections either direct or through existing pedestrian connections:

So... two of them?

So... my point stands.

[eemy]

Two out of the three downtown stations, and possibly all three. I don't see how your point stands at all. I know it's easy to get cynical about things, but geez...

[Uhuniau]

Originally Posted by jeremy_haak

Two out of the three downtown stations, and possibly all three. I don't see how your point stands at all. I know it's easy to get cynical about things, but geez...

"in general there will not be connections to existing buildings."

In general, there won't be.

There are firm plans for two station-building pairings.

At two stations there will be one connection to one building.

At the other eleven stations, there will be no connections to anything (other than St-Laurent, which is inherent to the design of the existing building.) Admittedly, there are some stations with nothing to connect to, but still... no direct indoor connection at Blair, nothing at Tunney's, even with the Tunney's redevelopment in formative stages, nothing at U of O, maybe something at the other downtown station (maybe).

Not overly ambitious, is it?

[J.OT13]

Montreal and Toronto's underground cities weren't built in a day nor are they system wide today. There are still a few stand alone stations.

As for Ottawa, the two downtown stations with connections don't have "one connection to one building". Lyon station will be connected to 6 buildings. Rideau will also be connected to 6 buildings for a total of 12 links between subway and buildings, just about the same as the original Montreal Metro.

[acottawa]

It is interesting that many bus stations have some fairly elaborate links to nearby buildings (Billings Bridge, Bayshore, Train, Blair, Baseline) linkages for LRT stations are pretty minimalist and seem to leave a lot of (seemingly) obvious targets out (the Via station, Trainyards, World Exchange, the Constitution Building, the Minto complex, the HBC building). Maybe the engineering isn't possible or the costs are prohibitive, but there is going to be some serious congestion on downtown sidewalks with full trains emptying every few minutes with only two exits per station (the transitway spreads things out a little more).

[J.OT13]

A big problem is private enterprises not wanting to play ball. As some of you may remember, the Downtown Business Coalition were all enthusiastic about the possibility of and underground pedestrian network. As the tunnel started inching closer to reality, most businesses, with the exception of Brookfield (PdV), Gillin (offered money for NAC link), Morguard (owner of multiple properties on Queen) and Cadillac Fairview (Rideau Centre), backed down.