Confederation Line (Stage 1) | In Service 1.0

[GoTrans]

Originally Posted by Kitchissippi

Noticed the start of the work on Hurdman when I took the 97 today.

I find it a bit odd that they're doing a lot of Transitway resurfacing between Campus and Hurdman when all of it is going to get ripped up within a couple of years anyway.

It may be that they are going to use the asphalt as a base for the ballast. The BNSF did this in 2011 when they double tracked Abo Canyon in New Mexico.

[Catenary]

Originally Posted by 1overcosc

Still, though, it's only 18 months remaining before that segment of Transitway is taken out of service permanently. Could the existing pavement not perform well enough until then? it just seems like a waste...

I mentioned this to a driver today and they commented on what poor condition it was in before.

Originally Posted by GoTrans

It may be that they are going to use the asphalt as a base for the ballast. The BNSF did this in 2011 when they double tracked Abo Canyon in New Mexico.

I doubt it, but it's not tricky to mill the old asphalt off and recycle it.

[JM1]

Are they planning on keeping some parts of the LRT line paved for emergency vehicles?

Originally Posted by Catenary

I mentioned this to a driver today and they commented on what poor condition it was in before.



I doubt it, but it's not tricky to mill the old asphalt off and recycle it.

[MalcolmTucker]

Originally Posted by JM1

Are they planning on keeping some parts of the LRT line paved for emergency vehicles?

Why would you ever do that?

[bobert_d]

Originally Posted by MalcolmTucker

Why would you ever do that?

Because emergency vehicles routinely use the transitway currently and the status quo is a powerful motivator. Also, I'm sure it improves respose time since emergency vehicles have a route parallel the Queensway that is not a parking.

With that said, I don't see why this would be done if they aren't planning on also running express buses to downtown via the LRT route (they aren't).

[MaxHeadroom]

Road-going vehicles are no longer going to use the transitway once it is converted to rail, period. It would be impassable in the winter since it would no longer be plowed as a roadway would be. Transport Canada would never approve.

Just another change that the city will have to get used to. Particularly the prisoner transport that goes between the jail and the courthouse.

[rocketphish]

Construction Summary
Week of September 7



Central Segment

Tunnel

West Portal (Jawbreaker)

• Excavation in drifts continues as mining progresses toward the west entrance of Lyon Station.
• The 8th umbrella has been completed, and installation on the 9th umbrella begins.
• Cavern reinforcement is ongoing.

Rockbolt installation continues as the excavation of Lyon Station cavern advances


Central Shaft (Chewrocka)

• The roadheader continues mining the bench.
• Mining of the bench is scheduled to be completed mid-week.
• The roadheader begins mining west toward Lyon Station.
• Construction of a lower level support system continues for the next few weeks.

East Portal (Crocodile Rouge)

• Mining progresses north under Waller Street and rockbolt installation continues.
• The excavation of the fan niche ventilation system advances.

Mining progresses north under Waller Street from the East Portal


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


East Segment

Maintenance and Storage Facility (MSF)

Construction activities progress at the MSF as long-term closure of Belfast Road south of Tremblay Road to Trainyards Drive and north of Tremblay Road to Coventry Road continues.

Construction progresses on the MSF with erection of steel

• Work on the shed foundation was completed, erection of steel for the MSF building advances.
• Shoring, piling and the installation of whalers[i] are ongoing for the MSF connector.
• Site utilities, storm sewer work and backfilling is ongoing.
• Site utilities north and south of Tremblay Road continue.
• Mobilization of concrete formwork and reinforcing steel is ongoing as installation for the temporary VIA track support systems continue.

Civic Works

Highway 417 Roadwork, Widening and Structure Rehabilitation

• The switch to eastbound and westbound outside lanes on Highway 417 was completed to allow work on the median lanes.
• Rehabilitation of the median lanes continues with excavation and barrier wall removals from Cyrville Road to Vanier Parkway.

Excavation of barrier walls


Roadworks

• Sewer work continues on the median lane, beginning east and advancing west on the highway.
• Panel installation continues on the retaining wall along the north and south sides of the highway from St. Laurent Boulevard to Vanier Parkway.
• Roadway construction progresses and includes, excavation, milling[ii], placing and compacting granulars.
• Reconstruction work advances at Lees Avenue following the rapid replacement of the bridge.

Signage

• The three message signs have been installed; final construction and electrical works to power the signs continue.

Structures

• Widening, reconstruction and rehabilitation of various bridge structures along the highway continue to progress in stage 2 works.

Lees Avenue Underpass – final works on the new bridge continues following the rapid replacement.

• Forming and pouring of the approach slab continues and parapet walls continues at the south and north abutment.
• Construction and pouring of the sidewalk will also be completed.

Construction continues on the structure at Lees Avenue



Hurdman Bridge

• Rehabilitation and demolition of the structure is ongoing and includes sawcutting and removal of sections of the deck in the median.

Vanier Parkway Overpass– rapid bridge lift and replacement scheduled for the first weekend in October.

• Work on the new bridge structure continues in the staging area and includes grading and erecting temporary structural supports.
• Construction of the median pier is ongoing, and consists of placing reinforced steel in the columns, formwork, and pouring of the footing and columns.
• Preparation to commence road rehabilitation begins in anticipation of overpass replacement.

Coventry Pedestrian Footbridge

• Construction of the new footbridge superstructure advances and includes falsework at the south ramp, pouring of columns, and the installation of the roofing system.
• Reinforcing the steel bridge deck and placing concrete on the deck occurs at the north abutment.
• Forming the second section of the north ramp and staircase construction is ongoing.

Construction on the north ramp and staircase continues at the Coventry Pedestrian Footbridge


Belfast Road Underpass– Reconstruction of the structure progresses as long-term closure of Belfast Road, north of Tremblay Road to Coventry Road continues.

• Construction and rehabilitation of the structure advances.
• Work on the underpass’ median pier advances, including the construction of a temporary support system for the pier cap [iii] as well as pouring.

Construction on the pier continues at Belfast Road underpass


St. Laurent Overpass

• Widening and rehabilitation of the structure progresses and includes stripping the deck, reinstalling road plates, backfilling and placement of reinforcing steel.
• Pouring of the approach slab and inserting the dowels[iv] in the barrier walls continue.

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.

[i]Whalers are horizontal reinforcement used to secure upright structures, such as formwork for the pouring of concrete.
[ii] Milling refers to the process of removing asphalt pavement with a machine.
[iii] Pier cap refers to the upper part of a bridge pier, intended to distribute loads evenly over the pier’s area.
[iv] A dowel is a solid cylindrical rod used as structural reinforcements in the barrier walls.

[1overcosc]

As a new regular on the Albert-Slater corridor I can now say with absolute convinction that we need Confederation Line. There's so many disruptions and delays on the downtown Transitway corridor that it's actually unusual for everything to go smooth.

Just this morning, it took 25 minutes to get from Metcalfe to Kent because of an accident at Albert/Kent that blocked the bus lane.

Yesterday afternoon it took 12 minutes to cross the Mackenzie King bridge for reasons I'm not sure about (normally it's a 3-4 minute crossing time--that in itself is quite insane).

On Friday afternoon, a car blocked the Laurier lane for about 10 minutes but that was enough to backup buses all the way to Lyon delaying trips by almost half an hour.

On Friday morning, jaywalking U of O students blocked the Transitway at Laurier & Waller for an entire green cycle. It took almost 15 minutes for the resulting jam to clear.

On Thursday afternoon, my bus caused a jam simply because of a confused tourist who spent about a minute talking to the bus driver at the Mackenzie King bridge stop about how to get to the airport--this prevented other buses from entering the station creating a huge backup. I got off at Mackenzie King that day for shopping, and I saw that the resulting delay took about 5-10 minutes to clear.

I understand that the Confederation Line will obviously have disruptions or delays from time to time (no system has 100% reliability) but judging by similar systems in other cities it should be hiccup-free at least 95% of the time. Whereas the Albert-Slater bus corridor, hiccups are the norm and happen for at least half to two-thirds of all trips.

[c_speed3108]

Originally Posted by 1overcosc

As a new regular on the Albert-Slater corridor I can now say with absolute convinction that we need Confederation Line. There's so many disruptions and delays on the downtown Transitway corridor that it's actually unusual for everything to go smooth.

Just this morning, it took 25 minutes to get from Metcalfe to Kent because of an accident at Albert/Kent that blocked the bus lane.

Yesterday afternoon it took 12 minutes to cross the Mackenzie King bridge for reasons I'm not sure about (normally it's a 3-4 minute crossing time--that in itself is quite insane).

On Friday afternoon, a car blocked the Laurier lane for about 10 minutes but that was enough to backup buses all the way to Lyon delaying trips by almost half an hour.

On Friday morning, jaywalking U of O students blocked the Transitway at Laurier & Waller for an entire green cycle. It took almost 15 minutes for the resulting jam to clear.

On Thursday afternoon, my bus caused a jam simply because of a confused tourist who spent about a minute talking to the bus driver at the Mackenzie King bridge stop about how to get to the airport--this prevented other buses from entering the station creating a huge backup. I got off at Mackenzie King that day for shopping, and I saw that the resulting delay took about 5-10 minutes to clear.

I understand that the Confederation Line will obviously have disruptions or delays from time to time (no system has 100% reliability) but judging by similar systems in other cities it should be hiccup-free at least 95% of the time. Whereas the Albert-Slater bus corridor, hiccups are the norm and happen for at least half to two-thirds of all trips.

This is exactly the type of stuff that was one of the reasons I stopped using the bus. They need to make being on time the highest priority.

Questions for drivers: see the map on the wall. The bus goes where the map says it goes or ask at the ticket booth.

Fare not ready: off you go. Dig it out while waiting for the (next) bus.


Stop times take far too long. Things like parked cars. Tow them! If things are backing up due to traffic/pedestrians get a cop or a special constable out there.

I have even noticed while driving how ridiculously long stops take. There will be like one person getting on and the bus is stopped for ages. How long does it take to flash a pass?

Make being on time the first job.

[phil235]

Originally Posted by c_speed3108

This is exactly the type of stuff that was one of the reasons I stopped using the bus. They need to make being on time the highest priority.

Questions for drivers: see the map on the wall. The bus goes where the map says it goes or ask at the ticket booth.

Fare not ready: off you go. Dig it out while waiting for the (next) bus.


Stop times take far too long. Things like parked cars. Tow them! If things are backing up due to traffic/pedestrians get a cop or a special constable out there.

I have even noticed while driving how ridiculously long stops take. There will be like one person getting on and the bus is stopped for ages. How long does it take to flash a pass?

Make being on time the first job.

To be fair, the Presto card has sped things up quite a bit.

[MountainView]

Originally Posted by c_speed3108

This is exactly the type of stuff that was one of the reasons I stopped using the bus. They need to make being on time the highest priority.

Questions for drivers: see the map on the wall. The bus goes where the map says it goes or ask at the ticket booth.

Fare not ready: off you go. Dig it out while waiting for the (next) bus.


Stop times take far too long. Things like parked cars. Tow them! If things are backing up due to traffic/pedestrians get a cop or a special constable out there.

I have even noticed while driving how ridiculously long stops take. There will be like one person getting on and the bus is stopped for ages. How long does it take to flash a pass?

Make being on time the first job.

Also the rear door on those New Flyer Invero buses take forever to close. I prefer buses with the yellow push bars. (every other bus type).

[1overcosc]

I can't say whether Presto improved things because I've only been a regular OC Transpo user for 5 months.

Another thing is stop frequency. Around the Civic Hospital/Experimental Farm it seems like the #85/#101 stop every 2 seconds... standing at Carling/Maple you can look westwards down the hill and see like 3 bus stops that look no more than a 1 minute walk apart from each other. They really need to look at stop consolidation in this area.

[1overcosc]

Originally Posted by c_speed3108

This is exactly the type of stuff that was one of the reasons I stopped using the bus. They need to make being on time the highest priority.

Questions for drivers: see the map on the wall. The bus goes where the map says it goes or ask at the ticket booth.

Fare not ready: off you go. Dig it out while waiting for the (next) bus.


Stop times take far too long. Things like parked cars. Tow them! If things are backing up due to traffic/pedestrians get a cop or a special constable out there.

I have even noticed while driving how ridiculously long stops take. There will be like one person getting on and the bus is stopped for ages. How long does it take to flash a pass?

Make being on time the first job.

I don't think it's the fault of the drivers or of management really. With the infrastructure in place, these kinds of things are almost inevitable. There's simply way too many points of failure with the downtown Transitway setup. Even if they towed cars immediately, all it takes is 30 seconds of blocking to create a bus jam. There are certainly quick fixes: like getting drivers to refuse to answer questions about destinations as you mentioned... but ultimately grade separation of the central transit corridor is the only true fix. Thankfully we're working on that at full speed

[YOWetal]

Originally Posted by 1overcosc

I can't say whether Presto improved things because I've only been a regular OC Transpo user for 5 months.

Another thing is stop frequency. Around the Civic Hospital/Experimental Farm it seems like the #85/#101 stop every 2 seconds... standing at Carling/Maple you can look westwards down the hill and see like 3 bus stops that look no more than a 1 minute walk apart from each other. They really need to look at stop consolidation in this area.

This is my biggest pet peeve with the whole Ottawa system.

[Uhuniau]

Originally Posted by c_speed3108

Questions for drivers: see the map on the wall. The bus goes where the map says it goes or ask at the ticket booth.

Map?

The phoquewits at OCTranspo remove them from many "stations" during the summer.

[phil235]

Originally Posted by 1overcosc

I can't say whether Presto improved things because I've only been a regular OC Transpo user for 5 months.

Another thing is stop frequency. Around the Civic Hospital/Experimental Farm it seems like the #85/#101 stop every 2 seconds... standing at Carling/Maple you can look westwards down the hill and see like 3 bus stops that look no more than a 1 minute walk apart from each other. They really need to look at stop consolidation in this area.

Yep, stop frequency is ridiculous on some routes, like the 12. My favourite is the stops on either side of the St. Laurent intersection.

[JM1]

This is a huge problem. OCTranspo (or maybe City Council) needs to reduce the number of stops. People can walk a little further to their stop in return for a faster, smoother, more fuel efficient ride that also keeps general traffic moving better.

We could also use on street LRT. With the new long vehicles, multiple doors make loading and unloading more efficient. The ride is smoother than buses. The operating costs are lower too. Carling, Bank, Rideau and Montreal Road would be my first choices.

Originally Posted by 1overcosc

I can't say whether Presto improved things because I've only been a regular OC Transpo user for 5 months.

Another thing is stop frequency. Around the Civic Hospital/Experimental Farm it seems like the #85/#101 stop every 2 seconds... standing at Carling/Maple you can look westwards down the hill and see like 3 bus stops that look no more than a 1 minute walk apart from each other. They really need to look at stop consolidation in this area.

[DarkArconio]

On street lrt isn't faster without dedicated lanes. It's in fact slower as it can't avoid stopped vehicles. Only makes sense on roads where you can dedicate full lane. It's a similar reason OC Transpo uses short buses on busy roads like bank.

[JM1]

European cities use lrt in mixed traffic where necessary. It works well. The trains need priority though. You are right that busy streets like Bank present problems. The solution is to dedicate the lanes there or tunnel segments. That is what they do elsewhere.

I dint like hearing that things can't be done when there are admirable examples of just how they are being done elsewhere,

Originally Posted by DarkArconio

On street lrt isn't faster without dedicated lanes. It's in fact slower as it can't avoid stopped vehicles. Only makes sense on roads where you can dedicate full lane. It's a similar reason OC Transpo uses short buses on busy roads like bank.

[eltodesukane]

Yep, stop frequency is ridiculous on some routes, like the 12. My favourite is the stops on either side of the St. Laurent intersection.[/QUOTE]
Same thing with the 7, at the same intersection (Montreal and St. Laurent)!