Confederation Line (Stage 1) | In Service 1.0

[hwy418]

Lees Avenue now open to all users per the City of Ottawa

[1overcosc]

Eastern Roadheader now 230 metres in. It's now moving fast, about 3 metres per day for the past few weeks. Looks like it's well into the easily chewable bedrock zone.

[OttawaSteve]

Originally Posted by 1overcosc

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.

When routes 101/102 were launched in September 2006 (replacing route 99), they ran a limited-stop service on Carling, as part of what OC Transpo heralded as "an expanding group of routes numbered in the 100s that will provide crosstown services that will bypass downtown."

The 85 continued to serve all existing stops on Carling but certain route 99 stops that were not also served by the 85 were removed entirely (e.g. eastbound at Orangeville and Booth (this was when the eastbound 101 still ran via Booth/Orangeville/Bell/Powell)). Problem was that people still insisted on trying to get on and off the 101/102 at every single stop, and the drivers usually obliged. The experiment with semi-express service didn't last long and the 101/102 were quietly converted to regular local service.

[JM1]

At least they corrected the silly little detour up Booth street which added unnecessary time to the route. Now the bus turns directly from Carling onto Bronson and then onto Chamerlain.

Originally Posted by OttawaSteve

When routes 101/102 were launched in September 2006 (replacing route 99), they ran a limited-stop service on Carling, as part of what OC Transpo heralded as "an expanding group of routes numbered in the 100s that will provide crosstown services that will bypass downtown."

The 85 continued to serve all existing stops on Carling but certain route 99 stops that were not also served by the 85 were removed entirely (e.g. eastbound at Orangeville and Booth (this was when the eastbound 101 still ran via Booth/Orangeville/Bell/Powell)). Problem was that people still insisted on trying to get on and off the 101/102 at every single stop, and the drivers usually obliged. The experiment with semi-express service didn't last long and the 101/102 were quietly converted to regular local service.

[1overcosc]

Originally Posted by OttawaSteve

When routes 101/102 were launched in September 2006 (replacing route 99), they ran a limited-stop service on Carling, as part of what OC Transpo heralded as "an expanding group of routes numbered in the 100s that will provide crosstown services that will bypass downtown."

The 85 continued to serve all existing stops on Carling but certain route 99 stops that were not also served by the 85 were removed entirely (e.g. eastbound at Orangeville and Booth (this was when the eastbound 101 still ran via Booth/Orangeville/Bell/Powell)). Problem was that people still insisted on trying to get on and off the 101/102 at every single stop, and the drivers usually obliged. The experiment with semi-express service didn't last long and the 101/102 were quietly converted to regular local service.

Interesting. I still feel like we should try again, though, express buses are very useful. We definitely have at least one coming on Baseline, but that's as part of a BRT project.

In many Ontario transit agencies that have implemented express buses separate branding is given to the express buses to emphasize their distinctiveness from the local routes, often including giving them their own dedicated subfleet painted with distinctive livery. In Kingston (unsure about others) express stops are given their own special signage--a distinctive large white oval with a map of the express route network inside it, instead of other bus stops which are a simple white sign, and a different shelter design is used too. Local stops along the express route unserved by the express buses all have a banner on them saying "Express bus does not service this stop". From personal experience they haven't had a problem with people trying to get on or off at local-only stops in Kingston. Haven't heard about it in other Ontario cities either.

[1overcosc]

A caution with express trips though is if they parallel with local ones you have to watch how riders move around. An express bus on Carling could possibly sap away all the riders on the #85 putting pressure on OC to cut the #85 which could enrage local residents and put pressure to scrap the Express. Generally express stop spacing, frequencies, and departure times has to be carefully balanced to manage that shift appropriately. Ideally, you have express trips leave their origin/destination point exactly in between local trips, which keeps local ridership up because of walk-up traffic that doesn't feel like waiting for the express trip, and also has the benefit of increasing overall corridor frequency. OC however is very bad at that, in areas where routes overlap and are supposed to be scheduled in between each other they usually come at the same time. Until OC gets better at managing its schedules, I don't think it will work well. Perhaps that should wait until we get the new management that we desperately need.

[MaxHeadroom]

The TTC doesn't seem to have a problem with running rush hour express service on the same street with a local service, nor dedicated express "rocket" service co-existing with other routes. When I lived in Orleans, I would have loved a 95E route that went from Place d'Orleans to downtown without stopping. OC needs to focus on getting people from place to place as quickly as possible. Ottawa bus transit is too slow because every bus stops at just about every stop and there are too many stops on very long routes. This is why "the car" wins in Ottawa.

[1overcosc]

Transitway & O-Train trips are very time-competitive with driving (at certain time periods and for certain trips, Transitway even wins), but the rest of the OC network is painfully slow.

Case in point. On route #96 from Stittsville to downtown, the bus takes more time from Stittsville to Kanata than it does to go from Kanata all the way downtown!

[TransitZilla]

Originally Posted by 1overcosc

Transitway & O-Train trips are very time-competitive with driving (at certain time periods and for certain trips, Transitway even wins), but the rest of the OC network is painfully slow.

Case in point. On route #96 from Stittsville to downtown, the bus takes more time from Stittsville to Kanata than it does to go from Kanata all the way downtown!

Yes this is why the Transitway between Eagleson & Terry Fox parallel to the 417 is painfully needed.

It needs to include a pedestrian bridge over the Queensway at Eagleson to the Park and Ride on the south side of the highway; this will enable the 96 to be removed from Katimavik. It will also finally provide a good connection between the Centrum and Kanata North.

This project was almost left out of the most recent TMP, but fortunately it was added back in at transportation committee.

[eternallyme]

Originally Posted by bradnixon

Yes this is why the Transitway between Eagleson & Terry Fox parallel to the 417 is painfully needed.

It needs to include a pedestrian bridge over the Queensway at Eagleson to the Park and Ride on the south side of the highway; this will enable the 96 to be removed from Katimavik. It will also finally provide a good connection between the Centrum and Kanata North.

This project was almost left out of the most recent TMP, but fortunately it was added back in at transportation committee.

That is a tough task to do though; it was suggested in 2005 but rejected. The stops on Katimavik are very well used (more ridership than even Terry Fox Station at many times), and without the pedestrian bridge to the north side, it would require a turn-back for westbound buses or would prevent westbound buses from serving Eagleson.

I agree though a stop is necessary at Eagleson on the north side, with some kind of pedestrian connection, even without a revised 96. That would also allow North Kanata express buses to serve Eagleson in the afternoon as well (the only express routes serving it now are the 61 and 62).

The 93 could also use revising, mainly in terms of flow. Here is how I would change it:

* Peak periods, peak direction: Only operates Eagleson to Kanata North
(transfer to 96 or express routes, or take Route 60), except for high school trips which would operate as they do now

* Peak periods, reverse direction: LeBreton to Kanata North (as it operates now), using crosstown buses, mostly double deckers, to avoid deadheading and avoid overcrowding downtown

* Most off-peak periods**: Hurdman to Kanata North (working in tandem with the 96), bringing direct to downtown service to the area and adding additional service on the West Transitway; frequency remains every 30 minutes, at least initially
**EB trips: Monday to Friday leaving Kanata North 0857 to 1426 and 1739 to 2156; Saturday 0805 to 1805; Sunday 1006 to 1736
**WB trips: Monday to Friday leaving Lincoln Fields 0943 to 1514 and 1914 to 2214; Saturday 0825 to 1855; Sunday 1055 to 1825

* Late evenings and weekend mornings and evenings: Eagleson to Kanata North (timed for transfers to 96) due to relatively low ridership at those times; possible consultation with technology companies if they need direct to downtown trips at shift change times

Advantages:
* More off-peak connections most of the day, and direct to downtown service, valuable for those who work in Kanata North and live in urban Ottawa
* Does not result in any additional overcrowding of the central Transitway
* Additional service from Bayshore and other areas along the West Transitway to downtown
* Relatively cost neutral due to terminal shifting with a shorter route at certain times paying for the downtown extension, as the frequency does not change
* Easier transfer during peak periods as PM peak trips start at Eagleson, advantageous for transfers from local service or 96 from the west
* Most trips would use articulated buses to maintain capacity

Disadvantages:
* Must transfer to the 96 at Eagleson at certain times of day to go to Bayshore or Lincoln Fields, although the 93-96 connection is to be timed from Eagleson during the lower ridership periods
* Having three service patterns would take some time getting used to

[1overcosc]

Worse comes to worse, if no Eagleson ped bridge is built:
-In the eastbound direction that have to serve Eagleson P&R anyway to get the 417 bus lane
-In the westbound direction, they could exit the highway, turn down to Eagleson, loop there, and then go back up across the highway to get the Transitway. While that sounds circuitous, it would still be faster than today. Buses already have to go across the bridge to the park & ride anyway. The bus would be back at Campeau/March at the same time that it would have been at Eagleson/Katimivik under the current route.

The issue of course is trying to maintain the frequent service that people on Kativimik have gotten used to with the 96. Large chunks of Katimivik would be an easy enough walk to the projected new station at the Golden/Whitney pedestrian bridge, but not all. They could create a new 15 minute service local route, or re-route some local routes to have 2 of them use Kativimik providing combined 15 minute service. The reduced travel time and thus reduced fleet requirement for the 96 would offset some of the cost.

[Jamaican-Phoenix]

Originally Posted by 1overcosc

Transitway & O-Train trips are very time-competitive with driving (at certain time periods and for certain trips, Transitway even wins), but the rest of the OC network is painfully slow.

Case in point. On route #96 from Stittsville to downtown, the bus takes more time from Stittsville to Kanata than it does to go from Kanata all the way downtown!

Especially the O-Train (assuming no technical difficulties).

It's faster for me to get to the cinema in South Keys using public transportation than it is to get to the cinema on Carling, even though they are both roughly equidistant from where I live. This is thanks to the O-Train being able to get me from Bayview to South Keys in 15 minutes.

[Uhuniau]

Originally Posted by gjhall

That basically happens at lots of intersections where they have a sensor to tell if a car is waiting for the light to turn.

But that process is invisible to the driver. Meanwhile, a pedestrian who wants to cross in the direction that already has the green, still has to press a button.

[Uhuniau]

Originally Posted by 1overcosc

Perhaps that should wait until we get the new management that we desperately need.

And ideally, that new management would be subject to the rule that Portland or Seattle supposedly has, that senior transit management has to actually take transit at least 40 times a month.

[rocketphish]

Construction Summary
Week of September 14



Central Segment

Tunnel

West Portal (Jawbreaker)

• Excavation in drifts is ongoing as mining progresses toward the west entrance of Lyon Station.
• Installation on the 9th umbrella advances.
• Cavern reinforcement is ongoing.
• Preparations to mine the west entrance adit[i] are underway.

Central Shaft (Chewrocka)

• The roadheader continues mining west in the running tunnel toward Lyon Station.
• Construction of a lower level support system progresses and includes installation of rebar and waterproofing.
• Installation of storm sewers and conduits are underway.

Excavation of Lyon Station cavern advances


East Portal (Crocodile Rouge)

• Mining progresses north under Waller Street toward Rideau Street while rockbolt installation continues.
• Mining 24/7 begins by end of this week to progress toward station cavern excavation by end of year.

Mining progresses north under Waller Street towards Rideau Street


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.

• Steel erection continues on the MSF building and begins on the shed.
• Shoring, piling and the installation of whalers[ii] are ongoing for the MSF connector.
• Site utilities, storm sewer work and backfilling on the MSF site progresses.
• 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.

Steel erection continues on the MSF building and begins on the shed


Civic Works

Highway 417 Roadwork, Widening and Structure Rehabilitation

• Work on Highway 417 median lanes continues with excavation and barrier wall removals from Cyrville Road to Nicholas Street.

Highway 417 construction continues


Roadworks

• Ongoing sewer work in the median lane continues, beginning east and advancing west on the highway.
• Panels continue to be installed on the retaining wall along the north and south sides of the highway from St. Laurent Boulevard to Vanier Parkway.
• Roadway construction such as excavation, milling[iii], placing and compacting granular advances.
• Reconstruction work at the Lees Avenue approaches advance following the rapid replacement of the bridge on September 6 and 7, while grading work is ongoing at Robinson Avenue.

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 progresses, following the successful replacement of the Lees Avenue structure on September 6 and 7.

• Stripping of the parapet walls and sidewalks advances at the south and north abutments.
• Construction continues on the expansion joints[iv] and retaining wall and includes forming and placing concrete.

Construction continues on the structure at Lees Avenue


Hurdman Bridge

• Demolition of the structure includes stripping the deck and access platforms, in addition to saw cutting and removal of the deck.

Vanier Parkway Overpass – rapid bridge lift and replacement is scheduled for October 4.

• 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, followed by pouring of the pier caps.
• Vanier Parkway rehabilitation works in anticipation of the overpass replacement are scheduled to commence by end of week and include sewers, grading, paving, new curb and sidewalks, enhanced geometry as well as intersection lighting relocation.

Construction at the Vanier Parkway Overpass continues in anticipation of rapid lift on October 4


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.
• Installation of rebar[v] and placing concrete on the bridge deck occurs at the north abutment.
• Forming the second section of the north ramp continues and construction of the staircase advances.

Construction at the Coventry Pedestrian Footbridge advances


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

• Construction of the new structure continues.
• Work on the underpass’ median pier advances, including concrete curing of the pier caps as well as placement of bearing plates[vi], and other column support materials.

St. Laurent Overpass

• Widening and rehabilitation of the structure progresses and includes forming of the soffit[vii] as well as chipping.
• Pouring of the approach slab and inserting the dowels[viii] in the barrier walls continue.

Construction on St. Laurent Overpass continues


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] Adit refers to a connection between the transition and vent shaft (similar to a gallery – 12m width and 6m height).
[ii] Whalers are horizontal reinforcement used to secure upright structures, such as formwork for the pouring of concrete.
[iii] Milling refers to the process of removing asphalt pavement with a machine.
[iv]An expansion joint absorbs the heat-induced expansion and contraction of construction materials, vibration and allows movement due to ground settlement.
[v]Rebar installation is an abbreviation of reinforcing bar that is a mesh of steel wires commonly used as a tension device to strengthen and hold the concrete in compression.
[vi] Bearing plates are heavy metal plates that are placed under a column or girder to help distribute the load.
[vii] Soffit refers to part of the underside of the overpass.
[viii]A dowel is a solid cylindrical rod used as structural reinforcements in the barrier walls.

[rocketphish]

Construction Summary
Week of September 21



Central Segment

Tunnel

West Portal (Jawbreaker)

• Excavation in drifts is ongoing as mining progresses toward the west entrance of Lyon Station.
• Cavern reinforcement continues while installation on the 9th umbrella was completed.
• Mining the west entrance adit[i] progresses.

Central Shaft (Chewrocka)

• The roadheader continues mining west in the running tunnel toward Lyon Station.
• Construction of a lower level support system is ongoing and includes installation of rebar.
• Installation of storm sewers and conduits are proceeding.

Intermediate Shaft - Parliament Station - South Drift - Waterproofing, rebar and conduit


East Portal (Crocodile Rouge)

• Mining progresses north under Waller Street toward Rideau Street while rockbolt installation continues.
• Mining 24/7 continues to progress toward Rideau station cavern excavation by end of year.

East Portal - Running Tunnel Excavation


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 and MSF connector as long-term closure of Belfast Road south of Tremblay Road to Trainyards Drive and north of Tremblay Road to Coventry Road continues.

• Steel erection continues on the MSF building and the shed.
• Shoring, piling and the installation of whalers[ii] are ongoing for the MSF connector.
• Site utilities, storm sewer work and backfilling on the MSF site progresses.
• Site utilities north and south of Tremblay Road continue.
• Masonry begins on the MSF building.
• Drilling, hoe ramming and mobilization of concrete formwork and reinforcing steel continues as installation for the temporary VIA Rail track support systems continue.

MSF masonary works


Civic Works

Highway 417 Roadwork, Widening and Structure Rehabilitation

• Work on Highway 417 median lanes advances with excavation and barrier wall removals from Cyrville Road to Nicholas Street.

Median removals centre lane near Lees Ave


Roadworks

• Ongoing sewer work in the median lane continues, advancing west on the highway.
• Panels continue to be installed on the retaining wall along the highway from St. Laurent Boulevard to Vanier Parkway.
• Wiring, boring[iii], and concrete footing for light poles begin.
• Roadway construction such as excavation, milling[iv], placing and compacting granular progresses.
• Retaining wall and grading work continue at Robinson Avenue.

Signage

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

Structures

Widening, reconstruction and rehabilitation of various bridge structures along the highway continue.

Lees Avenue Underpass – Final works on the new bridge progresses following the successful replacement of the Lees Avenue structure.

• Forming and pouring of the retaining wall advances on the north side.

Hurdman Bridge

• Demolition of the structure’s median span includes stripping the deck and access platforms, in addition to saw cutting and removal of the deck.
• Girder bracing and shimming[v] commences.

Hurdman


Vanier Parkway Overpass – rapid bridge lift and replacement is scheduled for October 4.

• Work in the staging area for the new bridge structure advances and includes grading and erecting temporary structural supports.
• Construction of the median pier continues and consists of placing reinforced steel in the columns, formwork, followed by pouring of the pier caps.
• Vanier Parkway roadway rehabilitation works continue in anticipation of the overpass replacement and include sewers, grading, paving, new curb and sidewalks, enhanced geometry as well as intersection lighting relocation.

Coventry Pedestrian Footbridge

• Construction of the new footbridge superstructure continues and includes painting repairs, and installation of parapets and the roofing system.
• Concrete placement on the bridge deck progresses at the south abutment.
• Forming of the south ramp and construction of the staircase advance.

Coventry stairs progress


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

• Construction of the new structure continues. Work on the underpass’ median pier advances, including concrete curing of the pier caps and installation of under decking.
• Girder installation is scheduled to begin this week.

Belfast bridge works


St. Laurent Overpass

• Widening and rehabilitation of the structure progresses and includes concrete placement of the barrier wall as well as installation of the conduit.

St. Laurent Bridge works


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] Adit refers to a connection between the transition and vent shaft (similar to a gallery – 12m width and 6m height).
[ii] Whalers are horizontal reinforcement used to secure upright structures, such as formwork for the pouring of concrete.
[iii] Boring refers to the act or process of enlarging a hole.
[iv] Milling refers to the process of removing asphalt pavement with a machine.
[v] Girder bracing serves to stabilize the main girders during construction and shimming refers to adjusting it into its proper location.

[HighwayStar]

Originally Posted by rocketphish

Signage

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

Well with this update they dropped the word "construction" and are now down to power alone (which is strange considering the magic pixel pics a few pages back)... getting close to a year since they were installed. Assuming a 20 year lifespan on these signs, we can now say 5% of it's life has been spent waiting for someone to plug it in and turn it on

[1overcosc]

^ If it hasn't been turned on, that means its wear and tear has not been as extensive, so 5% probably isn't completely accurate.

[rocketphish]

Originally Posted by HighwayStar

Well with this update they dropped the word "construction" and are now down to power alone (which is strange considering the magic pixel pics a few pages back)... getting close to a year since they were installed. Assuming a 20 year lifespan on these signs, we can now say 5% of it's life has been spent waiting for someone to plug it in and turn it on

Funny you should mention that as I saw the single blue pixel again on the Loretta St sign one morning last week.

[HighwayStar]

^ Well, I'm assuming the LEDs (or bulbs) aren't the weak point here... probably weathering, salt corrosion and physical wear and tear on the structure itself would give out first ...