Confederation Line (Stage 1) | In Service 1.0

[rocketphish]

Construction Update
Week of November 30

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Final pavement markings on Scott Street facing west

Scott Street Widening

Final works occur on the multi-use pathway between Bayview Road and Goldenrod Driveway. Crews complete the connection at the O-Train platform and final line painting takes place on Scott Street.

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Waterproofing in Lyon Station cavern

Lyon Station

Work continues with the removal of temporary concrete in the Lyon Station cavern. Jawbreaker has completed the west running tunnel and station cavern excavation, and begins working in the Parliament Station cavern.

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Formwork in the southwest parking lot at the Lyon Station west entrance

Lyon Station East and West Entrance

East Entrance: formwork and pouring continue on the parking levels at Place de Ville, as well as utility relocations.

West Entrance: excavation and lagging are ongoing at the southwest corner of Lyon and Queen streets and traffic switches to the east lanes on Lyon Street.

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Excavation in Parliament Station cavern

Parliament Station Cavern

Work on the south drift excavation continues and central pillar excavation occurs this week. Jawbreaker and Chewrocka are now mining in the Parliament Station cavern.

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Winter protection enclosure at Parliament Station west entrance

Parliament Station East and West Entrance

Construction of winter protection enclosure continues along with electrical and mechanical removals. On the parking levels, formwork and concrete pouring occur. Relocation of gas main is anticipated to begin this week.

Traffic restrictions on Queen and O’Connor streets are in effect.

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Work on the umbrella at Rideau Station cavern

Rideau Station

Drilling of the final umbrella is complete and excavation continues, supported by shotcrete. Tunnel starter wall concrete work occurs and the arch final lining is ongoing.

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Caisson installation at Rideau Station west entrance

Rideau Station East and West Entrance

West Entrance: mobilization begins for shoring works while crews complete piling operations.

East Entrance: work continues with rock excavation, hoe ramming and the removal of materials.

Traffic restrictions on Rideau Street remain in effect.

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Rebar installation on foundation walls at Cyrville Station

Hurdman, Tremblay, St-Laurent, Cyrville and Blair Stations

At Hurdman Station, electrical duct bank installations and preliminary underground work is ongoing. At Tremblay Station, reinforcements are being completed at the west end of the station, and preliminary foundation work begins. At St-Laurent Station, crews continue to excavate the station footings and will begin to pour the mud slab. Relocation of the watermain also occurs.

At Cyrville Station, formwork for the operator building is being installed. At Blair Station, foundation wall pouring and backfilling are ongoing.

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Deckwork at the Hurdman Station elevated guideway

Guideway construction – Hurdman Station

Installation of girders is complete and final abutment work continues.

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Formwork at the east road next to VIA Rail

Guideway construction – Tremblay Station

Crews continue to pour walls and complete preliminary work to begin pouring the deck.

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Concrete tie placement between St-Laurent and Cyrville stations

Guideway construction – St-Laurent, Cyrville and Blair Stations

Trackwork installation, including preliminary ballast work, takes place from Cyrville Station to just west of St-Laurent Station. Duct bank foundation and OCS foundation installations will occur until the end of the year west of St-Laurent toward the connector. Construction of the final retaining wall at Cyrville Station occurs. From Blair Station to St-Laurent Station, crews continue to distribute ties.

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Completing pathways in the Belfast Yard shed

Belfast Yard Administration and Maintenance Building and Yard

Final architectural works are ongoing inside the Belfast Yard building. Exterior panel installation occurs over the next two weeks. Trackwork continues in the yard including thermite welding. Alstom continues tooling work as part of vehicle assembly.

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Pulling rail strings in sections in the Belfast Yard connector

Belfast Yard Vehicle Storage Shed and Connector Works

Crews mobilize to install OCS poles inside the building and south of the shed. Installation of the ballast and pulling rail strings occur in the connector. Final concrete pouring takes place in the connector, while preliminary work begins to install the final section of the steel roof. Road reconstruction is being completed at the intersection of Belfast and Tremblay roads.

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Upcoming Construction Activities

In the coming weeks, the following construction activities are scheduled to occur:

• Lyon Station west entrance blasting operations.
• Lyon Station east entrance and west shaft construction.

In the coming months:

• Pimisi Station construction.
• Booth Street Bridge girder installation and deck work.
• Preliminary work at Lees Station and Rideau River bridge rehabilitation.
• Hurdman Station permanent bus loop construction.
• Bus Rapid Transit service adjustment on Scott Street.

http://www.ligneconfederationline.ca/construction/construction-update-51/

[Catenary]

Originally Posted by lrt's friend

At 9 a.m. this morning, I saw part of an unpainted LRT car being transported on a flat bed truck northbound on Bank Street going towards Hunt Club Road. I wish I had a camera handy at the time.

I saw a picture on Twitter. It wasn't an Ottawa car, but rather a New York City R179 Subway Car, built in Plattsburgh, NY by Bombardier. Speculation is that it is headed to the NRC for testing.

https://twitter.com/Hwy418/status/672425832334364674

[HighwayStar]

Originally Posted by Catenary

I saw a picture on Twitter. It wasn't an Ottawa car, but rather a New York City R179 Subway Car, built in Plattsburgh, NY by Bombardier. Speculation is that it is headed to the NRC for testing.

Out of curiosity, what type of testing does the NRC in Ottawa do on a NYC Subway Car built by Bombardier in Plattsburgh, NY?

[Kitchissippi]

Originally Posted by HighwayStar

Out of curiosity, what type of testing does the NRC in Ottawa do on a NYC Subway Car built by Bombardier in Plattsburgh, NY?

They will subject the train to extreme Canadian politeness and see how it holds up

But sadly, they probably might be burning it: http://www.nrc-cnrc.gc.ca/eng/solutions/facilities/fire_resistance.html

[Catenary]

Originally Posted by Kitchissippi

They will subject the train to extreme Canadian politeness and see how it holds up

But sadly, they probably might be burning it: http://www.nrc-cnrc.gc.ca/eng/solutions/facilities/fire_resistance.html

I doubt they would torch an entire car. The NRC has a couple of complexes around the airport, but climate testing is one possibility.

http://www.nrc-cnrc.gc.ca/eng/solutions/facilities/index.html

The new TTC streetcar made an appearance not too far back.

[Uhuniau]

Originally Posted by HighwayStar

I think they should just extend Lincoln Fields mall to encompass the LRT station. It never made any sense to me why they would build such an important "hub" totally unconnected to anything.

The reason, I believe, is because Ottawa.

[eltodesukane]

About the naming of the stations
(I feel some of the names chosen are inadequate, being non-informative for the user.
Is "Tremblay" really better than "Train"? Is it obvious where "Pimisi" is?).
Toronto is using these "Naming Principles" to find names for its Crosstown LRT Stations.
http://urbantoronto.ca/news/2015/12/crosstown-lrt-station-names-be-finalized-new-year
--Simple: Simple names are easier to remember
--Logical: Logical names provide a mental link when trip planning
--Durable: Names should be relevant as long as the station exists
--Self-locating: Names should allow users to mentally locate themselves
--Unique: A unique name is one that cannot be confused with any other
Could not Ottawa do the same?

[eemy]

Originally Posted by Uhuniau

The reason, I believe, is because Ottawa.

I know you like to be cynical, but it's not really warranted in this case. The reason for Lincoln Fields' terrible location was already explained in this thread.

[bikegypsy]

Originally Posted by Uhuniau

The reason, I believe, is because Ottawa.

You sound like a lonely pathetic loser living in his mom's basement.

[eltodesukane]

"Originally Posted by HighwayStar View Post
I think they should just extend Lincoln Fields mall to encompass the LRT station. It never made any sense to me why they would build such an important "hub" totally unconnected to anything. "

I agree with you. A connection is the obvious thing to do. But I guess the mall won't pay for it, and I guess OC Transpo won't pay for it. A typical example where what is actually built is the worst possible choice for the users. Barebone station design are always chosen, with no bathroom, no enclosed platform, no connection. Really a dysfunctional system.
Of course all the managers/administrators or decision makers do not use public transportation, so they are not affected and don't care.

[Beedok]

I do feel like OC transpo could make some cash by building infill projects on some of the larger station lots. I'm not sure about the exact property line, but I fill you could fit a couple blocks worth of development on the Hurdman or Lincoln Fields station grounds.

[Richard Eade]

It sounds as if some of you think that OC Transop is building stations on City owned property. This is not the case for Lincoln Fields or Hurdman; these stations are on NCC property. The NCC owns a lot of ‘Nationally Significant’ property around the city. Over the years, the NCC has picked up various bits of land for many ideas that have not been completed. The Pinecrest Creek corridor, for example (where the Lincoln Fields Station and Transitway to Baseline Station are) was going to be an extension of the Parkway. In fact, it is only recently that the City gained control, from the NCC, of the land that The Baseline Station sits on/under. Now it is the City that is dragging its feet on developing the corner of Baseline and Woodroffe (Woodline? or Baseroffe?) with high-density buildings; although it did give a large chunk of the land to Algonquin College. (Apparently, Algonquin couldn’t possibly put buildings on any of their surface parking lots.)

It is not up to the City to develop the land around either Lincoln Fields or Hurdman stations; it is up to the NCC. The Lincoln Fields Shopping Centre could not build out to the Lincoln Fields Station without NCC permission, and that wouldn’t happen. (And with the Walmart moving from Lincoln Fields Shopping Centre to Bayshore, the future of that mall is in doubt anyway.)

It is somewhat unfortunate that the City assumes that these fallow NCC properties should be used as the cheapest transit routes. Yes, it makes the construction less expensive, but then the land is under the control of the NCC so there is usually no development in the areas; despite having major transit stations. In the long-run, this probably cost the City more than it saves.

[Beedok]

So as almost always it's the NCC's fault?

[capital_urbanite]

a few photos of the progress at Hurdman as of yesterday...

[lrt's friend]

Originally Posted by Richard Eade

It sounds as if some of you think that OC Transop is building stations on City owned property. This is not the case for Lincoln Fields or Hurdman; these stations are on NCC property. The NCC owns a lot of ‘Nationally Significant’ property around the city. Over the years, the NCC has picked up various bits of land for many ideas that have not been completed. The Pinecrest Creek corridor, for example (where the Lincoln Fields Station and Transitway to Baseline Station are) was going to be an extension of the Parkway. In fact, it is only recently that the City gained control, from the NCC, of the land that The Baseline Station sits on/under. Now it is the City that is dragging its feet on developing the corner of Baseline and Woodroffe (Woodline? or Baseroffe?) with high-density buildings; although it did give a large chunk of the land to Algonquin College. (Apparently, Algonquin couldn’t possibly put buildings on any of their surface parking lots.)

It is not up to the City to develop the land around either Lincoln Fields or Hurdman stations; it is up to the NCC. The Lincoln Fields Shopping Centre could not build out to the Lincoln Fields Station without NCC permission, and that wouldn’t happen. (And with the Walmart moving from Lincoln Fields Shopping Centre to Bayshore, the future of that mall is in doubt anyway.)

It is somewhat unfortunate that the City assumes that these fallow NCC properties should be used as the cheapest transit routes. Yes, it makes the construction less expensive, but then the land is under the control of the NCC so there is usually no development in the areas; despite having major transit stations. In the long-run, this probably cost the City more than it saves.

Totally agree with everything you say.

The corridor at Lincoln Fields was originally to go all the way south and then east to near Greenboro Station and then northeast to the Aviation Parkway. It was a parkway corridor that was part of the Greber Plan. Our family homestead was expropriated to make way for what became a phantom parkway. The family property is now empty. In a way, it is a loss that much of this corridor has been abandoned as a potential transportation route.

Nevertheless, use of the parkway corridor for rapid transit will limit intensification. It was great for the Transitway but the Transitway had been designed as a commuter route. The conversion of the Transitway to LRT will always be less than ideal. By design, the Transitways were never fully integrated into the urban fabric of the city. Nobody wanted a busway in their back yard. So conversion will both compromise the original commuter route and not really function as urban transit either. Even if we connect Lincoln Fields station to the shopping centre, it will be a long walk. The only way this will change is if the NCC sells off the neighbouring property.

I wouldn't blame the NCC for anything. They inherited the results of the Greber Plan. Any sale of property that is no longer needed for federal use has to be done carefully and responsibly.

[eemy]

Will the LRT be using the existing Transitway bridge over the Rideau River or will it be replaced?

[Richard Eade]

Originally Posted by Beedok

So as almost always it's the NCC's fault?

Actually, I don't think that the blame is correctly directed at the NCC for this. The Region chose to build the Transitways along corridors that were cheap and easy – ‘easy’ mostly because they were separated from immediate neighbours. If they hadn't chosen those routes, though, we wouldn't have had the Transitway; as is demonstrated by the lack of connection between Lincoln Fields and Pinecrest Stations, where the planned path went through an active neighbourhood.

No, if it hadn't been for the NCC (and federally generated plans), the region would have had no acceptable routes to build its commuter transit network. That is a point worth repeating; there would not have been any transit corridors to use for the Transitway if the NCC had not created them previously. Without the existing Transitway, the City would have no plans to get people around the city; and no future corridor options to do it with. The NCC is not the ‘bad guy’ in this. They allowed the use of their corridors, and even allowed bus service along their parkway, so that this region could have a useful bus rapid transit system.

As I said before, the Region went with the cheapest, easiest routing; they were not planning for major developments around the Transitway stations. Stations were put as near as practical to trip-generator locations and that was the extent of it. Remember, that the Transitway is not like an LRT line; it is not something that people wanted too near their property. Luckily, buses can leave the Transitway (a benefit that LRT can’t match) so the buses only needed to use the Transitway as a fast conduit to downtown. Local buses could tour a neighbourhood picking up customers and then jump onto the Transitway at a convenient access and zoom downtown. This meant that it was OK to hide the Transitway – heck it was more than OK, it was preferred. The change to an LRT system is a philosophical change in how the system is to be used, along with the technological change. I’m not sure that the City understands that yet.

[Richard Eade]

Originally Posted by jeremy_haak

Will the LRT be using the existing Transitway bridge over the Rideau River or will it be replaced?

Yes, the existing bridge over the Rideau River, between the Lees and Hurdman stations, is to be re-used for the LRT. Unfortunately, the bridge was found to be in worse condition than expected so the Transitway link between those stations had to be severed sooner than originally planned so that the bridge can be rehabilitated.

[lrt's friend]

Originally Posted by Richard Eade

Actually, I don't think that the blame is correctly directed at the NCC for this. The Region chose to build the Transitways along corridors that were cheap and easy – ‘easy’ mostly because they were separated from immediate neighbours. If they hadn't chosen those routes, though, we wouldn't have had the Transitway; as is demonstrated by the lack of connection between Lincoln Fields and Pinecrest Stations, where the planned path went through an active neighbourhood.

No, if it hadn't been for the NCC (and federally generated plans), the region would have had no acceptable routes to build its commuter transit network. That is a point worth repeating; there would not have been any transit corridors to use for the Transitway if the NCC had not created them previously. Without the existing Transitway, the City would have no plans to get people around the city; and no future corridor options to do it with. The NCC is not the ‘bad guy’ in this. They allowed the use of their corridors, and even allowed bus service along their parkway, so that this region could have a useful bus rapid transit system.

As I said before, the Region went with the cheapest, easiest routing; they were not planning for major developments around the Transitway stations. Stations were put as near as practical to trip-generator locations and that was the extent of it. Remember, that the Transitway is not like an LRT line; it is not something that people wanted too near their property. Luckily, buses can leave the Transitway (a benefit that LRT can’t match) so the buses only needed to use the Transitway as a fast conduit to downtown. Local buses could tour a neighbourhood picking up customers and then jump onto the Transitway at a convenient access and zoom downtown. This meant that it was OK to hide the Transitway – heck it was more than OK, it was preferred. The change to an LRT system is a philosophical change in how the system is to be used, along with the technological change. I’m not sure that the City understands that yet.

This really tells us that as much as LRT is an important change for the city, the way we rework the bus network to feed LRT (and bypass LRT in some cases) is equally important. We have to do this right otherwise we will end up with horror stories of trips taking much longer than with the Transitway. The end result has to produce a net benefit in better travel times for more people than not. This can be produced from shorter trip times and/or shorter waits.

[passwordisnt123]

Originally Posted by lrt's friend

This really tells us that as much as LRT is an important change for the city, the way we rework the bus network to feed LRT (and bypass LRT in some cases) is equally important. We have to do this right otherwise we will end up with horror stories of trips taking much longer than with the Transitway. The end result has to produce a net benefit in better travel times for more people than not. This can be produced from shorter trip times and/or shorter waits.

I totally agree. Even though I'm a huge supporter of the Confederation Line, my big worry is that I think when it finally opens, the end result will be an initial increase in the average travel time for some commuters. The reason why this worries me is because I think we can expect the Ottawa Citizen and the CBC will each run stories about how the city spent $2.1 billion on the confederation line only to have it "take longer" and these stories may have the effect of hammering public support for future LRT and rail transit expansion projects going forward.

I think you're totally right that the extra details people forget about like bus integration are hugely important. I'd add that I think the city really needs to make damned sure the communications and public relations surrounding the launch are absolutely airtight and that they've planned for these inevitable news stories. If the city bungles the PR surrounding the launch, we may end up screwing ourselves for a generation by having an incomplete public transit system and insufficient public support to complete it.