Confederation Line (Stage 1) | In Service 1.0

[1overcosc]

Originally Posted by lrt's friend

Nobody is going transfer off the Route 14 to get on the Trillium Line to go one stop to transfer again to the Confederation Line, when the Route 14 goes directly downtown even if the bus route is slower. A Gladstone stop will serve mostly people within walking distance of the station, or people transferring to go south to Carleton etc.

That's what I meant. People living around Gladstone Station taking the Trillium Line to get downtown instead of taking the #14. Or the #85 for that matter.. god help them.

[1overcosc]

Originally Posted by lrt's friend

Intensification in Little Italy? The direct bus route (85) will be a shorter walk for most of them and there is no transfer to get downtown. As I said, people try to avoid transfers.

Yet.

In any case, the 85 not a fun bus to take. Back when I used to live in Sandy Hill and work on the Central Experimental Farm, sometimes I would walk to Carling station and take the O-Train & Transitway home. Even walking all the way from the CEF it was actually time-competitive with the 85 in the PM peak--both options ended up being about 35 minutes door-to-door. Actually coming directly from Little Italy, where you don't have to walk down Carling, the scales would be tipped even more in favour of the O-Train.

[YOWetal]

Originally Posted by lrt's friend

Intensification in Little Italy? The direct bus route (85) will be a shorter walk for most of them and there is no transfer to get downtown. As I said, people try to avoid transfers.

Yes, the southeast Transitway will only go to Hurdman, but the Trillium Line means two transfers, at Greenboro and Bayview. That is the killer.

A lot of other people try to avoid the bus.

[eltodesukane]

Originally Posted by roger1818

...As a comparison the Metropolitan area of Ottawa–Gatineau has a population of 1.2 million...
.

The problem with the Ottawa–Gatineau Metropolitan area is that it straddles two provinces, with different government/administration/policy/priority.
So on a practical level, it is not one big metropolis but two smaller ones.

[lrt's friend]

Originally Posted by eltodesukane

The problem with the Ottawa–Gatineau Metropolitan area is that it straddles two provinces, with different government/administration/policy/priority.
So on a practical level, it is not one big metropolis but two smaller ones.

How right you are. And this puts transit at a disadvantage. As we have seen, there is almost no possibility of interprovincial rapid transit and for that matter, almost no possibility of a new interprovincial bridge. This is not a healthy situation.

[acottawa]

Originally Posted by Uhuniau

No, it's expected to benefit the suburbs.

There is nothing in Ottawa's transit master plan for inside-the-Greenbelt residents.

Nothing.

There are numerous rapid transit stations proposed inside the greenbelt. I assume your neighbourhood doesn't have one close by, but thousands of "insiders" live within walking distance of a station.

[Radster]

When comparing various cities in transit discussions, I don't believe that the main factor should be metropolitan population. That should be one factor yes, but another (for the sake of public transit planning, a more important one) is population density.

Stockholm's density is quite high (as most European cities have high densities):
Metro population (2010): 2,205,105
Metro density (2010): 335.94 inh/km²

Ottawa:
Metro population (2011): 1,236,324
Metro density (2011): 196.6 inh/km²


Stockholm is almost double the density of Ottawa, which is a huge reason why their rail transit is so much more developed than ours. With our lower density, rail makes less sense, unless we are talking about the urban area (within the greenbelt).

[acottawa]

Originally Posted by Radster

When comparing various cities in transit discussions, I don't believe that the main factor should be metropolitan population. That should be one factor yes, but another (for the sake of public transit planning, a more important one) is population density.

Stockholm's density is quite high (as most European cities have high densities):
Metro population (2010): 2,205,105
Metro density (2010): 335.94 inh/km²

Ottawa:
Metro population (2011): 1,236,324
Metro density (2011): 196.6 inh/km²


Stockholm is almost double the density of Ottawa, which is a huge reason why their rail transit is so much more developed than ours. With our lower density, rail makes less sense, unless we are talking about the urban area (within the greenbelt).

Also Sweden is the largest city as well as the political, economic, cultural capital of a unitary state, so it gets more resources from the national government than Ottawa does.

[rocketphish]

Construction Update
Week of March 7

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Work continues on the L-walls in Lyon Station cavern

Lyon Station

Crews complete rebar and conduit installations, and pour concrete for the L-walls.

In the running tunnel between Lyon and Parliament stations, crews complete rebar for the base arch and install formwork as part of tunnel arch final lining.

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Excavation progress in Parliament Station cavern

Parliament Station

In Parliament Station cavern, Jawbreaker begins mining the south bench.

In the running tunnel, excavation continues east, along with shotcrete and rockbolt installation.

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Excavation progress in Rideau Station cavern

Rideau Station

In Rideau Station cavern, excavation of the central pillar begins.

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Material removals at Rideau Station east entrance

Downtown Integrated Stations and Entrances – Lyon, Parliament and Rideau Stations

Lyon Station west entrance: blasting continues, followed by the removal of materials. At the HVAC shaft, line drilling operations are ongoing. At the west vent shaft, shoring crews begin mobilization.

Lyon Station east entrance: crews pour columns. Dowel and rebar installations also take place.

Parliament Station west entrance: at the parking levels, crews install rebar, steel and formwork, and pour the escalator pit columns and walls.

Parliament Station east entrance: on the concourse level, crews install concrete piers and complete column reinforcements. Demolition and removals are ongoing.

Traffic restrictions on Queen and O’Connor streets switch to the west side of O’Connor Street.

Rideau Station east entrance: blasting and hoe ramming continue, and material removals occur.

Rideau Station west entrance: soft ground excavation and soil reinforcements are ongoing. Crews mobilize to begin drilling piles/shoring on the north side of Rideau Street, part of west vent shaft work. Investigative sewer work along Rideau Street also occurs

Traffic restrictions on Rideau Street remain in effect.

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Work continues on the L-walls in Lyon Station cavern

Tunney’s Pasture, Pimisi, Hurdman, Tremblay, St-Laurent, Cyrville and Blair Stations

Tunney’s Pasture Station: crews mobilize onsite to begin excavating, as part of temporary bus loop construction.

Pimisi Station: crews continue initial mobilization and prepare to excavate.

Hurdman Station: crews excavate, backfill and begin installing granular. Underground electrical and plumbing installations continue as part of permanent bus loop construction.

Tremblay Station: crews begin installing granular at the west ring road at VIA Rail Station. Wall and footing pours are ongoing, formwork is installed on the platform walls, and rough-ins and plumbing work continue.

St-Laurent Station: crews continue pouring the mudslab and installing formwork for the suspended ceilings. Backfilling and work on the plenum* also occur.

Cyrville Station: crews complete slab on grade pours at the operators’ building, install structural steel and form the stairs and the inside walls at Cyrville Bridge.

Blair Station: structural steel work continues, along with mechanical and electrical installations. Waterproofing and backfilling also occur.

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Upcoming Construction Activities

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

• Booth Street Bridge deck pour.
• Deck work at the Hurdman Station elevated guideway.
• Tremblay Station at-grade work west of VIA Rail Station.
• Watermain work near St-Laurent Station.

In the coming months:

• Tunney’s Pasture Station preliminary works.
• Bayview Station preliminary works.
• Future Pimisi Station works.
• Excavation of the ramp at West Portal.
• Transitway service adjustment from Lees to Laurier stations.
• uOttawa Station construction.
• Lees Station construction.
• Guideway and trackwork along the alignment.

http://www.ligneconfederationline.ca/construction/construction-update-63/

[Uhuniau]

Originally Posted by acottawa

There are numerous rapid transit stations proposed inside the greenbelt. I assume your neighbourhood doesn't have one close by, but thousands of "insiders" live within walking distance of a station.

Dozens do, yes.

But almost none of the inside-the-greenbelt stations is located centrally to an older mixed-use neighbourhood, and those that are, at a stretch, located near them, are on the edges at best. The rest are located on fallow sites, along the Queensway, or in non-residential central areas.

This is not an urban transit system that is being built, nor on the drawing board. It is a suburban one. Urban mixed-residential neighbourhoods are not being well served by Ottawa's transit plans, and are, in fact, getting screwed by it.

[Uhuniau]

Originally Posted by lrt's friend

Nobody is going transfer off the Route 14 to get on the Trillium Line to go one stop to transfer again to the Confederation Line, when the Route 14 goes directly downtown even if the bus route is slower. A Gladstone stop will serve mostly people within walking distance of the station, or people transferring to go south to Carleton etc.

Define "nobody".

[acottawa]

Originally Posted by Uhuniau

Dozens do, yes.

But almost none of the inside-the-greenbelt stations is located centrally to an older mixed-use neighbourhood, and those that are, at a stretch, located near them, are on the edges at best. The rest are located on fallow sites, along the Queensway, or in non-residential central areas.

This is not an urban transit system that is being built, nor on the drawing board. It is a suburban one. Urban mixed-residential neighbourhoods are not being well served by Ottawa's transit plans, and are, in fact, getting screwed by it.

Urban mixed residential neighbourhoods being served but planned routes include:

Most of Centretown
Most of Sandy Hill
Part of Overbrook
Part of Lowertown
Part of Old Ottawa East
Centretown West
Chinatown
Little Italy
Mechanicsville
Hintonberg
Wellington West (although it would be better if there were an intermediate stop)
Westboro


Certainly there are urban mixed-use areas not served by the planned lines (Vanier, New Edinburgh, Glebe, Old Ottawa South) but not all neighbourhoods are in the same boat.

[Horus]

From the great website Dave's Geeky Ideas -

The O-Train map, Super Mario 3 style.

[eternallyme]

Originally Posted by Radster

When comparing various cities in transit discussions, I don't believe that the main factor should be metropolitan population. That should be one factor yes, but another (for the sake of public transit planning, a more important one) is population density.

Stockholm's density is quite high (as most European cities have high densities):
Metro population (2010): 2,205,105
Metro density (2010): 335.94 inh/km²

Ottawa:
Metro population (2011): 1,236,324
Metro density (2011): 196.6 inh/km²


Stockholm is almost double the density of Ottawa, which is a huge reason why their rail transit is so much more developed than ours. With our lower density, rail makes less sense, unless we are talking about the urban area (within the greenbelt).

I believe the urban area of Ottawa (inside the Greenbelt + major suburbs, excluding the Greenbelt and rural areas) covers about 900 square kilometres and contains about 800,000 people. That equates to about 900 inhabitants per square kilometre. Obviously, rural areas would not get more than very basic transit service, if any, as there is no demand in such.

[Uhuniau]

Originally Posted by horus

from the great website dave's geeky ideas -

the o-train map, super mario 3 style.

zomg only the best thing evar

[lrt's friend]

Originally Posted by Horus

From the great website Dave's Geeky Ideas -

The O-Train map, Super Mario 3 style.

Notice the screams for help at Greenboro. The Trillium Line must have shut down again.

[Uhuniau]

Originally Posted by lrt's friend

Notice the screams for help at Greenboro. The Trillium Line must have shut down again.

Also, looks like an engineering student at Carletoon.

[Uhuniau]

Originally Posted by acottawa

Urban mixed residential neighbourhoods being served but planned routes include:

Pretty well all of those stations are on the very fringes, at best, of those older mixed-use neighbourhoods, which will be "served", loosely used, only as the primary goal of shipping people between downtown offices and suburban homes. Overbrook? It only has access to the LRT via one of the most pedestrian-unfriendly environments along the whole route.

There is NOTHING here for transit circulation within the core, and apart from Rideau, NONE of the stations are oriented towards old main streets.

This is a suburban transit plan. Make no mistake about it. This is not transit for the city. It is transit for the suburbs.

There is no urban transit plan, not even, as far as I can tell, any real plan to improve bus service to, within, and between older downtown neighbourhoods. In fact, the plan is to permanently further degrade the quality of that service by splitting even more local downtown routes and forcing more transfers, because that's what the people who don't take transit have decided what people who do take transit want, need, and enjoy.

[Uhuniau]

Originally Posted by acottawa

Urban mixed residential neighbourhoods being served but planned routes include:

Most of Centretown
Most of Sandy Hill
Part of Overbrook
Part of Lowertown
Part of Old Ottawa East
Centretown West
Chinatown
Little Italy
Mechanicsville
Hintonberg
Wellington West (although it would be better if there were an intermediate stop)
Westboro


Certainly there are urban mixed-use areas not served by the planned lines (Vanier, New Edinburgh, Glebe, Old Ottawa South) but not all neighbourhoods are in the same boat.

Here are the downtown stations and their walk-radii.

There is very little residential area in any of those circles:

http://ottawa.ca/calendar/ottawa/citycou.../ACS2009-ICS-PGM-0214_files/image043.jpg

[McC]

Originally Posted by Uhuniau

Here are the downtown stations and their walk-radii.
http://ottawa.ca/calendar/ottawa/citycou.../ACS2009-ICS-PGM-0214_files/image043.jpg

Those are the Larry O'Brien-era station locations, not that it changes your point any.