Confederation Line (Stage 1) | In Service 1.0

[Kitchissippi]

Originally Posted by jeremy_haak

I don't know about that. You can go pretty far...

[swimmer_spe]

Originally Posted by Kitchissippi

I have a male body, so I will wear male clothing.

[roger1818]

Originally Posted by Uhuniau

There is a limit to how far you can legally go in the other direction.

Or illegally. Its not like we can shed our skin.

[lrt's friend]

Has anybody been in a greenhouse? They heat up enormously when the sun is up, and they have to be opened up for a good part of the year. I was in one today, and even in late September, they opened up the whole south side to control the heat build up.

The stations have to be open to elements with the main protection against snow and rain. Just remember that the vast majority of us will be traveling with winter clothing on in winter. We cannot have it too warm or we will be sweating profusely, which is not good when we actually have to go outdoors for the remainder of our trip. In summer, we don't want to be waiting in sweat boxes. It will be horrible. If it 30C outside, it might get to 50 C in a closed in glass structure. Think of the warnings about pets and children left in cars in summer.

If we need a heated shelter, it should be a separate enclosure adjacent to the platform area and it better not be all glass.

[Uhuniau]

Originally Posted by MalcolmTucker

When things are busy frequency will be high enough that discomfort will be negligible. Other times little glass boxes with on demand heaters should work.

The wait times for buses at LRT stations will not necessarily be very short.

In any case, the bigger problem is summer weather, not winter. It is harder to escape the sun and humidity, especially if you have people who don't care about such things designing the stations. Which we do.

[1overcosc]

Originally Posted by Uhuniau

The wait times for buses at LRT stations will not necessarily be very short.

In any case, the bigger problem is summer weather, not winter. It is harder to escape the sun and humidity, especially if you have people who don't care about such things designing the stations. Which we do.

Disagree. Our average July high is only 6 degrees above room temperature; but our average January high is 27 degrees below room temperature. Winter temperatures are much more inhospitable in Ottawa than summer temperatures are. Globally speaking our winters are among the coldest in the world; but our summers are milder than most other places on the globe.

Designing for winter weather is absolutely critical in a city like Ottawa. Designing for summer weather is more of a nice to have.

[EdFromOttawa]

Originally Posted by 1overcosc

Designing an open station to optimize passenger comfort in both summer heat and winter cold is difficult; you'll pretty much always have to, to some extent, sacrifice one for other. And given that our winter cold is much more severe than our summer heat, putting more of a focus on keeping them warm in winter, at the expense of being a little stuffy in the summer, is perfectly acceptable, IMO.

I vehemently disagree.

[Beedok]

Originally Posted by EdFromOttawa

I vehemently disagree.

A slight increase in heat is much deadlier. Cold snaps might kill a handful, maybe a dozen. Heat waves can kill dozens to hundreds.

[1overcosc]

Originally Posted by EdFromOttawa

I vehemently disagree.

Ottawa's winters are among the coldest in the world and temperatures go far below comfortable room temperatures for months at a time. Our summer heat is barely hot by global standards.

Note how in summertime the city is full of people enjoying the outdoors; but it all empties out in the winter as people stay shut inside heated indoor spaces. Note how many people take resort vacations down south in the winter.

Our winters are barely tolerable by humans; our summers are generally pleasant. And most of the city agrees, as evidenced by people's behaviours. Sure there's the odd folks out who like cold, but they're very much a minority. And not just in Ottawa, globally.. humans are always drawn to warmer and drier climates.

[acottawa]

I think some of the earlier designs the city commissioned put more emphasis on making the designs suitable for summer and winter (slats designed to block high summer sun and let in low winter sun.) I think rtg has lost some of that.

[Aylmer]

For Winter, we should also remember that people will no doubt arrive at the station with a certain level of winter clothing already. Taking the metro, it's a little cumbersome to be taking my coat and mitts and toque off every time I enter a station and put them back on when I exit. That's not to say that there should be NO heating (because it's nice to avoid frostbite on my hands or face) but if it were 5-10C, I think I'd be quite fine since I would have a jacket or coat anyways to walk from my house to the bus or station.

In the summer, on the other hand, it's no fun to be sweaty. And even less fun to be cramming into a train with a whole lot of other sweaty people. AC is necessary to make close proximity more manageable.

[Catenary]

Originally Posted by roger1818

Did they relocate the bus road over the trench? The original design had it beside the trench and included a tail track beside the bus loop, from the end of the platform to Goldenrod/Smirle. What are they going to do when they start construction of Stage 2? Seems short sighted to build a road that can only be used for a few months.

This article lays out the change better than I can:

http://www.westsideaction.com/your-bus-is-driving-on-a-bridge-made-of-foam/

The bus loop remains where it was and just west of where it will be in the future. When the LRT opens, this "bridge" won't be as important and can be removed.

[Kibb]

Originally Posted by Aylmer

For Winter, we should also remember that people will no doubt arrive at the station with a certain level of winter clothing already. Taking the metro, it's a little cumbersome to be taking my coat and mitts and toque off every time I enter a station and put them back on when I exit. That's not to say that there should be NO heating (because it's nice to avoid frostbite on my hands or face) but if it were 5-10C, I think I'd be quite fine since I would have a jacket or coat anyways to walk from my house to the bus or station.

In the summer, on the other hand, it's no fun to be sweaty. And even less fun to be cramming into a train with a whole lot of other sweaty people. AC is necessary to make close proximity more manageable.

You're right.. the most uncomfortable i've even been on metros are when it's hot as 🞵🞵🞵🞵 in them. Pouring sweat and packed in is not fun and a major deterrent.

Noone wants to come out of them sweaty and gross.. especially on a night out or the beginning of a work day.

[roger1818]

Originally Posted by Catenary

This article lays out the change better than I can:

http://www.westsideaction.com/your-bus-is-driving-on-a-bridge-made-of-foam/

The bus loop remains where it was and just west of where it will be in the future. When the LRT opens, this "bridge" won't be as important and can be removed.

Is that "bridge" not aligned with Goldenrod/Smirle? If so, its about 255m from Holland. Given the platform is 120m long, that gives them about 135m for a tail.

As for the "bridge," I understand now. Once the LRT is open, most of the buses coming off of the transitway will stop at the loop and turn around to head back out to the suburbs. The exception will be some buses on routes 63, 66 and 75, which will continue along Scott Street on their way to Hull.

My prediction is the city will decide that they want to keep this "bridge" for the above routes and will pay to have a permanent one built, only to discover it isn't needed once Phase 2 is complete.

[roger1818]

Originally Posted by Kibb

You're right.. the most uncomfortable i've even been on metros are when it's hot as 🞵🞵🞵🞵 in them. Pouring sweat and packed in is not fun and a major deterrent.

Of course the trains (like the buses) will be climate controlled (both heat and A/C). It's the stations that aren't.

[roger1818]

Originally Posted by Mikeed

You know I've thought about this- but I don't really know how much of improvement you can make to the enclosed nature of the station to make it warmer when there are two massive gaps on both of the building and lots of entrances.

There is a solution to the massive gaps. Many systems have a wall along the edge of the platform with sliding doors that align with the doors on the train. This is typically done for safety, but it would also have the benefit of allowing them to climate control the platform.

[Catenary]

Originally Posted by roger1818

Is that "bridge" not aligned with Goldenrod/Smirle? If so, its about 255m from Holland. Given the platform is 120m long, that gives them about 135m for a tail.

As for the "bridge," I understand now. Once the LRT is open, most of the buses coming off of the transitway will stop at the loop and turn around to head back out to the suburbs. The exception will be some buses on routes 63, 66 and 75, which will continue along Scott Street on their way to Hull.

My prediction is the city will decide that they want to keep this "bridge" for the above routes and will pay to have a permanent one built, only to discover it isn't needed once Phase 2 is complete.

There is already one bridge west of Tunney's, that will basically be over the west end of the rail platforms. It was what the buses were using until this temporary structure opened. I assume it will be used again for the local routes you mentioned.

Originally Posted by roger1818

There is a solution to the massive gaps. Many systems have a wall along the edge of the platform with sliding doors that align with the doors on the train. This is typically done for safety, but it would also have the benefit of allowing them to climate control the platform.

Climate control is one of the biggest reasons for these doors, especially in deep-bore tunnels. Trains generate heat when braking, and more heat if they have air conditioners running, making it impossible to cool the platforms without PEDs.

[Richard Eade]

Originally Posted by roger1818

Is that "bridge" not aligned with Goldenrod/Smirle? If so, its about 255m from Holland. Given the platform is 120m long, that gives them about 135m for a tail.

As for the "bridge," I understand now. Once the LRT is open, most of the buses coming off of the transitway will stop at the loop and turn around to head back out to the suburbs. The exception will be some buses on routes 63, 66 and 75, which will continue along Scott Street on their way to Hull.

My prediction is the city will decide that they want to keep this "bridge" for the above routes and will pay to have a permanent one built, only to discover it isn't needed once Phase 2 is complete.

I believe that the ultimate plan is to extend Goldenrod Drive out to Smirle Avenue as part of the redevelopment of Tunney’s Pasture. The current busway across the trench was built very quickly, using large foam billets stacked up and covered with soil to prevent degradation. This is definitely not a permanent crossing. It was added because the Holland/Scott intersection could not handle the extra load of the buses turning.

As stated in an above post, once the LRT - Stage 1 is running, most of the buses will no longer be leaving the Tunney’s Bus Loop towards Scott Street. At that point, the temporary bus crossing can be removed and the permanent structure built. The new bridge will eventually be used to connect Goldenrod and Smirle, but will initially be used to get buses between the Tunney’s Bus Loop and Scott Street, since the Transitway west of Tunney’s Station will be under conversion to rail. (Buses will be using Scott and the Sir JAM to get to the Tunney’s Bus Loop during conversion.) The cost of the permanent structure will be part of Stage 2 and not a pressure on the $2.1B Stage 1 budget.

According to the Rail Implementation Office overlay of the GeoOttawa map (maps.ottawa.ca/geoOttawa), the platforms will extend for 90 metres, starting 20 metres west of Holland. There might be room to store trains west of the station, but the only cross-switches will be 50 metres east of the station. The rail tails can not be too long since there needs to be room to remove the temporary trench crossing and for Stage 2 construction.

I think that we will find that during off peak hours, only the north platform will be used, since it is the one closest to the bus loop. During peak demand, when a train arrives, it will be directed to the empty platform. Timing would be something like this:

Time Action
0:00s WB Train 1 arrives at Platform N(orth) from north track
0:30s east switch on north track change to turn-out
0:45s west switch on north track changes to turn-out
1:45s EB Train 0 leaves Platform S(outh) onto south track
2:15s west switch on south track changes to turn-out
2:30s east switch on south track changes to turn-out
3:30s WB Train 2 arrives at Platform S from north track
4:00s east switch on north track changes to straight
4:15s west switch on south track changes to straight
5:15s EB Train 1 leaves Platform N onto south track
5:45s west switch on north track changes to straight
6:00s east switch on south track changes to straight
7:00s WB Train 3 arrives at Platform N from north track

So there does appears to be time (assuming 30 seconds to physically change the switch plus 30 seconds for verification/signal update) to weave trains with a 3:30s headway onto two platforms.

[rocketphish]

Construction Update
Week of September 26

Construction of the O-Train Confederation Line’s guideway, the footprint along which the Light Rail Vehicles will travel, is progressing well. In the west section of the alignment, crews continue installing the Overhead Catenary System foundations, part of the system used to power the trains In addition to this work, trackwork activities such as welding and pulling rail are ongoing between the Rideau River Transitway Bridge and just west of Tremblay Station.

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West Stations

Tunney’s Pasture Station: Final removals occur and station foundation work is ongoing. Crews construct the station footings and activities include rebar installation.

Bayview Station: Crews install caissons as part of work on the ancillary building. Ground improvement activities also occur. Realignment of the north-south pedestrian and cycling multi-use pathway continues and utility installations begin.

Pimisi Station: Crews install rebar and pour concrete for the station walls. Electrical and mechanical installations also occur along with preliminary work on the station’s platform.

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Central Stations

West Portal: Crews complete removals and continue reinforcement of the ramp in preparation for the next phase of guideway works.

Lyon Station cavern: Work on the station’s concourse level continues; crews install rebar and pour concrete for the columns. Arch final lining pours are ongoing. In the east transition, crews mobilize to begin shotcrete final lining.

Lyon Station west entrance: Crews install rebar, formwork and pour concrete for station stairs and walls. Mechanical and electrical installations are ongoing.

Lyon Station east entrance: Work on the station walls is ongoing; activities include rebar installation, stripping formwork and concrete pours. At the east vent shaft, crews install reinforcements and continue removals.

Parliament Station cavern: Crews form and pour station L-walls, continue mechanical and electrical works, and waterproof the arch.

Parliament Station west entrance: Crews complete structural steel installation near the station entrance. At street level, crews install reinforcements and continue rock removals. At the east vent shaft, crews complete removals and begin hoe ramming.

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

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Rideau Station cavern: Construction of station L-walls continues; activities include waterproofing, rebar installation, formwork and concrete pours.

Rideau Station west entrance: Crews waterproof and install rebar for station walls in preparation for concrete pours. Drilling and overnight jet grouting activities are ongoing.

Rideau Station east entrance: Crews continue installing formwork and rebar for the station walls in preparation for concrete pours.

East Portal: Excavation, removals and reinforcements continue during the day and overnight in preparation for future guideway work.

Traffic restrictions on Rideau Street remain in effect.

uOttawa Station: Crews continue installing rebar and formwork for the station suspended slab and walls.

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East Stations

Lees Station: Crews install grade beams and caps, along with rebar for the station raft slab. Installation of the gas mitigation membrane is completed.

Hurdman Station: At the station, crews pour the concourse floor slab and install masonry on the block walls. At the bus operators’ building, crews continue roof installation.

Tremblay Station: Structural steel installation is ongoing along with work on the parapets and canopy footings. Crews mobilize to begin work on the metal roof deck. Trackwork activities continue in the station.

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St-Laurent Station: Crews work on the hydro room and station elevators, and install steel at the platform level. Electrical installations are ongoing. Trackwork activities continue in the station.

Cyrville Station: The construction of the concourse level is ongoing and includes rebar installation and concrete pours. Crews continue work on the parapets and install framing for the station’s roof.

Blair Station: The station continues to take shape as crews work on the roof, soffit and begin landscaping activities.

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Tunnel Excavation and Support

Crews install reinforcements and continue mining the running tunnel.

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Guideway

Tunney’s Pasture Station to West Portal: Crews finalize work in preparation for the traction power sub station installation near Tunney’s Pasture Station in the coming weeks. From Bayview Station to West Portal, crews continue fencing, flash 🞵🞵🞵🞵 welding, and installing the Overhead Catenary System foundations during the day and overnight.

Mann Avenue Bridge to west of Tremblay Station: Crews continue installing duct banks and fencing as part of track work, and mobilize to begin installing ballast. Trackwork continues between Rideau River Transitway Bridge and Tremblay Station; activities include ballast installation, pulling rail and welding.

Tremblay to Blair station: Between Tremblay and Blair stations, crews continue systems and cabling installations in preparation for vehicle testing.

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Other Activities

Bayview Bridge: Crews begin rebuilding the Bayview Bridge; activities include excavation and work on the transition slab.

CPR Bridge near Bayview Station: Crews continue bridge reconstruction; activities include work on the pier caps and abutments.

Mann Avenue Bridge: Reconstruction of the bridge continues; caisson installation and work on pier caps occur during the day time and overnight as required. Demolition of the Transitway bridge begins the evening of September 30 until October 3.

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Upcoming Construction Activities

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

• Tunney’s Pasture Station work requiring right turn lane restriction.
• Delivery of traction power sub station 1 on the guideway near Tunney’s Pasture Station.
• Installation of girders on the CPR Bridge.
• Blasting at Parliament Station east entrance.
• Mann Avenue Bridge work and overnight lane closures.
• Vehicle testing and Overhead Catenary System will be energized in phases along the guideway between Belfast Yard and Blair Station.
• Traction power sub station installations along the alignment.

http://www.ligneconfederationline.ca/construction/construction-update-92/

[PHrenetic]

As I had suspected since the construction updates from 22 Aug onwards....
Confederation Line website:
Quote:
September 30, 2016
Notice: Rideau Street overnight closure
Rideau Street will close nightly to all vehicular traffic to permit further works related to the tunnel under Rideau Street.

WHAT: Rideau Street will be closed nightly in order for jet grouting work to take place.

WHERE: Rideau Street, between Sussex Drive and Dalhousie Street.

WHEN: Works are anticipated to begin on Monday, October 3 and will continue for nine weeks. Work will take place nightly from 8 p.m. to 6 a.m., which is when the road will be closed to all vehicular traffic.

WHY: When the City announced on July 28, 2016, that tunneling would resume under Rideau Street following the infrastructure failure, it was announced that additional measures would be taken to reinforce the tunnel. Rideau Street will close overnight in order to expedite this work.

UnQuote.

They are explicitly INCHing their way westward from Rideau station.
Veeeeerrrrry carrrfulllly.......

EnJoy!