Confederation Line (Stage 1) | In Service 1.0

[Uhuniau]

Originally Posted by lrt's friend

It was explained last night that the Transitway extension to Moodie includes an at-grade crossing at Holly Acres. This will have to be grade separated for LRT.

It also seemed that the main reason for extending service to Moodie Drive was to facilitate an new western LRT maintenance yard, since the previous planned location off of Woodroffe had been unpopular with local residents (understandable).

The maintenance yard could be fifty miles outside North Bay and there'd still be an Ottawa community association whining about its impact on their property values.

[PHrenetic]

But this one, in costs terms, does make a reasonable amount of sense, in that there will not be 'non-revenue' trackage 'wasted' in train-kilometers or infrastructure. It does reduce the future trackage headed to Barrhaven, but the trade-off is better. In this one, I do believe them when they claim same cost for more service and better location.
EnJoy!

[J.OT13]

I assume the Moodie train yards will be on NCC land?

[lrt's friend]

Originally Posted by J.OT13

I assume the Moodie train yards will be on NCC land?

Wasn't it all NCC land around there except for the MTO property for the Queensway? I guess what was a major problem in the past is not a problem now.

[Uhuniau]

Originally Posted by lrt's friend

Wasn't it all NCC land around there except for the MTO property for the Queensway? I guess what was a major problem in the past is not a problem now.

I've already seen the usual green-space fetishists whining about this.

[Mikeed]

Just a thought about the design of the rolling stock. I was a little disappointed by the winning design and especially the interior where the City went with mirroring the status-quo as much as possible.

In the r/CanadianForces thread on reddit someone asked "besides looking fast and cool, do the red & white thunderbolt stripes on CF SAR aircraft have any significants or a cool story?" I never noticed that before, but I've never really looked that closely to our SAR tech equipment. Other then growing up in Nothern Ontario where the spirt of the bush plane is alive & well.



It's a design element found throughout the history of the RCAF:
SAR Buffalo
SAR Twin Otter

Gov. Challenger

Hercules
Cosmos


Made me wonder what that would look like on our trains. There's a decent chance it would look horrible, but I wonder what some people with design skills could up with if directed to make an homage to that design element. Since this is Ottawa and I do see part of this city as home to the 'Federal design langue' - if that exists.

There's been a number of variations, but that red & white thunderbolt has been a part of the RCAF livery since late 1940s.

https://www.youtube.com/watch?v=TJZjActXj3I



In any case, I wish they had been more daring and had an actual design competition.

Just a random thought.

[roger1818]

Originally Posted by lrt's friend

It was explained last night that the Transitway extension to Moodie includes an at-grade crossing at Holly Acres. This will have to be grade separated for LRT.

It doesn't have to be, but they will do it, insisting it is necessary..

It also seemed that the main reason for extending service to Moodie Drive was to facilitate an new western LRT maintenance yard, since the previous planned location off of Woodroffe had been unpopular with local residents (understandable).

Interesting. Where exactly will the new yard be? It doesn't make sense as a reason though, as the original planned location was near Knoxdale, but there was no plan to add a station there.

From a rider perspective, I don't see the Moodie station adding much value, especially after the transitway extension is open.

[PHrenetic]

Good Day....
I have to figure that the extension was mostly at the behest of the Feds and DND, given the massive moves to the NorTel campus complex over the next couple of years, to reduce the whining and complaining there. Given that, and the less 'wasted' non-revenue trackage and train-kilometers over the Woodroffe site (that trackage would only come into revenue service with a Fallowfield/Barrhaven extension) given that the Kanata extension (stage 2.5) is now entering the books. Therefore, given that the Fed financing has yet to be announced, we maybe might see a slight boosting of the Fed participation (yeah, I know, wishful thinking, but one can hope ! snort !). As for where exactly, and the design, we know absolutely nothing, and will not until the RFQ/RFP stage at the earliest as mentioned in the latest document set. They have a lot of re-drawing and re-planning to do, which also leads me to think this was very much a last minute imposition (read: political) kind of thing. Whatever! For what my two cents are worth!

[SkeggsEggs]

Coming from Kanata I would much rather transfer at Bayshore than Moodie. Unless Moodie is entirely enclosed to the elements I can't imagine it will be very pleasant considering its in the middle of nowhere... There is also the added benefit of going into the mall and doing some shopping before heading home. I hope there will still be a bus that goes directly from Kanata to Bayshore but they will probably force everybody to transfer at Moodie.

[SkeggsEggs]

Originally Posted by PHrenetic

Good Day....
I have to figure that the extension was mostly at the behest of the Feds and DND, given the massive moves to the NorTel campus complex over the next couple of years, to reduce the whining and complaining there. Given that, and the less 'wasted' non-revenue trackage and train-kilometers over the Woodroffe site (that trackage would only come into revenue service with a Fallowfield/Barrhaven extension) given that the Kanata extension (stage 2.5) is now entering the books. Therefore, given that the Fed financing has yet to be announced, we maybe might see a slight boosting of the Fed participation (yeah, I know, wishful thinking, but one can hope ! snort !). As for where exactly, and the design, we know absolutely nothing, and will not until the RFQ/RFP stage at the earliest as mentioned in the latest document set. They have a lot of re-drawing and re-planning to do, which also leads me to think this was very much a last minute imposition (read: political) kind of thing. Whatever! For what my two cents are worth!

A big part of me thinks its just so Watson and some Kanata Councillors can score political points and claim they are bringing LRT closer to Kanata and sooner. Even though Moodie doesn't add much benefit.

[AndyMEng]

Originally Posted by SkeggsEggs

A big part of me thinks its just so Watson and some Kanata Councillors can score political points and claim they are bringing LRT closer to Kanata and sooner. Even though Moodie doesn't add much benefit.

I was just reminded of a conversation we all had a while ago. Can someone remind me why the light rail isn't following the existing rail right-of-way from Bayshore to points west:
1. Kanata/March Road North - Carp - Kinburn - Glaetta - Arnprior
2. Bells Corners-Bridlewood/Glen Cairn-Goulbourn-Stittsville-Carleton Place

The routes seem absolutely perfectly planned, and the train right of way has existed for like a hundred years. You'd just need to widen existing bridges and the track, and way out there, you could open up the train and give'r and probably beat regular traffic/highway travel times.

Also, given that there are already dedicated transitway park and rides and stations out to Terry Fox, that section can remain in place for Katimavik/Centrum neighbourhoods to bus it to Bayshore and transfer to downtown, while simultaneously increasing service to Kanata North and South and also the outlying sleeper cities. Fare zones, and bob's your uncle it's done! Stockholm has an absolutely amazing network similar to this, where downtown trains mingle with suburb trains mingling with inter-city trains, all in double-up tunnels with centre platforms.

[lrt's friend]

The city has opportunities for extra funding. This is why we are getting the airport shuttle, the Trim and Moodie extensions. None are particularly useful from a rider's perspective and could more effectively and cheaply be served by bus routes.

The Moodie extension is also being encouraged by DND workers and the opportunity of relocating the Western maintenance yard.

What is particularly disturbing is the move towards terminal stations in the middle of nowhere. As others have pointed out, a terminal station at a shopping centre allows for errands to be run between train and local bus especially if you just missed your local bus. A transfer station in the middle of nowhere becomes a bigger security concern than if it were at a natural busy location. With no options to do anything at these stations, waits become much more noticeable and frustrating to the rider. Furthermore, local bus routes that would normally run to the local major shopping centre are truncated short making the local bus route less useful to non-commuters. That transfer, no matter short can be a deterrent and that is exactly my experience when my local bus route was truncated short of Billings Bridge when the Transitway opened some years ago. I no longer used transit to go to Billings Bridge and overall used transit less.

[lrt's friend]

Originally Posted by AndyMEng

I was just reminded of a conversation we all had a while ago. Can someone remind me why the light rail isn't following the existing rail right-of-way from Bayshore to points west:
1. Kanata/March Road North - Carp - Kinburn - Glaetta - Arnprior
2. Bells Corners-Bridlewood/Glen Cairn-Goulbourn-Stittsville-Carleton Place

The routes seem absolutely perfectly planned, and the train right of way has existed for like a hundred years. You'd just need to widen existing bridges and the track, and way out there, you could open up the train and give'r and probably beat regular traffic/highway travel times.

Also, given that there are already dedicated transitway park and rides and stations out to Terry Fox, that section can remain in place for Katimavik/Centrum neighbourhoods to bus it to Bayshore and transfer to downtown, while simultaneously increasing service to Kanata North and South and also the outlying sleeper cities. Fare zones, and bob's your uncle it's done! Stockholm has an absolutely amazing network similar to this, where downtown trains mingle with suburb trains mingling with inter-city trains, all in double-up tunnels with centre platforms.

This ship sailed when the whole TMP associated with the Chiarelli plan was trashed.

[acottawa]

Originally Posted by AndyMEng

I was just reminded of a conversation we all had a while ago. Can someone remind me why the light rail isn't following the existing rail right-of-way from Bayshore to points west:
1. Kanata/March Road North - Carp - Kinburn - Glaetta - Arnprior
2. Bells Corners-Bridlewood/Glen Cairn-Goulbourn-Stittsville-Carleton Place

The routes seem absolutely perfectly planned, and the train right of way has existed for like a hundred years. You'd just need to widen existing bridges and the track, and way out there, you could open up the train and give'r and probably beat regular traffic/highway travel times.

This was considered and abandoned in the mid 00s (I think before the N-S LRT was cancelled, but sadly it is hard to find anything still online). I think it is also part of the proposals from the MOOSE people.

I think the problem is that the infrastructure is in such a poor state that you're basically starting from scratch, railways have to be totally rebuilt, grade separation has to be added. In many cases the lines go through people's backyards so all kinds of mitigation measures are needed. It is easier/cheaper to use highway corridors as there is often already full grade separation and the lines go near drivers of ridership such as shopping centres.

[Mikeed]

Originally Posted by SkeggsEggs

Coming from Kanata I would much rather transfer at Bayshore than Moodie. Unless Moodie is entirely enclosed to the elements I can't imagine it will be very pleasant considering its in the middle of nowhere... There is also the added benefit of going into the mall and doing some shopping before heading home. I hope there will still be a bus that goes directly from Kanata to Bayshore but they will probably force everybody to transfer at Moodie.

Moodie will only be a terminal station for so long, what it will be for a long time is the major transfer point for the Carling-Kanata North corridor. Moving DND to the Carling campus really is a massive change to Ottawa from an urban design perspective. There's room to grow and DND has been consolidating since the unification and will continue to consolidate at this "Pentagon North" - though we need a new indigenous nickname for the Nortel Campus. Consider that this new institution really is a gateway to Kanata North, and a lot of employment and other insitutions like the Canadian Space Agency and DRDC. And hopefully a foreign intelligence agency in the future. And hopefully we see expansion at CSA and DRDC.

Bayshore will remain a small-neighborhood transfer spot and service the mall. As outlined in the documents posted Bayview doesn't have enough space. Compare it to the transfer site at Hurdman and Tunneys.

[rocketphish]

Construction Update
Week of February 27

This week, crews prepare to install masonry at Pimisi Station, the elevator at Lyon Station and hardware and doors at St-Laurent and Cyrville stations.

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Pimisi Station foundation work under Booth Street bridge, looking west toward Bayview Station

West Stations

Tunney’s Pasture Station
Construction of the station advances with concrete work on walls at the north side platform area. Crews also continue forming stairs and shoring for the retaining wall.

Bayview Station
Crews continue underground electrical and mechanical work, installing grade beams for the concourse level, and working on escalator and elevator pits.

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Shoring for the retaining wall at Tunney's Pasture Station

Pimisi Station
Preparations begin this week to install masonry at the lower concourse level. Crews also continue installing rebar and pouring concrete for station walls under Booth Street bridge, pouring slabs and installing duct banks and rough-ins at the lower concourse level.

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Parliament Station arch bulkhead installation in progress

Central Stations

Lyon Station cavern
Architectural work advances in the cavern, including concrete pours for curbs and slabs and mechanical rough-ins at the platform level. At the concourse level, crews install a small crane for the elevator installation that begins this week.

Lyon Station west entrance
Concrete work ramps up for the next weeks at the integrated entrance as crews form and pour the upper escalator and stair area walls and raft slab. Crews cure and strip the newly poured deck this week. Chipping takes place at the east vent shaft in anticipation of a complete breakthrough from the surface to the tunnel below.

Lyon Station east entrance
Integrated entrance construction continues to progress with the installation of structural steel and concrete work including rebar and formwork for perimeter walls at the concourse level. At the HVAC shaft, crews continue waterproofing and begin concrete works.

Parliament Station cavern
Crews continue work in the cavern, including building and installing bulkheads, arch pours, in addition to shoring and rebar for the next section of deck.

Parliament Station east entrance
Integrated entrance work is ongoing and includes removal of the shoring system, excavation and removals, hoe ramming and line drilling in phases. At the east vent shaft, waterproofing is completed and crews begin installing rebar and formwork to allow for concrete pours

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Rideau Station concrete arch final lining in progress

Rideau Station cavern
The cavern continues to take shape with crews installing rebar and pouring arches and walls in sections. Construction of bulkheads also occurs.

Rideau Station west entrance
Construction continues at the integrated entrance with the installation of rebar and concrete pours for the raft slab, waterproofing of the north and south walls and shoring removal to allow for the next phase of concrete works to begin. Crews install rebar and pour concrete walls at the HVAC shaft.

Rideau Station east entrance
Progress is visible as station walls and slabs are poured and existing whaler beams are removed as part of the next phase of work.

uOttawa Station
Crews continue installing structural steel, including for the elevator areas, pouring concrete for the north foundation wall at the pedestrian underpass, and working on masonry walls and concourse rough-ins.

East Portal
Work advances at the ramp and includes the installation of rebar, followed by concrete pours of walls and slabs, in addition to mining of the ramp during the daytime and overnight.

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Underground duct bank installation and foundation work at Lees Station

East Stations

Lees Station
Foundation work continues for the station’s ancillary building this week, in preparation for the next phase of station construction, including the installation of structural steel. Crews also complete the installation of duct banks.

Hurdman Station
Progress continues to be visible at the station with the installation of structural steel, suspended slab concrete work, curb pours at the stair area and waterproofing, as well as ceiling and electrical work at the ancillary buildings. Internal finishing work, including wiring and tiling, is ongoing at the bus operators’ building.

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Progress of composite panel installation at Cyrville Station

Tremblay Station
Crews continue installing windscreen bases, working on roofing, framing the soffit, pulling wires and installing equipment in the communications room. Elevator installation is also being completed this week.

St-Laurent Station
The station continues to take shape with the installation of ceiling panels, doors, hardware and light fixtures, in addition to mechanical and electrical work. Tiling begins in the secondary rooms this week.

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Progress at Blair Station-view from guideway looking east into station

Cyrville Station
Construction is ongoing at the station with work on the soffit and stairs, the installation of ceiling panels as well as composite and porcelain panels, glazing, painting, and the installation of doors, light fixtures and hardware, in sections.

Blair Station
Crews are hard at work completing the soffit, glazing, installing composite and porcelain panels and tiles at the lower levels, working on elevators, and installing doors and hardware.

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Running tunnel waterproofing ongoing east of Parliament Station

Tunnel Construction

In the running tunnel west of Lyon Station cavern, guideway activities are ongoing, including concrete pours for the track slab. In the running tunnel east of Lyon Station, crews pour concrete cable bank walls in preparation for future guideway work in this section. Just east of Parliament Station, waterproofing continues as part of arch final concrete lining work.

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Upcoming Construction Activities

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

• Hoe ramming as part of work on the western section of the guideway.
• Pimisi Station structural steel installation.
• Lyon Station west vent shaft work resumes.
• Activities at the Parliament Station west entrance resume with architectural work for the parapets.
• Ongoing overnight work at the Rideau Station west and east entrances, and at the East Portal.
• Removal of the East Portal roof and beginning of next phase of ramp construction.
• Ongoing structural steel installation at uOttawa Station requiring overnight lane restrictions.
• Structural steel installation at Lees Station.
• Fencing installation on guideway just west of Tremblay Station.
• Systems installation along the guideway, including Overhead Catenary System poles and wires.
• Overhead Catenary System energized in phases for ongoing vehicle testing from Belfast Yard to Blair Station.

http://www.ligneconfederationline.ca/construction/construction-update-113/

[Athens]

Originally Posted by lrt's friend

This ship sailed when the whole TMP associated with the Chiarelli plan was trashed.

I tried googling but I couldn't find the Chiarelli plan. Would you happen to know where I can view it?

[TransitZilla]

Originally Posted by Athens

I tried googling but I couldn't find the Chiarelli plan. Would you happen to know where I can view it?

http://app06.ottawa.ca/calendar/ottawa/citycouncil/occ/2005/07-13/trc/ACS2005-PGM-POL-0048.htm

[roger1818]

Originally Posted by lrt's friend

The Moodie extension is also being encouraged by DND workers and the opportunity of relocating the Western maintenance yard.

The whole better for DND workers argument is just smoke and mirrors. Whether they have a 1.5+ km bus ride from Moodie or a 3.5+ km bus ride from Bayshore (with the extra 2km on a transitway) is irreverent. If they really wanted to serve DND, they would have a station just outside the security perimeter (with a pedestrian entrance).

[swimmer_spe]

Originally Posted by roger1818

The whole better for DND workers argument is just smoke and mirrors. Whether they have a 1.5+ km bus ride from Moodie or a 3.5+ km bus ride from Bayshore (with the extra 2km on a transitway) is irreverent. If they really wanted to serve DND, they would have a station just outside the security perimeter (with a pedestrian entrance).

Maybe that was already discussed and ths location is the closest that DND and the city would agree to.