Confederation Line (Stage 1) | In Service 1.0

[roger1818]

Originally Posted by OCCheetos

The Confederation Line is now in OC Transpo's trip planner if you select a date of March 16, 2019 or later (a Saturday). Edit: it only shows up for a handful of days after the 16th.
http://plan.octranspo.com/plan/RouteSche...RouteKey=1~~Direction2&ShowOptions=false

Similarly, if you try to look up route timetables, they only let you select dates up until March 15, 2019, but editing the url can give you a timetable for the Confederation Line on March 16.
http://www.octranspo.com/routes?lang=en&date=20190316&rte=1

Edit: It's just a placeholder for testing ¯\_(ツ)_/¯

I was able to see it on the day that that you posted it, but now it seems to have disappeared. If I remember correctly it said it was 8 min from Tunnies to Parliament, 17 min from Blair to Parliament and 25 min end to end regardless of the time of day (though looking back, it was a Saturday, but presumably the timing will be the same on a weekday).

If you compare that to the 95 on a weekday, it ranges from 35 min to 48 minutes from Tunnies to Blair, so the end to end time savings ranges from 10 to 23 min (plus transfer time).

[J.OT13]

Originally Posted by Treplow

Thanks for the summary, much appreciated. Shame it appears a tunnel is unfeasible at this time - while I agree that a surface promenade would be more pleasant, people taking transit to an NAC show on Tuesday night in February probably wouldn't.

I would love to have both a more attractive surface option, which would require a complete rebuild of the Sussex/MacKenzie/Rideau/Wellington/Colonel By intersection, and an underground walkway between the three landmarks, which could include a direct entrance to Rideau Station.

For the intersection, any possibility of adding a building where the old Corry Block stood is now dead with the glass and stone addition to old Union facing the Rideau Centre.

Originally Posted by roger1818

I was able to see it on the day that that you posted it, but now it seems to have disappeared. If I remember correctly it said it was 8 min from Tunnies to Parliament, 17 min from Blair to Parliament and 25 min end to end regardless of the time of day (though looking back, it was a Saturday, but presumably the timing will be the same on a weekday).

If you compare that to the 95 on a weekday, it ranges from 35 min to 48 minutes from Tunnies to Blair, so the end to end time savings ranges from 10 to 23 min (plus transfer time).

Does anyone remember how much time it took for the 95 to get from Tunney's to Blair before the Transitway closed? It takes much longer now because the 95 is stuck in traffic through the uOttawa campus and King Edward.

[johnfowler]

Originally Posted by J.OT13

Does anyone remember how much time it took for the 95 to get from Tunney's to Blair before the Transitway closed? It takes much longer now because the 95 is stuck in traffic through the uOttawa campus and King Edward.

Looking at a timetable from 2012, seems like the 95 was scheduled to take about 20 to 27 minutes from Tunney's to Blair, depending on the day and the time.

If anyone was curious, the schedule for the Confederation Line as published on the site was 2 minutes between every station, with the exception of between Rideau and uOttawa which was 3 minutes in both directions, so 25 minutes end-to-end. The weekday schedule had the same running time as the Saturday and Sunday ones, but different hours of service and frequency obviously.

[J.OT13]

Thanks for that. So Stage 1 doesn't really save any time on paper. If you consider delays due to weather, protests, parades, ceremonies, accidents... then the Confederation Line will offer a reliability unrivaled by the old system.

Looking forward to seeing time comparisons for full trips from the suburbs to downtown.

[lrt's friend]

Originally Posted by J.OT13

Thanks for that. So Stage 1 doesn't really save any time on paper. If you consider delays due to weather, protests, parades, ceremonies, accidents... then the Confederation Line will offer a reliability unrivaled by the old system.

Looking forward to seeing time comparisons for full trips from the suburbs to downtown.

Yep, our Transitways were very effective in delivering fast service. Buses can travel just as fast in an exclusive right of way as a train. The benefit of LRT is going to be reliability as you have suggested and capacity. We had hit a wall downtown.

The lack of improvement in travel times is why I am not convinced that there will be a major ridership jump from this project. It is also why they are promising nothing better than the status quo for travel times for most riders. My question on this, is whether that is based on construction travel times or pre-construction travel times. I really hope it is the latter, otherwise we have invested billions for worse service. I can tell you that travel speed will definitely improve between Hurdman and downtown.

[CityTech]

Originally Posted by johnfowler

Looking at a timetable from 2012, seems like the 95 was scheduled to take about 20 to 27 minutes from Tunney's to Blair, depending on the day and the time.

If anyone was curious, the schedule for the Confederation Line as published on the site was 2 minutes between every station, with the exception of between Rideau and uOttawa which was 3 minutes in both directions, so 25 minutes end-to-end. The weekday schedule had the same running time as the Saturday and Sunday ones, but different hours of service and frequency obviously.

When I watched the simulator at open doors back in June, it took 15 minutes to get from Tunney's to Hurdman; by this calculation (2 mins for all except Rideau-uOttawa) it would be 17 minutes.

I find it hard to believe that Blair-Cyrville (a pretty long distance with some curves) would have the same travel time as Parliament-Lyon (a pretty short distance in a straight line), but I think we're taking that briefly posted schedule a little too seriously; it seems like they were testing the travel planner more than anything else. I doubt they actually know what travel times are until they do full test suites.

[CityTech]

Originally Posted by J.OT13

Thanks for that. So Stage 1 doesn't really save any time on paper. If you consider delays due to weather, protests, parades, ceremonies, accidents... then the Confederation Line will offer a reliability unrivaled by the old system.

Looking forward to seeing time comparisons for full trips from the suburbs to downtown.

They did say Phase 2 would be 50 minutes from Trim to Moodie, but again, probably a back-of-napkin calculation.

[J.OT13]

They use to quote 24 minute travel time from end to end.

I did find it strange that it was 2 minutes between each station, but I could see how Blair to Cyrville would be the same as Parliament to Lyon. Factor in dwell time, acceleration, speed.

Though Stage 1 offers virtually no time difference (on paper), Stage 2 should be significant, at least in Orleans where buses are in mixed traffic for parts of the trip, get off the highway and wait at traffic lights at a few stops (Montréal, Jeanne d'Arc, Place d'Orleans).

In the west as well, trains will have a straight alignment between Dominion and Lincoln Fields (though with the addition of two stations which could effect speed, but increase ridership potential) as opposed to long and winding Parkway route with two traffic lights.

This project is medium term pain for long term gain. After Stage 2 and 3, we'll be in a much better position than 10 years ago.

[J.OT13]

Originally Posted by CityTech

They did say Phase 2 would be 50 minutes from Trim to Moodie, but again, probably a back-of-napkin calculation.

If that could be achieved, it would be extremely impressive. Considering the longer distances between stations in Stage 2, that doesn't seem too far fetched.

Does anyone know what the travel time from Moodie to Trim when the Transitway was fully operational? Was that even a route or would we have to breakdown a 95 and 96 to get those numbers?

[acottawa]

Originally Posted by J.OT13

If that could be achieved, it would be extremely impressive. Considering the longer distances between stations in Stage 2, that doesn't seem too far fetched.

Does anyone know what the travel time from Moodie to Trim when the Transitway was fully operational? Was that even a route or would we have to breakdown a 95 and 96 to get those numbers?

I don’t think there was ever a route.

[roger1818]

Originally Posted by acottawa

I don’t think there was ever a route.

I agree. One would have to compare Trim to Baseline, or as J.OT13 said, we would have to breakdown a 95 and 96 to get those numbers.

After Stage 2, I think the biggest time savings will come from the Lincoln Fields to Bayshore/Moodie leg as not only will the new route be shorter, but the buses currently have to travel in mixed traffic on the 417 between the Transitway and Pinecrest.

After Stage 3, Baseline to the Sportsplex will have significant time savings, as although there are bus lanes, the buses still have traffic lights and frequent stops.

[Truenorth00]

Originally Posted by J.OT13

This project is medium term pain for long term gain. After Stage 2 and 3, we'll be in a much better position than 10 years ago.

Even just Stage 2 will be a massive difference. And that's just 5-6 years from now. It will be absolutely transformative for Ottawa.

[kmcamp]

Originally Posted by Truenorth00

Even just Stage 2 will be a massive difference. And that's just 5-6 years from now. It will be absolutely transformative for Ottawa.

It's already been transformative for Ottawa. The new skyline in little Italy seems to be a direct result of the confederation line. despite many years of the OTrain being there, it suddenly became super attractive when it became part of a LRT system and not just a train from "nowhere to nowhere" as people claimed. I never thought I'd see a day when the gospel that thou shalt not build a building over 27-30 stories broken in Ottawa, but i see the Icon getting taller in the distance every day in my commute

[Richard Eade]

I think what you might be seeing in Little Italy is the effect of the U-pass more than the effect of the O-Train – Confederation Line (L1).

In the ‘olden days’, Carleton students would take their back-packs and walk, or bus (if they could afford it), over to Billing Bridge shopping centre. With the introduction of the U-Pass, students now had unlimited access to the O-Train – Trillium Line (L2). This means that their shopping options have opened up. It now takes less time to take L2 to Greenboro than to walk to Billings Bridge. Or, about the same time that it takes to bus to Billings Bridge. A portion of students now uses Greenboro as their go-to shopping area.

The same can be said for housing. Before there was a U-pass, many students would live within walking distance of the university. Now that they have unlimited access to L2, the Carling Station is only a few minutes away from the campus. This makes it a good area for developers to plan towers. It also had (relatively) cheap land and the City was willing to allow higher density.

Unlimited access to L2 has changed the behaviours of Carleton students. L2 allows for easy travel between the university and different shopping and residences areas. Really, the only thing missing now along that line is a giant Liquor Land outlet.

[lrt's friend]

Originally Posted by Richard Eade

I think what you might be seeing in Little Italy is the effect of the U-pass more than the effect of the O-Train – Confederation Line (L1).

In the ‘olden days’, Carleton students would take their back-packs and walk, or bus (if they could afford it), over to Billing Bridge shopping centre. With the introduction of the U-Pass, students now had unlimited access to the O-Train – Trillium Line (L2). This means that their shopping options have opened up. It now takes less time to take L2 to Greenboro than to walk to Billings Bridge. Or, about the same time that it takes to bus to Billings Bridge. A portion of students now uses Greenboro as their go-to shopping area.

The same can be said for housing. Before there was a U-pass, many students would live within walking distance of the university. Now that they have unlimited access to L2, the Carling Station is only a few minutes away from the campus. This makes it a good area for developers to plan towers. It also had (relatively) cheap land and the City was willing to allow higher density.

Unlimited access to L2 has changed the behaviours of Carleton students. L2 allows for easy travel between the university and different shopping and residences areas. Really, the only thing missing now along that line is a giant Liquor Land outlet.

Yes, this is entirely true. It is more a student thing and believe me the Trillium Line is a boon for Carleton compared to when I was a Carleton student.

It is too bad we aren't introducing other new transformative transit services elsewhere in the city. The original O-Train proved that trains don't have to run every 3 minutes to have a significant impact on travel patterns and development.

I am sure the Confederation Line will have a positive affect but the Transitway did get things started in Westboro, south of Tunney's Pasture and surrounding Blair station, which was previously just empty fields.

[cprail]

I took a few pictures at Tunney's Pasture today. Looks almost complete (except for the pedestrian overpass West of the station, where they appear to still be pouring concrete), the western entrance to the bus loop (next to the DND building) is not even fenced off and the fare gates are active.

https://mtlurb.com/index.php?/topic/16449-ottawa-o-train-lrt/&do=findComment&comment=346706

[rocketphish]

City says LRT delay will save nearly $1M — if the contract holds up

Jon Willing, Ottawa Citizen
Updated: December 5, 2018

The city is telling council members that it stands to save nearly $1 million on delaying the Confederation Line LRT about 10 months.

It’s an optimistic estimate, though, since the grand tally of extra costs and savings related to the delay depends on the city’s reading of its $2.1-billion construction contract with the Rideau Transit Group.

City council on Wednesday received a summary of the financial implications of the delay in a memo from corporate services general manager Marian Simulik.

Assuming that RTG hands over the LRT system in the first quarter of 2019, the city will actually come out ahead $900,000 when the costs of running the bus routes, keeping the O-Train construction office open and losing extra revenue from a projected ridership increase are factored in, according to the city.

The city used the time between May 24, 2018, and March 31, 2019, for its calculation. The May 24, 2018, date was the original handover deadline, so all unanticipated expenses borne by the city start then. The March 31, 2019, date is the new date by which the city expects the LRT system to open, but RTG has not yet confirmed when it will have the 12.5-kilometre rail line, 2.5-kilometre tunnel and 13 stations complete.

Extending bus operations where the city thought it would have trains running by now is costing an extra $49.7 million. Another $21.9 million is attributed to keeping the bus detours going, since the Transitway is being converted to a rail line. The O-Train construction office run by the city needs another $6.6 million during the delay period. And, because LRT is delayed, the city won’t see an anticipated uptick in ridership, which will cost $2.7 million over the 10-month period.

The gross $80.9 million in unbudgeted spending tied to the LRT delay is, according to the city, wiped out thanks to the LRT maintenance payments not going to RTG, energy savings, debt payments to RTG, rail operating savings and interest on held funds.

The city is holding back $261.7 million in payments from RTG until the consortium hits construction milestones, including the handover. The city is collecting about $4 million in interest off having that money sit in an account during the delay period.

Then, there’s the $25 million the city feels it’s owed under the LRT contract.

That $25 million, which comprises of $24 million connected to contract provisions for lane closures and the $1-million delay penalty, has been subject to negotiations between the city and RTG. Those talks aren’t done.

RTG missed two handover deadlines: the one in May and another one in November. The missed November deadline resulted in the $1-million penalty levied by the city.

The city expects to hear from RTG another proposed handover date by early January.

[email protected]
twitter.com/JonathanWilling

https://ottawacitizen.com/news/local-new...-save-nearly-1m-if-the-contract-holds-up

[J.OT13]

Originally Posted by cprail

I took a few pictures at Tunney's Pasture today. Looks almost complete (except for the pedestrian overpass West of the station, where they appear to still be pouring concrete), the western entrance to the bus loop (next to the DND building) is not even fenced off and the fare gates are active.

https://mtlurb.com/index.php?/topic/16449-ottawa-o-train-lrt/&do=findComment&comment=346706

Thanks for those. Looking pretty good.

Quite disappointed with the lanterns though. The plastic looks cheap (I feel it will break easily from the cold), the lighting is terrible, stark white, very cold. I know it's LED, but it looks like fluorescents. You can also see inside the lantern through the corners. I noticed this while driving past uOttawa yesterday.

[J.OT13]

Fun stuff.

Four train operators go to hospital after exposure to simulated smoke in LRT ventilation test

Megan Gillis
December 5, 2018
Postmedia


Smoke test on LRTsource: Sean McKenney / OTTwp

The city is blaming a “miscommunication” for a mishap that sent four train operators to the hospital after they were exposed to what’s described as artificial smoke during ventilation testing of the new light rail transit system last month.

But Sean McKenny, president of the Ottawa and District Labour Council, said Wednesday he fears it represents “a continuation of the lack of health and safety protocols within the LRT, the sort of ‘oops’ mindset, the acknowledgment that once again we have a communications problem.

“Those four workers were very, very lucky that there wasn’t somebody that was injured in a more severe way.”

The Ministry of Labour confirmed in a statement Wednesday that it was notified of “possible” worker exposure during a Nov. 21 “smoke test” at the Lyon station.

As part of commissioning the stations and tunnel ventilation, OLRT and builder Rideau Transit Group ran the test at each station with city staff and firefighters present, ministry spokeswoman Janet Deline said.


Four operators were in the station when the test was conducted. They were taken to the hospital “as a precaution” and later released, she said. Ministry inspectors attended the scene but did not issue any orders.

“Our investigation is complete,” Deline said Wednesday.

The chief safety officer for the city’s transportation services department said the operators were asked to move trains into position at the Lyon station during standard tests of the LRT tunnel and station’s ventilation system.

“Due to a miscommunication, the operators were not advised to exit the train once it was stopped in the tunnel at Lyon station,” Jim Hopkins said in a statement Wednesday. “The communication breakdown has since been resolved.”

Further smoke tests were successfully carried out in the following days, he said. All four operators have returned to work.

The Ottawa Paramedic Service confirmed that it assessed four people with symptoms including throat and eye irritation just after 1 a.m. on Nov. 22.

They were transported to the hospital “out of an abundance of caution.”

McKenny, who provided this newspaper with images he said were taken during the incident, noted that other workers were prepared with personal protective equipment and questions the impact of being exposed to the simulated smoke.

“They didn’t know what they were getting into,” McKenny said. “They had no clue this was even happening.”

The much-delayed project now slated to open in early 2019, has been marked by mishaps including the toppling of crane near the tunnel entrance on the University of Ottawa campus and the infamous Rideau Street sinkhole.

McKenny has raised concerns about safety incidents, including a worker’s being hit on the head with a heavy hose and workers being trapped when a rebar came off a tunnel wall. In October, the labour council released photos of water pooling in the bottom of the tunnel after a major rainfall.

This newspaper reported in May 2017 that the province’s Ministry of Labour had by then issued about 150 orders, ranging from site housekeeping to washroom facilities and improved lighting. The Rideau Transit Group said that all had been addressed and said its accident rate was lower than the provincial average for heavy civil construction.

With files from David Reevely and Matthew Pearson

https://ottawasun.com/news/local-news/tr...wcm/433dafc9-2069-4be9-a699-d84233c35379

[Truenorth00]

Originally Posted by lrt's friend

It is too bad we aren't introducing other new transformative transit services elsewhere in the city.

If only money grew on trees or people were willing to pay more taxes or take up residence in patterns conducive to building transit.

Originally Posted by lrt's friend

The original O-Train proved that trains don't have to run every 3 minutes to have a significant impact on travel patterns and development.

And yet the lower frequency is the biggest complaint about that line. There's a good argument to be made that investing in higher order transit that can't support headways lower than 10 mins is a waste.

Originally Posted by lrt's friend

I am sure the Confederation Line will have a positive affect but the Transitway did get things started in Westboro, south of Tunney's Pasture and surrounding Blair station, which was previously just empty fields.

The Transitway was also an order of magnitude cheaper to build, especially outside those sections without a ton of grade separation. Rail, especially as we're building it in Ottawa, will never be that cheap.