Confederation Line West LRT Extension (Stage 2) [Tunney's to Baseline/Moodie] | U/C

[SkeggsEggs]

they started construction on the MUP connecting richmond/golden to dominion ave


https://ottawa.ca/en/city-hall/publi...5-09e4d92de8bb

[Richard Eade]

Adds a new formalized corridor, in a convenient location. Improves access to the water, and its associated pathways. And adds a connection to transit at Dominion Station. All good. It is a shame that the trees will need to be chopped, though.

This new MUP should be designed to also provide connections between Richmond Road cycle tracks/Byron Linear Park pathway and the cycle tracks/MUP along Scott Street. That is, there also needs to be a convenient, safe, connection from Dominion Station to Scott at Churchill.

There may be existing road-side parking along Richmond in this area, but it should be removed if cycle tracks can not be added without undue extra cost. Cycle tracks should have a higher priority over street parking.

Richmond Road is, in my mind, a great place to have cycle tracks along the road. There should be one lane of general traffic in each direction from east of the Bayshore Mall to Golden. If warranted, transit priority can be added, by queue-jumping. Fully segregated cycle tracks should be along the length of Richmond, from the Queensway-Carleton Hospital to Golden. There should be ramps down to a MUP underpass, immediately to the north of the LRT underpass of Richmond, for access to Bayshore Station/Mall. There should be connections down to the MUPs at the Kichi Sibi Mikan. There should also be a crosswalk/crossride at Rochester Field.

[SkeggsEggs]

Last year, but plans for Richmond/Byron

https://www.baywardbulletin.ca/stage...scaping-plans/

South side of Richmond is a bit awkward at times.

[Richard Eade]

Again, the City is trying to mix two different types of active transport. Just like along Scott, there should be dedicated, segregated cycle tracks along BOTH SIDES of the road and a separate MUP in the linear park. Cycle tracks are what faster cyclists will be using. The meandering path through the park should remain as a MUP for pedestrians and slower, recreational cyclists.

This is just a guaranty of getting a lot of complaints about cyclists going too fast past pedestrians and pedestrians with their dog-leashes interfering with cyclists. This City needs to stop skimping and build what is actually needed.

[hwy418]

Originally Posted by Richard Eade

Again, the City is trying to mix two different types of active transport. Just like along Scott, there should be dedicated, segregated cycle tracks along BOTH SIDES of the road and a separate MUP in the linear park. Cycle tracks are what faster cyclists will be using. The meandering path through the park should remain as a MUP for pedestrians and slower, recreational cyclists.

This is just a guaranty of getting a lot of complaints about cyclists going too fast past pedestrians and pedestrians with their dog-leashes interfering with cyclists. This City needs to stop skimping and build what is actually needed.

Richmond west of Golden (future construction) will include cycle tracks that will tie into this project. The objective of this project was to construct the MUP from the intersection to Dominion Ave, move the EB bus stop to the far side of the intersection, remove the EB transit priority signal at Richmond/Golden, and provide upgraded pedestrian and cycling infrastructure (allow for enchanced connections to the north and west).

[lrt's friend]

It seems that transit priority is the lowest priority as we move to push transit into even more congested traffic lanes. While we jump through hoops to improve cycling on transit routes, which are seldomly used for 4 months of the year and after dark. This for 5% of modal share and almost zéro in winter

[hwy418]

Originally Posted by lrt's friend

It seems that transit priority is the lowest priority as we move to push transit into even more congested traffic lanes. While we jump through hoops to improve cycling on transit routes, which are seldomly used for 4 months of the year and after dark. This for 5% of modal share and almost zéro in winter

You're not wrong - the bike lobby is stronger than the transit lobby in this town. Plus there is Councillor Leiper here, so... more BIKES!

[OTownandDown]

Tried to bike across Laurier and then follow the Otrain line to at least Bayview. LOL

LOVE how constructing the library and the new Odinak buildings take precedence over not dying on a bicycle. (See: the City's major downtown east-west bike lanes ENDING at construction hoarding forcing everyone into the traffic lane). No signage at Bronson intersection for cyclists heading westbound that their lane will just stop with no signals or other form of traffic control. Bikes can just do whatever, right? No need for any thought or even an attempt at sharrows or anything.
https://maps.app.goo.gl/xFakKHVJpFzvZgRp7

[lrt's friend]

I can top that. Bank Street is being widened in the Findlay Creek area. This is a 3 year project. Pedestrians formerly could use road shoulders. During construction no provisions have been made for pedestrians at all. There is no place for them and there is no alternate nearby route. At one point, sidewalks were closed on both sides of a side street at the same time, with usual sign to use the sidewalks on the Opposite side. This was the only safe pedestrian connection into the local shopping area.

[OTownandDown]

Maybe we've gone post-liability. let me explain:

We're so used to doing the maximum, that doing NOTHING means that you can't be blamed for doing SOMETHING wrong. What do you think about my theory, lol

[sseguin]

Tracking the Progress: Ottawa’s O-Train Stage 2 Western Extension - October 2025

Rail Fans Canada takes you trackside for an in-depth update on Ottawa’s expanding LRT system. In this October 2025 video, we look at the ongoing construction of the O-Train Stage 2 West Extension, stretching from Tunney’s Pasture Station to Algonquin (Line 1) and Moodie (Line 3).

While the West Extension isn’t opening until 2027, major milestones are now taking shape — with overhead catenary system (OCS) installation progressing, early train movements beginning in select zones, and station structures rapidly advancing across the corridor.

Get a close-up look at the latest civil works, trackwork, and electrification efforts as this vital light-rail expansion continues to transform Ottawa’s west end. Whether you’re following the city’s transit evolution or just love all things rail, this is your go-to update on the O-Train West Extension.

• Video Link

[J.OT13]

From OC Transpo website:

The Track to Algonquin: O-Train West Construction

A new gateway to campus life

OC Transpo, in collaboration with Algonquin College, is thrilled to share an exciting highlight on the progress of Algonquin Station (today known as Baseline Station), one of the key stops and terminus of the O-Train Line 1 West extension.

This week, we welcomed a group of City of Ottawa, Algonquin College and Algonquin College Students’ Association representatives for a behind-the-scenes tour of the construction site for the future station.

Stage 2 construction managers led the tour of Algonquin Station, joined by other OC Transpo subject matter experts.

Highlights from the tour

• Trackwork progress: the rails have been laid and major structural work at Algonquin Station is nearing completion. We descended 7.5 metres to see the future underground platform, a spacious platform with tracks on either side that will one day serve as the west terminus for Line 1.
• Overhead connection to algonquin college: Algonquin Station’s new 67-metre enclosed pedestrian bridge offers a safe link between the station and Algonquin College’s ACCE building. It improves accessibility, eases street-level congestion at busy intersections, and connects to an existing pedestrian bridge over Woodroffe Avenue, enhancing campus and community connectivity.
• Station design inspired by students: with sustainability, accessibility, and modern amenities at its core, the station’s design incorporates feedback from student representatives who championed a welcoming, safe, and inclusive transit hub.
• Campus connection: located just steps from the main entrance of Algonquin College, the new station will create a seamless transit-to-campus experience. Whether you’re heading to class, grabbing a coffee, or catching a ride home after studying – Algonquin Station will be your launch point.
• Accessibility: the tour saw how the station is served by four elevators and three escalators, making it easier for everyone to use in the future.

What’s next?

Construction at Algonquin Station is focusing on:

• Completing electrical and mechanical systems
• Installing wayfinding and accessibility features
• Landscaping and integration with campus pathways

Stay tuned for more exciting updates on construction and project milestones.

Students, get ready!

Whether you’re a future first-year or a returning grad student, Algonquin Station will make your commute easier, greener, and more connected than ever before with multiple, easy connection points from the surrounding campus.

Let’s go further together

At OC Transpo, we’re proud to be building the future of transit with you in mind. Algonquin Station is more than just a stop – it’s a gateway to education, community, and opportunity.

https://www.octranspo.com/en/news/ar...-construction/

[rocketphish]

O-Train Stage 2 budget cracks $5B as delays and legal fees push up cost
Price tag originally set at $4.7B, but council once again asked to top up contingency buffer

Arthur White-Crummey · CBC News
Posted: Nov 19, 2025 4:00 AM EST | Last Updated: 5 hours ago

The city is asking for $156.5 million in extra funding for the O-Train next year as delays and legal fees push up costs, while a contingency buffer needs to be padded again.

The funding is part of the 2026 draft municipal budget. Most of it would go to Stage 2, which was approved in 2019 with a price tag then estimated at $4.66 billion.

The latest request, which still needs council approval, isn't the first time the project budget has swelled. OC Transpo media relations confirmed to CBC that it now stands at $5.06 billion.

Stage 2 involves three extensions to the existing rail network, including links to the east and west that are still underway, plus the Trillium Line expansion to the south that opened more than two years behind schedule.

The draft budget document released last week says delays to all three extensions "have introduced pressures on the project oversight budget," while project changes, risks and claims require more funding for contingency.

It asks for an extra $150 million in response, plus a separate sum of $6.5 million to cover costs for the existing Stage 1 rail line.

The Stage 2 contingency was initially set at just over three per cent of total project costs, or about $152 million, as a cushion against price increases and potential legal disputes.

It was later increased to about $287 million due to "unforeseen costs and improvements," but all but $18 million of that money was committed as of this September.

<more>

https://www.cbc.ca/news/canada/ottaw...cost-9.6983475

[J.OT13]

And this doesn't include the settlement of unknown amount to one of the two contractors? Also, why are we paying for the bearing assembly? That should be covered by Alstom; it was there faulty design.

[DarthVader_1961]

Originally Posted by J.OT13

And this doesn't include the settlement of unknown amount to one of the two contractors? Also, why are we paying for the bearing assembly? That should be covered by Alstom; it was their know faulty design.

Anyone when the bearing design is to be tested on our tracks?

[Mousel]

Originally Posted by DarthVader_1961

Anynudes when the boogie design is to be tested on our tracks?

You want to boogie in the nude?

[DarthVader_1961]

Originally Posted by Mousel

You want to boogie in the nude?

Sorry…. This should have read…

Anyone know when the bearing design is to be tested on our tracks

[roger1818]

Originally Posted by J.OT13

And this doesn't include the settlement of unknown amount to one of the two contractors? Also, why are we paying for the bearing assembly? That should be covered by Alstom; it was there faulty design.

Hard to call the design faulty when it has been used without issues for many years on other trainsets. Fit for purpose would be a better description. Part of the issue likely comes down to the city insisting on LRT trainsets when all of the experts were saying we needed light metro. I am sure there are lots of other secret details that the city is trying to keep under wraps.

[J.OT13]

Originally Posted by DarthVader_1961

Sorry…. This should have read…

Anyone know when the bearing design is to be tested on our tracks

Who knows. Everyone had agreed the bearing assembly was the problem, a year (?) later, Alstom decided that wasn't the problem and stopped working on it. Not sure where we're at now.

Originally Posted by roger1818

Hard to call the design faulty when it has been used without issues for many years on other trainsets. Fit for purpose would be a better description. Part of the issue likely comes down to the city insisting on LRT trainsets when all of the experts were saying we needed light metro. I am sure there are lots of other secret details that the city is trying to keep under wraps.

It's true that the City was very stupid in insisting on LRT when experts were telling us what we need is a metro (OtTaWa iS tO sMaLl fOr A rEaL SuBwAy). But three (maybe two, I think one proposed a real metro) consortiums were even dumber by submitting bids with rolling stock that could not do the job.

This is what I'm talking about with the secret settlement: https://ottawacitizen.com/news/local...t-construction

[Hybrid247]

Originally Posted by J.OT13

It's true that the City was very stupid in insisting on LRT when experts were telling us what we need is a metro (OtTaWa iS tO sMaLl fOr A rEaL SuBwAy). But three (maybe two, I think one proposed a real metro) consortiums were even dumber by submitting bids with rolling stock that could not do the job.

I can't recall what the other consortiums proposed for rolling stock. Were they 100% low floor LRVs too? In my opinion, I don't think the main issue is with the use of LRT technology and rolling stock (although light metro would've been best), but rather going with a 100% low floor LRV instead of a high floor LRV or even a partial low floor LRV like the Siemens S700.

When I was in Seattle last year, their S700 trains really didn't seem to have the flimsy feel of the Citadis Spirit trains despite being partial low floor, nor did they seems to have issues navigating curves at higher speeds. That probably has something to do with the powered bogies being housed under the high floor segments of the trains and the non-powered ones being housed under the low floor segments. The issue at hand for the Citadis really seems to revolve around the 100% low floor design.