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  #641  
Old Posted Nov 27, 2013, 1:48 PM
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Originally Posted by J.OT13 View Post
And of course, we don't have a proper transit system in place to justify such a radical idea. Keep building rapid transit and the traveling culture in our city will modify for the better as time passes.
One can only hope, but it also helps if we have a forward-thinking, comprehensive transit plan. Also, if we want higher ridership, less cars, less roads etc., then we need to look to Europe for examples on how to limit sprawl, make our suburbs more dense, and give the road and rail priority to public transit, cyclists, and pedestrians.

You also have to improve travel times so that people will look at commuting by car and commuting by public transit and pick the public transit one. Unfortunately, Ottawa isn't doing too many of these things.

Quote:
To add to what I was saying, people outside Ottawa (excluding Gatineau) can only get to Ottawa by car and the idea of commuter rail is slowly dying a painful death while CP is ripping out all tracks, not to mention Rockland, our biggest suburb on the Ontario side, never had tracks (as far as I know).
True, but there's at least some hope. What needs to happen though is Ottawa, Gatineau, Ontario, Quebec, and the feds working together on a regional transit master plan. We need to start fighting the province and feds for more transit money and we need to start intensely working with other municipalities in the region to look at a regional transit plan, commuter rail, economic development, etc.

Our best hope is the flexible MOOSE plan in terms of getting such a focus started. I certainly don't see it coming from the federal side any time soon.
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  #642  
Old Posted Nov 27, 2013, 1:59 PM
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Originally Posted by 1overcosc View Post
An example of how the city just shelled out megabucks for people living outside it was the resurfacing of Dalmeny Road last year. Almost all the traffic on that road is people driving between Embrun/Russell and Highway 416 at Kemptville--both points outside the city. Very few Ottawa-origin cars driving down that road, yet the city paid every penny of the hundreds of thousands of $ required to resurface it.
Huh.

This is one of the few moments I've ever been really angry with how my tax dollars have been spent.
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  #643  
Old Posted Nov 28, 2013, 1:09 AM
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Originally Posted by Aylmer View Post
I know, right? I've been to Stockholm, London, Milan, Singapore and Manhattan and man, those places are ghost towns.
Ever heard of too big to fail? If Ottawa was a world renowned megalopolis of a couple million people in a relatively small area and had a few hundred kilometres of subway lines criss-crossing the city, we could then consider tolls for the central area.
     
     
  #644  
Old Posted Nov 28, 2013, 1:55 AM
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That, and the fact that what constitutes "congestion" in Ottawa is a joke, at most a 15 to 20 minute delay over off-peak hours for some people. Installing toll collection infrastructure would be a huge waste of money that would eat up a large portion of any potential revenue. A special tax on downtown parking would likely achieve the same result without the implementation cost.

The piece that sparked this discussion was written by a 3rd year Journalism student, hardly a credible opinion. Rail transit, whether LRT or metro, does have an effect on traffic congestion — we've all seen the proof whenever any system gets shut down because of a labour strike. If anything it's all the more reason we should invest in light rail and ignore solving traffic congestion.
     
     
  #645  
Old Posted Nov 28, 2013, 4:00 AM
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Maybe Ottawa should ask the province to be included in the transit taxes for Toronto? (with the raise money going to Ottawa, of course)
     
     
  #646  
Old Posted Nov 28, 2013, 3:21 PM
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Maybe Ottawa should ask the province to be included in the transit taxes for Toronto? (with the raise money going to Ottawa, of course)
If you think Ottawa (or anywhere else, for that matter) deserves any of the World Class transit taxes bound for Toronto... you obviously don't live in Toronto!

'Toronto: The Mere Existence of This World-Class City Makes Everyone's Lives Better'
     
     
  #647  
Old Posted Nov 30, 2013, 3:25 AM
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City’s LRT digging machines get new nicknames

By David Reevely, Ottawa Citizen November 29, 2013




OTTAWA — The three digging machines already plowing through rock under downtown Ottawa have new names: Chewrocka, Jawbreaker and Crocodile Rouge.

The city invited nominations from Grade 4 classes around the city and revealed the winners — from Agincourt Road, Roberta Bondar and Saint-Joseph d’Orléans, respectively — Friday.

The city’s graphics department worked up Transformers-like drawings for each machine, imagining them as fighting robots with their front-mounted cutting heads as weapons, which are to be affixed to the “roadheaders” along with their new nicknames.

The 135-tonne machines are grinding away to build the tunnel for the new light-rail system, at a rate of three or four metres a day each. Jawbreaker is digging from the tunnel’s west portal at Bronson Avenue, Chewrocka is to dig east from a shaft at Queen and Kent streets, and Crocodile Rouge is working its way west from a portal near the University of Ottawa.

Two of the machines last worked on a tunnel in New York; the third came to Ottawa from a project in Austria.

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http://www.ottawacitizen.com/entertainment/City+digging+machines+nicknames/9229159/story.html
     
     
  #648  
Old Posted Dec 2, 2013, 8:18 PM
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Rapid transit fare control
http://app05.ottawa.ca/sirepub/agdocs.aspx?doctype=agenda&itemid=312880

The recommended fare control strategy is made up of five key elements:

• Fare-paid zones at major transfer stations;
• Fare gates and fare vending machines at stations;
• Customer help points at stations;
• Machine-readable transfers with barcodes;
• Compatibility with future fare payment methods.


detours during confederation line construction (no info yet, presentation at dec 9th meeting)
http://app05.ottawa.ca/sirepub/agdocs.aspx?doctype=agenda&itemid=312923
     
     
  #649  
Old Posted Dec 2, 2013, 9:00 PM
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Maybe Ottawa should ask the province to be included in the transit taxes for Toronto? (with the raise money going to Ottawa, of course)
What we have seen in the past few years is systemic downloading of services and costs to the municipalities without the necessary revenue tools.

I strongly believe this is part of why we have this growing infrastructure deficit. I also think the amalgamated single-tier cities that were created in 1998 and 2001 should have been given revenue tools at that time.

But, that would have meant the province giving up power and control to the local councils. Which- generally governments never give up their power or control, especially their power of the purse.

Had this happened the cities of Greater Sudbury, Ottawa, Hamilton and Toronto would have given other taxation powers then just direct taxation though property taxes and development charges.
     
     
  #650  
Old Posted Dec 3, 2013, 12:44 AM
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  #651  
Old Posted Dec 3, 2013, 1:48 AM
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Too bad they couldn't make the bridge 6 lanes as well. Also I don't like the idea of removing the signalized pedestrian light at Bayview Station.
     
     
  #652  
Old Posted Dec 3, 2013, 6:11 AM
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Too bad they couldn't make the bridge 6 lanes as well. Also I don't like the idea of removing the signalized pedestrian light at Bayview Station.
There will be a path down to the O-Train MUP on both sides of the bridge, like the current Transitway has now. This makes the signal redundant, and would cause delays. A good chunk of the riders wouldn't have to cross anyways since they would already be on the correct side for the bus stop.
     
     
  #653  
Old Posted Dec 3, 2013, 6:57 AM
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Originally Posted by waterloowarrior View Post
Rapid transit fare control
http://app05.ottawa.ca/sirepub/agdocs.aspx?doctype=agenda&itemid=312880

The recommended fare control strategy is made up of five key elements:

• Fare-paid zones at major transfer stations;
• Fare gates and fare vending machines at stations;
• Customer help points at stations;
• Machine-readable transfers with barcodes;
• Compatibility with future fare payment methods.
Most of this seems very well though out, but I see a couple issues.

The barcode transfer system could be easy to scam. Regardless of what type of 2D code they use (they say barcode and then show a QR code) it is only storing alphanumeric information. Buses are not hooked into the system in real-time, so that code has to have the expiry time in it, it cannot be just a number referencing a central database (seeRESTO). Even if the time is encrypted, it's not hard to break encryption with the limited number of characters that can be stored in a 2D code. I can see people printing barcodes for a certain time or having a clandestine phone app that generates the barcode and using it to get past the gates.

There is no mention of express fares. I don't remember reading that they would be eliminated, but it would mean front door boarding on buses and topping up fares to pay for the trip.

Finally, it references tickets. By this I assume it is referring to tickets printed by the TVMs, like the O-Train currently uses, since the traditional bus ticket is going away. The chart on the last page however is a little unclear. I would think the tickets would be printed from the machine just like a transfer on a bus, with an expiry time and 2D code. This doesn't make sense however since it says the ticket would have to be used as payment when transferring to a bus and swapped out for a transfer (opening a new transfer window). If the ticket didn't have an expiry printed on it when purchased, it could be used to enter a station (creating a transfer stored on a central database) but then could be used again later to board a bus, when it would be accepted like a current ticket. The same issue exists if you put a 2D code on an existing ticket, you need a way to physically cancel the ticket because the buses lack code readers. In this case I would think someone has either made a mistake in the report, I'm reading something wrong or it just hasn't been fully fleshed out yet.

Either way this report does mean that special, machine readable bus tickets could be kept for the social support groups that have raised an issue with getting rid of them. They would work as usual on a bus and would be swapped for a ticket/transfer at a TVM station.

The final issue I can think of is transfer time. Passengers paying cash currently get a transfer when they board the bus. With fare control they will get a transfer before entering the station. There can be quite a gap between entering a station and boarding a bus, especially routes that run infrequently. Will transfer windows be extended for stations like these? Buses can reasonably run half an hour or more apart and still have connections along the route. Any less often (eg. once an hour routes) it is less likely that the passengers will be transferring off the route, so this is less of an issue.
     
     
  #654  
Old Posted Dec 3, 2013, 3:04 PM
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When it comes to fares I just hope OC Transpo is smart enough to use the same system (ie. payment methods, transfers, fare prices) for the LRTs and buses.

After 12 years, tickets still aren't excepted on the O-Train.

And it's about time we have ticket/pass vending machines at most transit stations.
     
     
  #655  
Old Posted Dec 3, 2013, 6:24 PM
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OC Transpo hopes to test new $25M fare-payment system by 2016

By David Reevely, Ottawa Citizen December 2, 2013


OTTAWA — OC Transpo is ready to spend as much as $25 million to revamp its system for collecting transit fares once the new light-rail system opens.

The plan, to be debated by the city’s transit commission next Monday, includes new fare gates at all of the LRT stations and vending machines selling tickets, passes and Presto cards at each gate. The idea is to make transfers from buses to trains and back as smooth as possible by minimizing the number of times any rider has to prove he or she has paid to get into the system, and that means adopting a system that looks a lot like the one Toronto’s transit commission uses, but with elements borrowed from Montreal’s and Vancouver’s.

“High-capacity light rail with major transfer stations necessitates that any fare-control strategy allow for fast and efficient connections between bus and train,” says a report from OC Transpo to the transit commission. “This is particularly crucial at the four major transfer stations: Tunney’s Pasture, Bayview, Hurdman, and Blair where quick and easy intermodal transfers during the peak hour are critical for the operational success of the system.”

The busiest stations see as many as 9,000 people transferring to and from and among 170 buses an hour, the report says. At those stations, OC Transpo wants to have “fare-paid zones,” much like Toronto’s, where passing through one gate with a ticket or pass or Presto card gets you access to the whole system, no matter whether you’re headed for a bus or a train.

But unlike Toronto’s subway, where a lot of entry points are minded by workers in booths, Ottawa’s plan is to have fare-vending machines do most of the work. There’ll be “help points” where lost or confused riders can talk to a transit worker through a microphone and speaker but few live staff. Vancouver is adding these to several SkyTrain stations, but its help points are to be audio-only. “The audio-video help points proposed for Ottawa will be a significant step forward for the customer experience and for customer safety,” the report says. They’ll also be much, much cheaper than staffing booths at each station for three shifts a day, it adds.

For LRT stations that aren’t major transfer points, OC Transpo wants fare gates that can read new bar codes printed on transfers; that’ll take them place of showing them to bus drivers. This is an idea borrowed from Montreal; neither Toronto nor Vancouver uses it. In Toronto, “customers who have paid their fare on board a bus or streetcar must queue to show their transfer to a staff member at the station,” the report says, which is cumbersome and slow. A bar-code system will also be more compatible with “mobile ticketing” systems that depend on smart phones and with the city’s plans to build transit fares into the prices of tickets to events, especially at places like Lansdowne Park.

The plan, if the transit commission approves, is to find vendors for the new system soon and get a version of it operating on the O-Train by 2016. That would give plenty of time to work out any bugs before the light-rail system starts running, which is due in 2018.

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http://www.ottawacitizen.com/news/ottawa...e+payment+system+2016/9237778/story.html
     
     
  #656  
Old Posted Dec 6, 2013, 5:22 AM
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Buried and forgotten: Downtown Ottawa excavation reveals those left behind from early cemetery

By David Reevely, OTTAWA CITIZEN December 5, 2013 9:12 PM


OTTAWA — They died of falls, of drownings, of malaria or cholera. They were of all ages, at least one of them a toddler. They were, like most all of Ottawa’s earliest people, Christians. And they had one other thing in common: They were forgotten.

They died in Ottawa’s earliest days and were buried under what became a modern city’s downtown core. Then they were left behind when their downtown cemetery was moved east to Lowertown in the 1840s. For 170 years, we have been walking, driving, biking, even running streetcars over them where they lay in their graves under Queen Street.

Ben Mortimer and his team of archeologists spent the autumn gradually uncovering human remains during an excavation of a lane of Queen between Metcalfe and Elgin streets since Sept. 27, about a week after a crew replacing a water main came upon what they quickly realized were bones in their construction pit.

Those turned out to be the jumbled remains of two people. As the archeologists worked their way east, they found what they believe to be the remains of 16 people in all. The dig found the disintegrated remains of coffins diagonal to the street, about four feet underground, mostly surrounded by sand.

“They’re all aligned east-west, perfectly east-west,” Mortimer said on a cold day last month, standing in the pit his team carefully opened (the Citizen agreed to wait until the dig was complete before publishing this story). “It’s a pretty standard Christian alignment.”

On either side of the pit, Queen Street’s asphalt had been cut away cleanly. Toward Elgin Street, a backhoe pulled away the surface layers of soil underneath under an archeologist’s supervision. “We only let them scrape maybe an inch at a time at most,” Mortimer said.

Farther west, where the heavy digging had already been done, archeologist Kylie Best scooped at a layer of sand with a trowel. The yellowish grit had a brown streak in it. “It may be a coffin and we’ll find wood fragments,” she said. “It may be nothing.”

A few feet away and up on the intact asphalt of the road, another member of the team sifted shovelsful of soil through a wood-framed screen. That work mostly turned up litter, some of which has become more interesting with time — buttons, fragments of ceramic, other things tossed idly on the ground many decades ago that just never broke down.

“It’s the stereotypical archeology you see on TV,” Mortimer joked. But with much more of an audience than any dig in Sudan, or even the suburban development sites that the firm Mortimer works for, Paterson Group, more typically examines. Hundreds of people passed on the sidewalk to the south, dozens could look right in from their office windows, past the black cloth that lined the street-level fences.

“We’re trying to minimize the passerby peek-in effect,” Mortimer said. “It’s difficult. When we leave the site we try to make sure everything is covered up and locked down, even if it’s just for a coffee break. We need to be respectful. These are people.”

The best preserved remains were at the west end of the dig, under a tent like a winter car shelter. Two layers of tarpaulins covered upturned plastic storage boxes. Mortimer cleared away the coverings, removed a few rocks, gently lifted away a layer of black cloth. Underneath, a skeleton.

“This is a young female,” he said. They found an ornamental hairpin and a stick pin that was likely at her collar when she was buried. The bones of her arms were tucked delicately against her rib cage. Her fallen jaw was at an unsettling angle from the rest of her skull, her upper and lower teeth splayed in opposite directions. That happens as a body decomposes and a coffin eventually collapses and the earth comes in.

No photographs. Mortimer covered the body again.

On the other side of the tent, he cleared away the covering to reveal a more heart-tugging scene: Four bones, each about the size of a magic marker, in two lines. Two femurs, two tibias: a toddler’s legs.

“You can see ... the empty graveshaft,” Mortimer said, pointing to a change in the colour of the earth just next to the child’s bones. “So that one was moved out. This one was not.”

*

The cemetery at Queen and Metcalfe wasn’t a surprise. It’s in numerous historical records as Ottawa’s first; before Lt.-Col. John By established it in about 1828, people who died here — workers digging the Rideau Canal and their relatives — were ferried across the Ottawa River to be buried.

The best-known theory is that a malaria outbreak made those burials impractical so the canal crews started burying their dead here; Mortimer says there’s evidence that a particular canal worker, a Mr. Burrows, earlier petitioned Col. By to bury his late son on the south side of the river and the new cemetery became the burial ground of choice, especially when the malaria epidemic was followed by even deadlier cholera in the 1830s.

By the 1840s, as Bytown grew, the cemetery grew. An edition of the Bytown Gazette of 1843 records a letter from a reader complaining of a “floating vapour” at the site, which investigation revealed came from “the corrupting body of a fellow mortal, and over whom another was placed, and which last was only covered by two feet of loose sand.”

Beginning in 1845, the cemetery was moved to Lowertown, to what’s now Macdonald Gardens park off Cobourg Street. Later on, even that cemetery moved farther east to Beechwood and Notre Dame. Today, if we moved a cemetery because it had become a public-health threat, we would move everyone in it. In 1845, though, they moved the remains only of those people who had someone willing to pay.

How does Mortimer imagine a small child’s bones were left behind when that happened? He hesitated and looked into the distance. “I have kids, they’re four and six,” he says. “I ask myself that all the time.”

The truth, though we’ll never know it, is likely simple. Maybe the parents died in a later epidemic and none of the child’s kin were left. Maybe they had moved away. Or maybe they just could not afford it. By definition, Mortimer said, “These were some of Bytown’s most unprivileged people.”

An obvious question that may never get an answer is how nobody in living memory noted the bones before now. The archeological excavation only happened because crews were trying to get at a water main that’s underneath the level of the remains. It must have been installed without disturbing these dead still in their graves, but Mortimer’s dig site is criss-crossed with conduits for modern-era cables and pipes. An underground brick face along part of the trench where Queen met the sidewalk is thought to have been part of Ottawa’s old streetcar network.

Somebody must have encountered bones here before, right?

“I wasn’t here. I wouldn’t dare to speculate on what people before us might have done or not done,” Mortimer said. “A lot of work like this was done at night, so maybe the light was poor and they didn’t see.”

The dig was closely constrained to just the space on Queen needed for the new water main. If the archeologists found a coffin or other artifact, they could follow it as far as it went out of their defined rectangle but not beyond.

Work on the north side of Queen, opposite the dig, gave the team a chance to see what’s underground there. It’s all “imported fill,” Mortimer says, sand and soil brought in from somewhere else to fill in a hole for some earlier construction. If the burial ground extended to the north, anything that was there is gone.

*

For now, the remains in the trench have been insulated and reburied, along with evidence of as many as 21 more graves the archeologists found empty.

The city is the authority responsible for the remains his team has found. It will at some point put out a call for “representatives” to claim them: family members, if anyone can prove a connection, though Mortimer doubts anyone will be able to. A scouring of public and church archives, doing their best to narrow the possible identities, led the team to the belief that the Queen Street graves were from the Methodist section of the burial ground, distinct from the areas for Catholics, Presbyterians and Anglicans.

Most likely they’ll be spoken for by modern community groups and churches, and Mortimer imagines they’ll be moved together to Beechwood Cemetery and reburied close to their original neighbours.

[email protected]

ottawacitizen.com/greaterottawa
© Copyright (c) The Ottawa Citizen

Story and video:
http://www.ottawacitizen.com/health/Buri...avation+reveals+those/9252460/story.html
     
     
  #657  
Old Posted Dec 6, 2013, 4:24 PM
eternallyme eternallyme is offline
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Originally Posted by Capital Shaun View Post
When it comes to fares I just hope OC Transpo is smart enough to use the same system (ie. payment methods, transfers, fare prices) for the LRTs and buses.

After 12 years, tickets still aren't excepted on the O-Train.

And it's about time we have ticket/pass vending machines at most transit stations.
Most likely tickets will disappear soon once PRESTO is more heavily used. Otherwise they need to make them the same price as cash fares, with a reduction in the PRESTO fare.
     
     
  #658  
Old Posted Dec 6, 2013, 5:06 PM
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Originally Posted by rocketphish View Post
Buried and forgotten: Downtown Ottawa excavation reveals those left behind from early cemetery

By David Reevely, OTTAWA CITIZEN December 5, 2013 9:12 PM


OTTAWA — They died of falls, of drownings, of malaria or cholera. They were of all ages, at least one of them a toddler. They were, like most all of Ottawa’s earliest people, Christians. And they had one other thing in common: They were forgotten.

They died in Ottawa’s earliest days and were buried under what became a modern city’s downtown core. Then they were left behind when their downtown cemetery was moved east to Lowertown in the 1840s. For 170 years, we have been walking, driving, biking, even running streetcars over them where they lay in their graves under Queen Street.

Ben Mortimer and his team of archeologists spent the autumn gradually uncovering human remains during an excavation of a lane of Queen between Metcalfe and Elgin streets since Sept. 27, about a week after a crew replacing a water main came upon what they quickly realized were bones in their construction pit.

Those turned out to be the jumbled remains of two people. As the archeologists worked their way east, they found what they believe to be the remains of 16 people in all. The dig found the disintegrated remains of coffins diagonal to the street, about four feet underground, mostly surrounded by sand.

“They’re all aligned east-west, perfectly east-west,” Mortimer said on a cold day last month, standing in the pit his team carefully opened (the Citizen agreed to wait until the dig was complete before publishing this story). “It’s a pretty standard Christian alignment.”

On either side of the pit, Queen Street’s asphalt had been cut away cleanly. Toward Elgin Street, a backhoe pulled away the surface layers of soil underneath under an archeologist’s supervision. “We only let them scrape maybe an inch at a time at most,” Mortimer said.

Farther west, where the heavy digging had already been done, archeologist Kylie Best scooped at a layer of sand with a trowel. The yellowish grit had a brown streak in it. “It may be a coffin and we’ll find wood fragments,” she said. “It may be nothing.”

A few feet away and up on the intact asphalt of the road, another member of the team sifted shovelsful of soil through a wood-framed screen. That work mostly turned up litter, some of which has become more interesting with time — buttons, fragments of ceramic, other things tossed idly on the ground many decades ago that just never broke down.

“It’s the stereotypical archeology you see on TV,” Mortimer joked. But with much more of an audience than any dig in Sudan, or even the suburban development sites that the firm Mortimer works for, Paterson Group, more typically examines. Hundreds of people passed on the sidewalk to the south, dozens could look right in from their office windows, past the black cloth that lined the street-level fences.

“We’re trying to minimize the passerby peek-in effect,” Mortimer said. “It’s difficult. When we leave the site we try to make sure everything is covered up and locked down, even if it’s just for a coffee break. We need to be respectful. These are people.”

The best preserved remains were at the west end of the dig, under a tent like a winter car shelter. Two layers of tarpaulins covered upturned plastic storage boxes. Mortimer cleared away the coverings, removed a few rocks, gently lifted away a layer of black cloth. Underneath, a skeleton.

“This is a young female,” he said. They found an ornamental hairpin and a stick pin that was likely at her collar when she was buried. The bones of her arms were tucked delicately against her rib cage. Her fallen jaw was at an unsettling angle from the rest of her skull, her upper and lower teeth splayed in opposite directions. That happens as a body decomposes and a coffin eventually collapses and the earth comes in.

No photographs. Mortimer covered the body again.

On the other side of the tent, he cleared away the covering to reveal a more heart-tugging scene: Four bones, each about the size of a magic marker, in two lines. Two femurs, two tibias: a toddler’s legs.

“You can see ... the empty graveshaft,” Mortimer said, pointing to a change in the colour of the earth just next to the child’s bones. “So that one was moved out. This one was not.”

*

The cemetery at Queen and Metcalfe wasn’t a surprise. It’s in numerous historical records as Ottawa’s first; before Lt.-Col. John By established it in about 1828, people who died here — workers digging the Rideau Canal and their relatives — were ferried across the Ottawa River to be buried.

The best-known theory is that a malaria outbreak made those burials impractical so the canal crews started burying their dead here; Mortimer says there’s evidence that a particular canal worker, a Mr. Burrows, earlier petitioned Col. By to bury his late son on the south side of the river and the new cemetery became the burial ground of choice, especially when the malaria epidemic was followed by even deadlier cholera in the 1830s.

By the 1840s, as Bytown grew, the cemetery grew. An edition of the Bytown Gazette of 1843 records a letter from a reader complaining of a “floating vapour” at the site, which investigation revealed came from “the corrupting body of a fellow mortal, and over whom another was placed, and which last was only covered by two feet of loose sand.”

Beginning in 1845, the cemetery was moved to Lowertown, to what’s now Macdonald Gardens park off Cobourg Street. Later on, even that cemetery moved farther east to Beechwood and Notre Dame. Today, if we moved a cemetery because it had become a public-health threat, we would move everyone in it. In 1845, though, they moved the remains only of those people who had someone willing to pay.

How does Mortimer imagine a small child’s bones were left behind when that happened? He hesitated and looked into the distance. “I have kids, they’re four and six,” he says. “I ask myself that all the time.”

The truth, though we’ll never know it, is likely simple. Maybe the parents died in a later epidemic and none of the child’s kin were left. Maybe they had moved away. Or maybe they just could not afford it. By definition, Mortimer said, “These were some of Bytown’s most unprivileged people.”

An obvious question that may never get an answer is how nobody in living memory noted the bones before now. The archeological excavation only happened because crews were trying to get at a water main that’s underneath the level of the remains. It must have been installed without disturbing these dead still in their graves, but Mortimer’s dig site is criss-crossed with conduits for modern-era cables and pipes. An underground brick face along part of the trench where Queen met the sidewalk is thought to have been part of Ottawa’s old streetcar network.

Somebody must have encountered bones here before, right?

“I wasn’t here. I wouldn’t dare to speculate on what people before us might have done or not done,” Mortimer said. “A lot of work like this was done at night, so maybe the light was poor and they didn’t see.”

The dig was closely constrained to just the space on Queen needed for the new water main. If the archeologists found a coffin or other artifact, they could follow it as far as it went out of their defined rectangle but not beyond.

Work on the north side of Queen, opposite the dig, gave the team a chance to see what’s underground there. It’s all “imported fill,” Mortimer says, sand and soil brought in from somewhere else to fill in a hole for some earlier construction. If the burial ground extended to the north, anything that was there is gone.

*

For now, the remains in the trench have been insulated and reburied, along with evidence of as many as 21 more graves the archeologists found empty.

The city is the authority responsible for the remains his team has found. It will at some point put out a call for “representatives” to claim them: family members, if anyone can prove a connection, though Mortimer doubts anyone will be able to. A scouring of public and church archives, doing their best to narrow the possible identities, led the team to the belief that the Queen Street graves were from the Methodist section of the burial ground, distinct from the areas for Catholics, Presbyterians and Anglicans.

Most likely they’ll be spoken for by modern community groups and churches, and Mortimer imagines they’ll be moved together to Beechwood Cemetery and reburied close to their original neighbours.

[email protected]

ottawacitizen.com/greaterottawa
© Copyright (c) The Ottawa Citizen

Story and video:
http://www.ottawacitizen.com/health/Buri...avation+reveals+those/9252460/story.html
Interesting story!

As I pointed out before, I remember remains being exhumed from this location in the 1960s so this is no surprise.

The east-west arrangement of graves is an old tradition with the thought being that you are closer to God if your grave faces Jerusalem and the Cross. The pioneer cemetery that I am involved with is arranged this way.
     
     
  #659  
Old Posted Dec 6, 2013, 5:07 PM
lrt's friend lrt's friend is offline
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Most likely tickets will disappear soon once PRESTO is more heavily used. Otherwise they need to make them the same price as cash fares, with a reduction in the PRESTO fare.
In a way, aren't we increasing fares on the backs of the poor who are least likely to have access to get or refill a Presto card?

I just spoke to a coworker who commented that the cost of being 'connected' in her family is now over $400.00 per month. That includes phone, Internet and cable. How can people of lower income afford this kind of cost, which just seems to be escalating at a tremendous pace.
     
     
  #660  
Old Posted Dec 6, 2013, 5:18 PM
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Originally Posted by lrt's friend View Post
In a way, aren't we increasing fares on the backs of the poor who are least likely to have access to get or refill a Presto card?

I just spoke to a coworker who commented that the cost of being 'connected' in her family is now over $400.00 per month. That includes phone, Internet and cable. How can people of lower income afford this kind of cost, which just seems to be escalating at a tremendous pace.
Very good question.

Also, I'm not sure how the increasing fares and higher ridership goals go together at all.
     
     
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