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  #2001  
Old Posted Feb 19, 2015, 6:36 PM
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Construction Update
Week of February 16



Digging of trench on Albert Street

Albert Street Civic Works


Lane and multi-use pathway closures continue on Albert Street as crews drill to install piles for shoring for the construction of the LeBreton Flats Diversion Chamber and other associated sewer works. For more information on the Cyclist Detour Map: www.ottawa.ca/confederationline.


Rebar work in pits of Lyon Station cavern

Lyon Station Cavern


Lyon Station cavern reinforcement and construction continues with L-wall formwork and rebar installation in the elevator and escalator pits. Crews also continue to pour concrete along the interior base floor of the tunnel.


Ventilation pits in Parliament Station cavern

Parliament Station Cavern


Crews are working seven days a week in Parliament Station cavern and Chewrocka continues to excavate east in upper drifts. Pre-slab is being poured in ventilation pits and lattice girders and spiles are being installed to support the station cavern.


Umbrella installation in the Rideau Station cavern

Rideau Station Cavern


Excavation of the station cavern is ongoing as Crocodile Rouge mines the top heading. Tunnel reinforcement occurs with shotcrete, wire mesh and bolt installation, as well as the installation of the cavern support umbrella. Bench excavation by Jawbreaker continues from the East Portal.


Ongoing demolition of Scotiabank building

Rideau East Entrance


Demolition of the existing Scotiabank building is progressing at the future location of the Rideau Station East Entrance.


Concrete pouring in the building’s train washing area

Belfast Yard Administration and Maintenance Building/Vehicle Storage Shed


Crews are installing panels on the building and pouring concrete in the building’s train wash area, as well as plumbing and electrical works. On the main floor drywall and framing works begin as roofing on the shed progresses.


Belfast Yard connector formwork and pouring of walls

Belfast Yard Connector


Work on the connector continues including, excavation, piling and rock bolt installation north of the VIA tracks. Crews are also continuing with formwork and the pouring of concrete base slabs, in addition to installing and wiring temporary electrical poles.


Caissons curing north of Hurdman Station

Hurdman Station Area


Partial demobilization of equipment occurs onsite as caisson installation is complete. Substructure work, including foundations, is scheduled to begin in April.


Excavation continues in the Queensway median

Highway 417 Roadworks


Crews are excavating in the median from Belfast Road to Vanier Parkway to place median storm sewers and high mast pole foundations and associated electrical works.


Hurdman Bridge formwork continues

Hurdman Bridge (Hwy 417 over Rideau River)


Crews continue reconstructing the median span of the bridge, including forming the deck. Intermittent flagging will occur at the Rideau River east and west multi-use pathways through spring to allow for equipment mobilization.


Vanier Parkway staging area concrete removal

Vanier Parkway Overpass


Final bridge works will resume in spring. Crews continue to remove concrete from the staging area.


Coventry Pedestrian and Cycling Bridge

Coventry Pedestrian and Cycling Bridge


The bridge is now open to pedestrians and cyclists. Landscaping work such as shrub planting will begin, as weather permits. Intermittent flagging may be required to complete final works on the bridge.

Upcoming Construction Activities

In the coming weeks, the following construction activities will occur:

• Lyon Station east entrance excavation is anticipated to begin late winter.
• Parliament Station utilities relocation work is scheduled to occur this winter.

Additional construction activities scheduled for spring include:

• Blair Station and St. Laurent Station utilities work are scheduled to occur in March and April respectively.
• Hurdman Station works will resume in spring.
• St. Laurent Boulevard temporary ramp construction will begin in spring.
• Paving and final intersection reconfiguration works at Lemieux Street and St. Laurent Boulevard will resume in spring.
• Final bridge works will begin in spring at Lees Avenue overpass, Vanier Parkway overpass and Belfast Bridge.
• Trackwork is scheduled to begin in the Belfast Yard Administrative and Maintenance building in spring.
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  #2002  
Old Posted Feb 19, 2015, 6:51 PM
lrt's friend lrt's friend is offline
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Originally Posted by 1overcosc View Post
The SkyTrain in Vancouver is completely humanless, IIRC. No staff or driver of any kind on trains or in stations.

The Scarborough RT in Toronto is fully automated, everything including the doors. Yet the union forced the city to keep a human on board the train... a driver getting paid to literally sit and do nothing all day
The Skytrain is also almost 100% grade separated and for the short distance it is running at grade, the right of way is fully secured. We don't want people or animals randomly running in front of driverless trains.
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  #2003  
Old Posted Feb 19, 2015, 7:11 PM
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The Skytrain is also almost 100% grade separated and for the short distance it is running at grade, the right of way is fully secured. We don't want people or animals randomly running in front of driverless trains.
That's a silly reason, mandated only by outdated regulations and not by actual technology. There's no reason why the onboard computer of a driverless train can't be programmed to recognize a person/animal running in front of a train and then do an emergency stop. In fact, they'd do a better job of it than a human. Faster reaction time, and computer glitches are always less common than human errors.
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  #2004  
Old Posted Feb 19, 2015, 7:56 PM
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What has happened with the central shaft now that it is connected to the western portal?
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  #2005  
Old Posted Feb 19, 2015, 8:18 PM
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Originally Posted by 1overcosc View Post
That's a silly reason, mandated only by outdated regulations and not by actual technology. There's no reason why the onboard computer of a driverless train can't be programmed to recognize a person/animal running in front of a train and then do an emergency stop. In fact, they'd do a better job of it than a human. Faster reaction time, and computer glitches are always less common than human errors.
Yes, a train might be able to detect an obstacle on the track, but it would be very difficult to observe possible danger coming from the sides or from overhead (a bridge). A human would be able to more effectively detect possible danger approaching. This is why the Skytrain has to have a fully secured right of way. We do not want these trains to become the number 1 choice for suicide attempts.
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  #2006  
Old Posted Feb 19, 2015, 8:26 PM
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Originally Posted by lrt's friend View Post
Yes, a train might be able to detect an obstacle on the track, but it would be very difficult to observe possible danger coming from the sides or from overhead (a bridge). A human would be able to more effectively detect possible danger approaching. This is why the Skytrain has to have a fully secured right of way. We do not want these trains to become the number 1 choice for suicide attempts.
Again, a computer system can do this too, even better than a human can. It's just that regulations haven't been updated to reflect advancements in AI technology.

In any case, Ottawa is not pursuing full automation, so the point is moot.
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  #2007  
Old Posted Feb 20, 2015, 12:09 AM
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Human remains unearthed by LRT work repeatedly 'disturbed' over the years

Tom Spears, Ottawa Citizen
Published on: February 19, 2015, Last Updated: February 19, 2015 6:04 PM EST


The human remains uncovered by LRT construction have been dug up, carted around and unceremoniously dumped as many as 12 times in the past, study is showing.

And examination of these bones is now showing that Bytown was a hard place to live.

The bones were uncovered by construction in 2013, and recognized as part of an old cemetery that was supposed to have been moved in the mid-1800s. But some bodies were left behind.

We asked anthropologist Janet Young of the Canadian Museum of History and archeologist Ben Mortimer of the Paterson Group to share what they are learning about these people.

Q: Who were they?

Young: “Right now I have processed 17 burials. There were 19 that were found,” Young told us. One is a fetus, one a stillborn infant. There are seven young children but no adolescents. (The archaeologists can’t tell boys from girls from the bones alone.)

There are 14 adults: four women, eight men, two undetermined.

There were also four “bundle burials,” bringing the total to 23 people.

Q: What’s a bundle, and what does it tell about these graves?

Young: “Over the years human remains have been encountered during various construction operations and in some of those circumstances the remains were gathered up and buried in a hole adjacent to where they had originally been. So it’s just a jumble of bones.”

Q: So the graves have been dug up before?

Young: “Oh my goodness, they have been coming across remains since the late 1800s. And they have been disturbed — Ben (Mortimer) mentions 12 times that we can find note of over the years. The cemetery was closed and the remains were supposed to be moved, but not all of the bodies were moved.”

The cemetery was used from about 1827 to 1845.

Q: What do you know about how these people lived?

Mortimer: “Some people spent a lot of time squatting or on their knees for their work. Another person has been doing a lot of heavy lifting. This is very preliminary stuff that she (Young) has noticed as she’s cleaning.”

“Some of them have been doing heavy work, like any job in the day.” Working as lumbermen or canal construction workers “is going to be strenuous on the body and leave its marks.”

More detailed analysis is expected to show what kind of diet people ate, which can give indication about what regions they lived in, especially as children. “So you can look at patterns of migration at the time.”

Q: How did they die?

Young: “There were about 500 burials in the cemetery and a large portion of them were cholera and malaria victims.” There were cholera epidemics in 1832 and 1834, and malaria was a constant enemy of workers on the Rideau Canal.

“Drowning is the next big thing. There are a few that had trees fall on them as well.” Generally this information comes from Catholic and Presbyterian burial records.

Q: And it was a more dangerous time, wasn’t it?

Mortimer: “That’s the way it was back in the early 1880s… Bytown would have been considered a very remote place. Child mortality rates were extremely high.” And even for those who survived childhood “life expectancy really wasn’t all that high. There would have been very few people who made it past 70.”

“These epidemics really wiped people out. Speaking to the cholera of 1832 and 1834, it really hit families hard. The records from Bytown talk about entire families succumbing and being buried within days of each other.”

In the end, the remains will be reburied at Beechwood Cemetery.

tspears@ottawacitizen.com
twitter.com/TomSpears1

http://ottawacitizen.com/news/local-...s-a-tough-town
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  #2008  
Old Posted Feb 20, 2015, 12:38 AM
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They don't seem to update the Roadheader page anymore, the progress map showing where each one is is inaccurate. Although they've been changing the dates on the notes, I don't understand why Lyon station excavation has been stuck at 66% complete for about a month if Chewrocka's been actively digging there.

While I'm nit-picking, on their main diagram Hurdman and all the downtown stations should be shaded yellow for "in Progress".
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  #2009  
Old Posted Feb 20, 2015, 2:56 AM
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Originally Posted by 1overcosc View Post
Again, a computer system can do this too, even better than a human can. It's just that regulations haven't been updated to reflect advancements in AI technology.

In any case, Ottawa is not pursuing full automation, so the point is moot.
One major issue is that those systems are terrible at detecting anything of value when it's raining or snowing out. There's a reason you never see driverless cars in the rain.
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  #2010  
Old Posted Feb 20, 2015, 4:01 PM
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One major issue is that those systems are terrible at detecting anything of value when it's raining or snowing out. There's a reason you never see driverless cars in the rain.
That is the case now. In 5-10 years probably not. The technology is still young.
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  #2011  
Old Posted Feb 22, 2015, 11:47 AM
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Quote:
Originally Posted by 1overcosc View Post
That's a silly reason, mandated only by outdated regulations and not by actual technology. There's no reason why the onboard computer of a driverless train can't be programmed to recognize a person/animal running in front of a train and then do an emergency stop. In fact, they'd do a better job of it than a human. Faster reaction time, and computer glitches are always less common than human errors.
The onboard computer system of the Skytrain has worked perfectly since day 1 (the two failures in 2014 were isolated incidents, one which was human caused. All the trains stopped, and behaved exactly as they were supposed to.) This is the same technology, albeit different operational mode that is going into the Confederation line. The trains are sometimes operated in Semi-automated mode in the winter when the track-intrusion mechanisms can't deal with the snowload. They only run them this way the first day of when it snows heavily, which might be once a year. When the snow is clear, they keep some trains running over the lines over night so the snow doesn't accumulate. The biggest source of delays with the Skytrain are false-alarms for track-intrusions, caused by people throwing garbage on the tracks.

The reason for fencing at the at-grade sections on the Skytrain is because it's 3rd rail will kill anyone/anything crossing it. The Alstom Citadis uses overhead wires, which necessitate larger more expensive tunnels.

Over here in Skytrain land, we keep having arguments about if LRT is bad or good. Because over here, the Skytrain is considered a Metro, even though it was originally marketed as a LRT. Over here we call any at-grade transit project LRT, if it has grade crossings. The Confederation Line is kinda bizarre in that sense because it's basically the same idea as the Skytrain, with a dedicated ROW and fully-automated-capable rollingstock, but at the same time, picked the most expensive operating mode (any mode that requires a driver) and most expensive tunneling requirements (as a result of that rolling stock.) So it probably will cost more than it needs to be, but it could be worse. The overhead catenery is somewhat more weather-friendly than third-rail, but is far more complicated and expensive to maintain over long distances at higher speeds.

When it comes down to it, the type of technology that Google's automated driverless cars use (LIDAR and Cameras) could technically make all at-grade LRT's regardless if there are grade crossings or not fully automated as well. This is because they have predictable paths (and the technology works by comparing deltas against the known 3D path.) Current technology going into regular automobiles for crash-prediction, and obstacle avoidance can just as easily be applied to trains. However a train going 100kph requires a good deal of stopping distance. So as much as we may fantasize about if a human driver is better or worse (it's always worse), a train will never, ever, stop in time if there is an obstacle on the tracks while the train is already going faster than 30kph. LRT Trains/street-cars that operate with grade crossings have an average speed of 30kph.
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  #2012  
Old Posted Feb 27, 2015, 2:43 AM
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Construction Update
Week of February 23



Trenching on Booth Street

Albert Street Civic Works


Lane and multi-use pathway closures remain in place on Albert Street as crews continue to trench and install shoring for the construction of the LeBreton Flats Diversion Chamber and other associated sewer works. For more information on the Cyclist Detour Map: www.ottawa.ca/confederationline.


Reinforcement and waterproofing in Lyon Station cavern

Lyon Station Cavern


Lyon Station cavern reinforcement and construction is well underway. Pre-slab is being poured and mechanical pipe is being laid in ventilation pits. Final lining work on tunnel arches is expected to begin by the end of month. East entrance works are underway within the Place de Ville building.


Chewrocka in Parliament Station cavern

Parliament Station Cavern

Crews continue working seven days a week in Parliament Station cavern as Chewrocka excavates, alternating between the upper drifts. Lattice girder supports are being installed in the station cavern.


Crocodile Rouge mining the Rideau Station cavern

Rideau Station Cavern


Crocodile Rouge continues excavating the station cavern and Jawbreaker the bench in the running tunnel. Tunnel reinforcement is also underway and includes shotcrete, wire mesh and bolt installation, as well as ongoing installation of the cavern support umbrella.


Scotiabank building demolition continues

Rideau Station East Entrance


Work at the former Scotiabank building continues as crews begin demolition of the foundation walls.


Curtain wall installation on the Belfast Yard building

Belfast Yard Administration and Maintenance Building/Vehicle Storage Shed


Panel and outer curtain wall installations continue on the building. Inside the building works include pouring of concrete slabs, plumbing, electrical, in addition to drywall and framing on the main floor. On the shed, crews continue roofing and begin installing the fire sprinkler.


Rock bolt installation at the Belfast Yard connector

Belfast Yard Connector


Works on the connector are ongoing north of the VIA Rail tracks, including excavation of the trench and rock bolt installation to stabilize the site. In addition, crews continue formwork and pouring of concrete base slabs and walls south of the Via Rail tracks.


Foundation drilling in Highway 417 median lane

Highway 417 Roadworks


Work within the median is ongoing and includes backfilling, electrical trenching, and wire, light pole bases and conduit installations. Drilling foundations and footings continue for two new Variable Messaging Signs (VMS) to be located near Vanier Parkway (eastbound lanes) and St. Laurent Boulevard (westbound lanes).


Hurdman Bridge deck formwork progress

Hurdman Bridge (Highway 417 over Rideau River)


Crews continue reconstructing the median span of the bridge, including forming the deck and ballast walls. Intermittent flagging will continue at the Rideau River east and west multi-use pathways through to the spring to allow for equipment mobilization.


Concrete removals at Vanier Parkway staging area

Vanier Parkway Overpass


Final bridge work will resume in the spring. Crews continue to remove concrete from the staging area, as weather permits.


Upcoming Construction Activities

In the coming weeks, the following construction activities will occur:
• Lyon Station east entrance excavation is anticipated to begin in late winter.
• Parliament Station utilities relocation work is scheduled to occur in late winter.
• Street lights along Scott Street are scheduled for relocation in early March.

Additional construction activities scheduled for the spring include:
• Blair Station and St-Laurent Station utilities work are scheduled to occur in March and April.
• Hurdman Station substructure and foundation work is scheduled to resume in March.
• The St-Laurent Station temporary ramp to Highway 417 westbound construction will begin in April.
• Paving and final intersection reconfiguration works at Lemieux Street and St. Laurent Boulevard will resume in the spring.
• Final bridge works will occur in spring at the Lees Avenue overpass, Vanier Parkway overpass and Belfast Bridge.
• Trackwork is scheduled to begin in the Belfast Yard Administrative and Maintenance building in the spring.


http://www.ligneconfederationline.ca...ion-update-11/
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  #2013  
Old Posted Mar 5, 2015, 3:55 PM
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I still don't get the reason why a lot of the stations are not roofed over. I imagine during a rain storm you'll have to go through a curtain of water to get on to a train from the covered platform as the trains are dripping with rain. There's snow build up on the tracks, and then there is a strong possibility that freezing rain will set on the platform floors. I hope the floors will have heating defrosters because salting them will just accelerate wear and tear on the stations and trains.

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  #2014  
Old Posted Mar 5, 2015, 4:14 PM
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Those are just renders. We have yet to see detailed station designs.

That said, the Confederation Line stations as currently rendered are either comparable to, or better than, stations in Edmonton (which has harsher winter weather than us), Calgary (ditto), and Vancouver (where it rains a lot). They're also better than our current Transitway stations.
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  #2015  
Old Posted Mar 5, 2015, 5:12 PM
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I support you 100%. Keep the weather out of the station and out of the trams. This is a comfort and cleanliness issue. Ridership depends on making the trains more comfortable than the buses despite additional transfers. If people have to wait in a wind-swept station and navigate snow and slush to get on and off the trains, it will be a disaster. We shouldn't do things halfway -- witness the trillium line.

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Originally Posted by Kitchissippi View Post
I still don't get the reason why a lot of the stations are not roofed over. I imagine during a rain storm you'll have to go through a curtain of water to get on to a train from the covered platform as the trains are dripping with rain. There's snow build up on the tracks, and then there is a strong possibility that freezing rain will set on the platform floors. I hope the floors will have heating defrosters because salting them will just accelerate wear and tear on the stations and trains.

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  #2016  
Old Posted Mar 5, 2015, 5:28 PM
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Originally Posted by 1overcosc View Post
Those are just renders. We have yet to see detailed station designs.

That said, the Confederation Line stations as currently rendered are either comparable to, or better than, stations in Edmonton (which has harsher winter weather than us), Calgary (ditto), and Vancouver (where it rains a lot). They're also better than our current Transitway stations.
A roof is more than just a "detail". They're putting in foundations for Hurdman, it's hard to believe they don't have the final design yet. The lack of accessible information and opportunities for public input is a bit worrisome.
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  #2017  
Old Posted Mar 5, 2015, 6:09 PM
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Will Hurdman be built for full length like the underground stations?
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  #2018  
Old Posted Mar 5, 2015, 6:34 PM
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Originally Posted by Kitchissippi View Post
A roof is more than just a "detail". They're putting in foundations for Hurdman, it's hard to believe they don't have the final design yet. The lack of accessible information and opportunities for public input is a bit worrisome.
If they have detailed designs at this point that means they're private to RTG at this point.

The lack of available info and consultation is a necessary sacrifice as part of the P3 process to ensure expedience and efficiency in construction. If everything was dependent on more consultations and feedback it would just bog everything down and slow down construction.
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  #2019  
Old Posted Mar 5, 2015, 6:36 PM
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Will Hurdman be built for full length like the underground stations?
The surface stations are all being built to an initial platform length of 90m, with space protected for an extension to 120m in the future, as opposed to the tunnel stations which will be built for 120m at the start.

On opening day the trains will be 96m long, meaning there will be about 12m of 'dead space' at the ends of the downtown platforms and 3m of overhang on each side at the surface stations. As the doors are not located in that outer 3m it's not a concern.

In the future additional cars could be added to the trains to make them 118m long, which would increase their capacity by 20%. As this is not expected to be needed for at least 20 years the surface stations are being merely protected for that length instead of having it all at the start.
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  #2020  
Old Posted Mar 5, 2015, 7:23 PM
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I still dont fully understand the reasoning for an elevated Hurdman... It seems like more money than necessary. They could have put it at grade, with a centre platform, and put an underpass with two sets of stairs and an elevator... would be cheaper than the lead upto, the entire station and the egress from being elevated.
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