Project updates

O-Train East Extension Overview 

Work is well underway to extend the O-Train East-West Line from Blair Station to Trim Road. The O-Train East extension will see the Light-Rail Transit (LRT) continue from Blair Station to Trim Road, adding 12 kilometres of rail; 5 new stations to the O-Train network at Montreal Road, Jeanne d’Arc Boulevard, Convent Glen, Place d’Orléans, and Trim Road; 4 new bridges; 6 bridges rehabilitated; 1 pedestrian bridge; and 3 major culverts.

The O-Train East Line will travel predominantly within the median of Highway 174 between Blair Road and Trim Road, providing stations that are equal distance from communities on either side.

Here is the plan for the East extension schedule:

Looking back at 2020

In 2020, the main objective on the East extension was the relocation of infrastructure, including various utilities such as sewers, hydro lines, watermains, natural gas and telecommunications infrastructure in the OR174 corridor at Green’s Creek, Jeanne d’Arc Boulevard, Orléans Boulevard and Champlain Street to set the stage for the future track and station construction in the median. In November, crews worked over five weeks and weekends to make room for the future Montréal Station and tracks. This work was critical to enable the demolition of the existing bridges over the course of the first weekend in December 2020 and the start of the deep foundation for the station.

Fast-forward to 2021

In 2021, heavy construction will take place throughout the East alignment as crews build rail, pedestrian and road bridges, new highway lanes, the rail guideway and begin station construction. While it is exciting to see progress on the LRT project, some of these activities may cause disruptions for area residents, including intermittent night work, traffic detours, site lighting or additional construction vehicles in the area.

The City of Ottawa’s Rail Construction Program continues to closely monitor the COVID-19 situation and is in contact with the constructors about adhering to guidance provided by Ottawa Public Health and the Province of Ontario. Construction schedules and sequencing are subject to change as work progresses, at the discretion of the project contractor.

Should there be any significant changes to this information, and as additional construction activities are scheduled through 2021, the public will be updated via electronic updates. Please sign-up for Stage 2 e-newsletter updates, specifying the extensions and stations of interest, to receive updates targeted for those areas.

Here is what you can expect to occur in 2021 in terms of major activities:

Blair Station to 174 Median Rail Bridge

Work continues to progress on the Blair Station to 174 Median Rail Bridge. The new rail bridge will bring the O-Train East from the north side of the highway into the OR174 median, where the guideway will remain until reaching the terminus station at Trim Road.

In April 2021, girders (horizontal supports for the bridge) will be laid on top of the columns, followed by the installation of decking. The Blair Station to 174 Median Rail Bridge structure will be completed in the Summer 2021, with track work to follow in the Fall 2021.

Roadwork continues on the westbound OR 174 lanes. Anticipated completion of the lanes is September 2021.

174 Median Rail Bridge to Montreal Road Interchange

Roadwork continues between Blair Road and Montreal Road. Crews and equipment are removing asphalt and concrete as seen in the picture below from the old highway in the median.

Once the rail bridge construction is completed, all traffic on the OR174 will be shifted to its new alignment allowing for guideway construction to begin in the median. This work will take place from April-December 2021.

Currently, eastbound and westbound traffic are directed to the south side of the existing median allowing for the continued construction of the 174 Median Rail bridge. The construction of new westbound lanes on the north side will be completed September 2021.

Montréal Station

Montréal Station will be located above Montreal Road within the median of OR174. Construction on the Montréal Station will start in September 2021 with a completion target date of March 2023.

Montréal Station
Bus Connections	Yes
Elevators	4
Bike Parking Spaces	40
Benches	4
Fare Gates	8

Crews and equipment continue to work hard to transform the future Montréal Station area. New station decking is being built within the median of the OR174 Interchange, across Montreal Road for the LRT guideway and tracks. The first rail spike is expected to go into the ground in in the Fall east of Montreal Road, a major milestone for the entire Stage 2 project.

Bridge construction and station excavation will continue until September 2021. Construction activities will include the completion of bridge columns, abutments, and pier caps.

Beginning on April 8, commuters will experience traffic impacts on Montreal Road for approximately three months to create a safe work zone. North side vehicular lanes under the OR174 overpass will be closed and south side lanes will be repurposed to accommodate bi-directional traffic. As a result, vehicular lanes will be reduced to one lane in each direction.

All pedestrians and cycling movements will be maintained via the newly improved multi-use pathway on the south side of Montreal Road.

The Montreal Road northwest ramp realignment will take place from June to July 2021 while the guideway (median) work will start in October 2021.

Montreal Road Interchange to Jeanne d’Arc

Westbound OR174 widening between Sir George-Etienne Cartier Parkway and Green’s Creek will start in July 2021 while guideway (median) work will be completed September 2021.

Work on a pedestrian bridge at Green’s Creek recently started and is targeted to be completed in Summer 2021.

Jeanne d’Arc Station

Construction on the future Jeanne d’Arc Station will start in May 2021 with a completion target date of January 2023. The station will be built at-grade with access to elevated boulevard and a multi-use pathway from Fortune Drive will also be accessible from the station.

Improvements to the intersection north of the future station are being made as part of the Stage 2 project. All traffic movement entering or existing the OR 174 will be controlled with a signalized intersection that will provide dedicated pedestrian crossing.

Jeanne d’Arc Station
Number of Entrances	2
Fare Gates	8
Elevators	4
Bike Parking Spaces	40
Bus Connections	Yes

Crews continue work on Jeanne d’Arc Boulevard on-ramps at OR174 to shift lanes in order to make space for future tracks in the median. Work is to be completed May 2021.

While this work continues, there will also be on-going electrical and utility work required prior to the construction of the new Jeanne d’Arc station. Guideway (median) work continues until September 2021.

Convent Glen Station

Station excavation starts September 2021 while construction on the future Convent Glen Station will start in October 2021 with a completion anticipated in spring 2023. The station will be built at-grade with access to Orléans Boulevard.

The Orléans Boulevard bridge is being reconfigured to allow bi-directional cycle tracks, a MUP, and dedicated bus lanes. Vehicular lanes over the bridge will be reduced to one lane each direction.

 

Convent Glen Station
Number of Entrances	2
Fare Gates	8
Elevators	4
Bike Parking Spaces	40

Work continues at Orléans Boulevard, north and south of the 174, to relocate utilities. On the west side of Orléans Boulevard, a culvert to improve drainage will be installed. This work will continue through June 2021.

Roadwork to facilitate the widening of the OR174 eastbound and westbound will take place from June-August 2021 while guideway (median) work starts September 2021.

Place d’Orléans Station

Station excavation will begin in May 2021 while construction on the future Place d’Orléans Station will start July 2021 with a completion target date of January 2023.

The station will be built at-grade with access to elevated boulevard and will be connected to Place d’Orléans Bus Rapid Transitway.

Place d’Orléans Station
Number of Entrances	4
Fare Gates	16
Elevators	6
Escalator	1
Bike Parking Spaces	40
Washrooms	Yes
Bus Connections	Yes

Significant construction activities will take place near Place d’Orléans during 2021. Excavation will be required to realign the OR174 north and south of the existing highway to move traffic to make room for the work to build the guideway, which will take place from May-August 2021. The widening of OR174 will take place until May 2021.

Utilities work at Place d’Orléans, such as drainage installation, will continue through the Spring 2021.

Tenth Line and Taylor’s Creek areas

Eastbound and westbound OR174 widening will take place from June to September 2021 to make space for the guideway. Once space is created, guideway work will begin in September 2021.

Trim Station

Station excavation starts September 2021 for the future Trim Station. The start of station construction is anticipated in November 2021 with a completion expected in Fall 2023.

The station will be built at-grade with access to an elevated boulevard and will have a 60m pedestrian overpass connecting to the Trim and Park and Ride.

Trim Station
Number of Entrances	2
Fare Gates	6
Elevators	4
Escalator	2
Bike Parking Spaces	60
Washrooms	Yes
Bus Connections	Yes

In order to make space for the future station, Trim Road needs to be realigned. The OR174 and Trim Road intersection will be shifted to the east and wrap around the east side of the park and ride to join the traffic circle and follow the existing alignment. Pedestrian and cycling connectivity is in the process of being finalized.

A new drainage system is being currently installed to service the future Trim LRT Station and bus facility. Work will continue until October 2021.

At the same time, construction of a new eastbound off-ramp, and a future realignment of Trim Road will begin with topsoil removal, embankment, and granular placement with a completion expected in August 2021.

Community Impacts

Residents can expect the following planned mobility impacts during construction. All mobility impacts will be communicated to residents prior to construction starting.

Location	Timeline	Traffic & Mobility Impacts
Montreal Road (under Highway 174)	Two months in Spring to Summer 2021	Two lanes of Montreal Road (one lane each direction) closed under Highway 174.
Highway 174	Weekends from April to September 2021	There will be anticipated weekend impacts on the OR 174. All impacts and traffic plans will be communicated ahead of work beginning.

Most work is scheduled to occur from 7:00 am to 6:00 pm, Monday to Friday. There will be requirements for overnight work and some intermittent weekend work.

Noise and vibration from trucks and heavy equipment is expected. Noise and vibration levels are continuously monitored and reported to the City to ensure they are within the limits established for the Project.

Site lighting for overnight work will be required.

During roadworks, such as the widening of the OR174 to make space for the guideway (median), commuters can expect lane reductions and lane closures. Any impacts of the like will be communicated through public notifications via electronic newsletter.

All pedestrian, cycling, bus, and vehicular movements will generally be maintained during construction apart from highway ramp closures. Pedestrians and cyclists should use extra caution when localized detours are in place.

Motorists should adhere to detours, traffic control signage, posted speed limits, and use extra caution as traffic patterns change. Motorists should use caution and allow for added travel time when moving through active construction corridors.

Stay Informed!

Stage 2 is committed to providing rapid responses to public inquires and proactive communications through newsletters, online articles, videos, social media updates, and public notices.

To receive electronic newsletter updates, please sign up at Ottawa.ca/Stage2Connect.

For any other questions or information regarding upcoming community meetings, please contact Stage2@ottawa.ca.

Over the last few months, many Ottawa residents driving along the Sir John A. Macdonald Parkway (SJAM) may have seen what looks like an indoor golf driving range by the sight of a large white tent and two white silos (6m high) in the Kitchissippi Ward, near Cleary Avenue. The structure has nothing to do with sports. In fact, the site is called a slurry plant.

This plant is crucial to building two tunnels, key features of the O-Train’s west extension.

The three-kilometre Parkway tunnel will travel between Kichi Sibi and Lincoln Fields stations travelling underneath the SJAM and Byron Linear Park.

Construction of the tunnels has started, using a cut and cover technique, which in non-construction terms, is a top-down technique rather than a drilling method. Cut and cover construction involves using excavation equipment to dig a large trench or rectangular hole in the ground which is then covered by a concrete deck. Once the deck is in place, surface activity can largely resume as construction crews continue to work below.

What makes the tunnels unique is the use of slurry walls to support the excavation while digging proceeds. If crews just started digging, water and sand in the area would cause the new excavation to cave-in. These special walls made of mixture of bentonite (a type of clay), water, and cement with steel beams placed inside for strength are waterproof and strong enough to keep the hole from caving in when the crews dig the remaining area of the tunnel between the slurry walls.

As the dirt is dug out, it is replaced by slurry which is pumped from the slurry plant to where the digging is occurring through a series of pipes. The weight of the slurry keeps the hole from caving in. The wall is built with a series of panels, hop-scotched, at about one to two panels per day. When a panel is excavated and filled with slurry, steel beams are installed in the wet slurry. In a couple of days, the slurry dries and hardens (just like concrete) and then a portion of the slurry wall is complete. The process then repeats itself to continue to construct more walls.

When the crane continues to dig through the hole, it puts the excavated material (which contains a mixture of soil, bentonite, cement, dirt, water) into a dump truck which then hauls it to a storage and drying area called slurry pits at Rochester Field near the plant location. The slurry waste is left to dry before being trucked to the Trail Road landfill site.

The slurry wall technique was first introduced during the excavation of the underground rapid transit system in Milan, Italy just after the end of World War II. This new technology became an important component of the top-down tunneling method also known as Metodo Milano ("Milan method"). It made its first rail construction appearance in North America in the 1980s when the Boston subway’s Red Line Northwest Extension project used the modern form of the technology.

Slurry will be mixed in this dedicated plant onsite and the slurry plant will be operational until approximately Spring 2022 when it’s anticipated slurry walls for the tunnels will be fully built.

Stage 2 LRT will forever change commuting in Ottawa by extending the benefits of O-Train network farther south, east and west.

By adding 44 km of rail and 24 new O-Train stations, Stage 2 will bring 77% of Ottawa residents within 5 kilometres of rail. Generally, that is a 10-minute bus ride, a 20-minute bike ride, or a shorter trip if dropped off by car.

If walking, approximately one in five Ottawa residents will live within 800 metres or a 10-minute walk of a Stage 2 O-Train station. With Ottawa’s population surpassing 1 million people, Stage 2 will help ensure the nation’s capital continues to be one of the best places to live, work and play.

Ensuring that key local pedestrian and cyclist networks are integrated into the Stage 2 LRT alignment, including stations, is a critical element of the project. Stage 2 will encourage active transportation through the creation of multi-use pathways (MUPs), cycle-tracks and pedestrian bridges. This will add roughly $20 million of infrastructure to advance the City of Ottawa’s pedestrian and cyclist network by providing critical connections, as well as fully accessible pathways to each Stage 2 LRT station.

For the O-Train South Extension Project specifically, the project will add new cycling and pedestrian facilities to the network, as well as:

• A new 13.6-kilometre multi-use pathway will be constructed along the length of the new extension between South Keys Station and Bowesville Station;
• A 60-metre pedestrian/cycling bridge crossing the Rideau River;
• A raised 80-metre pedestrian/cycling bridge over Hunt Club Road connecting to the existing MUP system (north-south);
• A 60-metre connection to Bayview Station at the Trinity development (Albert Street); and,
• A crossing at the closed High Road and railway intersection, to connect the natural areas that would be otherwise divided by the alignment.

The O-Train East-West Extension Project will add new cycling and pedestrian facilities to the network, including:

• Highway 417 overpass – connecting pedestrians and cyclists to the new Queensview Station to Baxter Road; 
• New pedestrian bridge over Greens Creek on eastern alignment that will create new links to the Greenbelt pathways along the Sir George-Étienne Cartier Parkway;
• Two additional pedestrian underpasses under the Sir John A. Macdonald Parkway;
• Pedestrian and Cycling enhancements to the Moodie/417 Overpass;
• New pedestrian connections from Richmond Road to Bayshore Mall; and,
• Enhanced active mobility features through the Byron-Richmond Corridor.

These active mobility enhancements align with the policies of the Official Plan to provide multi-use pathways in, or adjacent to, rapid-transit corridors, where feasible. For more information on Stage 2 LRT connectivity improvements, contact stage2@ottawa.ca.

Date published: January 27, 2021

As part of the O-Train South Extension Project, Siemens Mobility is preparing to install new signaling technology on Lines 2 and 4. The updated train control equipment will ensure that trains are moving to meet any changes in situation, demand, and at speeds that provide the most efficiency throughout the system. This will be increasingly important given higher ridership levels expected with the new extension and its connection to Ottawa’s Macdonald-Cartier International Airport.

This technology will be installed on all existing and new trains, tracks and stations servicing the existing O-Train South Line, as well as the 16 km of additional track and 8 stations to be built for the new extension. While the technology is proven through decades of safe use around the world, this newest version will be further supported with a complete upgrade to the existing signaling and communications system, including new signals, train detection system and switch machines, ensuring optimal performance throughout the entire system.

One important feature will be the Automated Train Protection (ATP) system. This technology will help the driver of the trains manage safe operational levels, protecting passengers against human error, such as over-speeding. In such situations, the system can automatically take over control of the train’s operation and return it back to a safe level.

Work is also now starting with the vehicle providers, including Stadler, who will provide 7 new vehicles. The technology provider is working with the vehicle manufacturers to install important onboard equipment, which will allow the vehicle operator to receive information and communicate effectively and clearly within this new system.

In the spring, work will begin to install the trackside equipment that will send appropriate signals to the driver, letting them know about any action needed on their part: to wait, to slow down, or to speed up; all contributing to the safe operation of the O-Train South Line.

By the Numbers:

New Signaling & Train Control system technology will be installed in:

• 13 Diesel Multiple Uit (DMU) trains will be outfitted with the new onboard equipment.
• 24 km of existing and new track will have new trackside (or “wayside”) equipment.

 

The Stage 2 LRT team has made progress in 2020 building the O-Train East, West and South extensions that will add 44 km of new rail and 24 new stations to the Ottawa’s light-rail network.

O-Train South Extension

Significant progress was made in 2020 for the O-Train South Extension, one of three major extensions to Ottawa’s Stage 2 LRT system. Since the provincial government mandated the continuation of essential transit infrastructure projects during the COVID-19 pandemic, crews have continued to forge ahead with the construction of this complex project, maintaining its priority on safety, collaboration and innovation.

The O-Train South Extension will add 16 kms of new track to the current portion of the O-Train Line 2, which runs from Bayview Station to Greenboro Station. Work includes adding passing tracks at South Keys and double tracks south of Leitrim to Limebank Road. Four kilometres of new track with two elevated guideways will provide a new link to the Macdonald-Cartier International Airport. The project is scheduled for completion in 2022.

Construction progress in 2020 by the numbers

• Approximately 23 active construction work zones are in effect.
• 6.3 km of original track has been removed and 1.5 km of new track has been laid.
• 54 caissons have been drilled; only 9 caissons are remaining for completion.
• 12 new rail bridges are under construction including 2 that have been completed.
• 5 rail bridge decks have been poured.
• 81 utilities have been relocated.
• The first new Stadler FLIRT train carshells have been manufactured.
• Construction on 4 new stations has commenced.
• Upgrades on 3 existing stations is ongoing.

Key Milestones: Construction of new & upgraded stations

The existing portion of Line 2 will see two new stations added: Corso Italia and Walkley. The platforms of the current five stations at Bayview, Carling, Mooney’s Bay, Dows Lake and Greenboro will be extended to accommodate longer, larger capacity trains. The new South extension of Line 2 will add four new stations at Leitrim, Bowesville and Limebank as well as at South Keys which will serve as the transfer station to the Airport. The four-kilometre link to the airport will add two new stations at the Airport Terminal and at Uplands, adjacent to the EY Centre. Three new pedestrian bridges will also be built to improve connectivity at Bayview Station, over the Rideau River at Carleton University and at Hunt Club Road.

Construction of the Walkley Yard MSF – the new home for the trains

The new Walkley Yard Maintenance and Storage Facility (MSF) is a key feature in the Stage 2 South Extension. Trains will be cleaned, inspected, maintained, stored and operated from the yard. This includes the existing six Alstom Coradia Lint Trains that will be fully refurbished, along with seven new Stadler FLIRT trains.

Construction of the new Walkley Yard is well underway. After only breaking ground last year, the 200-tonne exterior shell is nearly complete and track installation has begun. The new Walkley Yard will be a 4,700 m2 LEED certified facility that will consist of two train maintenance bays, a two track train inspection facility, a train wash facility, 1800m of ballasted track, and 500 metres of interior track within the facility.

Contributing to our community

The construction of the O-Train South Extension is a critical part of the post-COVID economic recovery for the National Capital Region. Here’s how the construction of the O-Train South Extension is making a difference this year:

• The creation of 562 project jobs as of October 2020 with approximately 80% of these workers based in Ottawa, and it is expected to peak at 800 project jobs in 2021
• TransitNEXT awarded over 342 orders to 152 local suppliers, representing a local spend of over $82 million
• Building the LRT link to the Airport will help rebuild the tourism industry in the National Capital Region as a gateway to Ontario and Canada

O-Train East Extension

The O-Train East extension will see LRT continue from Blair Road to Trim Road, adding 12.5 kilometres of rail and 5 new stations to the O-Train network at Montreal Road, Jeanne d’Arc, Orleans Boulevard, Place d’Orleans, and Trim Road. The east extension will travel predominantly within the median of OR 174.

One of the critical objectives in 2020 was the relocation of infrastructure, including various utilities such as sewers, hydro lines, watermains, natural gas and telecommunications infrastructure in the Highway 174 corridor at Green’s Creek, Jeanne d-Arc, Orleans and Champlain Street to set the stage for the future track and station construction in the median.

Significant ramp modifications occurred at the Jeanne d’Arc Interchange where vehicle access to Highway 174 has been changed. The existing westbound on-ramps were removed and the southbound and northbound lanes of Jeanne d’Arc Boulevard now have signalized right turns. This will help reduce speeds and increase safety for all road users and create greater connectivity for all modes of transportation.

Further to the critical utility relocation work and road preparation work between Trim Road and Jeanne D’Arc, travellers along the 174 will have witnessed significant and intensive construction activity between Blair Station and Montreal Road. In order to connect trains from the existing transit alignment on the north side of the highway into the median itself, a new dedicated rail bridge is being constructed 800m east of the Highway 174 and Blair Road interchange and the existing bus transit bridge, south of Trillium Park. Crews have been hard at work constructing the pier caps that will hold the future Blair Station to 174 median rail bridge. From there, trains will travel east to the final stop at Trim Road where the Stage 2 team has been renovating the existing OC Transpo Park and Ride facility and building a future Highway 174 eastbound, north and south ramp required to make space for the realignment of Trim Road and the construction of the future Trim Station.

Over the course of the year, eastbound 174 lanes had to be shifted south and two new bridges had to be built at the Highway 174 Montreal Road interchange to create enough space to allow work on the guideway and station construction to begin. In November, crews worked over five weeks and weekends to detour traffic from the existing highway bridges to the two new bridges with minimum closure time and impact to the travelling public. This work was critical to enable the demolition of the existing bridges over the course of the first weekend in December and the start of the deep foundation for Montreal Station in 2021.

Highway 174 Montreal Road Bridges Demolition

A tremendous amount of meticulous planning ensured that the demolition of the Montreal Road Bridges was a success. This was a significant project milestone for the Stage 2 team.

For 57 hours, beginning Friday night at 8 p.m., Montreal Road was completely closed beneath Highway 174 to vehicles, including OC Transpo buses, pedestrians, and cyclists. Crews, operating various pieces of large construction equipment fitted with hydraulic hammers, buckets, forks and shears worked around the clock to demolish 1,456 cubic metres of concrete and 160 metric tonnes of steel.

Every detail was considered including the provision of a shuttle service to ensure that pedestrians and cyclists could get to the other side of the bridges along Montreal Road, safely. As planned, Montreal Road was re-opened for traffic and pedestrians by 5 a.m. Monday morning. And, for some time after, concrete and steel debris resulting from the demolition was safely hauled away.

O-Train West Extension

Throughout 2020 nearby residents, pedestrians, cyclists, motorists and transit users have witnessed a great deal of construction activity in Ottawa’s west-end. Much of this work is related to the O-Train West extension project from Tunney’s Pasture Station to Baseline Road and Moodie Drive. The west extension will add 15 km of rail and 11 new or converted rapid transit stations to the City’s LRT network.

Tunnel Construction

The west extension includes two cut and cover tunnels that will be constructed from the top down: the 3-kilometre Parkway tunnel will travel between Dominion Station and Lincoln Fields Station travelling underneath the Sir John A. Macdonald Parkway and Byron Linear Park, and the 270-metre Connaught tunnel that will link Lincoln Fields Station with Queensview Station by travelling underneath Connaught Avenue.

Before cut and cover tunnel construction can begin traffic needs to be shifted, and underground utilities must be relocated. Of critical importance in 2020, work was completed to shift the Sir John A. Macdonald Parkway north between Dominion Avenue and Cleary Avenue to allow for construction to safely occur on the south side.

At Rochester Field, work is underway to install temporary equipment that will produce concrete used to stabilize the excavation and form the tunnel walls. In the fall, an onsite facility was built that will process and dry the excavated material from the tunnel in slurry pits. This dry material can then be hauled away.

Excavation of the Parkway tunnel is well underway: approximately 30,000 cubic metres or 10% of the total quantity has been excavated, 60% of the pile drilling has been completed and 15,000 metres of piles have been drilled along Byron Avenue.

At Connaught, Queensview and Pinecrest important utility work has been ongoing and nearing completion in preparation of Support of Excavation work, which will begin this winter.

Lincoln Fields Flyover Bridge

One of the most interesting and unique structures in Connaught Park, and indeed across the entire west extension, is the Lincoln Fields Flyover Bridge. This bridge carries the eastbound and westbound track alignment from Lincoln Fields Station to the Connaught Tunnel. It crosses over the southbound alignment to Baseline Station, the existing transitway, Pinecrest Creek, and a multi use pathway (MUP).

The Lincoln Fields Flyover Bridge is a raised structure, at an approximate height of 8 metres, and a clearance underneath of 5 metres. It is comprised of spans carrying two directions of track with a width of approximately 8.2 metres. This year a total of 5 spans were installed, including 13 girders, 50 tons in total, each 38 metres long.

Other notable works completed in the west include: a critical road detour opened to the public at Iris Station that permits multiple phasing of additional activities including the realignment of a culvert under Iris Street to accommodate future construction of the station and LRT guideway; opening of a new bus loop at Baseline Station; and, building a temporary bus station at Lincoln Fields Station.

As part of the Trillium Line South Extension Project, one of many benefits will be the addition of longer Stadler FLIRT trains, with greater passenger capacity. In order to accommodate the long-term care and maintenance of this expanded fleet, a new Maintenance and Storage Facility (MSF) must be constructed. While construction of the new facility is underway, the current Trillium Line MSF is being used to complete an overhaul of the existing Alstom fleet of vehicles, so they can continue to be used on the completed South Extension.

Status of Construction

Construction of the new Walkley MSF (along the Walkley Rail Corridor) is well underway. Piling work has finished, concrete foundation pits are completed and underground mechanical infrastructure is in place. Following the erection of structural steel, concrete floor slabs are poured, and mechanical and electrical lines are installed as the walls are built. This exciting phase of the construction process permits a sense of the size and scope of the building.

Some interesting features have been designed into the facility include ways to make maintenance workers’ jobs a little easier. For example, the train tracks in one of the maintenance pits are on pedestals, or stilts, so that workers can access under the trains. There will also be a catwalk, with a lifeline above, that will protect maintenance workers when they access the tops of the trains.

The New Walkley MSF in numbers

• A 200-tonne structural steel building
• 4700 m2 of space including office space, train storage and shop areas
• 3 train maintenance bays including an inspection pit and a train wash facility
• A track yard with 1800m of ballasted track, 8 rail switches and 500m of interior track inside the maintenance shop

Good Neighbour

As part of the Trillium Line South Extension contract, TransitNEXT will be responsible for the maintenance of the entire Trillium Line for 27 years, once construction is complete. With this long-term presence in the community, TransitNEXT has taken many steps to ensure the new MSF is designed well for workers, the community and the environment:

• The creation of distinct functional areas creating clear division between revenue vehicles, personnel vehicles and specialty equipment to promote the safety and security of drivers, staff, visitors, neighbours and the general public.
• The site design takes full advantage of a compact configuration and topography, which results in an efficient campus and a minimized footprint.
• A sustainable design and use of responsible and durable construction materials achieves LEED certification.
• The design acknowledges the importance of being a good neighbour by minimizing light pollution.

When in service, the Walkley MSF will form the nucleus of the Trillium Line. As a 24/7 operation, it is here that vehicles will be washed, cleaned and maintained so they can continue to serve the transit needs of the City for years to come.

 

Bridging Stage 1 with Stage 2: Everything you need to know about the Stage 2 O-Train East Extension Rail Flyover Bridge

Along the O-Train East Extension, light rail trains will operate in the centre median of Highway 174, from Blair Road to Trim Road.

Making space for the tracks within the median has required a relocation of both eastbound and westbound highway lanes as well as access ramps in certain areas. But have you wondered how the trains will actually get from the existing transit alignment on the north side of the highway into the median itself?

A new dedicated rail bridge will be constructed 800m east of the Highway 174 and Blair Road interchange and the existing bus transit bridge, south of Trillium Park. The trains will then travel 12 km east from Blair Station in the median until the end of the transit line at Trim Station.

How do you construct a Rail Flyover Bridge?

Building an elevated rail structure is a complex undertaking requiring significant design, engineering and construction expertise. It is made even more challenging when it has to be constructed over several lanes of live traffic on a major highway, transporting thousands of vehicles every day.

Over the past few decades construction methods have evolved to reduce traffic impact, facilitate building in congested areas, reduce overall construction schedules, and improve the long-term service life of structures.

Construction begins with drilled shafts, which are deep foundation supports for a bridge. At the flyover they are anywhere from 15 to 28 meters deep into the ground. First, drilling of the ground begins with a casing that holds back the soil from caving into the hole. Once completed, a steel cage fabricated to fit the hole is placed inside. To complete the work, concrete is poured inside to secure the cage. The casing is then removed, creating the supportive drilled shaft.

Then, bridge columns and column caps or “hammer heads” will be constructed, upon which precast concrete girders will sit. Precast concrete girders are horizontal supports for the bridge, that rest on top of the column caps.

One of these caps (also known as a “straddle bent”), will span westbound lanes of the highway to carry the tracks over the vehicular lanes without any columns within the road footprint. Once installed, a concrete deck will be built using precast panels lifted into place. Finally, the track and barriers will be installed to carry LRT trains.

Heavy equipment will be used extensively during the flyover bridge construction including bulldozers, excavators, asphalt mixers, formworks, and fabrication equipment. Every effort is made to minimize the impact on the local community during construction.

 

Relocation of Highway 174 lanes

In order to create enough space for the bridge work zone, crews need to establish a construction zone in the median of the highway, east of the transitway. Relocation of Highway 174 lanes began in Fall 2019, with the eastbound lanes. Since then, traffic past the Blair Road interchange has been pushed south to a new alignment. Westbound traffic will temporarily be moved into the eastbound lanes, to create a larger work zone on the north side of Highway 174.

 

Fun Facts

• The O-Train East Extension Flyover Rail Bridge is approximately 240m long.
• On average the bridge is 5m in height
• In order to support the rail bridge, there are six columns, two abutments, and 21 girders.
• In total there will be 1275m³ of concrete poured to create the bridge.

What’s up down under Dows Lake?

While Ottawa’s residents were out safely enjoying scenic summer views and socially-distanced water sports on Dows Lake, the TransitNEXT crew continue to make headway on construction upgrade works in the tunnel under Dows Lake as part of the Trillium Line South Extension Project stretching between Carling Station and Carleton Station. This work will help ensure a safe, efficient, environmentally-friendly LRT connection under Dows Lake and will continue through the Winterlude and Tulip Festival seasons in 2021.

TransitNEXT crews have been removing older, existing rail from the Dows Lake Tunnel to make way for the construction of the new LRT tracks. The rail removal is being undertaken along the entire length of the 578-metre tunnel. Once all removed, the hardwood track ties will also be removed and assessed by a certified track inspector for re-use suitability. Ties found to be suitable will be re-used in other areas of the project and ties not suitable for use will be disposed of in an environmentally-friendly manner.

Prior to construction getting underway, TransitNEXT conducted detailed inspections of the Dows Lake Tunnel. The complexity of the construction work under a body of water, and amidst the COVID-19 situation, requires significant coordination to ensure quality control and the safety of both crews and surrounding communities.

TransitNEXT’s Design Team has also been producing a virtual 3D Building Information Model (BIM) of the entire tunnel including the pump house, to ensure a well-coordinated design and avoid issues during construction. The Design and Construction Teams are also collaborating on an on-going basis with the Maintenance Team to assess and formulate preferred solutions in the virtual space, before construction.

Safety First

In early June 2020, the TransitNEXT Safety Team, Ottawa Fire Services, and the Special Operations Division of Ottawa Paramedic Service conducted a “collaborative walk-through” of the Dows Lake Tunnel, to proactively protect the TransitNEXT crew as well as the public during tunnel construction activities. The temporary shut-down of the train and walk through of the tunnel provided an important opportunity for Ottawa’s Emergency Service providers to get a first-hand look at the areas they would need to access in the event of an emergency incident in or near the tunnel.

Some of the topics of discussion included:

• Accessibility on how Emergency First Responders get in an out of the tunnel
• Conditions rescue teams face on the rail tracks and in the tunnel
• Confirmation that Emergency Response Plan is in place for construction.

Late in June, in a team exercise with the Ottawa Fire Department, TransitNEXT ran a functionality test on the Fire standpipe in the tunnel. This allowed the team to ensure that all services are familiar with the use of the systems, components and processes that are in place. The health and safety of front-line workers is always the highest priority and this preparedness exercise was a key undertaking before construction began.

Dows Lake Tunnel by the numbers:

• Length of tunnel: 578 metres in length with 23 reinforced concrete box segments separated by expansion joints
• Height of tunnel: approximately 6.7 metres high from the top of the rail
• Width of tunnel: approximately 5.1 metres wide

About the Dows Lake Tunnel and its upgrades:

The Dows Lake Tunnel is a critical piece of infrastructure providing a north-south connection along the Trillium Line. Originally built and owned by Canadian Pacific Railway (CPR), it opened for operation in 1964 as a rail tunnel to accommodate freight trains. The tunnel was easily converted for use by OC-Transpo in 2001 for the O-Train (today’s Trillium Line).

The TransitNEXT Team is working with the City of Ottawa and its partners to address several historical challenges through design and construction of the tunnel’s upgrades:

• Improving the water infiltration management system at expansion joints by performing joint repairs.
• Upgrading and providing maintenance of the drainage system including the installation of a new pump system and ensuring the adequacy of the existing drainage system capacity.
• Upgrades to the tunnel’s track ties, standpipe system, ventilation system, and emergency walkway to align with National Fire Protection Association (NFPA) -130 standards.

This notice is to advise that, as part of the Stage 2 O-Train Light Rail Transit project, crews and equipment will be working at multiple locations in the east, south, and west areas of Ottawa, supporting design and construction of extensions to the O-Train transit network.

This overview highlights the key activities in the East Extension area scheduled to occur throughout the remainder of 2019. To learn more about what’s being planned, please visit the project website at ottawa.ca/stage2.

WHAT’S HAPPENING ALONG THE EAST EXTENSION CORRIDOR

From Blair Station to Trim Station

Borehole Investigations and Survey Activity (Underway)

Geotechnical investigations are taking place along the east extension corridor to collect soil, water and bedrock data. In some areas, temporary and intermittent night work will be required to ensure public safety and to minimize the impacts to motorists in high-traffic areas. For information on temporary night work approved in your area, please visit the project website at ottawa.ca/stage2.

Intermittent lane closures may also be required in immediate work areas as crews move between borehole locations. Noise from drilling and related activities could reach moderate levels at times. Depending on the data from borehole investigations, new borehole locations and repeat investigations may be required during daytime and nighttime hours.

Crews are also conducting survey work along the east corridor, scheduled during daytime hours. This includes survey equipment set-up and collecting elevation data both on and off-street. Minimal disruption is expected to traffic and local areas.

Highway 174 and Perimeter Area Work (Begins in Summer)

On-street roadwork is required to widen traffic lanes on the south side of Highway 174 (eastbound lanes). This includes area clearing and tree/vegetation removal, grading and excavation, utility relocation, backfill and asphalt work in preparation to shift vehicular traffic to the south side. This will allow future guideway work to begin in the centre median area, away from active traffic lanes. Intermittent eastbound lane closures on Highway 174 may be required during off-peak or overnight hours as crews and equipment construct the new traffic lanes. All traffic will be maintained in both directions along Highway 174 although minor off-peak delays to eastbound traffic may occur at times.

WHAT’S HAPPENING LOCALLY NEAR STATION AREAS

Borehole and survey activities are also occurring locally around station areas during daytime construction hours, and during nighttime hours only if required. Additional activity in preparation for station work is also scheduled to begin in 2019 and is highlighted below.

Montreal Station Area Preparation Work (Begins in Summer)

To the west of Montreal Station (between the existing Blair Station and the future Montreal Station), utility relocation and foundation work is scheduled to begin in preparation to build the new elevated LRT guideway that will connect to Blair Station. This includes area clearing and tree/vegetation removal, grading and excavation, utility relocation and foundation work. These activities will not affect Blair Station and is currently scheduled for daytime hours. To the east of Montreal Station, utility relocation and foundation is scheduled in preparation for future work in the Montreal interchange.

In the Montreal Station area, local utility relocation work includes fence installation, clearing and tree/vegetation removal, excavation, utility relocation and/or tie-ins to existing underground utilities. If required, brief service disruption may occur as the new utility service is connected. In addition to utility relocation adjacent to the north and south of Highway 174, Shefford Road near the Montreal Station area is also scheduled for utility relocation work. This is currently scheduled during daytime hours and access to all residences will be maintained.

To the south of Highway 174, east of Montreal Station, crews will also be building a temporary project office, which is not anticipated to result in traffic pattern changes or nighttime activity. This includes area clearing and tree/vegetation removal, utility and groundwork, followed by constructing a temporary site office to be operational during the construction period.

Jeanne D’Arc Station Area Preparation Work (Begins in Fall)

Utility relocation around the Jeanne D’Arc Station area includes fence installation, excavation, utility relocation and/or tie-ins in conflict with the station area. Work in this area is not anticipated to affect local roads in the station vicinity, but brief service disruption may occur as the new utility services are connected. This work is also scheduled to occur primarily during daytime hours.

Trim Station Area Preparation Work (Begins in Fall)

Area clearing and site preparation at Trim Station may also begin before the end of 2019. This activity includes grading and excavating the existing overflow area parking lot, tree/vegetation removal and local utility relocation. This work is not anticipated to affect motorists in the immediate area and is scheduled during daytime hours.

DATES AND HOURS OF WORK

Confirmed timeframes and implementation details for key activities will be posted to the project website at ottawa.ca/Stage2. Please note the timeframes in this summary are estimated and subject to change.

Construction activity is primarily scheduled to occur during typical daytime construction hours between 7am and 10pm Monday to Saturday, and between 9am to 10pm on Sunday’s and holidays. Nightwork will be required at times to minimize the impact to motorists or for public safety. Appropriate notice will be provided for any adjacent nightwork.

ANTICIPATED IMPACTS

Pedestrian, cyclist and vehicle access will be maintained during construction although minor delays to traffic may occur at times. Temporary crossings may be implemented in designated areas and pedestrians and cyclists should use extra caution as traffic patterns change. Motorists should be aware of and adhere to traffic control signage, posted speed limits and traffic control personnel. Changes to OC Transpo services are not anticipated and transit stops will remain accessible. Noise and temporary disruptions are not anticipated to be significant during these activities. Please note that all tree replacement as part of final restoration will be in accordance with the tree compensation plan for the project, and area restoration (such as re-seeding greenspaces) will be completed as part of local area finishing works.

The safety of workers and the public is paramount, and we thank you for your patience during construction.

WHAT’S NEXT

In early 2020, crews will continue with site mobilization in additional areas, continued roadwork and preparation for construction of stations, structures, and the guideway. Please stay connected with our team as we report on our progress and provide our 2020 construction look-ahead at the end of this year.

 

For further information about this project, please contact our project team:

Rail Construction Program

City of Ottawa

Email: stage2@ottawa.caPhone: 3-1-1

the east, south and west areas of Ottawa, supporting design and construction of extensions to the O-Train transit network.

This overview highlights the key activities in the West Extension area scheduled to occur in stages and concurrently throughout the remainder of 2019. For additional area-specific information and to learn more about what’s being planned for community outreach, please visit the project website at ottawa.ca/stage2.

WHAT’S HAPPENING ALONG THE WEST EXTENSION CORRIDOR

From Moodie Station and Baseline Station to Westboro Station

Borehole Investigations and Survey Activity (Underway)

Geotechnical investigations are taking place on and off-street along the west extension corridor to collect soil, water and bedrock data. In some areas, temporary and intermittent night work will be required to ensure public safety and to minimize the impacts to motorists in high-traffic areas. Nighttime borehole activity is also scheduled to occur along the Transitway parallel to Highway 417, although changes to transit service are not required. For more information, please visit the project website at ottawa.ca/stage2.

Intermittent lane closures may also be required in immediate work areas as crews move between borehole locations. Noise from drilling and related activities will occur at moderate levels at times. Data gathered from the borehole investigations may lead to new borehole locations or repeat investigations may be required.

Crews are also conducting survey work along the west corridor, which is scheduled during daytime hours.

This includes equipment set-up and collecting survey elevation data. Minimal disruption in local areas is expected with minimal effects to traffic.

Building Demolition (Begins in Fall)

Building demolition within the project limits will occur on the east side of Connaught Avenue between Severn Avenue and Hanlon Avenue (three structures), and on Richmond Road east of Cleary Avenue (one structure). These activities are scheduled to be completed during daytime hours and will result in localized lane closures while crew remove material and debris.

WHAT’S HAPPENING LOCALLY NEAR STATION AREAS

Borehole and survey activities are also occurring locally around station areas during daytime construction hours, and during nighttime hours only if required. Additional activity in preparation for station work is also scheduled to begin in 2019 and is highlighted below. Please note that activity around station areas not listed below is not currently scheduled this year.

Moodie Station and Baseline Station Area Preparation Work (Begins in Summer)

Crews are scheduled begin area clearing and utility relocation work in preparation for building a temporary construction site/maintenance office near Moodie Drive and Corkstown Road, near Holly Acres north of Highway 417, near Baseline Road and Woodroffe Avenue and on Iris Street east of Parkway Drive. This activity is schedule to occur during daytime hours and may require intermittent localized lane closures if required. Brief service disruption may occur as the new utility services are connected.

Crews may also perform area clearing, site preparation and utility relocation at the Light Maintenance and Storage Facility (LMSF) south of Corkstown Road west of Moodie Drive. This activity is scheduled to occur during daytime hours and may require intermittent localized lane closures. Crews are also scheduled to begin clearing and site preparation work south of Highway 417 between Holly Acres Road and Richmond Road.

Bayshore Station Area Preparation Work (Begins in Summer/Fall)

Area preparation activity for the pedestrian crossing to access the future Bayshore Station area includes clearing, tree/vegetation removal, utility installation, signaling and roadwork adjacent to and across Woodridge Crescent. Work in these areas are primarily off-street and scheduled during daytime construction hours.

NOTICE TO RESIDENTS

Lincoln Fields Station Area Preparation (Begins in Fall)

Roadwork is required to relocate underground utilities along the north side of Carling Avenue, between the Carling Avenue and Richmond Road area and on Byron Avenue. This includes area clearing and tree/vegetation removal, grading and excavation, utility relocation, backfill and asphalt work. Temporary traffic lane closures may be required in these areas although vehicle and pedestrian access will be maintained. Following this activity, a temporary detour on Carling Avenue in the Lincoln Fields Station area is scheduled to allow future guideway work to proceed away from active traffic lanes.

Work Between Cleary, Dominion and Westboro Station Areas (Begins in Summer)

Preparatory activities are underway on Sir John A. Macdonald Parkway between Dominion Avenue and Cleary Avenue. These activities include site mobilization and fence installation, tree/vegetation removal, utility relocation and roadworks in preparation to temporarily shift traffic away from the cut-and-cover area. Once completed, all traffic will be shifted to the north side of the Parkway that will allow the future cut-and-cover construction to safely occur on the south side without interfering with active traffic lanes. Limited nightwork may be required to avoid impacts to traffic.

The existing pedestrian/cyclist pathway near this area may be affected at times and alternative access will be maintained. A temporary site trailer will also be installed within the project limits of Rochester Field but will not impede pedestrian or cyclist access. Activity in this area is scheduled to occur during daytime hours, although limited nighttime activity may be required to avoid peak traffic times. Utility relocation around the Kitchissippi Lookout, Atlantis Avenue and Lanark Avenue area is also scheduled, which may result in local traffic pattern changes in immediate work areas.

DATES AND HOURS OF WORK

Confirmed timeframes and implementation details for key activities will be posted to the project website at ottawa.ca/stage2. Please note the timeframes in this summary are estimated and subject to change.

Construction activity is primarily scheduled to occur during typical daytime construction hours between 7am and 10pm Monday to Saturday, and between 9am to 10pm on Sunday’s and holidays. Intermittent nightwork will be required at times to minimize the impact to motorists or for public safety.

ANTICIPATED IMPACTS

Pedestrian, cyclist and vehicle access will be maintained during construction although minor delays to traffic may occur at times. Temporary pathways and crossings will be implemented in designated areas and pedestrians and cyclists should use extra caution as traffic patterns change. Motorists should be aware of and adhere to traffic control signage, posted speed limits and traffic control personnel. Changes to OC Transpo services are not anticipated and transit stops will remain accessible. Noise and temporary disruptions are not anticipated to be significant during these activities. Please note that all tree replacement as part of final restoration will be in accordance with the tree compensation plan for the project, and area restoration (such as re-seeding greenspaces) will be completed as part of local area finishing works.

The safety of workers and the public is paramount, and we thank you for your patience during construction.

WHAT’S NEXT

In early 2020, crews will continue with site mobilization in additional areas, continued roadwork and preparation for station, guideway, structures and cut-and-cover construction. Please stay connected with our team as we report on our progress and provide our 2020 construction look-ahead at the end of this year.

For further information about this project, please contact our project team:

Rail Construction Program

City of Ottawa

Email: ottawa.ca/stage2

Phone: 3-1-1