Saturday, January 4, 2025

Wellington Street Part 12: 50 Years of Rapid Transit in Ottawa

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Part 12: 50 Years of Rapid Transit in Ottawa

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I wanted to pick up the narrative of Wellington Street to line up with an important milestone in Ottawa transit history: the 50th anniversary of bus lanes in Ottawa. It doesn't involve much in the way of the theme of this blog series—the connections, disconnections, and renamings of Wellington Street—but there is a dash of that. Alas, I missed the 50th anniversary for this blog post (by over a year!) but I did get a September 2023 article on the topic published in the Centretown BUZZ newspaper.

In the previous post in the series, we left off with the 1974 opening of the Portage Bridge, connecting the west end of Wellington Street, at the Ottawa River Parkway, to Hull, and severing Wellington Street from itself in LeBreton Flats. Today, we'll rewind a couple of years to look at how rapid transit in Ottawa began to reshape traffic patterns on the various Wellington Streets, such as here on the Ottawa River Parkway:1

1974 photo of two lanes of cars curving toward the camera in a landscaped area, and two buses in the distance on a separate pair of lanes (i.e. the Ottawa River Parkway).

Context for rapid transit


As far back as the 1955 Traffic and Transportation Plan for Ottawa, discussed in part 7 of this series, City planners knew that "to provide time benefits to [transit] patrons, transit needs its own right-of-way. This entails the operation of rapid transit services, wherein transit operates without interferences from other street users". That plan envisioned a rail rapid transit spine along the Queensway from Holland Avenue that connected to downtown via Union Station.2 Here's Figure 74 from that Plan:3

Figure 74, Recommended Ultimate Transit System, from the 1955 report, which shows a map of Ottawa with various bus routes, and dashed rapid transit line from Britannia along the streetcar alignment to Holland, where it connects into the future Queensway alignment, then loops up to Union Station after crossing the Rideau Canal.

While that recommendation never came to pass, the City did follow the related recommendations2 of retiring the street car and trolley bus routes, famously, in 1959.4

Around the same time, west-end rush-hour buses travelled from Scott Street, via Bayview, to Wellington all the way through LeBreton Flats and downtown.5

1954 Ottawa Transit Commission system map showing street car routes, bus routes, rush-hour bus routes, and trolley-bus routes from Broadview in the west to St. Laurent in the east, Riverside Drive in the south. A dashed line along Wellington Street through LeBreton Flats toward Scott Street indicates that route 11 travels along that route in the morning and afternoon rush hours.

This changed in the mid-1960s as the Wellington Street Viaduct (see Part 8) became unsafe to use; buses would detour down to Somerset via Bayview and Preston Streets, as seen in this May 1967 OTC map.6

Click for full map. Excerpt of 1967 Ottawa Transportation Commission system map showing detour onto Somerset Street between Bayview and Preston of downtown-bound routes 51 and 52.

The Regional Municipality of Ottawa-Carleton came into existence on 1969-01-01, responsible for about 1,000 km of Regional roads (including over 200 km within the City of Ottawa), two sewage treatment plants and two water filtration plants.7 On 1972-08-01, the RMOC took control of transit, with a focus on commuting, via the Ottawa-Carleton Regional Transit Commission, or, as we know it better today, OC Transpo.8

In its first year (1972), OC Transpo "considered various ways to improve travel times on public transit through the introduction of bus priority measures" including express bus service and peak-hour bus lanes. It also took over the oversight of an ongoing study of regional transit by De Leuw Cather and expanded the study to include a comprehensive transit system inclduing an "intermediate rapid transit system".9

As we'll see below, OC Transpo was successful: the RMOC's rapid service expansion would result in a doubling of ridership by 1977 (largely with expansion into the suburbs), thus regaining "levels common in the early 1950's"10

NCC Boost and Interprovincial Bus Loop


Although the provincial government did announce on 1972-11-22 that they would cover 75% of the capital costs of transit projects and up to "50% of operating deficits",9,11 it was actually the National Capital Commission, guided by Chair Douglas Fullerton, leading the way on rapid transit in the capital in the form of a bus loop.12

Line drawing map of Interprovincial Bus Route, Parcours interprovincial des autobus, showing the Bus Loop circling the downtowns of Ottawa and Hull via Macdonald-Cartier Bridge, King Edward Avenue, Rideau and Wellington, Lyon, Albert, Duke, Chaudière, Principale, Laurier, Sacré-Coeur, and back onto the Macdonald-Cartier bridge. A dotted line indicates that the latter half of this loop would be bypassed when the Portage Bridge (connecting directly from Wellington) and Maisonneuve Boulevard (connecting directly to the Macdonald-Cartier Bridge) open in the future as an 'alternate' route.

Aside from "quietly" reserving rapid transit routes in the region as early as 1971,13 the first announcement of any form of rapid transit was by the federal government on 1972-10-16, involving 12 buses to be funded and operated by the NCC.14

This isn't to say that "the N.C.C.'s attack on the Region's transportation problem" was limited to "the campaign against the private motor car as the mainstay of urban transport"; the NCC touted "the promotion of bridge and road building" in the same breath,15 and in 1973 actually envisioned converting the downtown portion of Wellington Street to a limited-access parkway all the way to Confederation Square as part of the embryonic Rideau Centre development.16

Nevertheless, on 1973-08-08, Regional Council approved an NCC proposal for a "bus loop transport system," in order for service to start on 1973-09-0117 for a trial period of one year.18 This service would be "operated by the Outaouais Regional Community Transit Commission [STO] and the Ottawa-Carleton Regional Transit Commission," and would help link "various Federal Government buildings within the Ottawa-Hull area."19

This 1973 joint OC Transpo/STO system map20 shows the detailed interprovincial bus loop route along Rideau and Wellington Streets connecting through LeBreton Flats over the Chaudière crossing to rue Laurier in Hull. As the NCC graphic above shows, the loop would change routes to use the Portage Bridge and rue Maisonneuve when those facilities eventually open:

System map for OC Transpo and STO with a square map of downtown Ottawa-Hull in the middle, with route information for each transit system on either side. The map shows all downtown routes, including OC Transpo routes in red (a number of which go west along Wellington and the Ottawa River Parkway), STO routes in blue, and the NCC bus loop in black, listed as Joint Services.

Later, "In October 1973, backed by a $500,000 NCC subsidy, transit authorities in the Capital undertook an experiment whereby the transfers of each system are accepted by the other. Elimination of double fares coincides with the rise of federal buildings, and employment in Hull and heavier traffic across the river."21,22,23

This was a couple of months before the Portage Bridge opened (with six general traffic lanes), and in the same fiscal year that the NCC started building bikeways, with "40 miles built and 30 more planned."24

Black-and-white photo of two people riding a bike toward the camera along a narrow path surrounded by grass, a few trees, and a few bicycles. A caption below reads, Bikeways, with nearly 40 miles built and 30 more planned, N.C.C. bikeways are making the Capital a freewheeling place, and the same in French.

At OC Transpo's behest, in March 1974, the federal governemnt implemented flexible working hours for downtown civil servants. This stretching out of peak travel hours would "improve traffic conditions and thus help speed up the transit service."25

The NCC's support to regional/interprovincial transit would increase to $1,259,432 in fiscal 1975-1976,26 and $1.18 million in calendar year 1978 ($503,000 of which went to OC Transpo),27 with a total of $2.7 million to STO and $1.8 million to OC Transpo between 1973 and 1978.28 The practice of OC Transpo and STO accepting each other's fares began to include monthly passes in May, 1980.29

Regional studies lead to first bus lanes


Not wanting to be caught unprepared by the new traffic patterns brought about by the opening of the Portage Bridge, the RMOC's Traffic Engineering Services department prepared a 51-page report in June 1973 examining the options for reconfiguring traffic through LeBreton Flats in order to facilitate movement once the Portage Bridge was built. This was particularly needed because it was initially expected that both eastbound and westbound ramps of Wellington would be closed at the NCC's request.30 Broad, Oregon and Duke streets had already been closed in April (including Broad at the intersection of Wellington).30

Spiral-bound light-blue textured cover of the NCC report entitled Traffic Study: LeBreton Flats (Portage Bridge), The Regional Municipality of Ottawa-Carleton, Department of Traffic Engineering Services, June 1973. A library sticker indicates it is Folio with call number Ref(o) 388.409713840893t

The report went to the RMOC's Roads and Traffic Committee on 1973-07-04, recommending "an immediate start on connecting roadways to channel traffic to and from the bridge."31

I briefly referred to the report and some of its recommendations in Part 11, including keeping the "Wellington Street Ramp" (alongside the Garden of the Provinces and Territories park) open "until the Portage Bridge is opened to traffic", but limiting it to just bus use, since it was being used not just by the Ottawa-Carleton and Outaouais transit services, but "also used by the Richmond Bus Lines and the Colonial Coach buses on occasion."32

More importantly, this report recommended a realignment of Wellington, Albert and Slater Streets to allow for exclusive bus lanes on Albert and Slater.31

The same month the LeBreton Flats study was released, the RMOC's Department of Traffic Engineering Services also released a Traffic Study of Bus Lanes on Albert Street, Slater Street, Rideau Street, and Montreal Road:33

Plain cover of a large folio report entitled Traffic Study of Exclusive Bus Lanes on Albert Street, Slater Street, Rideau Street, Montreal Road, by the Department of Traffic Engineering Services, June 1973, with the RMOC crest.

Of particular interest to this blog post are the bus lanes on Albert and Slater, and of particular interest to this blog series about Wellington Street is this map,34 which shows existing consitions in LeBreton Flats, with an inset map of proposed "road improvements" to realign Albert Street to join up with Wellington (which would itself be diverted) on its way toward Booth and Broad Streets.

Map of the south end of LeBreton Flats from Wellington and Preston to Bronson, showing existing conditions, with an inset proposal showing Albert street curving westward to join up with Wellington Street, which meets up with Slater Street in a V at Broad Street. A new stretch of road would connect the former Albert Street alignment near Empress with the eastern section of Wellington Street heading toward Commissioner, crossing the new Albert-Wellington alignment perpendicularly. Albert and Slater would both be six lanes wide between Bronson and Preston, where a new busway connection to the Ottawa River Parkway would be built.

While the bus lane scheme was popular, the closure of the Wellington ramp and realignment of Albert, Slater, and Wellington west of Bronson drew fire from Regional Council.35

At the 1973-07-25 RMOC Roads and Traffic Committee meeting, chaired by Wellington Ward alderman Joe Cassey (one of the founders of the Centretown Citizens' Community Association, and who would eventually be defeated by Diane Holmes in 1982), the Committee approved, among other things:36
"The Albert and Slater Streets bus lanes will be in operation between Elgin Street and Bronson Avenue and be extended westwards when the new roadway changes in Lebreton Flats, to coincide with the opening of the Portage Bridge in late October have been effected.

"It was agreed to try to stuff municipal water bills with leaflets to make motorists more aware of the new regulations. The roadway change will see Albert and Slater Streets turned into three-lane, one-way arteries through most of Centre Town to Wellington and Booth."
On 1973-08-08, Regional Council approved the LeBreton Flats report (alternative II-A), the bus lanes on Rideau Street and Montreal Road (to take effect 1973-09-10), and the bus Albert and Slater Streets (to take effect 1973-10-01).37

Rideau Street's bus lanes were postponed due to a delay in getting the traffic signs ready, and Montreal Road's lanes were postponed due to "an impending sewer installation project".38,39,22 Finally, however, the City announced on 1973-09-20 that "The city's first bus-only lane goes into effect along a section of Rideau Street during rush hours Sept. 24. The lanes will extend along a 10-block section from the Chateau Laurier east and eventually will be stretched out along Montreal Road ... Any motorist or cyclist caught in the lanes in rush hour will be liable to a fine of $20."40

On opening day, OC Transpo General Manager George Brady said the lanes were off to a good start.41 The 10 blocks of Rideau "were watched closely by 14 Ottawa policemen on motorbikes and on foot. Fourteen more were on duty this morning and will be the rest of this week until the bus-lane idea is established."42 Initial indications were that transit passengers have benefited significantly and the adverse affect (sic) on motorists appears to be minimal.43

Bus lanes on Albert and Slater, to open 1973-10-09 (a Tuesday), would affect 17 bus runs on 19 routes between Elgin and Bronson.44 This was proundly announced in a press release stapled inside the cover of the Ottawa Public Library's copy of the bus lanes report:43

Typewritten press release on RMOC letterhead dated 1973-10-04 entitled Exclusive Bus Lanes Albert Street and Slater Street, stapled to a blue cover page twice as wide as the press release page. The release announces the launch of exclusive bus lanes on Albert and Slater starting Tuesday morning, October 9, 1973.

The bus lanes would be effective from 7 a.m. to 9 a.m. and 4 p.m. to 6 p.m.36

Preston Street Extension


West of Bronson, these buses would merge onto Wellington Street, where a new "busway connection to the Ottawa River Parkway" would be built, opposite Preston Street.36 Page 2 of the press release goes into more detail about these changes:43
In 1974, it is planned to extend this part of the system of exclusive bus lanes westerly from Bronson Avenue to the intersection of Preston Street and Wellington Street. Between the intersection of Preston Street and Wellington Street and the Ottawa River Parkway, new roadways are being constructed which will be exclusively for the use of buses and when the system is complete, buses will be operating on exclusive roadways and exclusive lanes from the west end of Ottawa into the downtown area, providing a high level of transit service in this corridor.
The "exclusive bus ramp connecting the Parkway at Preston Street" began operation on 1974-03-04,45 and can be seen in the 1976 GeoOttawa aerial photos:46

Aerial photo of LeBreton Flats with street names annotated, extending from the Ottawa River Parkway in the west, Ottawa Street in the North, Albert/Empress/Slater in the east, and Primrose in the south, with Wellington running diagonally from bottom left to top right, and a bus link connecting from Wellington and Preston northwest to the Ottawa River Parkway.

Parts of the bus link were still around into the 2010s, which cyclists and pedestrians would use to access the Ottawa River. Although the pavement was cut off at the Transitway, official signs advised users to look both ways for buses before crossing. (seen here looking south from the Transitway toward Preston Street in August 2011):

Looking down an unpainted asphalt roadway where a section of gravel road is in the foreground. Grassy fields are on either side of the roadway, and in the distance are lowrise apartment buildings (Looking south along Preston extension to Albert).

The link passed under this bridge of the Ottawa River Parkway (seen here on a 2012 Jane's Walk with David Jeanes) before ramping up onto the Parkway itself:

A group of people are walking along an asphalt roadway, along which is a multi-use path with a painted yellow line. The roadway and path continue under a simple midcentury modernist bridge/underpass (carrying the Ottawa River Parkway) and then turns to the left.

In the last couple of years, the NCC has replaced the portion that connected the Parkway to the Transitway with a new pathway and sidewalk connecting to the pathway that runs along the north side of the O-Train line near Pimisi station (curiously, they've kept the disconnected ramp up to the Parkway), though it no longer crosses what is now the LRT guideway:

A multi-use pathway with a yellow centreline, and a concrete sidewalk along one side separated by a grassy boulevard. Mown grass and wooden fences on either side. The tops of downtown buildings are visible in the distance past a stand of trees in the clear blue sky.

What of the Albert-Wellington spaghetti?


So what happened to the plan to turn Albert and Slater into a six-lane expressway west of Bronson, feeding into Wellington Street?
"The foregoing item was referred back to Council with the request for a report on alternatives for eastbound and westbound traffic on Wellington Street west of Bay Street.

"Also, at the Regional Council meeting of October 24, 1973, Councillor W. Ryan, with respect to the foregoing matter, requested an explanation as to why Wellington Street (in the vicinity of the National Library) was turned over to the National Capital Commission and what, if any, compensation was received."47
... To be honest, I can't tell what happened. Presumably the project never made it into a budget, but I'm trying to get this post published, so that rabbit hole will have to wait for a second edition.

However, there were some interesting related recommended changes to Wellington in the LeBreton Flats report:

Closing the "Wellington Street Ramp" from Commissioner next to the Garden of the Provinces simplified traffic such that traffic signals could be removed at Wellington/Fleet and Wellington/Commissioner.48

To reduce confusion on the number of Wellington Streets, the report recommended renaming Wellington Street to Scott Street from Scott to Rochester, and renaming Wellington Street to Albert Street further west, with the little disconnected wishbone of Wellington Street renamed to Wellington Crescent.49 This is illustrated in the figure below.50

Line drawing map titled Traffic Study LeBreton Flats (Portage Bridge) - Proposed street name changes. Wellington west of Broad Street would be renamed Scott Street, and continuing east would be renamed Slater Street up to Bronson. Wellington east of Broad Street would be renamed Albert, to which it would now be connected, and the section of Wellington east of Hill Street to Commissioner would be renamed Wellington Crescent. Traffic signals would be removed at Wellington/Broad, Wellington/Fleet, and Wellington/Commissioner, and new traffic signals would be installed at Booth/Albert, Booth/Slater, Commissioner/Albert, and Commissioner/Slater.

The RMOC even passed a recommendation (part of the LeBreton Flats report)51 "that the City of Ottawa be requesteed to consider a change in street name" accordingly. However, I surmise that since the road realignment of Albert/Wellington never took place, this recommendation was never enacted and Wellington remained itself.

I apologize for the delay in the continuation of this blog series, which is now in its 6th year! I've promised myself to keep chipping away at this series when I can find the time and eventually finish it so that perhaps I could publish it as a book. To be honest, I want to resume blogging about other stuff, but there's still a lot of Wellington story to tell. The upcoming entry on the Transitway (Part 13) has the pieces ready but needs to be put together, so no time frame for that. I've also pencilled in the last two entries in this blog series, on the reconfiguration of LeBreton Flats (Part 14) and more recent changes (Part 15), but the research for both of these needs to be assembled. I'd also like to do a wrap-up post (Part 16) with a timeline summary of all the changes to Wellington Street.

As always, I've done my best to filter out the wrong information and provide sources for the rest; corrections are welcome by email, social media post, or comment (all comments are moderated).

Show/hide references

  • 1: ▲ National Capital Commission. NCC Annual Report (1973-1974), part one. National Capital Commission, 1974, p. 38.
  • 2: ▲▲ Smith, Wilbur & Associates. Traffic and Transportation Plan for Ottawa, Canada. Wilbur Smith and Associates (New Haven, CT), 1955, p. 157.
  • 3: ▲ Smith 1955 fig. 74.
  • 4: ▲ Bond, Courtney C. J. Where Rivers Meet: An Illustrated History of Ottawa. Windsor Publications, 1984, p. 110.
  • 5: ▲ "1954 System Map." Maps, Data and Government Information Centre (MADGIC). Carleton University MacOrdrum Library, Accessed on 2020-05-01.
  • 6: ▲ Ottawa Transportation Commission. "Ottawa Bus Routes, May 1967." Maps, Data and Government Information Centre (MADGIC). Carleton University MacOrdrum Library, Accessed on 2020-01-15.
  • 7: ▲ Haig, Robert. Ottawa, City of the Big Ears, 1975, p. 242.
  • 8: ▲ 1972 Annual Report. Ottawa-Carleton Regional Transit Commission, 1972, p. 3.
  • 9: ▲▲ 1972 Annual Report. Ottawa-Carleton Regional Transit Commission, 1972, p. 4.
  • 10: ▲ Ottawa-Carleton Rapid Transit Development Program, volume 1: Assessment of Need & Route Alternatives. De Leuw-Dillon-IBI Group, Nov 1977, p. 1.
  • 11: ▲ National Capital Commission. NCC Annual Report (1972-1973), part one. National Capital Commission, 1973, p. 32.
  • 12: ▲ "Schedule A, Draft Agreement between the National Capital Commission and Outaouais Regional Community Transit Commission and Ottawa-Carleton Regional Transit Commission and The Government of Quebec (part of Executive Committee report number 8/86 to the Council)." RMOC Minutes, 1973. Regional Municipality of Ottawa-Carleton, 1973-08-08, p. 1923.
  • 13: ▲ "Ottawa-Hull rapid transit routes reserved by NCC." Ottawa Journal, 1971-10-20, p. 1.
  • 14: ▲ "Rapid transit link for Ottawa-Hull." Ottawa Citizen, 1972-10-17, p. 1.
  • 15: ▲ National Capital Commission 1973 p. 28.
  • 16: ▲ "NCC revamps Rideau Centre 'super-look'." Ottawa Journal, 1973-07-19, p. 1.
  • 17: ▲ ""Bus Loop Transport System" (part of Executive Committee report number 8/86 to the Council)." RMOC Minutes, 1973. Regional Municipality of Ottawa-Carleton, 1973-08-08, p. 1915.
  • 18: ▲ "Draft Agreement between the National Capital Commission and Outaouais Regional Community Transit Commission and Ottawa-Carleton Regional Transit Commission and The Government of Quebec (part of Executive Committee report number 8/86 to the Council)." RMOC Minutes, 1973. Regional Municipality of Ottawa-Carleton, 1973-08-08, p. 1920.
  • 19: ▲ ""Bus Loop Transport System" (part of Executive Committee report number 8/86 to the Council)." RMOC Minutes, 1973. Regional Municipality of Ottawa-Carleton, 1973-08-08, p. 1916.
  • 20: ▲ OC Transpo, Société du transport de l'Outaouais. "Ottawa Bus Routes, December 1973." Maps, Data and Government Information Centre (MADGIC). Carleton University MacOrdrum Library, Accessed on 2020-01-15.
  • 21: ▲ National Capital Commission 1974 p. 37. The quote is from the NCC report.
  • 22: ▲▲ "Chairman's Report — 1973: Innovative Measures." 1973 Annual Report. Ottawa-Carleton Regional Transit Commission, 1973, p. 3.
  • 23: ▲ Waldman, Neil. "Ottawa trying to find stop-gap solution." Ottawa Journal, 1973-10-06, p. 49.
  • 24: ▲ National Capital Commission 1974 p. 28.
  • 25: ▲ "Flexible Hours." 1974 Annual Report. OC Transpo, 1974, p. 3.
  • 26: ▲ NCC Annual Report (1975-1976), part one. National Capital Commission, 1976, p. 34.
  • 27: ▲ "Interprovincial Transit." NCC Annual Report (1978-1979), part one. National Capital Commission, 1979, p. 21.
  • 28: ▲ "Interprovincial Transit Assistance Program." NCC Annual Report (1979-1980), part one. National Capital Commission, 1980, p. 38.
  • 29: ▲ "Fare Structure." 1980 Annual Report. OC Transpo, 1980, p. 8.
  • 30: ▲▲ Department of Traffic Engineering Services. Traffic Study: LeBreton Flats (Portage Bridge). The Regional Municipality of Ottawa-Carleton, 1973, p. 1.
  • 31: ▲▲ "Work planned for roads up to Portage Bridge." Ottawa Journal, 1973-07-05, p. 3.
  • 32: ▲ Department of Traffic Engineering Services 1973 p. 7.
  • 33: ▲ Department of Traffic Engineering Services. Traffic Study of Exclusive Bus Lanes on Albert Street, Slater Street, Rideau Street, and Montreal Road. The Regional Municipality of Ottawa-Carleton, 1973, p. 1.
  • 34: ▲ Department of Traffic Engineering Services 1973 p. 30.
  • 35: ▲ Lyons, Rick. "NCC traffic policies draw fire from council." Ottawa Journal, 1974-07-11, p. 3.
  • 36: ▲▲▲ Lyons, Rick. "Bus lanes supported despite quorum lack." Ottawa Journal, 1973-07-26, pp. 1, 4.
  • 37: ▲ "Executive Committee Report 8/81, including Roads and Traffic Committee Report 9." RMOC Minutes, 1973. Regional Municipality of Ottawa-Carleton, 1973-08-08, p. 1799.
  • 38: ▲ "Region revamps plans for special bus lanes." Ottawa Journal, 1973-09-18, p. 3.
  • 39: ▲ "Transit experiment to start on Rideau." Ottawa Citizen, 1973-09-18, p. 3.
  • 40: ▲ "Gangway (photo and caption)." Ottawa Journal, 1973-09-20, p. 3.
  • 41: ▲ "No Hitches: Bus lanes off to good start (photo and caption)." Ottawa Citizen, 1973-09-24, p. 3.
  • 42: ▲ "POLICE ESCORT FOR TRANSPO (photo with caption)." Ottawa Journal, 1973-09-25, p. 3.
  • 43: ▲▲▲ Department of Traffic Engineering Services 1973
  • 44: ▲ "New lanes to speed up 71 buses." Ottawa Journal, 1973-10-05, p. 4.
  • 45: ▲ "Parkway zip-buses start March 4." Ottawa Journal, 1974-02-22, p. 28.
  • 46: ▲ "1976 Aerial photography." GeoOttawa. City of Ottawa, Accessed on 2024-12-09.
  • 47: ▲ "The Regional Municipality of Ottawa-Carleton, Roads and Traffic Committee Report Number 11 to the Executive Committee." RMOC Minutes, 1974. Regional Municipality of Ottawa-Carleton, 1974-07-10, p. 2293. The report notes on page 2299 that: The Wellington Street right-of-way has never been turned over to the National Capital Commission and accordingly, there has been no compensation received for the right-of-way.
  • 48: ▲ Department of Traffic Engineering Services 1973 p. 29.
  • 49: ▲ Department of Traffic Engineering Services 1973 p. 43.
  • 50: ▲ Department of Traffic Engineering Services 1973 p. 45.
  • 51: ▲ "Executive Committee Report 8/81, including Roads and Traffic Committee Report 9." RMOC Minutes, 1973. Regional Municipality of Ottawa-Carleton, 1973-08-08, p. 1806.
Posted 1/04/2025 09:30:00 AM

1 comment:

  1. AnonymousJanuary 6, 2025 at 1:45 PM

    Thanks for sharing these Wellington posts, they're fantastic

    ReplyDelete

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