When car parking becomes bike parking

A couple weeks ago, I was asked on Mastodon (the only social media where I'm active any more) for photos of car parking spaces converted to bike parking corrals. I figured I'd compile them into a blog post, as it's the kind of thing I used to blog about.

Post by @ellie@ellieayla.net

View on Mastodon

As it turns out, most of the examples I know of in Ottawa are actually onstreet car parking space conversions, and most of the photos I have of them will be in a large unsorted digital pile of photos. But I have two examples that fit the bill closely, and a bunch of other interesting examples:

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

Part 12: 50 Years of Rapid Transit in Ottawa

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• NCC Boost and Interprovincial Bus Loop
• Regional studies lead to first bus lanes
• Preston Street Extension
• What of the Albert-Wellington spaghetti?
• Context for rapid transit
• References

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

Wellington Street Part 11: The Portage Bridge

Part 11: Portage Bridge

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• Options for crossing the Ottawa River
• Splitting Wellington again
• Finishing touches
• Bridge name, location decided
• Construction begins
• References

The Jane's Walks Ottawa walking tour festival takes place this weekend, with a launch event picnic dinner under the Booth Street bridge at Pimisi Station today from 6-8pm. This year's festival theme is Building Bridges, which fits in very well with the next section of my blog series on the many traces of Wellington Street: The Portage Bridge.

In the previous post, Part 10, we took a step back into the NCC's rearrangement of land and roads in LeBreton Flats in the 1960s. This resulted in the splitting of Wellington Street ending just west of Bay Street as it turns into the Ottawa River Parkway, and connecting to itself via offramps, as we can see here in this photo:¹

That arrangement would be relatively short-lived.

Wellington Street Part 10: Nepean Bay and the Ottawa River Parkway

Part 10: Nepean Bay and the Ottawa River Parkway

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• Nepean Bay Infill
• Ottawa River Parkway
• Closing Britannia Terrace and other streets
• References

In the previous post, we talked about the peripheral effects on Wellington street from the Garden of the Provinces construction, the LeBreton Flats expropriations, and the lowering of the C.P.R. Prescott Subdivision (all NCC projects).

Today's post will look at the Ottawa River Parkway, whose history is not well documented insofar as it affects Wellington Street. We're still in the 1960s, prior to the breakup of Wellington at the viaduct covered in part 8.

To get us situated, this colour photo from the early 1960s shows Wellington Street winding up from the bottom of the photo up across the viaduct, through LeBreton Flats, and into downtown:¹

Wellington Street Part 9: The NCC's distractions (early-mid 1960s)

Part 9: The NCC's distractions (early-mid 1960s)

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• Sparks disconnection and the Garden of the Provinces
• LeBreton Flats Expropriation
• The Queensway and the CPR trench
• References

In the previous part of this series about the renamings, connections, and disconnections of Wellington Street, we looked at the Ottawa Journal campaign leading up to the August 1969 viaduct transplant that broke Wellington Street apart over the tracks to connect with Scott. Today we'll skip back a few years now to look at what the NCC was up to around Wellington Street in the early 1960s.

Wellington Street Part 8: Viaduct traffic, Journaled

Part 8: Viaduct traffic, Journaled

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• History written by the whiners
• 'Battle of the Bridge'
• Bayview slip lane
• Westward city growth gets the wheel squeaking again
• Viaduct repairs 1920s to 1950s
• Wellington Bridge is Falling Down 1960s
• New Wellington Viaduct to be built
• Wellington Street Officially Severed
• 'Replacement' viaduct will disconnect Wellington
• Reaction to Wellington disconnection
• Demolition of the Wellington Street Viaduct
• References

Although I set out in October 2019 to write this Wellington Street blog series looking to learn about the street's various connections and disconnections, the last three parts, ending with a look at a 1950s traffic study were a bit of a sidetrack.

The last connection change was back in Part 4 when the Wellington Street Viaduct was built in 1909 (overtop an existing route). As it happens, the next major change to Wellington Street that we'll look at is when the viaduct was replaced.

The Viaduct gets an entire post thanks to the Ottawa Journal's obsession with its role as a bottleneck for afternoon rush-hour traffic.¹

Wellington Street Part 7: Dawn of "Modern" Transportation Planning in Ottawa

Part 7: Dawn of "Modern" Transportation Planning in Ottawa

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• 1955 Traffic and Transportation Plan for Ottawa
• Wellington intersection recommendations
• Wellington-Sparks-Fleet-Commissioner
• Wellington-Broad-Albert-Rochester
• 1949-1953 Collision Statistics
• First Advanced Green signals in town
• What came of it?
• Also on Wellington
• References

If A.E.K. Bunnell's 1946 report covered in Part 5 recommended a few tweaks to the road network, and the 1949 Gréber report we looked at in Part 6 reimagined large swathes of the City's buildings and transportation network, a January 1955 report report on traffic and transportaion in Ottawa by consultants Wilbur Smith & Associates came in somewhere in the middle. No renamings or disconnections of Wellington Street in this installment, this time we're going on full traffic nerd mode.

This 245-page report¹ took a detailed snapshot of traffic in Ottawa, and made a number of specific recommendations, many of which involved Wellington Street. In today's part of the Wellington Street blog series, we'll dive into this report and see what it had to say about traffic in general, and Wellington in particular, in the mid-1950s.

Wellington Street Part 6: Postwar traffic on Wellington

Part 6: Postwar traffic on Wellington

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• Jacques Gréber's Downtown plan, 1939
• Gréber's 1949 Plan for Canada's Capital
• The main connection to the west end
• The public weighs in on Wellington
• End of Part 6
• References

Back in January 2020, we left off with Part 5, in which we watched traffic get heavier on Wellington Street from the 1910s to the 1940s. After a hiatus to do more research and life getting in the way, we're now back to look at government interventions in and around Wellington Street in the ten years following the end of World War II.

The biggest change for the City of Ottawa was on January 1, 1950,¹ when Ottawa annexed nearly all nearby developed area, including Westboro, Ottawa West, Hampton Park, Highland Park, Woodroffe, Laurentian View, McKellar, Britannia, etc. Thich comprised 7,420 acres (3,000 hectares or 30 square kilometres) of Nepean and Gloucester Townships,² as seen in the two large sections on the map below.³ Much of this was burgeoning suburban development which fed a daily stream of workers into downtown Ottawa.

Although Richmond Road was thus brought into the City limits, it retained its name west of Western Avenue, where Wellington ends.⁴ Since there were no major physical changes to Wellington Street specifically in this period, today's post will look at traffic in general on Ottawa's Wellington Street.

Wellington Street Part 5: Tinkering with traffic (1910s to 1940s)

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• Viaduct makes Wellington an artery for the 1910s
• Speeding and slowing traffic on Wellington in the '20s
• West End pedestrian woes in the '30s and '40s
• Toronto traffic consultant pays Ottawa a visit
• End of Part 5
• References

Let's continue with our journey exploring Wellington Street as the street was extended, renamed, and rerouted over its 200-year history. In today's post, we'll look at the many little clues that give us an idea of what traffic was like on Wellington Street from the 1910s to the mid 1940s.

During this time, Wellington street wasn't extended or curtailed, but traffic in the city got busier as more people drove automobiles and the City's response to this traffic problem had to mature to cope with it. To set the scene, here's LeBreton Flats from around 1930, with Wellington Street coming in from the left and winding up through to downtown:¹

Wellington Street Part 4: As the City grows, so does Wellington (1880-1912)

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• 1880 Renaming of George Street, Victoria Terrace, and Richmond Road
• Railway Crossings
• Great big fires
• 1908 Renaming of Richmond Road through Hintonburg
• Wellington Street Vidauct
• Wellington widening and paving through Hintonburg
• Clearing up the 'middle section' of Wellington
• 1912 Re-renaming of George Street and Victoria Terrace
• References

Before our foray into the east end of Wellington Street in the previous post, we were talking in Part 2 about the first roads in Ottawa and how the fledgling town's road network began to develop in the new neighbourhood that would one day be called LeBreton Flats.

In this post we'll look at the period from about 1880 to 1912, during which time rail lines cross over Wellington at grade, fires ravage the western part of the street, Ottawa absorbs various suburbs, and an excessive number of bylaws authorize the renaming, widening, and paving of Wellington Street. To set the scene, here's what it looked like to walk in the middle of Wellington Street in 1898:¹

Wellington Street Part 3: Wellington and Rideau's on again, off again, connection (1820s-1913)

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• The Fortress at Barrack Hill
• Wagon Trail to Sappers' Bridge
• Sparks Street Extension to the Canal
• Wellington Street extension to the Canal
• Dufferin Bridge restores Wellington-Rideau connection
• Postscript: Confusion Square
• References

In this blog series about 200 years of physical and nominal changes to Wellington Street, most of the action is West of Bank Street, particularly in LeBreton Flats. The previous post showed the earliest of these changes. Today we will examine the changes to the east end of Wellington Street in the 1800s, as it dabbled with connections to Rideau.

Wellington Street Part 2: The west end's Muddy Trails to street rails (1828-1870s)

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• Union Bridge across the Chaudière
• Pooley's Bridge and the Wellington link
• LeBreton Flats is laid out
• George Street and Victoria Terrace
• George and Wellington: intersection or continuation?
• References

In the previous post, we drew lines from the Dukes of Richmond and Wellington and connected them to the roads bearing their names in Ottawa via the Earl of Dalhousie and Colonel By. We ended with Colonel By establishing By Town and laying down Wellington and Rideau Streets in Upper Town and Lower Town, respectively.

Today we continue the saga of Ottawa's Wellington Street and start to look at its earliest connections with other roads and the names they've had. We'll be focusing on the western end of Wellington Street as it skirts around the edge of LeBreton Flats. (The full list of posts is in the Introductory post in this series, populated as each part is posted)

Wellington Street Part 1: Ottawa's earliest roads and their namesakes (1800-1826)

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• The first European settlers
• The earliest roads
• Eponyms of the earliest roads
• Establishing Wellington Street and Bytown
• References

To go beyond a simplified summary and conduct a thorough review of the history of changes to all the roads in Ottawa called "Wellington Street", we need to go back to Ottawa's earliest days as a settlement and where that all came from.

It's easy enough to say "Richmond Road was named after the Duke of Richmond and Wellington Street was named after the Duke of Wellington", but that doesn't answer the questions of who those people are and what relation they bore to Ottawa and to the people who built its first roads. So let's get into that.

¹

The many traces of Wellington Street - Introduction

You may already know that Ottawa has both a Wellington Street and a Wellington Street West, but it was not always so simple. A man standing at the corner of Scott and Bayview in the pre-smartphone days of the early 2000s asked me for help finding an address on Wellington Street, and I had to confess that I didn't know which of three Wellington Streets to direct him to!

I'm looking mostly at YOU Wellingtons. You are unnatural and should not both exist.

— Cassie 🚲🐈 (@cfulgham) August 15, 2016

I was reminded of this recently and got curious about when these various geometric and name changes took place. I already knew that the City of Ottawa renamed many streets, including two of the Wellingtons, following amalgamation in 2001, and a quick look at an aerial photo reveals clues to how various physical changes broke Wellington Street up. Dennis Van Staalduinen tried his best to explain it on a couple of Jane's Walks in 2012 and 2013, the notes of which he has posted on his website, and a follow-up map in 2016. I even covered the topic myself in a 2010 blog post!

But these were all snapshots; I wanted the whole story. I searched my own collection of books on LeBreton Flats, Ottawa, and the NCC, and found nothing describing the actual changes to Wellington Street. I searched the Web as well, but found only the most recent changes. It turns out that anybody who's written about LeBreton Flats has been more interested in the buildings, people, and land, than on the nomenclature and alignment of its primary artery! (I jest; this is entirely reasonable)

So I took a few trips to the Ottawa Room, bought a subscription to Newspapers.com, and collected a trove of information about Wellington Street, with many twists and turns along the way. Changing names and alignments is a Wellington Street tradition that goes back to the early 1800s and most recently this past September!

Over the past two months, I've painstakingly assembled this information into the following blog series to detail everything I can find out about Wellington Street—everything, that is, except for the buildings, people, and land! Depending on how you count it, Wellington Street was officially renamed between 7 and 21 times, and that doesn't even count all the times where it got physically disconnected or redirected! I've done my best to filter out the wrong information and provide sources for the rest; corrections are welcome by email, tweet, or comment (all comments are moderated).

The first part goes up tomorrow at noon, and the rest of the 10+ parts are in various stages of development and will be posted thereafter. The posts and the headings within them will be added to the bottom of this post as they are added. But first, a quick rundown of Wellington Street:

Peds on Weds: Part 4: A history of sidewalk design in Ottawa

Today for the fourth and final entry of the sidewalk-design series, I'm going to give a history of sidewalk design, starting at the establishment of the original City of Ottawa, in 1855 (and earlier!). In part 2 of this series, I already gave a "little history" of the Toronto-style sidewalk design, relating specifically to how they became standard back to the establishment of the current amalgamated City of Ottawa in 2001. This followed part 1, in which I described "Toronto-style" sidewalks and the problems they're meant to address, and part 3, in which I discussed some of the issues the Toronto-style sidewalk itself has faced.

Today's entry starts with the West Ward Market, built in 1848 by Nicholas Sparks. This was used as Ottawa's first City Hall, roughly where the NAC is today.

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The first municipally-built sidewalks in Ottawa actually predate the City of Ottawa's 1855 incorporation: by-law number 37 of the Town of Bytown, approved the 23rd of September, 1850, was "To authorize the expenditure of £75 in making a Plank Sidewalk, S. side York Street":

The lonely elm

When the LeBreton Flats saw the arrival of the "road header" tunneling machine, its disembodied chewing tool seen here, an old Elm Tree played host.

The tree also played host to a stop along Dennis Van Staalduinen's Jane's Walk in May 2013, providing the walkers some shade:

The stones don't fall far from the Hill

The Confederation building (1927) and Justice building (1935) on Wellington Street just west of Parliament Hill nicely frame the original Bank of Canada building (1937) on the south side of the street when you look south from Vittoria Street.

In this space used to be a number of stone carvings from the parliament buildings, including these two top-pieces from the stonework along Wellington Street in front of Parliament Hill. The photo above and the two below were taken on Victoria Day, 2009:

War Memorial

The war memorial at Confederation Square, at the top of Elgin Street at Wellington, is designed to be larger than life. You have to go pretty high up to get a good idea of just how big a site it is (and this photo omits the vast plaza off screen to the right). I took this photo the same day I took this one of the roof of the Central Post Office.

Obviously, this is the site of Canada's annual Remembrance Day ceremony. Every November 11 at 11am, this square is filled with veterans and dignitaries, and the streets surrounding it are packed with onlookers.

Some other things become clear at this location when viewed from above. One is that the former train tunnel that runs along the Rideau Canal below the Chateau Laurier (more recently the Canadian Museum of Contemporary Photography, and Parliamentary offices).

Another is the alignment of the Plaza Bridge. I've always been a bit confused by the layout of the concrete here (which is more slippery to bike on when it's wet), but from up above you can clearly see how it follows the Canal.

[Look for more one-photo posts under the label Singles]

Respecting veterans, heritage, and current office needs

Not too many years ago, the East Veterans Memorial Building at Wellington and Lyon (built 1949-1956) was renovated, and received some upgrades. However, I only recently noticed that these renovations included a modern office extension of the building on the top floors. On the ground, you can only see the new upper floors from the west side of the Lyon Street sidewalk, all you see from Sparks Street is the original building:

An excellent demonstration that you don't need to stick a 20-storey tower on top of a heritage building to modernize it!

There is a report on the seismic rehabilitation (PDF - Google html preview here)

[Look for more one-photo posts under the label Singles]

Peds on Weds: No; more ifs, ands, or buttons

Back in May I had a lengthy blog post titled No ifs, ands or buttons which described in detail how terribly complicated pedestrian buttons are in a road environment that is designed for cars.

Since that post, I noticed a few more situations I omitted about pedestrian buttons. These examples are all at the edge of Centretown or just outside it.

Outside the fancy new Ottawa Convention Centre at Colonel By Drive and Daly on the other side of the Rideau Canal, some of the concrete pavers are lined up with grooves in the middle. This is an accessibility feature so that the visually impaired can safely direct themselves to the crosswalk safely, and stop before getting to the edge. The grooves in poured concrete sidewalks perform the same function (and most streets that have precast pavers for sidewalks will use a concrete pad at the intersection to provide these accessibility features). Can you see the problem?

The groove takes you to the centre of the crosswalk, but the buttons you need to press to activate the pedestrian signal are at the edges of the crosswalk. And this crosswalk is so wide that the button on the right side didn't even fit into the shot.

But at least at that intersection, the button is necessary for anyone to use the crosswalk—not just the visually impaired—so at least there's someone else there to activate the crossing signal. As mentioned in the May entry, this is discernible by the sign above the button on the pole. If our blind pedestrian is lucky, the sighted pedestrian will press the button for three or more seconds, activating the audible signal, instead of just the quick press required to request the crossing.