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occheetos last won the day on August 12

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  1. Electrification as part of Stage 2 would have been too expensive, so they've deferred it to some "future" project. The nice thing about the FLIRT is that when it eventually is electrified, the FLIRTs can be easily converted to be used under fully-electric operations.
  2. I'm just re-posting what I wrote on SSP: I don't know if this has ever been noted on this thread (the search feature doesn't let me go back far enough based on the words I was looking for) so apologies if I'm stating the obvious here. I don't know why I had never realized this sooner, but it had always confused me why the original functional design for the extension noted that the frequency of the Trillium Line would be 8-10 minutes which of course was back in 2015 and then the next time a report was published that mentioned the frequency (I believe it was 2017) suddenly we had a hard 12-minute frequency limit. I had always wondered why this decision ended up being made, and people like roger1818 have suggested that the 12 minute frequency is an attempt to under-promise and over-deliver but while I was reading some documents today it struck me. The original functional design was planned under the assumption that the Trillium Line expansion project would be successful, and in 2015 when that project utterly flopped the functional design was updated to account for that. So no unfortunately, barring a miracle (which will be quite unlikely with the lowest scoring bid), I definitively don't think this could be a case of under-promising. But wait! There's more. In the set of documents that were accidentally released on Dropbox from a number of months ago there are some meeting notes from the consulting meetings that happened during the planning of the extension. From a meeting in May of 2015 there is this quote: Yeah, "recent experiences". The decision to go with 80m trains was made following the failure of the expansion project and as we know now has had the effect of turning this from a project that planned to meet the ridership of 2031 into a project that is expected to last until 2048 because of the higher capacity that the longer trains will provide. Well okay, at least we'll have the capacity we need even if it was ultimately at the expense of frequency. But, although there aren't any meeting notes in the documents from after May 2015, I think the decision to settle on double length trains had some important implications to the effectiveness of the airport spur as well. From the original planning presentations, it was shown that the selected operating model was a mix of branch and direct operations from both Bowesville and the Airport to Bayview that would change depending on demand. Frequency North of South Keys would be 8 minutes, and worst case (using the direct to Bayview from both extension stations option) would see a frequency of 16 minutes to both Bowesville and the Airport. Fine for the airport, not fantastic for Riverside South (though this would obviously not have been used in peak periods) but certainly a lot better than the 24 minute frequencies we'd have if this were done under today's plan. Obviously changing the frequency of the mainline would have negatively impacted the effectiveness of this plan, but at least you'd still be able to run trains direct to the airport during events at the EY Centre right? Well no, because the current design for the Airport Stir still only includes platforms for single-length (41m) trains so you couldn't run direct trains without sacrificing capacity on the main line, which depending on the scenario, may not be ideal. Now I guess there'd really never be a case, even under a really busy event at the EY Centre, for there to be a need to use 80m trains on the Airport Spur. I don't really have any passenger metrics to back up the idea that the effectiveness of the spur will really be impacted. I can only assume and trust that the planners took that into consideration when they decided to limit the airport spur's platforms. That said, there's an easy fix. Just extend the platforms to the full 75m and leave them totally empty. You'd have the nice part of the station with shelters and covers for the short trains and still have the full platform available if you ever needed to run a large train out there. Maybe that's why the passing track on the spur was extended so much? Ha, wishful thinking. Obviously this project has been way too far in planning to be changed, but the failure of the expansion project really f****d the plans for the Trillium Line. Would it be too much to say that the expansion project is the single worst [transit] project ever undertaken by the city, or does that still belong to the N-S LRT plan? I agree with lrt's friend that the limitations of the frequency will limit the attractiveness of the Trillium Line to anyone who doesn't live right by it or in an area where it's the only rapid transit option. I think 8 minutes was the sweet spot between really high frequency like the Confederation Line (overkill) and the old 15 minute frequencies. A really common thing that happens (and I've done this myself) is that people will take either the 7 or 10 from Carleton to get downtown instead of using the "rapid" rail transit option(s in future) to get downtown which, among other things, limits the carrying capacity of those bus routes for local passengers. This happens because people might have just missed the train and it's just not worth walking all the way to the northbound platform for a train that will come in 12 minutes when in the same time two buses on either of those routes will arrive. But anyawy, the Trillium Line desperately needs more capacity and like I mentioned the thing is already under construction and it's too late to change anything. I'll take what I can get, even though I probably won't be here when it re-opens. Bummer.
  3. A CTA decision on the Trillium Line extension from back in May: https://otc-cta.gc.ca/eng/ruling/r-2019-73 Things I noticed: I guess there'll be some consultations on these? The new extended track south of Greenboro will be known as the "Bowesville Subdivision". The Prescott Subdivision will be no more. The Airport Spur will officially be known as the "Airport Spur". When the EA addendum was published, it had a chart of the simulations conducted based on the Stadler FLIRT's capabilities and showed a max speed of over 100km/h south of South Keys. If the track gets limited to 80km/h, that'll be disappointing. The Airport Spur is supposed to be complete next year?? I imagine this must only be referring to track work.
  4. I think I'm going to be out in the area again later this week so I'll be sure to check it out.
  5. Here's the document It says it will be a corrugated steel pipe culvert across the trench. I'm not a structural engineer but I would have imagined some kind of preparatory support work would be needed in order to support the weight of various equipment and the new bridge decks. At least some shrub removal. I guess if it is just a big pipe, that should be easy enough to install. Not sure why they needed 3 weeks for it though... In the photo above you can see a tarp lying next to the tracks. I was also there a few weeks ago and the tarp was lying across the tracks. I think they were doing some kind of work at the edge of the trench, not sure what it was though. This is roughly how long the culvert is supposed to be:
  6. This is what the Trillium Line looked like at the 417 yesterday: One week left to build the culvert?
  7. To quote what John Manconi said "Be the leading edge, not the bleeding edge". Electric buses are proven, and even in climates very similar to ours (looking at Montreal here). When we got the Hybrids, they were completely new. Yes, the batteries on the hybrids are one of the top problems with them, but they're also now a decade out of date.
  8. That specific case is just CN using a leased locomotive.
  9. Just because CN is considering the abandonment of their tracks in Ottawa does not mean another railway will not fill its place.
  10. C7 is Portage and C8 is Dreamcatcher. Haven't been able to spot C4 or C9 yet.
  11. Well, on every article/thread on the LRT I see (and have seen for the last 5 months) there's always a handful of people who comment on how everything is going to fall apart once it starts snowing, so I guess I have to ask... @Corvulpes, are you able to comment on the reliability of the trains during the winter months?
  12. It's been a little while since I was last in Montreal, but as I remember the ventilation in the Azurs was much better than on the older vehicles.
  13. Sounds familiar... Guess they're taking their time to decide I mean, they have plenty of it for now. There was always some speculation on SSP as to whether that pocket track would be real or was just an indication of a future track (as they've done on geoOttawa several times before). It was last updated (as far as I can tell) after the contract was awarded to TransitNEXT. The data is whatever TransitNEXT's plan was at the time of bidding, I'm guessing. I was told the pocket track at Limebank isn't supposed to be there and that it would be removed soon, but it's still there for now. I took it out of the map data on this site.
  14. Montreal purchased additional Nova units late last year to continue their pilot. All buses on the 36 are now electric IIRC.
  15. The new signals near Greenboro have been brought online. Two trains were out testing them this afternoon between Brookfield and Greenboro. One train was slowly crawling towards Greenboro under Walkley and the new north-facing signal was showing Green over Red. Looking good!
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