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Shane last won the day on January 12

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  1. CBC Ottawa livestreamed the press conference on their facebook page. You can find it here : https://www.facebook.com/CBCOttawa/videos/1376561322526025/ Peter Lauch says the running theory is that the pantograph of the train might have snagged the catenary wire at the transition point where it changes from flexible wire to rigid. He also said that passengers on the train "wouldn't have been the wiser" as the trains are equipped with battery backup power for 90 minutes, so the lights would have stayed on and the doors would have opened. What is not clear is if the battery backup power can power the traction motors to move the train even at a low or crawl speed to the station. If the pantograph snagged the wire at the entrances of the station tunnel, depending on which direction it was coming from, it would either have needed to slow down or continue at low speed to the platform to disembark passengers then assess the situation. 80 metres of wire fell. The rigid catenary is actually a metal beam with a wire on the underside. So that would explain where the wire that was damaged came from. Not the best scenario for the O-Train to experience but seemingly a good "test" that the train can get people off and not immobilize before reaching the platform in such an incident. So that is good to know. Also it was noted that when the system detected a problem or fluctuation, the power was cut and the system de-energized, so the loose wire was not a risk or live. The plan now is to move the vehicles. There are two trains coupled together, one has the pantograph that is inoperable as the wire is down, but the other vehicle's pantograph is able to reach intact wire and receive power. Once the area is re-energized, they will raise that pantograph and use that train to pull the other train out of the station to clear space to effectuate the repairs. This seems to bring us new information on the capabilities of the trains in that one single train can push or pull another single. More details to come I'm sure.
  2. New update has been released just now: On our St-Laurent station page (https://www.otrainfans.ca/confederation-stations/st-laurent) it is clear in the photos that the catenary is a rigid catenary and not a suspended wire like it is elsewhere outdoors. Still unclear what the wire being shown in the picture is from.
  3. The City of Ottawa just released this memo in regards to the stopped train at St-Laurent station this morning. If I am not mistaken, this would be the first incident of this sort on the line since opening to the public. I am not sure of the specifics as I am fairly sure the catenary in St-Laurent station is a rigid rail, and not a wire. I am assuming that the break did not occur at the station itself then. More updates are promised, so I'm sure this will be clarified.
  4. Good questions so far. Keep them coming!
  5. Good evening, I have several new interviews planned in the very near future. I do have a prepared scenario and questions all planned out but I would like to include a short portion where I ask your questions. Please keep in mind, unfortunately it will not be possible for all questions will be asked due to time limitations. As such, I will take a short selection of questions for each planned interview. The people next up for interviews are: Jim Watson, Mayor of the City of Ottawa. Troy Charter, Director of Transit Operations. Michael Morgan, Director of Rail Construction. Please keep questions appropriate, respectful and on topic. I will try my best to include a couple in each of the interviews. Please also specify to whom your question pertains. Thank you all for your interest.
  6. As suggested above by @J.OT13, I will be adding additional stations facts to the station profile pages. (Number of entrances, fare gates, fare vending machines, escalators and elevators). Can you think of any additional information you’d like to see added? Let me know. Thanks. The following was also suggested on Twitter : Washrooms, Fare Paid Zones, heaters & water fountains.
  7. I find most stations have good flow through. Parliament Station empties quite easily when trains arrive and disembark passengers. I do find that the elevators being located away from the main entrances is a bit of a two edged sword. I can understand that creating a shaft straight down from street level to concourse may have presented issues with underground utilities, garages and so forth. However I have seen enough people at the stair / escalator only entrances looking confused as to how to get down (with strollers, wheelchairs or mobility aids) that having had the elevators positioned in the regular entrances would have prevented. Look at Lyon Station, the regular entrances also integrate the elevators. Rideau Station (Rideau Centre and Rideau/Sussex entrance) is also in the same boat. Again, based on the layout that even the escalators don't travel in a straight line from mall or surface to the concourse shows that a straight down shaft would have been very difficult. Just look at Montreal's Metro. They have been escalator/stair only for many years. Recently they have been adding elevators but it is an engineering nightmare, and in many cases, requires several elevators to get down from street to mid-level, then another from the mid-level to the concourse, then another to the platforms. Some stations with elevators don't even have elevators to the surface. For example, Bonaventure has elevators between the concourse to the platform, but none to the surface. Berri-UQAM has elevators from concourse, to Orange Line and I believe now to the Green Line. Nothing to the Yellow Line so far, which would likely require 2-3 elevators to reach, from the green platforms. If you look at it in more depth, to get from street level at Berri-UQAM to the Yellow line platform, it could take potentially 4-5 elevators to reach. We are lucky that despite location, and engineering challenges, all our underground stations have complete elevator access from street to platform. It may not be the prettiest solutions but this stuff is rarely pretty when building in existing locations. To further the discussion, I agree that Rideau (Rideau Centre entrance) and Parliament Stations should have had more elevators from concourse to the street exits. Two doesn't quite cut it at the busiest times, and i would have rather seen 4. Lyon Station is sufficient with 2 elevators per entrance.
  8. Great news. Can’t wait to see them being tested. I think we should start a Train Test Spotting topic to follow these over the next few years. EDIT: I must be blind as this is the train testing topic. On a side note, the Trillium line FLIRT trains I believe will arrive in 2021, with testing to surely follow.
  9. Good idea. I’ll look into adding that this month. Thank you.
  10. Ken Woods has posted the following information on twitter: Ken Woods‏ @drivesincircles They've been pulling trains in and chemically scrubbing panels. Every train is getting an hours-long scrub. Two years of salt, rubbings from the pantograph and overhead wire, and slushy water saw a train with power issues on NYE. Watching this one closely, myself. Passengers may see a few more trains going out of service at Blair over the next few days. We have been hot swapping the trains onto the line to bring trains in for their scrub. All trains will be done this weekend.
  11. News today is that the outage was caused by "road dirt" that ended up in between the power connection, to put it loosely. So either on the catenary, the pantograph or both. Based on the location where the issue occurred just north of uOttawa Station, the track does start descending to enter the tunnel. With cars passing quickly along the side of the guideway on Nicholas, and the catenary being lower, it is possible some spray was left on the line. Although I do think there are still details missing as the train would have been moving with some speed and momentum (in addition to starting to go downhill on a grade), and so it should have cleared the "dirty" portion and regained contact and power once it was passed. UPDATE: CBC Ottawa is reporting that the pantograph on the uOttawa train was “dirty” as being the cause of the issue.
  12. Some additional details shared by CTV Ottawa in a statement from Troy Charter, Director of Transit Operations.
  13. NEW YEARS EVE - December 31, 2019 https://www.otrainfans.ca/news/memo-lrt-service-update-for-new-year-s-eve Please see the below update regarding LRT Service for New Year's Eve. Mayor, Members of Council, Members of the Transit Commission, This evening there were 2 separate occurrences where trains lost power and were unable to continue in operation. The first occurred at Cyrville Station at 17:02. End to end rail service continued to operate with customers experiencing longer commute times. The train at Cyrville Station was removed and returned back to the maintenance facility at 18:51. At 17:53 a second train lost power just west of UOttawa Station. The transit operations control center implemented alternate service plans immediately to keep customers moving and mitigate the delays associated with the 2 events. Train service operated on a loop from Tunney's to Parliament Stations and from Blair to Hurdman Stations where with R1 replacement bus service running between Parliament and Hurdman Stations. At 23:50 the train at uOttawa was removed back to yard and full service resumed at 23:53. Philippe Landry, P.Eng. Acting General Manager, Transportation Services Department Source : City of Ottawa --------------- Just my personal opinion and speculation on the disabled train last night at uOttawa Station. A lot of social media comments are focusing on the length of time it took to remove the train, keep in mind that this was a power issue. Unlike the doors and computer issues of late. With doors or computer issues, the turn around time has gotten quite quick as they isolate or reset and continue on. But if the train is experiencing a power issue (remember they run on 1500volts), moving a train would naturally be more difficult. According to the memo released, there were two power issues. One affecting a train earlier on at Cyrville and another at uOttawa sometime later. The Cyrville train was removed in 2 hours and the uOttawa in around 6. The memo doesn’t paint the complete picture. As such, we don’t know how both incidents differed and what caused the second to be more time consuming and no doubt more challenging to rectify. Anyways this is just my take on the situation. Bottom line, it would stand to reason that door and switch issues, which we are all more familiar with are a magnitude quicker to resolve than a power issue. I’m sure more info will come out in the days that follow.
  14. I was at the VIA Rail terminal at Tremblay today and there seems to be several areas along the sides that are undergoing work / renovations. There didn't seem to be any food vendors open as a result. I remember there being a Subway and a coffee shop before, which seemed to be absent today. I haven't been able to find any details on what improvements they are making. Anyone know more?
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