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DavidBellerive

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DavidBellerive last won the day on December 8

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  1. The Bank Street alignment is probably one of the most "logical" north-south alignment as it doesn't overlap too much with existing alignment while serving an actual north-south axis. Generally speaking, agreed "effective" radius for mass-transit is around 600m from station. In this context, I created a map of where potential stations would be versus existing / future Trillium line stations, and there is not that much overlap. The only real overlap between the two lines is Walkley if built as separate stations. Of course it would be a REALLY expensive endeavour, but it is one of the most logical alignment for densification. I do not really believe it would kill the need for Trillium as they do not really overlap, but might remove any real necessity to double-track all of Trillium in a 30-50 years timeframe. I also agree with @Herlsone that there is a better case for this alignment than the Barrhaven LRT or other alignments south of Carling Ave. Of course those who live in Far-Haven will suggest otherwise, but ridership ain't there, nor density. @Matth69000 which software do you use? Illustrator? Amazing work by the way.
  2. Couldn't find a specific answer other than it is the responsibility of TransitNext (SNC) to provide the system. Seems like there was no announcement or decided provider as of PA's signing. Might be a question to escalate to the Stage2 team?
  3. Thanks for the update. Personally I don't have much issue with the lack of padding, but can see why some might find it annoying.
  4. So it seems the "second batch" of LFS for R1? Are those the ones with more seat padding or thats even further down the line?
  5. As always Shane was really quick to post the FEDCO presentation, and I am really happy with what we got to see for the Trillium line. New Station Designs In a move to increase accessibility, many stations are being reconfigured to include elevator access in addition to the slopped ramp. Excellent choice as it makes it considerably more accessible for those with mobility issues, especially in the winter time. It is not clear to me if all stations requiring elevated access will be configured the same way, so I'll keep my eyes open. As I said over on Twitter, it makes Stage 2 Trillium feel more LRT-like than commuter rail, which I see as a good thing if development is to be densified around the stations. The part about "PA compliance" surprised me as, if I recall, the PA did not include requirement for elevators? Maybe an effort by SNC to get closer to the "passing technical grade"? Construction Progress Most of you probably saw the video, and it seems like good progress is being done already. Given that the line is expected to reopen in Q3 2022 (in time for the new semester at Carleton if I recall), it looks like work south of Greenboro is progressing well with most of the alignment cleared, and getting ready for rail install. It probably helps a lot that south of South Keys it is mostly a "greenfield project" but we are seeing significant progress since the start of work in Q2. I think we can expect most of the overpass crossings work to be done next summer, tracks installed by the end of 2020, completion of stations 2021 and testing /commissioning early 2022. I'll say it: early delivery by a few months maybe? Probably a unpopular opinion there, but I do believe SNC-Lavalin is doing a great job so far. It seems to me like people want them to fail, but I'd rather see them deliver on time / on budget like they did on many expansions worldwide then see a Canadian based company fail. There is a lot of reasons to say they don't have a good corporate track record, but I sincerely they can get it done efficiently and in a smart manner. Vehicle MSF / Delivery First of all: the Talents are still on the site at Walkley. Second, piling and start to foundation work is actually great! I assume they cannot install trackage for as long as the mainline access is operational, so it probably will slow down until next summer, but again trending in the right direction. I was disappointed that we didn't get more vehicle related details today, but we'll see as designs come closer to final. I wish the city was more transparent on this personally as some crowd sourcing of ideas can help. One More Thing... The music in the "update video" is excellent. In fact, I really prefer that format of video than the ones with got alongside Stage 1. I hope it is part of TransitNext / City plans for update communications and its improvement vs Stage 1.
  6. From what I see and what people report, I would agree with you that its been running smoother overall. TCMS issues are trending down, doors issues are stable (with quicker resolution and isolation though, so less bad from a CX perspective), and switch issues trends down. The key point is that issues are better managed when they occur, and seem to result a lot less in the line being crawled. Good on OC for adapting to the issues and, what seems to be, RTG / RTM getting the work done.
  7. IMO it should have been done a long time ago. This is best practice and one of the least expensive way to start new lines. This is how we got the original O-Train after all! However, the lines being considered seem to me like implementing them in a "meaningful" line would probably not give an alignment worth developing other than a future "circle line" / east west connector that would be IMO too far down. We'll see if some designs are proposed and "priliminary ideas" are coming, or just capital expenditure.
  8. Last night I noticed a derail was installed south of Greenboro station, which likely indicates that work will or is taking place on the rails themselves south of the station.
  9. For what it is worth, Stage 2 documents so far still show the Southeast BRT as active, so I would assume there will still be a 97 between Hurdman and South Keys, with a 98 to Hawthorne. I would also suggest that, if the Carling / Baseline BRT is implemented by 2022 (in some form at least), it would bring more trips on the alignment. Of course the plans are mostly under wrap and probably still being worked on, but we'll figure out at some point. As for whichever would be best between Carling or Baseline is a tough call. Ridership wise I'd argue in favour of Baseline (would make an excellent east-west connection reach Algonquin from the southern parts of town), but potential development wise Carling seems to be in a boom of development with new condo towers and high-rise projects, which offers a good densification opportunity not available on Baseline currently. Whichever is built, I don't think they would be able to use Walkley Yard for a MSF or LMSF simply because the track radius to go from Line 2 to either Carling or a Baseline alignment would be really tight, and likely not usable as anything else than a launch connection. In that regard, I don't really believe one stands out as better than the other. Other option would be to use Line 1 at either Baseline (which would need a massive reconfiguration to implement it) or Carling (closest access point would be Lincoln Field, which is "right in the middle" of the LMSF / MSF) to launch the trains.
  10. Honestly I am getting tired of the cynicism about the LRT and how people conflate operational deficiencies with projection. If something leads to a slowdown, its the fault of the LRT being bad. However, as Ken said, there is a lot more factors than just how the train itself performs. I try to stay optimistic, but today kinda shows how the city / OC is responding to what has been going on. Since the trains were operating slowly, OC clearly knew what was going on, so why wasn't there communications? Same for this morning with quite some delays. As Shane says, we are at the point we need the city to put the 14th and 15th train out. Comms seems to say that we are still running at 13 trains which is clearly not enough. weren't they supposed to launch 14 soonish in October? For Peter Lauch, I don't really much of an opinion. I feel like he needed to be "pushed around" to actually come in front of city hall during construction, so I hope they are more proactive during the maintenance period. Luckily for the city, their leverage is a lot bigger nowadays: monthly maintenance penalties if service doesn't improve. That's 4-5 million dollars per month: it kills a bottom line for RTM. We'll see what is put forward by all parties, but I do hope they take it seriously. Monday I spent quite a while on the LRT, and did the same on Tuesday night. Both days, doors were kept automatic at all stations, even with the cold. If you stay in the train at Tunney's or Blair for the turn around, you are gonna see how cold it can get. Props to the heating system working great when the doors are closed, but why are we still running in automatic even at midnight when it feels like -20? It was a selling point of the dual-mode doors, even in the marketing! Unlike most people, I ride the LRT past 9PM due to work schedule and my time on campus, so I never really got to experience a "peak nightmare". I have experience delays twice, but never to the extent that people have to endure almost every morning. Today I'll actually be taking the LRT from uOttawa to Tunneys during peak, and something tells me it is not going to be the best experience so far. I still believe the Confederation Line is an amazing LRT system, with QUITE a few teething issues, but once bugs are figured out, and more trains come online, it will be world-class for real. My impressions from the opening day remain mostly valid, and I will continue to vouch for the scheme. However, the city needs to convince the rest of the city it is worth investing billions in expanding it further. And yes, people REALLY need to learn transit etiquette. Like doors, messaging about bags or other things need to be clearer. As for doors, I don't really know what else can be done at this point to "force" people into using the 14 doors. Cutting dwell time increases the risks of door jams, increasing them just leads to less efficient boarding as people dont feel the "rush" and red vests are not going to be there forever. After all, let's not forget that stations were not built to be attended 365 days a year. The problem at uOttawa is worsened by the fact that the access to the platform is right in the middle section of the train, so people always go for the shortest distance. It's not about being lazy or anything like that, it is just the habits of taking the most direct line to get somewhere. Plus, if you drop at Rideau, the best spot is the 4 doors in the middle cars, as you have the escalator towards both exits and dont need to go across the platform, a commute a lot of students do. Also there is a lot of dead-space on board, as people do not use it efficiently. People waiting right by the door, even though they are not exiting, blocking the path with their bags. If I want to stay close to a door cause I drop in, let's say, 2 stops, I go to the opposite side of the doors that will open, I make it easy for people to move... Also, when I hear people say platforms are crowded, I think our North American definition of crowding is far from what I actually consider crowded. Unsafe crowding would be at 4-5 people per sq.m, which I doubt we reached at any station. Sure it can be packed, but we are not in dangerous territory, just uncomfortable and leading to delays / full trains due to not enough frequency. Last point in my "quasi-rant": open-air stations. Why is, all of a sudden, everyone so frustrated with them? The project ALWAYS had open-air station to let natural light and reduce maintenance / construction costs. Most Transitway stations are as open as their LRT successor, but people act like they lost comfort with the new system. I'd argue that most stations leave people less exposed to elements, and still remain a place that "in theory" one shouldnt have to wait forever at. I think this is not the part that deserves as much criticism as the poor reliability and management of many things, as the stations are "for the most part" designed to the functional standards used around the world for transit.
  11. I don't believe there would be enough capacity needs to justify a LRT (or even Tramway) line on this alignment. Between Greenboro and Hawthorne, this is essentially what is served by the 98 currently, which is already more than plenty capacity, though maybe more frequency could be a nice addition. The only real way I can see such an alignment be necessary is if south of Hunt Club gets developed, though it is part of the Greenbelt and therefore under NCC control. From a geographical standpoint, it make sense to go with Hunt Club, as it cuts both north-south line at half their length with a connector in between, but the "centre of population" would be sufficiently higher that it would make the alignment "inefficient". There's also the development argument, though it is a slippery slope as one could argue that Stage 2 and 3 are essentially not creating any real development. Capacity wise, I don't see how anything below Baseline could support 3000 - 5000 pphpd to justify a BRT or Tramway / LRT without a massive commute change compared to currently. Of course it will change as Stage 2 and Stage 3 comes online, and people might choose to live elsewhere relative to their work, but we're far beyond the "margin of error" In all those discussions of beyond stage 2, there is one alignment that was never brought up for LRT: The south-east BRT, from Hurdman to South Keys. It might actually be the only of the grade seperated BRT not to be converted to LRT, at least for a while. I guess we can blame Line 2 to make this section unnecessary as it would share the ROW of Trilium after Heron Station, meaning it would either terminate at Walkley station (which would need a massive redesign compared to its Stage 2 design as the LRT and BRT station will remain seperated), or go all the way to south keys (meaning that two train lines would serve from Walkley to South Keys). However, this might be the answer to the "diagonal" link from Barrhaven to Hurdman: use the existing CN / VIA tracks from Barrhaven to the Elwood Diamond, then occupying the ROW of the transitway all the way to Hurdman, in a similar implementation to Bayview. This is probably the "only way" enough capacity need could justify a LRT conversion, and probably the "cheapest" way to build LRT between Barrhaven and downtown. It would allow for connection at Mooney's Bay, Billings Bridge and Hurdman allowing for access to most north-south corridor, while expanding the reach of LRT in the South-East. Of course it is far from perfect, and like discussed above, doesn't result in saved time or more efficient connection to most destinations. Sounds like a good way to bankrupt the city! Can I take a loan like in SimCity? 😂 Worst case, we'll rename Ottawa to O-Train City: should get a few tourists!
  12. Update on Quebec's adventure with tramways! At the end of October, the city presented the comparative study conducted by Systra and the HEC regarding the best "heavy rail system" for the city. Four types were studied: Open Tramway (Configured as currently proposed) Grade-Separated LRT Monorail (MONORAIL!) Underground Metro (Ala Montreal Metro) To the surprise of no one, the studies have recommended the current tramway proposal, suggesting it is the most flexible and cost effective for the capacity needs. Slides are only in french, but the four criteria are the following: Difficult of construction and Integration, Reliability, Availability of Technology, Average Cost. Based on those results, the city is planning to continue based on their current proposal, and will move forward with planning and development. Contracts have still not been awarded, and the city continues to expect entry into service by 2026. The report also suggests a 4 minutes frequency, with a lower limit of 3 minutes due to the open system and circulations considerations. While I haven't read the full report yet, I do not really think it was a fair comparison. To evaluate the LRT option, the model of reference was the Scarborough RT, not something similar to the Confederation Line. If you want to read the report and see the presentations (all in french), follow this link!
  13. I brought up a similar idea as an alternative to the Barrhaven LRT plan, and putting more thought into it leads me to believe there might not be as much demand as I believe for it. ViaRail remains a long-distance travel option and I do not really expect them to venture in the "commuter" rail business as their mandate is set on the federal level. Models like GO Transit in Toronto could probably be implemented, but I am not sure the existing track availability supports the population needs. Because of the greenbelt (which I truly love, sincerely), the needed tracks wouldnt be in a dense enough area to support it, unless they were implemented on the same service level as the Line 2 trial. Given the already limited budget for OC Transpo, I doubt there is potential room to implement them without a considerable increase in ridership. However, if we continue to maintain Line 1 for free, we might be able to do so! 😁 However it is really clear to me another east-west link lower down will be needed. We'll see what the next TMP says in 2022, but I don't really believe there is a will by the city to build a second east-west line. I can already hear the NIMBY from the Glebe! 😁 In all seriousness, the cost would likely rule out any project beyond Carling / Lake Dow, even though a connection all the way to Hurdman would make it an excellent crosstown service. I don't know the geotechnical conditions, but it would likely need to be dug with a tunneller to reduce impact above ground and still face the ground conditions at Hurdman with contamination and integration into the station. I'd love to see a proposal like this as part of the next TMP, but don't think there is the gut or appetite for such a proposal. I couldn't have said it better. The worst mistake is to stop planning, and this is reinforced by how often projects are shelved and brought back to life down the road. The Montreal metro, Crossrail, "Relief Line" are all based on previous designs and studies. Especially in a context where ROW need to be reserved / created after development takes place. I think for Ottawa the biggest "stopper" for future expansions is the cost of what we are building. Stage 2 is one of the lowest per km cost for a fully seperated LRT, though it remains a considerably high cost versus a bus ROW. EDIT: Honestly at this point I should just run for office or work at the transportation department! 😂
  14. Wow, this clip didn't age well! 😂 This is such a good example of "short-sighted" policies. North America is a "develop first, connect after" kind of attitude when it comes to transit, which really showcases how it comes second to roadways. None the less, I am really glad that the O-Train concept was expanded and became the solution to the overcrowding on the Transitway, and the main 'high volume' way for future connections.
  15. Beautiful! When we look at it this way, I think it makes a few things obvious about what "Stage 4" should be: another east-west connector, either at Baseline (Baseline to Mooneys bay for example), or the proposed Carling LRT. the reach East west will already be plenty given the spread of the city, but the lower-downtown and future developments in the Carling alignment could make it a good step forward. It will likely be a pipe dream, or a 2030-beyond project as Stage 3 is likely going to be nowhere before 2025 (so I'd assume a 2029-2030 completion). Another proposal that I see some merit to, once Stage 3 is built and includes Barrhaven, one of the two west or southwest spur should become a 'third line' as the directional of Line 1 will become complicated being east-west-south. I am surprised it hasn't really be brought up cause it makes Line 1 really an enormous line, with no real "destination" points that can be referred to.
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