Confederation Line (Stage 1) | In Service 1.0

[lrt's friend]

Hasn't Alstom indicated that the wheel assemblies don't need to be redesigned? If that is the case, then what is the problem? The track interface? Something else? Has the city been told how to fix it? Is a fix covered by the warranty? We know there is a very complex contract covering this project. Does the city consider the go slow orders worthy of being resolved?

Although, a 5 minute slow down end to end appears minor, transit efficiency or improvements are always measured in minutes.

[OCCheetos]

Originally Posted by lrt's friend

Hasn't Alstom indicated that the wheel assemblies don't need to be redesigned?

They haven't ruled it out... They just aren't confident that the work they had started will actually address the issue.

If that is the case, then what is the problem?

Nobody knows for sure yet
Not Alstom, not RTG, not the city, not the NRC, not even the TSB.

It's still a work in progress, hence the lack of any real answers.

Does the city consider the go slow orders worthy of being resolved?

Although, a 5 minute slow down end to end appears minor, transit efficiency or improvements are always measured in minutes.

Yes, they do.

[zzptichka]

Sydney L1 with Alstom Citadis:

• Video Link

They are not as hellbent on separating trains from the surroundings, stations are not overbuilt monstrosities in the suburbs and, imagine that, they even let people cross the tracks at the stations. Still runs faster and is more reliable than our L1.

If we built this way, it would've probably cost half of what we paid and would've saved years or construction and a fortune on maintenance.

[lrt's friend]

I was in Pasadena in February and I used the Blue Line a number of times. Our station was tightly built into the urban fabric. You could walk across the tracks to reach the other side of the station but there were gates. I believe they locked when a train approached. It was not perfect. There was one seven block section with street running where trains ran slowly and stopped for traffic lights. That section should be separated. Otherwise, the trains ran quite fast to reach Union Station downtown. There were some tight turns where trains ran slowly at Union Station.

[Uhuniau]

Originally Posted by lrt's friend

I was around and it was the early 80s. Edmonton and Calgary got LRT because of Alberta's 1970s oil boom. Vancouver got the SkyTrain because of Expo 86 special funding. The Transitway was more affordable and was very successful.

Construction started in the 80s. But the concept of bus rapid transit was proposed in a mid-60s study. The key political decisions were made in the 1970s: rejecting rail transit and exploring BRT.

The political engineering (selecting the routes, at least at a high level) was done in the late 1970s.

[Richard Eade]

I travelled to the lower level of the Pimisi Station, today, and walked down the steps in the gathering area. I found it a bit difficult to see the concrete steps, since the yellow warning paint was mostly worn off. There really needs to be a better solution than just paint.

They have added signs to direct bicycles around the steps. This is a good thing.

The bike route has very angular turns. I suppose that that is to keep the speeds down. But, again, it makes the use of warning paint mostly a necessity, especially for the raised block at the bottom of the ramp.



I didn’t find much of interest in those rectilinear gardens. And I wondered why it jutted out into the main bike route. While I’m sure that this looked good on paper, I suggest that the mud hole hazard be bricked in:

[DTcrawler]

What’s with the next train displays at Tunney’s showing “Tunney’s Pasture” as the direction for next trains? Seems like a bug from 2019-2020 that they’ve allowed to creep back in, and pretty regularly at that.

[ponyboycurtis]

Having taken the train mid day a couple times this week I noticed that it doesn't seem to be on 10 minutes service. I think it was more in the 6-8 minute range but TBH I didn't exactly chart my discoveries.

[1overcosc]

Originally Posted by zzptichka

They are not as hellbent on separating trains from the surroundings, stations are not overbuilt monstrosities in the suburbs and, imagine that, they even let people cross the tracks at the stations. Still runs faster and is more reliable than our L1.

If we built this way, it would've probably cost half of what we paid and would've saved years or construction and a fortune on maintenance.

This is what's confusing about the project. They built the corridor itself as a metro line, but then stuck trams on it.

[OTownandDown]

Love that massive jump for cyclists heading eastbound (can be seen in the top right of the photo). No warning, and then BAM, 8 stairs.

The bike path really should have been a curvy asphalt pathway, routed towards the river. Curvy pathways indicating cycle track, similar to EVERYWHERE. Rather than a rectilinear 70's sunken living room. Even now, one single black flexipost is all that is in between a nice day out cycling with mother, and having to scrape her off the stairwell. There should really be at least a half dozen closely-spaced bollards (stainless with reflectors) at the top of the stairs coming from both directions. The number of skid marks has not been reduced after the single flexi bollard was installed.

I understand the architecture of it, but cyclists use this 350 days a year, and the other 15 days is Bluesfest and Canada day.

I also don't understand the 'garden'. Its just a patch of garlic mustard (and soon to be dog strangling vine) with mulch. Where's the plants? The hole definitely needs to be filled in, and the raised curbs around the lonely column need to have a better solution.

Originally Posted by Richard Eade

I travelled to the lower level of the Pimisi Station, today, and walked down the steps in the gathering area. I found it a bit difficult to see the concrete steps, since the yellow warning paint was mostly worn off. There really needs to be a better solution than just paint.

They have added signs to direct bicycles around the steps. This is a good thing.

The bike route has very angular turns. I suppose that that is to keep the speeds down. But, again, it makes the use of warning paint mostly a necessity, especially for the raised block at the bottom of the ramp.



I didn’t find much of interest in those rectilinear gardens. And I wondered why it jutted out into the main bike route. While I’m sure that this looked good on paper, I suggest that the mud hole hazard be bricked in:

[Richard Eade]

Unfortunately, it seems that no-one who counts actually goes back to sites to evaluate them, two years later. To see if the lovely artistic rendering actually came to be – or if there were some safety (or other) issues that may have come to light. Even to read the wear patterns (goat paths, etc.) to see if the next iteration could be improved.

[caveat.doctor]

Originally Posted by OTownandDown

Love that massive jump for cyclists heading eastbound (can be seen in the top right of the photo). No warning, and then BAM, 8 stairs.

The bike path really should have been a curvy asphalt pathway, routed towards the river. Curvy pathways indicating cycle track, similar to EVERYWHERE. Rather than a rectilinear 70's sunken living room. Even now, one single black flexipost is all that is in between a nice day out cycling with mother, and having to scrape her off the stairwell. There should really be at least a half dozen closely-spaced bollards (stainless with reflectors) at the top of the stairs coming from both directions. The number of skid marks has not been reduced after the single flexi bollard was installed.

That's exactly what happened to my son a few months ago: he was biking ahead while I was back with my younger one, and he went flying.



Yes there is a black flexipost there, but it is not actually understood by kids. Fortunately he didn't hit one of the benches or break anything. I wrote a note to my councillor and the NCC but never heard back, and like you said nothing has been improved. Just a matter of time before someone is more seriously injured.

[Richard Eade]

As I say, I’m sure the design looked fine ON PAPER to anyone who didn’t actually think about anything other than the aesthetics.

The concrete pedestrian area appears to be the way to go for cyclists. Caveat.doctor’s son likely looked ahead and saw, what would have looked like smooth pavement, and saw cobbles on the side path – which often denote a pedestrian area. I completely understand his choice to go straight. The flex-post sign is NOT EFFECTIVE as a deterrent.

The designer’s choice to use white concrete, with uneven step lengths, adds to the confusion – for everyone, not just cyclists. Pedestrians, too, need to be wary. From above the stairs, the steps are not obvious. Optically, it appears that the current surface continues, smoothly. Such an illusion is used for stretching ‘infinity pools’; for protection, with ‘Ha-Has’; and was a prime reason that Head-Smashed-in-Buffalo-Jump was so successful. A sudden drop can be very difficult to see when the surface appears the same on both sides of the drop. It just looks as if it is continuous – until it is too late.

Another dubious choice was to have the ‘garden’ irregularly jut into either the bike route or the pedestrian area. In caveat.doctor’s photo, you can see how the ‘garden’ extends out from behind the bench, on the right. This breaks the line of travel from above; makes it so that the bench can not be used as a handrail, for those who need a bit of help on steps; and, worst of all, adds a trip hazard. Just like those 1-inch-high curbs along the Trillium MUP (between Gladstone and Carling), this invites twisted ankles and falls.

Really, this is a poor design for a public area, and it should not have made it past all of the people who had to sign off on it. Someone should have put it under a ‘REALITY’ lens. i.e., known that the ‘garden’ would not be planted and maintained (leaving big holes); that not everyone using the steps would have perfect eyesight (to spot the elevation changes, or balance to negotiate them); that not all MUP users would realize that the cobbled path was for the bikes while the concrete path was for pedestrians; and that there was no way to properly maintain it in the winter.

[caveat.doctor]

Originally Posted by Richard Eade

Caveat.doctor’s son likely looked ahead and saw, what would have looked like smooth pavement, and saw cobbles on the side path – which often denote a pedestrian area. I completely understand his choice to go straight. The flex-post sign is NOT EFFECTIVE as a deterrent.

Really, this is a poor design for a public area, and it should not have made it past all of the people who had to sign off on it. Someone should have put it under a ‘REALITY’ lens. i.e., known that the ‘garden’ would not be planted and maintained (leaving big holes); that not everyone using the steps would have perfect eyesight (to spot the elevation changes, or balance to negotiate them); that not all MUP users would realize that the cobbled path was for the bikes while the concrete path was for pedestrians; and that there was no way to properly maintain it in the winter.

And of course the reality that users include kids and those who just look ahead while biking and don't notice small pictograms on narrow flexiposts. You've inspired me to at least rewrite to Councillor Leiper and the NCC. Thanks!

[zzptichka]

Originally Posted by caveat.doctor

And of course the reality that users include kids and those who just look ahead while biking and don't notice small pictograms on narrow flexiposts. You've inspired me to at least rewrite to Councillor Leiper and the NCC. Thanks!

Here's from 2 years ago:



People have been complaining for years. For the city, it's either cones, or a million-dollar rebuild. There is no in-between. Although next, we'll probably see an ugly crowd control fence blocking the entire path.

Maybe it's just me but I'd rather prefer them spend their resources on new infrastructure rather than trying to fix this.

[AuxTown]

Dangerous pedestrian/cycling planning aside, that looks really awesome. I hope they plan to do as many planters/trees with all the phase 2 stations and pedestrian approaches. Looks like a great place to get off the train and walk to a beautiful new arena for a concert or sporting event

[DTcrawler]

Some stainless steel bollards seems like a simple and aesthetically pleasing solution to this seemingly overblown problem.

[rocketphish]

Confederation Line reopens after train camera problem
No specifics on problem that closed LRT during morning peak

CBC News
Posted: Sep 10, 2024 7:24 AM EDT | Last Updated: 37 minutes ago

Ottawa's light rail line was closed Tuesday morning because of what OC Transpo is calling a "technical issue with cameras (on) the trains."

The agency said in a post on social media around 6:45 a.m. that all train service was temporarily suspended.

It said about an hour later that trains were running again between Blair and Rideau stations, while R1 replacement buses were taking riders between more western stations.

Regular service had resumed by 8:15 a.m. OC Transpo has not said what exactly the problem was.

The disruption comes as Ottawa's largest employer, the federal government, brings its workers back to the office a minimum of three days a week rather than two.

OC Transpo leadership has looked to these returning commuters to help with its dismal financial picture.

The Confederation Line, which has had chronic problems since before its launch, turns five on Saturday.

https://www.cbc.ca/news/canada/ottawa/oc-transpo-lrt-ottawa-confederation-line-closed-r1-1.7318500

[DTcrawler]

Been thinking about the Hurdman station bus loop problem. Obviously Tunney's and Blair are temporary setups while Hurdman will remain a key bus-rail transfer point for decades to come.

Let's pretend for a moment the city and NCC are able to reach a deal regarding the land issue. From that point, how feasible is it to actually move the bus loop such that walking times are reduced and there's an opportunity to provide more shelter for transferring passengers?

I'd imagine the ideal configuration would be an "island" platform area centred around the main station building, meaning buses would need to travel in a clockwise direction around the loop for the doors to open on the correct side to serve the station.

There would also need to be two pass-throughs constructed underneath the O-Train tracks for buses to complete the loop around the station. This is aided by the fact that the station itself already features an elevated guideway. On the western side of the station, there looks to be enough clearance for 40 footers and artics to pass underneath the guideway. But to fit double-deckers you'd probably need to increase the clearance by digging down between the support columns for the new roadway. On the eastern side of the station (where buses would be exiting the loop) it's a little trickier as the guideway is on top of a berm. I'd imagine tunnelling into this portion without significantly disrupting O-Train service would be the costliest part of this endeavour, but is it even possible is the main question?

This is obviously a fantasy exercise as even with the NCC issue aside, we'd need a Council and OCT management in place which are actually customer-oriented and willing to improve service - we can only dream.

[J.OT13]

Blair isn't really that temporary. It will still be needed as a bus transfer for the urban east end and the Cumberland Transitway.

But yes, Hurdman is a travesty.