Confederation Line (Stage 1) | In Service 1.0

[Guideway]

Originally Posted by capital_urbanite

I don't know for sure but I believe this is the elevator shaft and entrance (possibly integrated with the ventilation shaft?).

There is reference to a South side elevator in the original documents (page 17)
http://app05.ottawa.ca/sirepub/cache/2/vhbi1mob5a4qzyu4nnwqqmay/3549509232016034624538.PDF

The first link doesn't work on mobile...

[capital_urbanite]

Originally Posted by Guideway

The first link doesn't work on mobile...

try this one on confederationline.ca:

http://www.ligneconfederationline.ca/media/pdf/Document1_TechnicalOverview_06Jul2011.pdf

[Guideway]

Originally Posted by capital_urbanite

try this one on confederationline.ca:

http://www.ligneconfederationline.ca/media/pdf/Document1_TechnicalOverview_06Jul2011.pdf

Now I see! Thanks!

[capital_urbanite]

ok the box on the South side are definitely the elevators to the concourse...

http://morguardlrtupdates.com/PDF/lrt/Ma...vern%20Presentation%2030%2004%202014.pdf


also a more detailed look at the Lyon Station entrances...
http://morguardlrtupdates.com/PDF/lrt/May28/Lyon%20Station%20Cavern%20Presentation.pdf

and at the West entrance of Parliament (Sun life building)...
http://sunlifefinancialcentreottawa.com/...nd-Construction-Update-April-19-2016.pdf

[Guideway]

Originally Posted by capital_urbanite

ok the box on the South side are definitely the elevators to the concourse...

http://morguardlrtupdates.com/PDF/lrt/Ma...vern%20Presentation%2030%2004%202014.pdf


also a more detailed look at the Lyon Station entrances...
http://morguardlrtupdates.com/PDF/lrt/May28/Lyon%20Station%20Cavern%20Presentation.pdf

and at the West entrance of Parliament (Sun life building)...
http://sunlifefinancialcentreottawa.com/...nd-Construction-Update-April-19-2016.pdf

Although it makes no sense because in the new design/picture, the stations are both on O'Conner but in the first link you sent us the stations are on Queen St...

But It's definitely an elevator. If not, which I highly doubt, it's a TVS.

[capital_urbanite]

Originally Posted by Guideway

Although it makes no sense because in the new design/picture, the stations are both on O'Conner but in the first link you sent us the stations are on Queen St...

But It's definitely an elevator. If not, which I highly doubt, it's a TVS.

The East stairway entrance is on the Northwest corner of Queen and O'Connor, while the elevator access is on the Southwest corner.

The West stairway (and possibly interior elevator) entrance is on the South side further West on Queen street in the Sun Life building. There is a pedestrian tunnel and stairs from here to the concourse level just by the elevators on the corner of Queen and O'Connor.

[Catenary]

Originally Posted by Richard Eade

Look carefully at the picture provided of the welded rail (in the preceding Update post) and I don’t think that you will see any bolt holes.

A new rail gets moved from the pile into place at the end of the track. The ends of both the track and the new rail are ground to ensure that they are clean and flat. Butt welding requires there to be no contamination and full surface contact. This is what is happening at the joint of the new rail to the track. Then there is a clamp added between the new rail and the track so that when the track is moved ahead, the new rail moves too. Remember, the track is being pulled so the new rail must be attached to that track in some way for it to also move.

The now clean and ‘square’ joint is pulled to the welding station. The clamp is removed and the butt welder flash-welds the new rail onto the end of the track. From there that joint is moved to the next station where it is ground to remove rough edges before moving on to the next station where the weld is inspected and cleaned up as needed. A final inspection is done at the joint’s next stop.

The Trillium Line is different since, I believe, the existing (originally bolted) rails were reused and just welded together. The rails for the Confederation Line were bought with the idea that they were going to be welded, so they didn’t come with bolt holes. I expect that some areas of higher wear (like at switches) will be bolted on the Confederation Line.

This process makes sense, the gas powered device I saw would be a grinder.

There was definitely rail with holes though, when I passed by, possibly for an electrical isolator.

[roger1818]

Originally Posted by Catenary

There was definitely rail with holes though, when I passed by, possibly for an electrical isolator.

That's what I was thinking. The rails are usually used for train detection and they need to electrically isolate the rails between blocks.

[roger1818]

Originally Posted by capital_urbanite

try this one on confederationline.ca:

http://www.ligneconfederationline.ca/media/pdf/Document1_TechnicalOverview_06Jul2011.pdf

Looking over the document, a couple things that jumped out at me:

Weatherization –Most stations, including those within the tunnel, will provide a measure of protection from extreme weather conditions such as cold winter winds, snow-fall, and hot summer sun; however, in general they will not be fully enclosed tempered spaces.

This makes sense from what we have seen of the designs. The tunnel stations will inherently have some degree of natural climate control by being underground. This will be a huge improvement over the shelters currently on the downtown streets.

The other stations will be about the same as the current stations (maybe a touch better since in most cases the entire platform will be covered).

3.1.Tunney’s Pasture Station
...
Since the station is a terminal, trains on both tracks will be heading east. Indicators on the entry level will alert passengers which side platform the next train departs from. Trains are able to crossover to their designated track immediately outside the station.

Very strange! This means passengers who just miss a train will have to cross over to the other platform. In my experience, at terminal stations the train will drop off passengers on one platform, continue a couple hundred yards further down the track, and then switch tracks to the other platform. This has the added advantage that if the train has finished its last run, no one will board the train.

[MalcolmTucker]

Toronto switches tracks before boarding, but Calgary does not. All depends on where the crossover was built. In Toronto the driver can also move from end to end without leaving the train.

[Guideway]

Originally Posted by roger1818

Very strange! This means passengers who just miss a train will have to cross over to the other platform. In my experience, at terminal stations the train will drop off passengers on one platform, continue a couple hundred yards further down the track, and then switch tracks to the other platform. This has the added advantage that if the train has finished its last run, no one will board the train.

It's also like that at Blair, but Blair is a center platform station. But I also agree that the trains should run further out of the terminal station (especially considering the path they are already taking for stage 2 expansion is going to continue off the track from the terminal stations) and then come right back. Also, I don't get how they are going to manage if both tracks at terminal station will be heading east/west and trains will be running at every 3m!

Here is an example:

|Track 1|Track 2|
|- ---- -|- ---- -|
|- ---- -|- ---- -|

Train is already at track 2
Train comes to track 1 and empty's the train while track 2 is boarding. Takes a good 4 minutes to switch side of the train (Considering the train is 98m long).
Train on track 2 leaves.
Meanwhile, a train is already waiting at the station for an empty track.
If we have a train waiting at all times, it wont be an efficient service having to wait 2 minutes 20m away from the station for a train to leave to empty space for the next.

I might be wrong, but that is how I have it calculated in my head.

[acottawa]

I don't know the technical term, but there is a large wiring machine just west of Blair station, it looks like they're adding overhead wires in a westward direction.

[roger1818]

Originally Posted by Guideway

Takes a good 4 minutes to switch side of the train (Considering the train is 98m long).

Where did you get that 4 minute figure from? It takes an average person about 75 sec to walk 100m. Granted there will be other things to do to shut down one can and start the other. As long as the train is ready to go within 3 minutes, all will be fine.

If it's an issue, they could have an extra engineer at the station. Who enters the cab as soon as the doors open so one engineer shits down one cab while the other starts up the other. Another crew member could do any other inspectons. When done the first engineer leaves the train and is ready for the next train at that platform.

[MalcolmTucker]

^ I bet there will be a floater at one end of the line to allow for bathroom breaks and whatnot. On the east end there is potential for lost time to be made up as well with longer distances between stations.

[Guideway]

Originally Posted by roger1818

Where did you get that 4 minute figure from? It takes an average person about 75 sec to walk 100m. Granted there will be other things to do to shut down one can and start the other. As long as the train is ready to go within 3 minutes, all will be fine.

If it's an issue, they could have an extra engineer at the station. Who enters the cab as soon as the doors open so one engineer shits down one cab while the other starts up the other. Another crew member could do any other inspectons. When done the first engineer leaves the train and is ready for the next train at that platform.

Makes more sense.

[GoTrans]

Originally Posted by roger1818

That's what I was thinking. The rails are usually used for train detection and they need to electrically isolate the rails between blocks.

The insulated joints for setting blocks are usually 6' lengths of rail with a factory produced bolted joint that are welded to the strips of continuously welded rail.
I believe that Communications Based Technology system for signalling and dispatching is an overlay system that is laid over top of the traditional block system.

[1overcosc]

Originally Posted by roger1818

This makes sense from what we have seen of the designs. The tunnel stations will inherently have some degree of natural climate control by being underground. This will be a huge improvement over the shelters currently on the downtown streets.

The other stations will be about the same as the current stations (maybe a touch better since in most cases the entire platform will be covered).

Another improvement is that the station platforms will all have heated floors, so they'll be clear of snow & slush in the winter even though they aren't enclosed.

[Catenary]

Originally Posted by MalcolmTucker

Toronto switches tracks before boarding, but Calgary does not. All depends on where the crossover was built. In Toronto the driver can also move from end to end without leaving the train.

In Toronto, train frequencies are so high that drivers step back one or two trains, leaving with a different train than they arrived with.

In Ottawa, it would make sense to have a tail track, so trains always enter and leave the station on the same tracks. This is no longer possible due to the temporary bus road built over the trench at Tunney's Pasture.

[roger1818]

Originally Posted by 1overcosc

Another improvement is that the station platforms will all have heated floors, so they'll be clear of snow & slush in the winter even though they aren't enclosed.

True. I forgot about that. I believe those weren't in the requirements, but installed by the RTG to save them money in operating costs. Cities tend to be short sighted about such things as politicians are more concerned about saving money now as future costs are someone else's problem. Private industry wants to make the largest overall profit, so if spending more money now will save them more money in the long run, they are all for it.

[Uhuniau]

Originally Posted by roger1818

Looking over the document, a couple things that jumped out at me:

This makes sense from what we have seen of the designs. The tunnel stations will inherently have some degree of natural climate control by being underground. This will be a huge improvement over the shelters currently on the downtown streets.

I'm not convinced adequate design consideration has been given to shade.