O-Train Line 2/4 [Stage 2 | Greenboro to Limebank/Airport] | In Service

[Multi-modal]

Originally Posted by J.OT13

Quick question on the Stadler FLIRT for anyone who might know. I know it's an electric train with a diesel generator (the "Power Pack") and could one day run on catenaries. Would it be possible to run it as a dual mode? For example, if we moved Dow's Lake station under Carling and built the new Civic Hospital over the trench, could the FLIRT run electric in the Dow's Lake tunnel and under the Civic but remain diesel along the rest of the line? Similarly, back when the old N/S line was close to reality, Carleton mused at building a student centre on top of Carleton station. Could they do that with the FLIRTs running electric for a few hundred meters?

Because the dwell times are so long at the ends of the line, I'd imagine at that point it may be easier just to convert the power packs to full battery-electric and build charging stations at Limebank, Bayview, South Keys, and Airport. Potentially also Carleton.

I don't have a proper answer to your question though.

[OCCheetos]

Originally Posted by J.OT13

Quick question on the Stadler FLIRT for anyone who might know. I know it's an electric train with a diesel generator (the "Power Pack") and could one day run on catenaries. Would it be possible to run it as a dual mode? For example, if we moved Dow's Lake station under Carling and built the new Civic Hospital over the trench, could the FLIRT run electric in the Dow's Lake tunnel and under the Civic but remain diesel along the rest of the line? Similarly, back when the old N/S line was close to reality, Carleton mused at building a student centre on top of Carleton station. Could they do that with the FLIRTs running electric for a few hundred meters?

Bi-modal versions of the FLIRT exist, but my understanding is that the train can't be in motion when switching modes, but I don't actually know how it would work.. Carleton station would need to be electrified and then the switch could happen there.

Likewise, it would need to switch somewhere North of Carling (presumably) so the entire stretch from Gladstone to Carleton would need to be electrified at a minimum.


As Multi-modal mentioned, there's also a battery-electric version of the FLIRT. With the way the Trillium Line operates, those might actually be better because they can be charged at terminal stations (via overhead lines) and then run on battery the rest of the time. The only question is how we'll they'd handle the cold..

[J.OT13]

Thanks for the responses! It answers my questions, and then-some.

[Catenary]

Originally Posted by OCCheetos

Bi-modal versions of the FLIRT exist, but my understanding is that the train can't be in motion when switching modes, but I don't actually know how it would work.. Carleton station would need to be electrified and then the switch could happen there.

Likewise, it would need to switch somewhere North of Carling (presumably) so the entire stretch from Gladstone to Carleton would need to be electrified at a minimum.


As Multi-modal mentioned, there's also a battery-electric version of the FLIRT. With the way the Trillium Line operates, those might actually be better because they can be charged at terminal stations (via overhead lines) and then run on battery the rest of the time. The only question is how we'll they'd handle the cold..

The perspective is that you aren't switching modes, you're starting and shutting down a Diesel engine. Bi-Mode works for Amtrak into GCT because the locomotive can make a station stop and fire up the engine when it's clear of the tunnel. It makes less sense on a transit line where you'd be cycling the engine on and off constantly. While you could design for it, large diesels like to start and keep running, so you would have issues cycling them constantly.

Finally, it's easy enough to run combustion vehicles through a building, the Transitway already goes under Riverside hospital. No reason a rail line would be different.

[OCCheetos]

Originally Posted by Catenary

The perspective is that you aren't switching modes, you're starting and shutting down a Diesel engine. Bi-Mode works for Amtrak into GCT because the locomotive can make a station stop and fire up the engine when it's clear of the tunnel. It makes less sense on a transit line where you'd be cycling the engine on and off constantly. While you could design for it, large diesels like to start and keep running, so you would have issues cycling them constantly.

Finally, it's easy enough to run combustion vehicles through a building, the Transitway already goes under Riverside hospital. No reason a rail line would be different.

That's all true. Probably not worth the effort.

[OCCheetos]

https://twitter.com/RiverWardRiley/status/1324743529701265419

Demolition of the Sawmill Creek bridge is apparently beginning today.

[OCCheetos]

There is supposed to be a detour for the MUP right around where the former pedestrian crossing across the tracks used to be (at Brookfield), but according to staff (via Riley Brockington) that detour still isn't open because the lighting is incomplete.

But, apparently the MUP is still open despite the bridge overhead being disassembled. I wonder how that works.

[On Edge]

Originally Posted by OCCheetos

There is supposed to be a detour for the MUP right around where the former pedestrian crossing across the tracks used to be (at Brookfield), but according to staff (via Riley Brockington) that detour still isn't open because the lighting is incomplete.

But, apparently the MUP is still open despite the bridge overhead being disassembled. I wonder how that works.

They haven't quite started on the bridge yet, but they have moved some equipment into place. And doing caissons right at the bridge.

[TheMatth69]

Probably has been mentioned before, but are they replacing the Rideau River bridge between Carleton and Mooney's Bay station?
I'm not certain I've read anything about this

[OCCheetos]

Originally Posted by On Edge

They haven't quite started on the bridge yet, but they have moved some equipment into place. And doing caissons right at the bridge.

Yeah, I biked by last night and nothing had really changed.

Originally Posted by TheMatth69

Probably has been mentioned before, but are they replacing the Rideau River bridge between Carleton and Mooney's Bay station?
I'm not certain I've read anything about this

They aren't replacing it, but I believe they are supposed to be doing structural repair work at some point.

[sgera]

Went by today - construction equipment is gone. What is left is a plastic enclosed pillar and a bunch of fencing. Looks like this was prep work for phase of lrt.

[OCCheetos]

A handful of interesting renders of the Airport Station from an SNCL article on using VR to collaborate from home: https://www.snclavalin.com/en/beyond-engineering/virtual-reality-meetings-from-home

(album with full size images: https://imgur.com/a/r20XGMR)

[J.OT13]

Carleton station.


https://twitter.com/rail613/status/1326513567911342080



https://twitter.com/rail613/status/1326514547776253953

[OCCheetos]

It looks like TNEXT is cleaning up the Trinity side of the pedestrian bridge. The caisson looks complete. Who knows when the pier will be poured. It looks like they're cleaning up the gravel pad, so maybe not that soon... but maybe a ground-breaking is around the corner...?

https://imgur.com/a/dRkPq8i

[sseguin]

O-Train memo regarding milestones achieved on the O-Train Stage 1 Confederation Line and Stage 2 Confederation Line and Trillium Line extension projects in Q3 2020.

https://go.railfans.ca/q3-2020

[Catenary]

There's a small tower crane at South Keys now. I only saw it from a distance, but I'm guessing it's a portable type with a large counterweight rather than a full foundation.

[Multi-modal]

On Saturday I was on my way back to the inner city from Riverside South, and decided to a tour of the Trillium Line construction. My phone was dead though, so no pictures. Here is a brief summary:

• Limebank Station: Lots of work still to be completed here. The embankment on the west side of Limebank Road looks complete, but very unfinished. Lots of caissons/columns but only a couple pier caps (if I remember correctly) and no girders.
• Earl Armstrong Station to Hunt Club Road: No station construction but all the rail over road overpasses are structurally complete with pier caps and girders. Still working on some of the substantial embankments.
• Hunt Club Road:Caisson drilling is underway.
• South Keys Station:As noted by Catenary, there is now a small tower crane setup with a counterweight.
• Walkley Station:Not much going on.
• Via Rail, Transitway, and Sawmill Creek Overpass:They look to be staging equipment for Sawmill Creek bridge demolition. The Brookfield pathway is closed and detoured.
• Airport Station: They are getting close to completing the major structural work for the approach to Airport Station. It looks quite impressive - I wish I could have gotten a picture. Several girder spans are in place with only a couple remaining to bridge Paul Benoit Driveway. The embankment on the east side of Paul Benoit Driveway is complete.

[OCCheetos]

From the Q3 memo, it seems like all station construction is pending design approvals from the city. Plenty of guideway work happening all along the corridor though! (obviously)

Walkley seems like the odd one out since almost nothing has been done on that site yet other than rail removal, but I suppose it is one of the simplest stations to build. No rock blasting required, just some pile driving (eventually) and then a basic elevator and platform setup.

[Baybreeze12]

Is anyone else wondering if the September 2022 opening will stick? That leaves 22ish months of work. In that time:

• Stations need to go from drawing board to finished and accepted without major deficiencies

• The new Walkley yard will need to be sufficiently finished in six-ish months to begin receiving trains

• Trains need to be delivered (planned mid-2021) from Switzerland and tested/commissioned - granted this will be simpler than the electrified/STO Spirits

• All supporting structures (flyovers, Dow's tunnel rehab) need to be finished

• The guideway needs to be re-graded (I think?), laid and commissioned

That seems like pretty tight timing. At the rate things are going now, I'm not sure if they can manage it all. Maybe I'm just feeling pessimistic.

[kmcamp]

Originally Posted by Baybreeze12

Is anyone else wondering if the September 2022 opening will stick? That leaves 22ish months of work. In that time:

• Stations need to go from drawing board to finished and accepted without major deficiencies

• The new Walkley yard will need to be sufficiently finished in six-ish months to begin receiving trains

• Trains need to be delivered (planned mid-2021) from Switzerland and tested/commissioned - granted this will be simpler than the electrified/STO Spirits

• All supporting structures (flyovers, Dow's tunnel rehab) need to be finished

• The guideway needs to be re-graded (I think?), laid and commissioned

That seems like pretty tight timing. At the rate things are going now, I'm not sure if they can manage it all. Maybe I'm just feeling pessimistic.

It's probably good to be pessimistic, but they don't seem off schedule. The trillium line stations aren't very elaborate and shouldn't take more than a few months to build. The biggest piece of work really is the elevated guideway to the airport which seems on track. If memory serves they have to complete all the work on the airport lands by next May, so that will be a good indicator of progress. At South keys at least, if you go up close they seem to be starting foundation work of the station itself. I think it and airport station will be the first ones completed.