The Great Canadian Transit Thread

[p_xavier]

Originally Posted by swimmer_spe

That would be akin to saying that Via cannot use Union Station in Toronto anymore.

Not at all! I just posted above, there is access to the central station, but you must go around the mountain. VIA itself preferred that then to use the tunnel. And the tunnel would be used only for QC City trains anyways. So between the REM and HFR, screw VIA, passengers from QC can either transfer on the REM or have a 20 minutes longer ride (which is being studied to be reduced).

[lrt's friend]

Originally Posted by d_jeffrey

Not at all! I just posted above, there is access to the central station, but you must go around the mountain. VIA itself preferred that then to use the tunnel. And the tunnel would be used only for QC City trains anyways. So between the REM and HFR, screw VIA, passengers from QC can either transfer on the REM or have a 20 minutes longer ride (which is being studied to be reduced).

How is HFR different from VIA? HFR is VIA's proposal.

I just hope they come up with a reasonable compromise that does not damage the future potential of intercity rail service in the Ontario-Quebec corridor.

Transfers to local rail will not be an acceptable alternative especially now that at least some trains to QC are originating in Ottawa and the future of HFR depends on trains running continuously across the corridor. Transfers especially to local trains that cannot effectively handle luggage will defeat this. I just can't imagine having to handle my luggage twice in a short period of time and I don't have mobility issues.

[p_xavier]

Originally Posted by lrt's friend

How is HFR different from VIA? HFR is VIA's proposal.

I just hope they come up with a reasonable compromise that does not damage the future potential of intercity rail service in the Ontario-Quebec corridor.

Transfers to local rail will not be an acceptable alternative especially now that at least some trains to QC are originating in Ottawa and the future of HFR depends on trains running continuously across the corridor. Transfers especially to local trains that cannot effectively handle luggage will defeat this. I just can't imagine having to handle my luggage twice in a short period of time and I don't have mobility issues.

I could have said screw HFR, but I specifically said VIA because they're the issue here.

Again, how many times will I have to say it: HFR TRAINS FROM QUEBEC CITY WOULD STILL BE ABLE TO GET TO CENTRAL STATION AS TRAINS RIGHT NOW GO AROUND THE MOUNTAIN. It would be VIA's decision and decision only to stop at a REM station and have everyone transfer and not continue further to central station.

[J.OT13]

Originally Posted by d_jeffrey

I could have said screw HFR, but I specifically said VIA because they're the issue here.

Again, how many times will I have to say it: HFR TRAINS FROM QUEBEC CITY WOULD STILL BE ABLE TO GET TO CENTRAL STATION AS TRAINS RIGHT NOW GO AROUND THE MOUNTAIN. It would be VIA's decision and decision only to stop at a REM station and have everyone transfer and not continue further to central station.

Problem is that trains have to back up out of Gare Centrale which takes up a lot of time and space (unless it's changed since the last time I took VIA). If the trains could get into the station, drop/pick up people and go out full-speed it would probably save 10-20 minutes off the trip and a few tracks in Downtown Montreal could possibly be removed.

[p_xavier]

Originally Posted by J.OT13

Problem is that trains have to back up out of Gare Centrale which takes up a lot of time and space (unless it's changed since the last time I took VIA). If the trains could get into the station, drop/pick up people and go out full-speed it would probably save 10-20 minutes off the trip and a few tracks in Downtown Montreal could possibly be removed.

New trainsets are supposed to be like in Europe with conductor's cabins at both ends of the train.

[GreaterMontréal]

Québec et Ottawa s'entendent pour financer le prolongement de la ligne bleue du métro

PRIMEUR - Radio-Canada has learned that the Quebec government plans to officially announce Monday the extension of the blue line of the Montreal metro to the east. The federal government should also confirm at this time its intention to participate in the project, without however quantifying its investment in the immediate future.

Ottawa's commitment, however, had to be confirmed. According to our information, Prime Minister Justin Trudeau should be present at Monday's announcement to make his government's participation a reality.

https://ici.radio-canada.ca/nouvelle/109...real-prolongee-est-entente-quebec-ottawa

[p_xavier]

Originally Posted by GreaterMontréal

Québec et Ottawa s'entendent pour financer le prolongement de la ligne bleue du métro


https://ici.radio-canada.ca/nouvelle/109...real-prolongee-est-entente-quebec-ottawa

What a bargain at 5x the cost per km as the Laval extension but without a garage and a major junction underneath a river. I didn't know digging under strip malls was so complex...

[GreaterMontréal]

Originally Posted by d_jeffrey

What a bargain at 5x the cost per km as the Laval extension but without a garage and a major junction underneath a river. I didn't know digging under strip malls was so complex...

5 stations vs 3 in Laval. maybe $350-400M per station, I don't know

[p_xavier]

Originally Posted by GreaterMontréal

5 stations vs 3 in Laval. maybe $350-400M per station, I don't know

The price per km for the REM is 90M$, and that contains tunnels and two major complex underground connecting stations and two other underground stations. Then you have the blue line at nearly 800M$ per km.

It's just flabergasting.

[lrt's friend]

Originally Posted by d_jeffrey

The price per km for the REM is 90M$, and that contains tunnels and two major complex underground connecting stations and two other underground stations. Then you have the blue line at nearly 800M$ per km.

It's just flabergasting.

It just shows us how building rail at grade or above grade is so much cheaper and should be chosen whenever it is possible. REM is getting an advantage because it will be using some existing tunnels, existing rail lines, and is piggybacking on a major bridge construction project.

It is so expensive to build subways today. No wonder the DRL in Toronto has taken decades to get started and who knows how many more years before the shovel will go in the ground.

[SkahHigh]

Originally Posted by GreaterMontréal

5 stations vs 3 in Laval. maybe $350-400M per station, I don't know

Subway stations are really not that expensive... That’s basically the price of building a 40-storey office building.

[GoTrans]

Originally Posted by d_jeffrey

I could have said screw HFR, but I specifically said VIA because they're the issue here.

Again, how many times will I have to say it: HFR TRAINS FROM QUEBEC CITY WOULD STILL BE ABLE TO GET TO CENTRAL STATION AS TRAINS RIGHT NOW GO AROUND THE MOUNTAIN. It would be VIA's decision and decision only to stop at a REM station and have everyone transfer and not continue further to central station.

Everything that is wrong with the rail system is not because of Via Rail. The issue is that Via has never been granted any enabling legislation since its time of creation in 1978. The railway is at the whim of the freight railroads resulting in its pathetic on time performance. The railway is forced to service many remote areas with high cost equipment and poor scheduling. There is very little capital funding for Via to improve or even purchase trackage even on heavily travelled routes.

Maybe if CN had been privatized primarily as an operating company and a crown corporation had been set up to supply the mainline track and dispatching as is the case in the UK with Network Rail we would have a different situation today. This might have meant that the tunnel would remain with the a rail infrastructure company rather than being sold.Time and time again the federal government ( of all stripes ) has allowed the railways to abandon lines that have a reasonable use. In many cases these are relatively short segments of track that provide network linkages. Other times they have allowed the railways to rip up sections of existing double track in order to increase short term profits in spite of increased volumes. Other times, like the recent past they have avoided spending the capital to meet the demand across a wide network to appease institutional shareholders. ( FYI: I am a shareholder )

If you want to attract ridership , which increases margins, you need to offer faster and more reliable service. Is HFR perfect? Far from it, as other routing options could be made available.In spite of this HFR will succeed in meeting both of these goals but Via needs the access to the tunnel which when they use electric locomotives will avoid any safety concerns. The tunnel is like the last mile scenario of all public transit. It costs a lot to solve, but the payoff can be huge because of the convenience offered by being able to use Central Station. Of course it costs money, but it will also help reduce carbon emissions and global warming. This will reduce costs to society in the long term.

I dare say that couching your comments in a rant will not win too much support.

[p_xavier]

Originally Posted by GoTrans

If you want to attract ridership , which increases margins, you need to offer faster and more reliable service. Is HFR perfect? Far from it, as other routing options could be made available.In spite of this HFR will succeed in meeting both of these goals but Via needs the access to the tunnel which when they use electric locomotives will avoid any safety concerns. The tunnel is like the last mile scenario of all public transit. It costs a lot to solve, but the payoff can be huge because of the convenience offered by being able to use Central Station. Of course it costs money, but it will also help reduce carbon emissions and global warming. This will reduce costs to society in the long term.

But it is not a last mile issue. HFR going around the mountain will still be able to get to central station and will still save time over the current route. This has never been about VIA not being able to get to central station but to use the tunnel, which it did before, but preferred for operational reasons to not continue to after the Deux-Montagne line conversion in 1995.

Ridership will increase with a better offer, and when there is enough ridership then you can look at other options. This is how HSR is usually done in Europe. With such low QC city projected ridership even while going through the mountain, and between chosing with the REM or continuing with the RTM and VIA, the REM wins hands down.

[lrt's friend]

REM is funded, HFR is not. That answers the question.

[J.OT13]

I can't find a breakdown of the Confederation Line costs, but I feel the tunnel was about $800 million for 2.5 kilometers, three stations. Granted, the stations are nowhere as grand as those in Montreal, and fall a little short compared to Toronto's new standard. Platforms are also shorter (120 meters as opposed to 150 meters).

[GoTrans]

Originally Posted by lrt's friend

REM is funded, HFR is not. That answers the question.

If you don't put proposals forward and ask for funding you will never receive funding.

[J.OT13]

Confederation Line Upadate

April 5, 2018
Construction Update

In the underground stations, crews prepare the West Entrance of Rideau Station for the installation of elevators. At the East Portal, roof waterproofing resumes with backfilling to follow in the coming weeks. At St-Laurent Station, porcelain panel installations are ongoing and work on the mullions for the glass walls is mostly complete. In the West, at Pimisi Station, crews are putting up porcelain panels at the stairways and completing the roof at the entrance canopy, while at Bayview Station, work is taking place on the platform edge angles



West Stations

Tunney’s Pasture Station
The work to install composite panels on the south roof continues. The signband conduit has been installed on the south side and installations continue on the north. The skylight framing will begin.

Bayview Station
The composite metal panels (CMP) and the windscreen bases and posts installations progress. Crews have completed preparations for the north side platform edge plates and preparations for the south side are ongoing. The wiring for the cameras and PA system continues.

Pimisi Station
This week crews are putting in edge plates on the westbound platform. Porcelain panels are going in at the stairways, and at the entrance canopy, there is work taking place to complete the roof. Crews are also making progress on the lower-concourse service rooms.


Elevator Work Lyon

Central Stations

Lyon Station
Platform level tiling begins this week, in addition to the various wall and floor tiling occurring throughout the station. Intumescent painting as well as art work painting progresses, and ceiling HVAC equipment is installed at the west entrance.

Parliament Station
The east platform fan rooms have been handed over to the mechanical team and the east concourse HVAC continues to be installed and commissioned. Stairway construction and work on the elevators and escalator installations advance.
Hydrovacing will occur intermittently during day time hours over the coming weeks to clean surface areas and underground lines in the tunnel.

Parliament Station west entrance
Escalator installation and assembly continues at the West Entrance. Stair construction and additional concrete works are ongoing. Waterproofing and rebar installation take place at the west TVS.

Parliament Station east TVS
Formwork is installed in preparation for the first concrete pour at the end of the week. A second pour is expected to happen next week.


Parliament Escalator Installation

Rideau Station
Visible progress is made at the station with stair construction, installation of overhead conduits, and mechanical and electrical rough-ins. Work continues on the passenger platforms and at the elevator shafts.

Rideau Station west entrance
This week, stair and escalator wall construction occurs. The west TVS continues with formwork, rebar and concrete pours. Additionally, escalator installation will commence as early as next week.

Rideau Station east entrance
Ongoing works include electrical and mechanical work throughout the station, and grade level intumescent painting. The installation of elevator divider beams wraps up this week. Roof arch adit forming continues in preparation for next week’s concrete pour.

East Portal
Roof waterproofing resumes with backfilling to follow in the coming weeks.

uOttawa Station
Crews are currently working on composite metal and porcelain panel installation. Formwork and rebar for the entrance stairs is underway. The snow-melt mesh and heat tracing are being installed.


Tremblay

East Stations

Lees Station
Efforts will focus on the final platform topping pour, the composite metal panel (CMP) installations, and the east exit stair formwork. Elevators are being finished in preparation for testing. Crews are also completing mechanical and electrical finishes in advance of wood ceiling work.

Hurdman Station
Porcelain panel installations continue. The composite metal panel (CMP) work for the south side is almost done and the CMPs for the north have been delivered. The wiring for the PA system and the cameras continues to be installed.

Tremblay Station
Crews are preparing to complete the concrete topping slab in the fare gate areas and they are completing elevator installations. The digital signband installation is nearly done. Other activities focuses on the layout and install of glazing.


Wood Work Blair Ceiling

St-Laurent Station
Digital signband installation is underway. Porcelain panel installations are ongoing. The work on the mullions for the glass walls is mostly complete. The electrical work at the BRT level is substantially completed. The entrance lantern structure has been completed.

Cyrville Station
Crews have completed the curbs in the upper concourse area. Work on the digital signband continues. Landscaping work is scheduled to resume in the coming weeks, including pouring concrete foundations for the bike racks.

Blair Station
Handrails are being completed at the station. The wood ceiling installation continues. There is ongoing work on the edge-of-platform light band and digital signband. The elevator stainless steel cladding is completed.


West of Rideau

Guideway and Trackwork

In the tunnel, crews will continue to advance the eastbound track slab at Rideau Station. Tunnel lighting installation is progressing. Overhead Cantenary System (OCS) installation in the East Portal-Rideau area is underway.

Upcoming Construction Activities

In the coming weeks, the following construction activities are scheduled to occur:

• Wood ceiling installations at eastern stations.
• Installation of digital signband and entrance lanterns at eastern stations.
• Installation of porcelain panels and glass panels at uOttawa Station.
• Installation of stray current monitors at various locations.
• Pour of the arch at Rideau East entrance connection.
• Glazing work at Pimisi Station and Bayview Station.

http://www.ligneconfederationline.ca/news/construction-update-169/

[Coldrsx]

Well that was pretty cool.









All @ianoyeg

[Coldrsx]

Sounds like the WLRT (fuchsia) is going to be accelerated, a very good thing.


http://www.railforthevalley.com/wp-content/uploads/2015/09/lrt_wse-640x360.gif

[nephersir7]

Ridership stats for 2017:

STM Metro: 367.461 Million (+3.8%)
STM Bus: 271.618 Million (+0.09%)
RTM train: 20.315 Million (+4.13%)

TTC Subway: 289.696 Million (-0.97%)
TTC Bus: 456.947 Million (-1.27%)
TTC Streetcar: 287.8 Million (-4.24%)
GO train: 55.878 Million (+3.42%)

http://ti.org/pdfs/2017-Q4-Ridership-APTA.pdf