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TransitDaddy

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TransitDaddy last won the day on February 28

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  1. And after seeing the plans for the new flyover just east of the current Transitway flyover east of Blair Station, it's pretty nigh impossible to imagine how planners are "protecting" for a future, post-2031 Jasmine Station. There's nowhere for it to be located anymore save for a hugely expensive and disruptive (and therefore unlikely) rebuild of the guideway in the middle of 174.
  2. Seeing this video reminds me of how short-sighted/yet unfortunately predictable it is that the proposed station at Jasmine Cr./Gloucester High School was dropped (though the site for a future station to be built after 2031/whenever will be "protected"). Again, the morning and evening rush hour commutes are seen as most important. The opportunity to provide a station in an area that actually has a high transit use throughout the day, and a significant percentage of working/lower middle income folks who use transit has been missed. On the western extension at least Pinecrest, which will serve similarly-dependent transit users, has been retained even though it is quite close to the Queensview station intended primarily to serve the redevelopment and intensification of properties including and adjacent to the IKEA shopping area
  3. If you take the elevators at the Joey's/Simons Rideau Center entrance down and check out the parking levels . . . this is all entirely new construction undertaken at the same time as the tunnel was excavated. I believe it's still possible to find Web references to the knock out wall on the south side of the tunnel to give a second access to the Rideau Center. I haven't determined exactly which level in the Rideau Center parking garage --maybe level 4?--that would link to the tunnel mezzanine but I'd venture to say that the new set of double elevators at this Rideau Center entrance likely were meant to do double duty as the vertical transportation from the 2nd. tunnel entrance. Equally, however, my concern/hope here is just as much about the potential for a second public entrance from the street and not inside a privately owned space (though the Rideau Center is exemplary in this regard in keeping the mall open until the trains stop running, long after the shops have closed for the evening). To some it might seem redundant to have a second public entrance not too far from the RIdeau/William public entrance but research shows the more entrances--the more potential riders see the entrances to the system--the better and more intensely used a station will be. Having a staircase entrance outside the Joey's on the west side of the Nicholas pedmall, and that connects below grade via a VERY short tunnel to the Rideau Center second entrance, would promote greater usage from those coming from east on Rideau and the Sandy Hill side of the street.
  4. For Vancouver, there's Kenneth Chan's excellent blog, daily hive, really worth having a look https://dailyhive.com/vancouver/broadway-city-hall-station-future-interchange
  5. The same applies at Rideau, though I imagine the unable to be viewed MOU already incorporates language for a second entrance to the RIdeau Center nearabouts the Simons/corner of Rideau & Nicholas. Going westbound from uOttawa in the tunnel, from the front of the train it's possible to see the lighted windows of the easternmost portion of the Rideau station mezzanine. I've measured the distances and the current easternmost wall of the mezzanine at the bottom of the William St. entrance (where the ticket machines are located along the north-south wall) is a false wall (a staff member asked me what I was looking at. I mentioned my interest and she confirmed there was a large space behind this wall. Perhaps it's not yet economically viable to connect this entrance through the knock-out wall that one hears exists but, in any case, it's unfortunate the public can't know what's happening with its publicly-financed system financed with 2.1 billion tri-level government monies and debentures and another 885 million organized through the Bank of Nova Scotia that RTG borrowed to put towards the project and which will be paid back with handsome interest over the life of the RTM agreement. It would, for example and just saying, be a good idea if there was a new easternmost entrance on the south side of Rideau at the corner of Nicholas. But who knows when/if that will ever happen even though much of the infrastructure would appear to already be in place
  6. This is one of the truly unfortunate aspects of the P3 financing/build arrangement. The decision to not connect WEP is, doubtless, contained in a document that no one can see even though the project is built with public monies. The image J.OT13 posted above shows the street access on Queen St. in front of WEP and precisely where the seemingly redundant grill with direct shaftway to now blocked eastern end of the mezzanine below. As I mentioned elsewhere, the City signed 5 MOUs with adjacent owners though only 4--Rideau/CF RIdeau Center (1); Parliament/Sun Life & Heritage Place (2); and Lyon/Place de Ville (1) came to fruition. Again, unfortunately for the public, we seem unable to know why WEP backed out. The station as built indicates there was an eastern exit/ingress designed and roughed in. On a related note, why is it no one can know why the mystery "M" level exists along the existing elevator access to Queen St. in front of Sun Life. This should also be public information, even if it's a future plan to link the elevators to some future development in the Sun Life first level basement
  7. Excellent comparison vids. Hopefully such Confederation Line stations such at Hurdman will get more overhead glass/roofed in enclosures sometime down the line . . .
  8. The Mayor did say a Chev and not a Cadillac. Yet, more and more, it's seeming like a Lada for those who remember the Russian/Fiat import that sold for 8K, looked pretty good superficially, but rusted like wildfire and had multiple electrical failures . . . It's a tragedy actually, for public transportation everywhere in Canada in medium sized cities. I am weeping a silent tear at how badly the whole P3 process has gone (off the rails)
  9. The grilles at Parliament are a tad bizarre and, likely, the one on O'Connor that deals with the Heritage Place exit looks like it could be an add-on. The large grille in front of the Queen entrance to WEP, however/moreover, is exactly in the location where the glass elevator pavilion marked Parliament appears in the Citizen photo you uploaded. At Rideau there are only two grilles, pretty much equal in size, and one on each side of the street. I haven't examined the fan situation at Lyon but I have at Rideau and it appears the fans are mounted in the vent shafts. If you stand on the western end of the westbound platform I believe you can see the exhaust mechanisms in the shaft at the west end of the eastern platform. There would appear to be no such mechanisms installed in what I think to be the abandoned elevator shaft in front of WEP that now serves as a sort of passive chimney vent for the station below
  10. Apologies for the lengthy delay in reply. I doubt it was to ever come inside the WEP--the below/above grade of the WEP in relation to Queen Street, the difficulties with the TD bank space, etc. As mentioned, directly outside the WEP entry onto Queen is a large grille, equal in square footage to the elevator bank shaft at O'Connor & Queen. If you are there after dark you can see down directly to the unfinished eastern end of the mezzanine level. Depending on how this would have been/could be configured, there is room for 2 or even 3 elevators to street level. I also measured the square footage of the venting grilles installed at sidewalk level at each of the 3 underground stations. It figures that the deeper the station, the greater the overall diameter of venting shaft. That would mean Rideau would have the most venting grille work at street level, Parliament somewhat less and Lyon the least. Here's what I found: Rideau has two sets of grilles on either side of the street. The total square footage is 630 sq.ft. of grille. As noted, Lyon, the shallowest station, should have less need for grilling. And that's confirmed by the overall square footage total of 525 sq. ft. of grille. Parliament, deeper than Lyon but shallower than Rideau, should be somewhere in between. It has, however, 1,100 sq. ft. of (apparent) grille work at sidewalk level. Most is on the south side of Queen but there is a small (100 sq.ft.) grille on the north side of Queen/O'Connor. The easternmost set of grilles, which I suspect cover the shaftway (visible at night as it's lit from below but not enough to see down during daylight) in front of the WEP are 11x40 feet = 440 sq.ft (the current double elevators occupy a space of 12.5x30 feet). Deductng 440 from 1,100 = 660 sq.ft, approx. the same as at Rideau and somewhat more than at Lyon. So, yes, those early sketches, I believe, were more or less in line with what was proposed and the second elevator shaftway to Queen St. would have been roughly similar in look to the one at the corner of Queen & O'Connor
  11. Hi Shane, I understand that when Continuous Welded Rail (CWR) is installed, it is done so at what's called a Stress-free Temperature. The rail is thermally or mechanically stressed to a point where it will experience the least stress possible given the hot/cold extremes of the local climate in which it is installed. So, the Stress-free temperature will vary by location. According to Wikipedia, in the USA, this temperature is most often set between 35 ad 43C. It was not this hot in Ottawa last week. It can happen that even when the appropriate Stress-free temperature for a particular CWR is properly determined, track can still buckle or lose alignment. Perhaps that's what could have happened with the Confederation Line. But I fear we'll never know precisely what's up due to the consortium's ultra secrecy about sharing information (both OC Transpo and RTM are equally in need of upping their games here). It could be that the CWR Stress-free temperature for the Confederation Line has been set a bit low or it could be that Ottawa is just a wild climate to have CWR that both won't crack in the cold and distort/expand too much in the heat. Nevertheless, while trains running on CWR do slow down during extreme heat, I'm unaware of other systems having to slow down to such creepingly slow speeds. Other factors that affect CWR rail distortion in extreme heat include the ballast (quality and installation), track shoulders, and the sleepers. Somehow I would not be astounded to learn that some of these components are borderline substandard quality and/or incorrectly installed (like the catenary system and overhead wiring infrastructure)
  12. I posted a lengthy reply in the other forum in which there's a link to this forum
  13. The issue of a connection from Parliament Station to the World Exchange Plaza (WEP) also interests me very much. I mentioned elsewhere that one can still find online 2012 references to 5 City/Adjacent Owner memoranda of understanding. The other Adjacent Owners would be the Rideau Center, Sun Life, Place de Ville and Heritage Place. Today these 4 are linked to downtown stations. The WEP is the 5th Adjacent Owner who undertook negotiations with the City. From a close examination of the siting of Parliament Station, it would seem that negotiations between the City and WEP were at an advanced enough stage to have influenced the placement along Queen St., and mezzanine design, but subsequently were shelved. City negotiations with WEP that are still available reference the WEP entrance as primary whereas the Heritage entrance is identified as a potential or secondary option. I'm no engineer but I can measure distance and I've done so at the station platform, the mezzanine platform, and at the street level. The long double escalator and stairway shaft connecting the mezzanine to the Winners level is pretty much directly under O'Connor St. Again by my measure, the distance between the easternmost wall of the temporary staff area at the eastern end of the mezzanine and the wall on the next level up the long escalator with the Winners sign is 52m/170ft. Beneath Queen St. the station's mezzanine runs to just about 3m/11ft east of where the sidewalk tunnel venting grille begins on the south side of Queen. This grille is in the newly widened sidewalk in front of the WEP and underneath the wide sidewalk overhang installed above the WEP's entry level. I plan further research but I would speculate that the double venting from the tunnel to the street east of O'Connor could reflect earlier intentions for a second double elevator shaft to the street east of O'Connor. The City has always stated that Parliament would/will be the busiest station in the system and it's the only underground platform already built out to the full 120m/400ft. (I've measured the platforms at Lyon, Parliament and Rideau). Yet Parliament only has 2 elevators to the street from mezzanine whereas both Rideau and Lyon have 4. The memoranda are secret documents so it's difficult to know the details in the WEP negotiations but all in all it would seem that 2 elevators somehow got dropped from the busiest station. In any case, the easternmost end of the Parliament mezzanine is more than far enough to the east of WEP's parking ramps so that access could be provided--and I strongly suspect that the design of the station mezzanine reflects this earlier thinking. A second easterly elevator connection to the street (needed) would be possible. At this point, connecting the mezzanine to the WEP directly would either mean an entry through the first level parking garage or some accommodation with the TD Bank's current spatial configuration. It really should be done. It's almost all there. Unfortunately, perhaps, this would also mean separate fare gates toward the eastern end of the built-out mezzanine. But perhaps a price worth paying for connection to WEP and the winter shelter its interior walkways could offer transit riders coming from the south
  14. Your photos are atmospheric; way cool Tunneys photo. The stairway in this photo one example of where there would have been a down escalator, plus a still quite wide staircase, but escalator removed due to 'value engineering.' The design, however, does allow for an escalator to be added at a later date.
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