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TransitDaddy

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  1. Queensview station will gain more traffic over time. Does anyone know if private developers are contributing to the cost of the ped overpass' construction or, possibly, contributing to the cost of the station itself? I ask because it seems to me that apart from IKEA shoppers (who will constitute a significant percentage of users from the get-go) the rationale here has to be that the industrial/commercial lands on the south side--both east and west of the ped bridge--will be redeveloped with much higher density. Somewhat like what's happening to Blair right now. IKEA owns the entire mall and I
  2. "We don't care what the vehicle is" . . . sounds like a P3 echo of the Ottawa discussion by which a completely grade-separated system uses a rejig of Alstom tram-trains intended for lo-ridership lines rather than, say, hi-floor trains such as used in Edmonton and Calgary. It's way beyond unfortunate (it's a societal failure) that we have arrived at a place where government/public officials are considered to know less about what their city might need than a profit-driven consultant working for a private firm. It's fascinating to read through the procurement documents for Stage 1 Confederation L
  3. Here's a pic of uOttawa station, December 2019 just after a freezing rain event. Westbound platform, north end
  4. The current City administration committed to extensions for which it didn't have the money to implement in a good way, given Ottawa's climate. I also don't understand why Sherbourne and New Orchard aren't enclosed. But it saves the City money that would be needed to install fans and proper ventilation at these two stations. Though there doesn't 'seem' to be enough money at this point, in the long run the City is going to have to do more to also semi-enclose existing stations such as Hurdman and Blair and uOttawa so that, with (hopefully) increased ridership, the ends of the platform aren't to
  5. The City of Ottawa took over the OER in 1948 -- more than 10 years before the system was shut and dismantled
  6. When I lived in San Francisco in the 1990s I took the California St. car frequently. The entire system was shut down in the early 90s for a rebuild. Buses substituted during this period for the cable cars. If a cable break were to happen the various lines can be separated from one another so that one line can be shut and the cable repaired. It's a big undertaking but they don't have the awful weather Ottawa has during winter so repairs can happen year-round easily enough if needed
  7. I've followed the O-Train discussion for several years during which discussion of a Bank subway has happened a few times. I don't recall the individual ever taking part in these discussions. Perhaps they are new to the discussion . . .
  8. I suspect that if the rest of the line were to be twinned that the single-track tunnel would function quite well. This is what Sacramento does on its main line crossing of a river. And it can seem like that bridge, as would be the case for the tunnel, is in pretty much constant use with trains going both ways in sequence. If the sequencing is properly automated why would it not work? The transit time through the tunnel is a bit more than a minute at best which means that the tunnel could handle at least 15-20 trains per hour in each direction . . .
  9. If a line is ever built under Bank Street it will align with the denser parts of the "urban" area. In other words, more of an urban subway/metro than the Stadtbahn-like Confederation Line extensions now being built with considerable distances between low-density suburban areas. So, if a Bank subway is built, the financial and political investments need to be made to have a couple more stations along Bank between Parliament and Glebe. Also, long-term plans to relocate the bus station to Tremblay/Via Rail may render the current bus station a site for high-rise redevelopment
  10. I was in Adelaide several years ago and rode the system. It's impressive, though suffers from the same high driver to passenger ratio which eventually sounded the death knell of the Transitway. My sense would be that Ottawa's winter snow/ice freeze/thaw combos wouldn't allow for the track/side wheel system to work well. The side wheels are quite small and demand a clear tolerance. Speaking of ice, RTM can't even make stand-alone switches operate properly along the Confed Line, let alone a track system that runs parallel and horizontal to the entire length of the system . . .
  11. 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.
  12. 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 si
  13. 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
  14. 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 m
  15. 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 Lyo
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