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DavidBellerive

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DavidBellerive last won the day on March 25

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  1. Posted on July 3rd by Wilson on Twitter. I personally haven't seen one on the road yet but in the thread there is mentions of more than one unit (8168, 8172, 8176)
  2. I think there is a few clarifications that will be needed from RTG and OC Transpo, namely on the "permission" to operate only 7 trains. Does it mean that RTG gets a "pass" and not penalized, or it actually counts as a failure to deliver the expected trip miles? Eitherway, my trust in RTG / RTM is completely eroded by now. Regarding the wheels, I can think of three main causes, though I'd be curious to know what others have to say. Imperfections in the steel used: either a failure of process or the result of "cheaping out". Results in some parts of the wheel being softer while others are more rigid and potentially to expand at different rates leading to cracks. Generally this is amplified by "extreme heat". Process failure: I count is seperately, but essentially if the cooling down is too fast / slow or wheel not heated enough / too much during manufacturing, it can result in brittle steel and therefore more susceptible to cracking / breakage. Track geometry / Train Dynamics: not sure how much there is to look into there, but rough sections (between Hurdman and St-Laurent) have been getting worse and might fatigue the wheel due to improper condition. Traction management and agressive breaking can amplify the excessive wear / fatigue on the material. Regardless of the cause, it is indeed the "only" option to remove trains until all wheels are inspected and give the okay to go back in circulation. Processes should be in place to avoid bad batches from being accepted by RTM as part of quality assurance, which probably indicates Alstom / RTM are going for the cheapest supplier and not overlooking too much. I also question if the issue arose following the line closures as a result of changes made, or if it was not identified before hand and just came to their attention. Neither is an acceptable result. All I am gonna say is that we are clearly not getting a 'world-class' system as was promised and more people should be held accountable for it.
  3. Thanks for following up. Whichever way they go, it will be important for the signage to guide people towards the right platform efficiently and not do something similar to what happens at Tunney's Pasture during rush-hour. If most of the traffic goes towards Algonquin vs Moodie, I guess it makes sense, otherwise it is resulting in a confusing layout. Nonetheless, I wish there was a second platform access on the opposite side to ease transfers from Moodie to DT and vice-versa. The stairs will get quite crowded in rush-hour if they come to the decision that for platform space it makes more sense to run Moodie on its own platform all the time.
  4. Conflicted about the closures. Assuming service levels were to be regular (as in no COVID-19), would RTG have been able to perform those operations without affecting service levels? I am led to believe that they wouldn't be able to. I appreciate that they are being proactive and getting stuff done in this period of lower traffic that can be better accommodated by R1 service, but RTG (and the City for this matter) stated that most work could be completed in the overnight closure periods. Hopefully this work ends up paying for the long-term reliability but I am remain skeptic about RTG's ability to deliver on the performance metrics if full closures are to be authorized like this. Also want to add that a 3 day notice for this duration of closure is not appropriate IMO. Especially with the changes going on with R2 / Trillium.
  5. Any benefit to the full rooftop vs the partial one? I guess aerodynamics are superior?
  6. I actually quite enjoy the Enviro 500, especially when the top front seats are available. As quiet as it gets, and you have nice views of the city! Other than that, I haven't been in Ottawa long enough to try anything holder than the hybrids so I am gonna abstain of commenting on older ones.
  7. Has any of them been seen on the roads already? I would presume they are still going through acceptance or final fittings.
  8. I don't expect much to change from the already known plans for it with the same frequency as currently. Given that South Keys is one platform I would guess they'll have the two timetables "split apart" by a 3-4 minute gap so that north-south can use their respective platform, then Airport shuttle comes in afterwards and cabin swap. Turn around at Tunney's and Blair can be done is 4-5 minutes and even less so I guess that would be the way. 12 minutes service pattern would look something like this. I am not too sure how representative those times between sections are though. 0:00 Trains arrives Platform 1 and 2 (Southbound, Northbound) 1:30 End of dwell time 3:00 Clear of the switches (Airport Branch and Limebank) 3:30 Shuttle is allowed onto mainline 5:00 Shuttle arrives at Platform 1 or 2 8:30 End of turn-around and departure 10:00 Clear of the switches 10:30 Northbound train continues on tracks 12:00 Train arrives in Platform 1 and 2 Not sure how long the actual dwell times will be (went on the longer end), but given the longer trains and increased door count, I'd expect shorter dwell times than with the Lint even for similar traffic. Same for time to clear the south switches as they are about 600m from platform. All this to show it possible to do, but still "tight" for a 12 minute frequency with the known configuration so far. This also raises the question whether or not interlining of trains all the way to Bayview is even possible with the current alignment and not double-tracking: the current 12 minute service pattern seems to be the "lowest possible" on this section so there is no real increase in frequency possible without cutting frequencies south in half. I might be totally in the wrong there of course but we'll see!
  9. For those of you who haven't had the chance to go all the way to Baseline, this is EWC's main base for the West extension. I presume there is a similar one for the East and South extension though I am not entirely sure where they are located. As of Tuesday, there was still work going on along the extension and EWC seems to be already quite deployed along the entire length of the West extension. Trees seem to have been removed entirely from Dominion to Baseline (haven't checked to Moodie though), and there is ground levelling going on as sites seem to become increasingly active. It will be interesting to see how much of an impact COVID-19 will have on progress and whether or not this will lead to delays, but EWC seems to be quite proactive already. I'll be in the area today and will try to get a bit more pictures if weather permits.
  10. Highway 174 westbound to close between Trim Road and Tenth Line Road overnight on Saturday
  11. Also, wanted to say huge thanks to Shane once again for taking the time to do the interview. Scrimgeour really went in depth whenever possible and shared some interesting informations. Looking forward to some of the changes discussed (GPS-tracking, payment options, etc.) and how they will actually be implemented. I still think OC should do like the STO / STM and adopt Transit as their official app, but I guess it is little steps in the right direction. For Stage 2, the service pattern will be interesting to see in operation. I still think there should be some sidings along certain points so trains can be inserted or moved aside, but for now I think it is the best that can be done without really going "overkill" downtown in terms of frequency. This also seems to indicate that, even with the line running at lowest interval under CBTC (90 seconds), we would likely see trains operating at 3 minutes interval beyond Lincoln Field, which would provide a bit more capacity than currently available in the core, which is still impressive! I guess another option if there is a need to increase capacity is to make the Moodie/Kanata to Lincoln Field a seperate service as will be done in lower service periods.
  12. There is currently a "moratorium" on adverts on the Confederation Line, waiting for the city to do a study and decision through council. I cannot find those references right away, or the exact time when it is to be reviewed, but I think it was for 18 months following opening or something along those lines? Curious to see what the decision will be, given that the cost of adverts has been decreasing on public transit and that it would be a "almost meaningless" amount of revenue for OC Transpo. I guess it all depends on the recommendation from city staff.
  13. Highway 174 to fully close between Champlain Street and Tenth Line Road overnight on Saturday
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