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Matth69000

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Matth69000 last won the day on December 11 2019

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  1. Excellent job. Watching the Interview a question popped into my head, when do they plan to install advertisement and posters inside the station ? Is that planned or do they plan on keeping the network "advert free"
  2. Jim Watson : How far is the city of Ottawa in the negotiations for Stage 3 with the Provincial and Federal governments ? Troy Charter: One of the LRT"s promises was to "get bus and cars of the road", did we notice any significant or marginal decrease in road traffic after de LRT opening. Micheal Morgan: Today the Confederation line runs, operates and has equivalent capacity and frequency to a normal metro/subway line. Why not have went for a more classic "High-Floor" design ? and does the city regret this choice especially with the current reliability problems ?
  3. These are anti-derailment rails. They are made to keep the wheels in the tracks in case one slips-off of the mains tracks. You usually find them at stations, bridges and sharp turns ?
  4. What's even weirder is that, this part of the Line was the first to be used during train testing (back in 2015) and is defacto the oldest part of the line. West sections should be theoretically more prone to have system errors ... Intriguing.
  5. You're mistaking Mooney's Bay with Moodie !!! Moodie is in the far west just before the Green Belt. It'll be served by the Confederation Line after stage 2. Mooney's bay is the station just before Carleton going northbound from South Keys.
  6. I use Scribble Map ? https://www.scribblemaps.com/ The Link to the map : https://www.scribblemaps.com/create/#/id=cz2MB7S24l&lat=45.38494835&lng=-75.64842224&z=12&t=osm_mapnik
  7. We should not mistake current ridership and area density. People don't use transit down Bank Street because it's simply too long and unreliable to make it convenient for anybody going downtown to the South End. As of today it's faster from Billing Bridge, to take the South East transitway and transfer on Line 1 to reach the CBD. However a fast and reliable transit system like a subway would make things much easier. Furthermore Bank Street has already the density (ppl/km2) required to have a Subway line running down it's path. Ridership down this corridor would explode almost certainly, including the fact that it would grab many riders from the South East Transitway and the Trillium Line.
  8. I don't think that would be a good idea since this would make the Trillium Line pretty much useless going north passed Greenboro, since the ''Central Line'' has a direct connection to downtown. Only Carleton Students would use the line. Well my friend we have the exact same idea (concerning the Montreal corridor), indeed I was also planning on making that line run down Montreal Road, but I tried to keep cost in mind (the line would be 100% underground = $$$$$). Also as I said connecting the line with the Trillium line would make the later obsolete, since our ''Central Line'' would be directly connected to the CBD. Anybody travelling north passed Greenboro would choose the Central Line over the Trillium Line (unless you're a Carleton Student). My plan is to expend it towards Sandlewood park and Heron Gate, a pretty dense area with no real efficient bus service.
  9. It seems that their's is much less delays since a week or two. New software ?
  10. On my free time I decided to try to make my own ''Stage 3'' wich means trying to make Suburban transit more efficient while trying to avoid all the problems listed in my topic introduction post. I came up with the following plan: The creation of 3 suburban commuter rail lines, and one short high density line running from Parliament to Billings Bridge. The commuter rail lines would be created by bying the existing CN lines running through the city. Signals would be upgraded and the central trunk between Bells Corners and Via Rail Station would be double tracked to allow consistent frequencies. These lines would be the new backbone for Suburban transit as most bus lines in the suburbs would be reoriented toward a Commuter Rail station nearby. Frequencies on these lines would come as high as 15 minutes during rush hour to as low as 2 hour during the day when demand is pretty low. Bus routes would be synchronized with train departures and arrivals to allow fast and efficient transfers. For exemple a bus would arrive 10min before a train departure and would depart 10min after a train arrival. A selected number of bus routes would still connect to the Confederation Line at Moodie and Baseline during day, night and weekends. My plan also includes the creation of a high density line between Parliament and Billings Bridge. This line would be created by rerouting 80% of the funds that would've been used to finance Stage 3, the other 20% would be used to upgrade and create the commuter rail lines. This ''Central Line'' would be built in the idea of expanding it passed Billings Bridge towards Sandlewood Park. This line would also be major as anyone from Barrhaven, Stittsville or Kanata wishing to go downtown would transfer on that line at Billings Bridge. Finally this line would be a relief line for the confederation line as it would reduce the need, for CBD workers, to take Line 1 to Hurdman and transfer on a bus to go South. Also passengers using Commuter Rails wouldn't be forced to go all the way to the Ottawa Rail Station and transfer on Line 1 as the Central Line would create a sooner link going downtown. Valley Line : Kanata/Stittsville Lengh : 52km, 3 branches Stations: Stittsville, Blackstone, Glen Cairn, Bells Corners, Carp, South March, Kanata North, Greenbank, Woodroffe, Merivale, Mooneys Bay/Walkley, Billings Bridge and Ottawa Rail Station Rail Stock : Double deck rail coaches + Diesel-Electric Locomotive Frequency : Stittsville Branch -> 3 Departures per hour during rush hours, 1 departure per hour during flat hours, Service ends at 9PM, half hourly service on weekends. Carp Branch -> 2 Departures per hour during rush hours, a selected number of departures during flat hours, Service ends at 6PM, limited service on weekends. Kanata North Branch -> 2 Departures per hour during rush hours, 1 departure per hour during flat hours, service ends at 9PM, no serive on weekends River Line : Barrhaven/Richmond Lengh: 29km Stations: Richmond, Jockvale, Greenbank Halt, Fallowfield, MacFarlane, Hunt Club Halt, Mooneys Bay/Walkley, Billings Bridge, Ottawa Rail Station Rail Stock : Double deck rail coaches + Diesel-Electric Locomotive Frequency: From Richmond -> 1 departure per hour during rush hours, no departures during the day, no service on weekends From Barrhaven -> 2 departures per hour + 1 (coming from Richmond), 1 departure per hour during flat hours, service ends at 9PM, limited service on weekends Russel Line : Vars/Limoges/Carlsbad Springs Lengh: 34km Stations: Limoges, Vars, Carlsbad Halt, Ottawa Rail Station Rail Stock : Single deck rail coaches + Diesel-Electric Locomotive Frequency : Rush hour only service, 2 departures per hour, service ends at 7PM, no service on weekends. Central Line : Bank Street Lengh : 4,5km Stations: Billings Bridge, Sunnyside, Lansdown TD Place, The Glebe, Terminal Station, Gladstone, Somerset, Parliament Rail Stock : Citadis Spirit Frequency: Every 4mins during rush hours, 7mins or less during flat hours, service ends at 1AM during week days, and 2AM Fridays and Saturdays. I made an interactive map if you wish to see more about it, and also you can make your own ? https://www.scribblemaps.com/create/#id=cz2MB7S24l
  11. As some of you already know from Skyscraperpage forum, I'm a strong opposer to Stage 3. Not only it doesn't make sense for me to expand the Confederation line passed the Greenbelt but such an expansion will, for me, raise a lot of issues rather are they technical, operational or demographic. First Point : Demographic Issues Expanding the Confederation line passed the Greenbelt means expanding the network into very low density suburbs. This means very high demand on rush hours and very low demand on the rest of the day. This configuration is not what the Confederation Line is designed for. The Confederation Line is a high density light metro system designed to carry a continious load of passenger at very high frequencies or less (at least every 7mins). An expansion such as the one planned for Stage 3 would not be very profitable for the city as the load of passenger outside of rush hours would be very low compared to the size of the stations built throughout the line. A high pendular migration such as the one we have in Ottawa would be handled much more properly by a Commuter Rail. Second Point : Technical issues Stage 2 is seeing the creation of two branches, one going to Moodie and the other going to Baseline. Such a design posses a lot of technical and operational problems as any major disruption on one of the two branches will cause problems on the main trunk and vice versa, any problem on the main trunk will cause major delays on the two branches. Such a design revolves on very tight coordination between the two branches, and many networks around the world experience problems with that type of configuration [Y configuration] (Line 13 in Paris, District Line in London, many lines of the New-York Subway etc...). An expansion passed the Greenbelt would mean more ridership espacially on rush hours, more stress on the two branches and more probabilties of delays and service disruption. Thrid Point : Creation of Suburb centric system An expansion passed the Greenbelt would send a very bad message to anybody leaving in the higher density Ottawa area. Such long expansions of lines would put transit money focus primarily on the suburbs and would send a terrible message to anybody leaving in the inner greenbelt area as no money would be put to deal with the transit challenges of the Inner Greenbelt. The Inner Greenbelt suffers already a lack of high frequency bus lines, and good transit solutions and Stage 3 would not change anything for that matter. The city by creating Stage 3 is basicaly saying ''Our interests are in the Suburbs, that's where the demographic that matters is (i.e Government workers) and you guys can keep using those unreliable buses while our cherished suburbers are using our brand new high tech trains''. All those challenges need to be addressed before going any further with any expansion plan passed the Greenbelt. Wich is the main reason for this Topic.
  12. It's clear by now that the city made a big mistake opting for what is essentially low-floor modified trams. I don't know what went through their heads but I suspect that: A) They wanted to save money buying lighter trains and making platforms lighter (less concrete). B) Or they were expecting the line to be essentially at grade (like a tram) in some portions of the line (suburbs maybe?). Including the door layout issue you mentioned, It also forced the city to buy the Citadis Spirit and to operate it exactly like a heavy rail line (witch is not what it's built for). Citadis Spirit are the only trains in the LRT market to offer such capacity where ever it's operational capacity (CBTC), Physical capacity (lenght, width) & Voltage Capacity (1500V), in short term they had no choice to opt for the Spirits. Flexity Freedom and Siemens don't offer anything like this. That creates an other issue, reliability... The Spirits are new trains, unproven anywhere else, with a technology mixing Lightrail design and Metro operating systems. Problems where just bound to happen at some point. The LRT market is still relatively new hence why the city had so few options for trains.
  13. The grinding is perfectly normal on very tight curves. It's a common thing with rail networks using steel weels (not like Montreal for instance). If you ever take the Metro in Paris you'll hear a lot of grinding between the weels and the tracks because it's one of the most sinuous Subway systems in the world with othen very tight curves. Same goes for New York or Chicago. Train has always slowed down on the way to uOttawa nothing new here. I'm a student at uOttawa so I'm pretty sure of what I'm saying. Same thing goes for the West Portal instance where the train slows down, before accelerating on the straight line to Lyon station (after clearing entirely the curve).
  14. You're wrong in a lot of ways. A train crossing the bridge would be highly beneficial in terms of ridership. Why ? Because of the way the STO system is built. The system is built and guired to make ALL bus go through Portage and Terrasses de la Chaudière. The Problem with that logic is that anybody from Gatineau who isn't going downtown has to pass through downtown to go anywhere in Ottawa. The only STO lines that aren't going through Portage and Ottawa's Downtown/CBD are rush-hour bus that only serve Aylmer using the overcrowded Champlain Bridge. A train passing on the bidge would likely stop at UQO/Taché. Such a thing would be highly beneficial for Gatinois (leaving in Aylmer or Hull) going to Ottawa without having to go all the way through Portage especially for government workers working at Tunney's. All routes going to Ottawa from Aylmer, Hull or Plateau pass by UQO/Taché and many people would rather choose to transfer at UQO and get on Ottawa's heavy and frequent LRT then having to go all the way to Lyon Station or even wait up to 20mins at Portage for an OC Transpo bus that would likely drop them at an LRT Station anyway. That's about 20 routes with 7 of them working day round and 4 of those 7 being backbone line for STO (22, 23, 24, 29, 34, 36, 37, 371, 40, 41, 42, 43, 44, 45, 46, 47, 55, 58, 59, 800). This would be even useful for people going east of Ottawa. The flow of passenger would also be pretty steady since most people using transit in Gatineau are making trips to Ottawa (Work, Shopping, Sport). Even for people living in Ottawa and working at the Government office close to Galleries de Hull they wouldn't have to transfer on an STO bus at Portage! Overall such an extension would be beneficial ... But beneficial for who ? Gatinois. And that's why the Bridge train option will most likely never happen. It's much more beneficial for people from Gatineau then people from Ottawa since we have an asymmetric power relation/population between the two cities. In the mind of OC and Ottawa city Council why would we pay for an extension that will benefit people who aren't paying taxes and transit fee in Ottawa for Ottawa. On a 100% ratio probably 80% of the passengers using the extension would be Gatinois using a Multi! Card, paying taxes in Quebec and Gatineau. These same Gatinois would come and charge Bayview station with even more passengers with the impact of overflowing trains during rush hour. That's Ottawa's fear and the reason why any extension using the POW would need to be negotiated by all Federal, Provincial and Local government bodies, because who pays for what ? Is it even worth the trouble ?
  15. Thank you for the info, so I wasn't wrong after all ?. Concerning the interior, the difference is even more stricking when you compare it to all the other networks accros the country... Bad point on OC Transpo here for choosing style standardisation. Concidering how important the project is they could've done better, much better. Calgary's very spacy C-Train ''Mask'': Vancouver Skytrain ''Mark 3'' is probably the closest to Ottawa's ... But the trains are Blue, Grey and Yellow so quite logic here: Edmonton LRT is also pretty bland but then again in line with the train colour: Toronto ''TTC Rocket'' trains, basicly what we should've went for... :
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