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Herlsone last won the day on June 15

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  1. Back in Chicago..none of the light rail stuff here... 😁😁 VID_20200617_144738.mp4
  2. At grade in downtown is most likely the least attractive idea to come from this. We (Ottawa and Ontario) just spent 500,000,000 on a tunnel to get transit off the streets. And Now Gatineau (and apparently more of those nameless "staff" people in Ottawa) thinks this is a good idea. The answer is no. No to 2 separate systems, no to clogging streets with a zillion slow trams during rush hour. No no no. Yes to a zillion other options.
  3. Well this is an interesting turn of events...if they took off roughly 40mm of diameter from the wheels.. That is a lot andnlikely would make the wheels out of spec? And I am betting not all the wheels on that particular train are like that..so the computer must be working overtime with vehicle Dynamics. Imagine you car with two 17in wheels, one 16in and one 18inch..not only would the ride be unbearable, but the computer would be blinking all sorts of lights and not letting your car work at full potential. That being said, there are lots of reasons we could speculate on as to why the train might be lower. Shane, maybe post the question to Twitter if people notice trains being lot level with the platform.
  4. The ENTIRE areas of Bank Street, Lowertown, Vanier, etc... is in dire need a reason for developers to rehabilitate these areas or build new buildings, developments. This line would be well worth the investment. The Fed Government can only talk about being green and funding transport.. now is the time to hit them up for a billion or two.
  5. I would say this yellow line is needed more than any suburban line. Bank Street, Lowertown, Vanier would be a great addition to the system and serve high density areas.
  6. Yes, just simply yes. The nuances of this can be worked out (even yellow vs green line duplicity) but simply yes. Do it. The LRT just feeding the Red Line (line 1/confederation/whatever) does not scale well nor is reliable/fault tolerant. This type of system, combined with reduced (meaning onerous) regulations for building new TOD housing units and walking communities around stations, would increase the quality of life, lower the housing costs, and make Ottawa a place people and business move to. Commuter rail does not have to be a huge massive cost (original trillium as an example and many of the Go lines) Tunnels, well, that is different and a huge investment. Some concepts this help with. Creating alternate paths in case of failure. Think of London, to get to any tube station not at the dead end spur of a line, there are usually 4 or 5 ways to get somewhere. It would be nice for Ottawa to have simply a second way to get downtown or to Tremblay. Cross connections. Like Clapham Junction in London, many different trains go a little out of their way there so people may connect to trains that are going to different directions. And this connection is done outside the city center. Trains from many London central stations go via Clapham just for this interconnect purpose. Fault Tolerance. When the central train communications center finally (or again?) gets hacked by the (insert bad guy here), then it doesn't bring the entire system down. FEWER CONNECTIONS from the airport to where people want to go. Sorry, 3 trains to get downtown (to where offices and hotels are) from the airport is a total non-starter. Its a terrible plan and people will just take uber. Or taking a train to Gatineau, 4 or 5 trains eventually? Seems like the taxis and uber are behind not using the POW bridge to the Gat BRT. I could go on, but these discussions are needed. Especially if there is a change that this type of system can LOWER the debt burden........ Not unless the Trillium goes to Gatineau over the POW and meets or takes over the BRT in Gat.
  7. I agree with another connector for sure. One easy one (in my pipedream mind) is to get VIA off their keister and start high frequency service between Fallowfield and Tremblay. Get some Line 2 style diesel commuter trains and run service on the line. Either let Octranspo operate them and the Presto card works, or if Via has to operate them, work it out with some presto gates. Going south from Tremblay these higher frequency than Via trains could stop/connect at Line 2 Mooney's then proceed Southwest to Walkley road and get Riverside into some train action..then stop somewhere in the Nepean industrial area (2 stops would be good there) ...then down to Fallowfield for a LRT connect (note, connecting with 2 LRT lines!) Then with a growth of the line we proceed to Longfields..then somewhere into Barrhaven West...then all the crazy way to Richmond where it seems the station used to be and the is some great area for a siding/Depot/shed whatever. It would then be easy just to include Smith falls in this too. Some new sidings would have to be built in a few areas for more train passing, some longer double track improvements and so forth. Would be quite simple (again..in my mind) and allow for alternate methods/routes to get to many areas of the metro area. Larger plans aside, a Barrhaven--> Fallowfield--> Mooney's--> Tremblay high frequency connect would be a winner for sure.
  8. And what if a train shows up that is full? Or half full? Or whatever...? I have ridden plenty of train systems that you had to wait until the next train...and brand new ones (Dubai) but never a train system with such small platforms. When you have a chance to build from scratch, why not just over do it? "Ok studies say we need 12 feet to make room for 600 people...". ... "Ok..let's do 30 feet."
  9. I think I may have reached a general understanding of a what concepts I was missing here..... I have been disillusioned by the many LRT stations in all planning stages that are just connections to bus transit lines, parking lot pickup spots or other change of transit mode stations.... I constantly thought to myself, how can these people be so short sighted about planning and where the stations are located... so many mistakes... until digging into what this thread has been chatting about.... the idea behind Ottawa LRT really is just to get people in and out of downtown more efficiently, time and cost wise than with a zillion buses... To replace expensive bus labor with trains, to replace buses and traffic with trains.... When I thought it was to take that into account AND plan for 50 or 100 years of sustainable growth by the city(s) in the metro area So back to my development at Fallowfield concept. I think that what the city/lrt planners are forgetting is that people do not really listen to planners. They see opportunities and go with it. Once you create a well working train system, people's habits change, where they live changes, how they commute changes. Take for instance Chicago, they have a horrid train system...unless you work downtown..then every train is perfect as you can live just about anywhere. Every form of train will take you downtown. So people live near these train and subway lines. However, if you work elsewhere in the city, you are screwed (and nobody is complaining to the city, oh woe is me, bring a bus or train to my house, they move to a convenient place to commute via train from - no comment about car commuters) Chicago has resisted making inter connecting train lines to bypass the downtown or make a system like London or Paris because it will dilute the importance of downtown. For Chicago politicians, spreading power to others outside the core is just a non-starter. Once people get to commute without a car pretty much anywhere..they will! This means offices will move to less expensive areas...and the obvious economics apply, but then downtown suffers with competition and declining political influence. This will happen here since the train in stages 2 and 3 and whatever happens with 4 and on, will end up with interconnections and not just a feed the downtown core. That is why I argued for use of the PoW bridge and bringing frequent train service to the Gat BRT and beyond. It will not be a build it and they will come now thing, but its for sure a "lower the overall cost of living and doing business" in the greater metro area by having good transit, and the metro area will grow properly concept. And we all know we do not want just rampant senseless growth that plagues most suburbs of cities... and you avoid this building communities around transit options. And let me be frank .... Bus options are not real transit options. Sorry bus people, but a bus is just a human decision to run or not or even keep in your area. A train system has long term staying power because of the infrastructure involved. Communities are built around trains all over the world, not around buses. Buses simply cannot scale due to operational cost and pensions. And from my perspective, our municipal governments should not ever be in the pension business. So I have rambled on ad nauseam here, but now that I realize what I was missing conceptually, the LRT makes sense it was planned. But it does not make sense as the city will inevitably change, double in population, and people will work in different areas commuting from one neighborhood to another and never going downtown. We need to build communities where trains meet, and plan on having more trains systems meet in other parts of the metro area to plan more communities. (note, as in transit oriented, not more Costco parking lots.)
  10. Does anyone know what the development plan is for around the Fallowfield area? If someone tells me, "oh there is going to 4 strip malls, 3 condo buildings and lots of surface parking for Costco going in, I am going to strangle them... ok, maybe not...but where two growing train systems overlap, development booms. The area in my high tech ms paint diagram should be developed like a town/community/high street/etc... A walk-able community with residences, offices, trade, etc... not single family homes with a need for lots of cars and buses to take people to the transit center. Anyone have any leads on where this development info is?
  11. Herlsone


    I swear, while doing the first checklists that I saw different combinations of trains months apart. It can't be that difficult to couple and uncouple, plus the forever empty drivers cabs that face each other are lit up and working... if permanently not going to be used, I doubt they would still have equipment in them running up hourly time prior to overhaul/replacement. If it is hard, I bet it is only the software and control room programming.
  12. Once again, too much to quote, and good points made.... and without going into any sort of detail at all about bridges.., I think what most people (if I may be duly appointed the spokesman for "most people...") ultimately think, is that taking a transit bus sucks. It's steerage class compared to a metro or local transit train and is downright tortuous compared to an uber. Generally trains have stations and infrastructure, generally the bus has a cold shelter on the side of the road on which you stand in the rain and snow and you have nowhere to move to on the bus when the guy that never showers sits next to you. Never confuse enthusiasm with realism! Compare compromise and boring with realism! ? Cheers.
  13. Is anyone else starting to feel embarrassed about our train launch? I do give them a lot of leeway for sure as it is a brand new system...but seriously, I thought they were supposed to do 12 days of no fault testing? There is lots of faults! Many of the interruptions were not just people holding doors (like today's switch issue). How come the trains only seem to fail during weekday rush?
  14. This is why eventually we will need an authority set up to manage all the inter-province transportation and infrastructure. Bus and train trips, bridge management, tunnels, etc.. Like the PATH in New York and New Jersey, BART in the San Fran metro area, etc... Even without a setup like this, revenue sharing based on big data analytics is not difficult anymore. Even without a London UK zone type tap in/tap out system, scientific samples of peoples behavior and traffic patterns can now be done just from cell phone tower data. The city could buy data from Rogers and Bell, "how many people with 613 numbers spend the day in QC and rode a bus/train during rush hour or the reverse, (I am obviously simplifying this, but not much!) and share revenue accordingly. We could do this tomorrow and stop having 2 different bus systems running across the river. Or.... we do a London style zone system and get contactless/interact cards working an then you can have variable/dynamic pricing... (There is that enthusiasm running amok again... ? )
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