Today, the City's Light Rail Sub-Committee received a construction update on the Stage 2 O-Train South Extension and approved a detailed report on the preparations, testing, and trial running reporting that will precede the opening of the system, expected this fall.

The Trillium Line, to be renamed O-Train Lines 2 and 4, originally ran between Bayview and Greenboro stations. The extension adds approximately 12 kilometres of new track to the existing eight kilometres and will stretch to the Riverside South community at the new terminal, Limebank Station. The project also includes an additional four-kilometre extension to the Ottawa Macdonald-Cartier International Airport. Rail installation and station works are nearing completion.

The Sub-Committee received an update on steps required before revenue service. These include construction status, plans for testing and commissioning, trial running requirements, required bus network changes, and public launch plans. Testing and commissioning have already started and will be enhanced throughout the summer. The Sub-Committee approved the reporting process to Council for the trial running period. Staff will provide daily summaries of the previous day's performance and a technical briefing following completion.

The Sub-Committee also received a peer review report from SYSTRA Canada and RAPT Dev Canada, who worked in partnership to provide a comprehensive review of the Stage 2 project. The firms analyzed TransitNEXT's work on the Trillium Line to identify any potential issues or challenges that might arise when service begins. The report made 47 recommendations involving project management, rail infrastructure, rail systems, operations and maintenance, and safety. The City and TransitNEXT have formulated and implemented a comprehensive response and action plan to address all 47 recommendations.

Items from today's meeting will rise to Council on Wednesday, June 14.

Source : City of Ottawa 

This Sat., May 27, the TTC is giving the public a unique chance to experience the inner workings of North America's third largest transit system, when it opens the doors to its McCowan Carhouse and Danforth Garage as part of Doors Open Toronto.

At the McCowan Carhouse, TTC fans will have a chance to look behind the scenes before Line 3 Scarborough is decommissioned later this year. And, more than a century of Toronto public transit history will be on display at the Danforth Garage, a site rarely open to the public.

"Doors Open Toronto is a great opportunity for transit fans to get an inside look at two TTC sites," said Deputy Mayor Jennifer McKelvie. "Thank you to the TTC for working to open up the McCowan Carhouse and Danforth Garage. I encourage people to come out and explore this weekend."

"We are so pleased to once again host Doors Open Toronto events at the TTC," said TTC Chair Jon Burnside. "We hope that visitors enjoy this unique opportunity to experience the size and complexity of TTC infrastructure and maintenance operations that keep Toronto moving every day."

At the 4,146,000-square-foot McCowan Carhouse, Doors Open visitors will experience the full scale of TTC train maintenance operations, with an SRT car, wheels, axles, and snow-removal vehicles on display. The prefabricated metal maintenance facility was built for the Scarborough RT, the world's first intermediate-capacity transit system, and houses four tracks, including a giant train carwash.

At Danforth Garage, a vintage GM New Look bus and the all-new TTC e-bus will be on display, along with more than a century of public transit history. Originally called Danforth Carhouse, the Edwardian-style facility began servicing streetcars for Toronto Civic Railways in 1915, until 1921 when the TTC took over operations and introduced the new Peter Witt streetcars. After the Bloor-Danforth subway opened in 1966, the facility was converted to an all-bus garage, and it served in that capacity until 2002. Today, Danforth Garage is home to TTC heritage barns and serves as an office for subway operations.

"The TTC is proud to invite the public behind the scenes as part of Doors Open Toronto," said TTC CEO Rick Leary. "We hope visitors will take the opportunity to explore Toronto's transit history, and learn more about the evolution of transit, starting from the first streetcars and leading up to some of our newest eBuses that are on the road today."

Doors Open visitors can go on self-guided tours and take photos of TTC trains and equipment. TTC staff and volunteers will be on hand to answer questions and a BBQ lunch in support of the United Way will be held at both locations.

At Danforth Garage, there is one accessible entrance and no accessibility between levels. Accessible portable washrooms will be available. At McCowan Carhouse, everything is accessible at street level. There is no accessibility between levels and there are no public or accessible washrooms.

Date: Sat., May 27, 2023
Time: 10 a.m. – 5 p.m. (last admittance at 4:30 p.m.)
Where: McCowan Carhouse, 1720 Ellesmere Road, M1H 2V5
Danforth Garage, 1627 Danforth Avenue, M4C 1H7

Doors Open visitors are encouraged to share their experience on social media using #DOT23.

Source : TTC

Please find attached a memo regarding work on O-Train Line 1 from Monday, June 5 until Monday, June 19.

Source : City of Ottawa

The Gatineau Tramway, proposed for the west-end of the city, will transform public transit, most notably in the Plateau and Aylmer sectors, which currently do not have any rapid-transit offered. 

In this video discussion with Maude Marquis-Bissonnette (Mayoral Candidate, Leader of Action Gatineau, and councillor for Plateau), we discuss the tramway project, the eventual rapibus conversion, the tramway insertion into Ottawa, and a 6th crossing between Gatineau-Ottawa.

--------------- 

• 00:19 - Introduction 
• 00:31 - Gatineau Tramway 
• 01:52 - How will the tramway improve the transit experience 
• 03:04 - How will the tramway improve road congestion in the Plateau and Aylmer 
• 05:08 - Closure to cars on rue Laurier near Place du Portage and Terraces de la Chaudiere 
• 07:33 - Interest in converting the Rapibus to rail 
• 08:54 - Timeline of converting the Rapibus 
• 10:33 - The possible 6th crossing between Gatineau and Ottawa 
• 11:42 - How can citizens voice their comments and become engaged with this project 
• 13:11 - The routing of the tramway through the Plateau 
• 15:55 - The insertion into Ottawa, on the surface on Wellington or in a tunnel under Sparks 
• 17:35 - The Ottawa-Gatineau Loop

The City of Gatineau is moving forward with opportunity studies to determine the need, technology, route options to better serve the West-End of Gatineau (specifically Aylmer and the Plateau). It has been determined that a service offered by rail is needed to provide adequate service in the future for these growing communities as well as providing service in and out of the downtown core of Ottawa. 

In this March 2021 interview with Myriam Nadeau, City Councillor for Pointe Gatineau and President of the STO, we discuss the West-End tram for Gatineau and answer the following questions: 

• How a decision was made to pursue building a Tram/LRT in Gatineau. 
• The advantages that the Tram/LRT will bring to commuters and citizens of Gatineau and in particular to those residing in the Plateau and Aylmer. 
• The currently proposed routing options. 
• The options for entry into Ottawa via the Portage Bridge: Surface on Wellington / Underground beneath Sparks. 
• The timelines: work that has been completed, the next steps, and when might we see the first passengers ride this new transit service. 
• How citizens can get involved during consultations, as well as providing feedback and support.

The Ottawa LRT Public Inquiry has found there were persistent failures in leadership, partnership and communications in the construction and maintenance of the Ottawa LRT.

Commissioner the Honourable Justice William Hourigan released the Inquiry's final report today in Ottawa. "Our mandate," he said, "was to find out for the residents of Ottawa what happened and why, and how to avoid similar problems in the future."

In releasing the report, Commissioner Hourigan said both the City of Ottawa and the private consortium, Rideau Transit Group (RTG), lost sight of the public interest during the project. "It was unconscionable that RTG and its main sub-contractor knowingly gave the City inaccurate information about when they would finish building the LRT." He also found that City Council was not told that the testing criteria for the LRT was lowered to allow it to pass its final testing phase. "This conduct irreparably compromised the legal oversight ability of Council and raises serious concerns about whether the City of Ottawa can properly complete significant infrastructure projects."

The Commissioner found there were many reasons Ottawa residents did not get the reliable transit system they deserved, including that:

• The City chose unproven technology for the trains that strained the limits of what an LRT system could do.
• RTG did not coordinate the work of its sub-contractors and failed to ensure the integration of the various systems and components.
• An adversarial relationship developed between the City and RTG.
• The City rushed the LRT system into service before it was ready.
• RTG and its subcontractors did not provide adequate maintenance.

The Public Inquiry made 103 recommendations to fix the problems with the Ottawa LRT and ensure they don't reoccur on other major infrastructure projects. Commissioner Hourigan recommended that an independent monitor keep Ottawa City Council or the Transit Commission informed about on-going corrective measures. And he said governments and public procurement agencies should examine whether to use a public-private partnership (P3) or another model when building complex infrastructure projects.

Other recommendations include:

• Collaboration and the public interest should be at the heart of the relationship between the public entity and private-sector partners.
• Systems integration must be prioritized from the design phase through to construction and manufacturing.
• Safety requirements should be designed and built in from the outset, to avoid expensive, retroactive changes. An independent safety auditor should be engaged early in the construction of complex infrastructure projects.
• Reliability and safety issues must be honestly identified and communicated to project partners and the public. The province should give legal protection to whistleblowers who bring forward concerns about major infrastructure projects.
• Trial testing requirements should be detailed in the relevant contracts and used as the basis for any performance scoring.
• There should be timely and proper responses to problems related to maintenance and operations by all parties once they arise. The safety and needs of the public should be prioritized.
• Prior to public opening, there should be an extensive running of the entire system under conditions designed to mirror those of public service.

"More than three years after opening," said Commissioner Hourigan, "some of the LRT's problems still have not been fixed. While relations between the City and RTG have improved, both need to do more work to ensure the public interest is at the core of everything they do." 

Source :Ottawa Light Rail Transit Commission

A resilient rail transportation system is critical to strong supply chains and keeping those who live along rail lines safe. Recent events like the 2021 wildfires and floods have shown the impacts climate change and extreme weather events can have on communities and our transportation networks. We must continue to adapt and prepare for these impacts. This is why the Government of Canada is taking important steps towards addressing climate change on railway infrastructure.

Today, the Minister of Transport, the Honourable Omar Alghabra, announced the launch of the first call for proposals for the Climate Change and Adaptation to Extreme Weather Infrastructure initiative under Transport Canada's Rail Safety Improvement Program.

The Climate Change and Adaptation to Extreme Weather Infrastructure initiative will provide up to $10.5 million in funding this year. This initiative specifically targets rail infrastructure projects meant to increase resilience to extreme weather events and advance measures to address climate change measures. It will also support rehabilitation projects that repair damage from significant weather events.

Transport Canada will be accepting applications for the Climate Change and Adaptation to Extreme Weather Infrastructure initiative through an open, competitive call for proposals from now until January 6, 2023.

Further, earlier today, Environment and Climate Change Canada launched Canada's National Adaptation Strategy: Building Resilient Communities and a Strong Economy for engagement. This strategy includes $1.6 billion in new federal funding commitments to help protect communities from coast-to-coast-to-coast.

"We must take immediate action to protect our planet from climate change. Our Government will continue to invest in measures which address the impacts of climate change. This is why we are providing funding under the Climate Change and Adaptation to Extreme Weather Infrastructure initiative: to address severe weather impacts on railway operations."

The Honourable Omar Alghabra
Minister of Transport

• Canada's railway system has approximately 23,000 railway crossings, and over 40,000 kilometres of track.
• Transport Canada's Rail Safety Improvement Program plays an important role in addressing safety needs due to ongoing and emerging safety concerns across Canada. Funded projects have contributed to an overall reduction of risk and increased safety for Canadians.
• The Rail Safety Improvement Program has an annual budget of $21.3 million in support of rail safety infrastructure, technology and research, and education and awareness projects across Canada.
• Since the program's inception, 774 projects have been funded across Canada which contribute to increasing safety at grade crossings and along rail lines, and to increase public confidence in Canada's rail transportation system.
• On July 5, 2022, the Minister of Transport also announced the Rail Climate Change Adaptation Program, which will provide up to $2.2 million in contribution funding to Canadian railways to cost-share research. Its objective is to support research, development, and implementation of innovative technologies, tools, and approaches to better understand and address the increasing risks and impacts of climate change on Canada's rail sector.
• The Supply Chain Task Force recognized climate change as a driver of instability in transportation supply chains. For example:
  • Wildfires in July 2021 reduced railway operations by 30%, representing around $163 million per day in terms of blocked shipment value.
  • Flooding in November 2021 hindered the movement of goods estimated to be more than $170 million per day due to lost train capacity and increased congestion at the Port of Vancouver.

• Rail Safety Improvement Program
• Climate Change and Adaptation to Extreme Weather Infrastructure initiative
• Canada's National Adaptation Strategy—building resilient communities and a strong economy

The Ottawa Light Rail Transit Public Inquiry will release its final report on November 30, 2022. "We made a commitment to the people of Ottawa," says Inquiry Commissioner, the Honourable Justice William Hourigan. "We said we would find out why problems occurred in the construction and maintenance of the LRT, and how to avoid these in the future. I believe we have done that."

The Inquiry will release the report simultaneously on the Inquiry's website, ottawalrtpublicinquiry.ca, and at a news conference in Ottawa. The news conference will be livestreamed on the Inquiry's website.

Committee hears about milestones for Stage 2 LRT

The Finance and Economic Development Committee received a detailed update today on Stage 2 LRT construction.

The project has progressed significantly in 2022: rail installation is underway along the O-Train East extension, as well as covering works for the cut-and-cover tunnel on the O-Train West extension. Testing and commissioning of seven new Stadler FLIRT vehicles is underway; they will run on the O-Train South extension. By the end of the year, seven of the 11 new pedestrian bridges will be installed to help enhance resident's active transportation connectivity.

Today's update included forecasted schedules for each alignment. Anticipated completion dates are:

• September 2023 for the O-Train South extension
• End of 2024 for the O-Train East extension
• Late 2026 for the O-Train West extension

During the FEDCO meeting in Ottawa, further delays were announced regarding Stage2LRT throughout Ottawa. 

• South: Fall 2023 (A year late) 
• East: Early 2025 (36 days) 
• West: Late 2026 (17 months) 

It goes without saying that we are saddened by this news. We do hope that some of the schedule pressures can be addressed and allow for the extensions to open when they are ready. We will continue to track progress throughout the city and share our excitement about passenger rail becoming an even bigger part of Ottawa.

Please visit https://otrain.railfans.ca/snapshot to see for yourself the progress throughout the city.

High Frequency Rail will transform passenger rail service in Canada through the creation of a faster, more frequent, accessible, and sustainable rail service among the major centres of Québec City, Trois-Rivières, Montréal, Ottawa, Peterborough, and Toronto.

Today, the Minister of Transport, the Honourable Omar Alghabra, announced the next steps in the procurement process for High Frequency Rail (HFR) through an update to the Request for Expressions of Interest (RFEOI). This update reflects input and provides answers to key questions received through the RFEOI process. It provides industry and Canadians with new information about the HFR and its procurement.

Feedback from the RFEOI includes:

• Responses from a total of 54 interested parties, confirming a high level of domestic and international interest in the project.
• Responses confirming support for the overall approach; seeking clarifications on some elements of the project, including roles and responsibilities of the Government and private partner; and suggesting ways to enhance the design of the procurement process.
• Recommendations for strategic changes to the procurement timelines, such as shortening the Request for Proposal period.

The next step in the procurement process, the Request for Qualifications (RFQ), is anticipated to begin in early 2023.

Launched in March 2022, the RFEOI marked the first step in the procurement phase and delivering benefits for Canadians. The RFEOI was undertaken to share the Government's vision for the project and to obtain the market's feedback on the HFR Project.

The Government of Canada is committed to an ongoing dialogue and building nation-to-nation relationships with Indigenous Peoples. Input and feedback from Indigenous Peoples throughout the life of the project will be essential to developing an effective project.

VIA Rail and its employees are central to the success of High Frequency Rail and will continue to play a key role across Canada as our national passenger rail provider. A subsidiary of VIA Rail is being established to act as a dedicated Project Development Office. It will be responsible for leading several key project activities, and will work collaboratively with the private partner to co-develop and optimize the HFR project. Canada will work with VIA Rail and the private partner to ensure that workforce changes required for the advancement of the HFR project would be done in consultation with unions to protect the interests of VIA rail employees.

Please visit the HFR website for a full list of changes and clarifications to the procurement process, or to get involved in the project by providing feedback, asking questions, and signing up for project updates.

"High Frequency Rail is a transformational project that promises to fundamentally change the way Canadians travel in southern Ontario and Quebec, improving accessibility, and providing more travel flexibility. We're pleased with the market's interest in this project and in the Government obtaining over 50 responses from interested parties. Feedback from these parties was critical in making this project even better and will be used to move the next phase of the project forward – the request for qualifications."
The Honourable Omar Alghabra
Minister of Transport

• HFR is expected to transform intercity passenger rail in the Corridor through a variety of project outcomes, including, but not limited to:
  • Shortening travel times, with reductions of up to 90 minutes on some routes;
  • Increasing trip frequencies between major cities;
  • Offering more reliable and improved on-time performance;
  • Adding new services to Peterborough and Trois-Rivières; and,
  • Providing a greener rail system and cleaner travel option using electrified technology.
• As with any large-scale infrastructure project, the Government of Canada is using a phased approach to leverage input collected throughout the procurement process and to inform the next steps and decisions regarding the implementation of the High Frequency Rail Project.
• Budget 2022 provided Transport Canada and Infrastructure Canada with $396.8 million over two years, starting in 2022-23, to continue advancing key project activities and undertake the procurement phase of the project.
• The next steps in the High Frequency Rail project and expected dates include:
  • Government of Canada issues Request for Qualifications: early 2023
  • Request for Qualifications period ends: early spring 2023
  • Government of Canada evaluation of Request for Qualifications and identification of Qualified Respondents: Early spring 2023
  • Government of Canada issues Request for Proposals: Late spring 2023
  • Request for Proposals period ends: early spring 2024
• High Frequency Rail will transform passenger rail services for Canadians in the Toronto to Québec City corridor. In parallel, VIA Rail continues the important work of rebuilding the passenger rail business in Canada following the pandemic.
• The Government of Canada is committed to engaging the public, including communities currently served by VIA Rail between Toronto and Québec City, and consulting Indigenous Peoples to inform the Project's design and development. Anyone interested in sharing their views on the project, asking questions, or signing up for project updates is encouraged to visit the HFR website.
• The Government of Canada is committed to forming meaningful nation-to-nation relationships with Indigenous Peoples through an ongoing dialogue to better understand their priorities and concerns , and how best to engage with them throughout the different phases of the project.

• High Frequency Rail Project website
• Procurement update High Frequency Rail (HFR) Project

 Réseau express métropolitain: updating the timeline of the project to ensure successful implementation for future South Shore users

• Infrastructure and electrification work completed
• Ongoing testing between Brossard and Central Station
• Decision to extend the final testing period to ensure system reliability

Today, CDPQ Infra provided an update on the status of the Réseau express métropolitain (REM) project and the many critical milestones that have been reached in recent months, particularly on the South Shore, where the opening schedule has been updated.

This year was marked by several important achievements, including the completion of infrastructure work, the complete electrification of the South Shore branch and, since July, the test run of the circulation of the REM cars between Brossard and Central Station.

"We fully understand the users who are eager to see the REM's service launch. Our teams have worked hard in the last few months in a challenging environment to deliver a reliable network. Taking a few more months to deliver an experience that lives up to expectations was the responsible decision to make."

Jean-Marc Arbaud, President and Chief Executive Officer of CDPQ Infra

For the past 30 months, the construction of the future network has been taking place in an exceptional context. As in all sectors, supply chains, the price of goods, and the availability of manpower are major challenges. Thus, the final tests that must be performed would have led to a commissioning in the middle of winter 2023.

However, this period is not optimal for the implementation of a new transportation network, nor for the required redeployment of our partners' bus networks. CDPQ Infra has therefore decided to update the timetable for the opening of the five South Shore stations to the spring of 2023.

"We are now in the final stage of completing the final testing required to meet our commitment to deliver a reliable, high-quality network into service.

Work on the REM began in 2018; today, the observation is that in five years, the project has taken shape at an exceptional speed, despite a global pandemic that spanned half of that period. This is a major accomplishment and a source of great pride. Adding an extra period of testing to reinforce the full reliability of the system will ensure a successful rollout for future users."

Jean-Marc Arbaud, President and Chief Executive Officer of CDPQ Infra

About the REM Project

The REM, with its 67 km and 26 stations, will be one of the largest automated light metro systems in the world. In preparation for the system's commissioning, many steps have been taken. Since winter 2020, an exhaustive and rigorous testing program is underway to validate the functionality and reliability of the systems. For example, for the South Shore alone, this represents more than 1,000 tracking beacons, 425 surveillance cameras, and nearly 11,000 different signals to be analyzed and processed continuously. Each REM car must also travel more than 500 km before being put into service.

QUESTION: For the past several months, there are several segments of O-Train Line 1 that are operating under lower speed restrictions. With the work that was done over the summer (which involved some early closures), the previous normal speeds have not returned in all areas. Is there a timeline or ETA as to when the train will resume normal speeds on all parts of the alignment? (Notable areas include east of Rideau Station into the curve and beyond, Lees to Hurdman, among a few others).

ANSWER: As previously communicated to Mayor and Council on July 23, one light rail vehicle was removed from service for further inspections following an abnormal vibration report. The removal of light rail vehicles (LRVs) following unusual sound or vibration reports is required in accordance with OC Transpo's operating procedures, in order to perform further vehicle inspections. The LRV inspection for this vehicle showed a failure occurred in one of the wheel hub assemblies.

A second memo was issued on August 18 to share that out of an abundance of caution, Rideau Transit Group and Rideau Transit Maintenance (RTM) commenced the replacement of the axle wheel hub in the leading and trailing wheel assembly of LRVs with more than 175,000 kilometres in service. These replacements continue and components are removed from the vehicles to undergo further testing, as required. Further issues have not been discovered during the replacement of the axle wheel hubs and train availability remains capable of meeting daily service requirements.

A root cause analysis of this incident began immediately and continues. To ensure the ongoing safety and operation of O-Train Line 1, a number of precautionary measures have been put in place including temporary speed restrictions along sections of the track. Staff continue to work with RTM, Alstom and Transportation Resource Associates to identify longer term solutions to the axle issue, which may be informed from a final root cause analysis report, track design and vehicle analyses.

Though the trains continue to operate at slower speeds at certain sections of the track, we are seeing improved performance of the rail line, which will provide greater reliability. Until the root cause analysis and/or the investigation process determines that the temporary speed restrictions can be safely removed, the speed restrictions along sections of the track will remain in place.

-Attributed to Troy Charter, Director, Transit Service Delivery and Rail Operations 

The TTC's modernized Automatic Train Control (ATC) signaling system is now fully operational on Line 1, bringing with it improved service and reduced operating costs.

"Automatic Train Control is up and running on Line 1. This is a big milestone for the TTC and our efforts to modernize our current transit system. This technology will ensure subway trains can travel faster and more reliably which will result in us being able to move more people across the line as quickly and efficiently as we can. I want to thank commuters for their patience while we implemented this new technology and I want to applaud TTC employees for their work on completing this major project," said Mayor John Tory.

"The successful completion of this project is a significant milestone for the TTC and the entire City of Toronto. Transit riders can look forward to faster, more reliable service when travelling on Line 1. On behalf of the TTC Board, I'd like to congratulate the TTC employees and contractors who worked tirelessly to make this transformative project a reality," said TTC Chair Jaye Robinson.

"The completion of ATC installation on Line 1 is a major accomplishment for us, and will have significant benefits for our customers," said TTC CEO Rick Leary. "This system will improve existing service, and ensure that we can accommodate expected additional transit growth. I want to thank our customers, local businesses, and the public, for their patience and understanding as we worked towards this milestone. I also want to express my appreciation to the TTC employees who have worked tirelessly over the past few years to complete this project."

Portions of the TTC's previous signaling system dated back to the 1950s, when the subway first opened. This included a "fixed block" signaling system where trains needed to have large gaps between them as they entered and exited each "block". With ATC, train speed and separation between trains is controlled automatically, through a computerized "moving block" system. Train location can be monitored more accurately, allowing more trains to operate closer together. This means more frequent and reliable service for customers, and fewer signal-related delays.

The completion of ATC on Line 1 also means that trains can use electricity more efficiently, leading to lower operating costs for the TTC. In addition, it will allow for more service flexibility if there is an operational issue on the line, with additional turn-back locations now available.

The project was completed on schedule according to the updated plan approved by the TTC's Board in April 2019.

Due to the scale of the project, the installation and testing process for ATC could only be done during non-revenue service hours, and was completed during weekend and early weeknight closures.

Crews performed special track work in the tunnels, installing thousands of pieces of trackside signaling and radio equipment. This includes two thousand beacons, two hundred and fifty-six signals, and more than one million feet of cable.

This past weekend, crews completed testing and commissioning, and the system went live during the subway closure on Saturday.

Learn more about ATC and the benefits for the TTC here: https://youtu.be/RTc0N0zRTJE

Source : TTC 

Please find attached a memo providing an O-Train Stage 2 Light Rail Transit Project Quarterly Update (Q2 2022)

Veuillez trouver ci-joint une note de service concernant une mise à jour trimestrielle (T2 2022) sur l'Étape 2 du projet de train léger sur rail de l'O-Train.

Source : City of Ottawa / Ville d'Ottawa 

Due to a severe thunderstorm in the overnight hours of July 24th to the 25th 2022, O-Train Line 1 has suffered some damage and has resulted in the suspension of service from St-Laurent to Tunney's Pasture Stations.

We visited the area where the damage occurred. This area starts from just past the western curve out of Hurdman and stretches to just around the O-Train overpass over Greenfield Avenue (near Lees and King Edward). The damage is mainly on the eastbound side of the guideway and affects the OCS or Overhead Catenary System (the overhead wire that supplies power to the train).

There are two cables on each side of the guideway. The upper cable is there to help support the lower contact wire which is energized and supplies the power to the train. From approximately just west of Hurdman and all the way to the Greenfield Avenue overpass, the lower energized wire appears to be missing. In addition, the upper messenger support cable has snapped or broken from the point of the Rideau River bridge (on the Lees side), and extends to the east side of the Queensway underpass. As that support cable is broken and is under tension, works appear to have installed some chains (at both of these points) to help retain that cable, so that it doesn't get further pulled back the other way and cause further damage. In addition, some of the cantilevers (arms that protrude from the OCS support towers to support the cables) are broken, while others are being pulled east or west along the line, due to the lack of tension from the missing/broken cables.

There is also a stopped LRV pair (1102 & 1147), immobilized just across from TPSS #4 (Traction Power Sub-Station), which is located near the Greenfield Avenue/Mann Avenue intersection (and across from the Minto Rec centre of uOttawa). Each LRV has a pantograph and the pantograph on 1147 has clear signs of having been twisted and bent. The flat contact plate of the pantograph has broken off and is not visible. In regards to the second LRV 1102, I can not comment on the status of the pantograph as it is not visible at all (it is either intact and lowered, or has suffered damage).

While there is a lengthy section of OCS that will need repairs, it doesn't look too substantial and might only involve several days to complete the repairs. However, once more official information becomes available and the true scope of damage is understood, the time required to be able to complete repairs could be higher. During the visit, Alstom technicians were present and working near the stopped LRVs.

Once an official update is provided we should know more of the cause and repair timeline that will result.

********DISCLAIMER******** 

I am not a rail expert, I am a rail and transit enthusiast, transit rider and resident of Ottawa. These are my thoughts and comments from visual observation only of the O-Train guideway area affected.

Official Memo outlining the issues and the service restoration plan.

Councillor Theresa Kavanagh, along with members of the Stage 2 LRT team, held a virtual information session, to discuss the Western extension in Ward 7 of the Confederation Line, as well as upcoming work that is planned.

Stations covered include Sherbourne, New Orchard, Lincoln Fields, Queensview, Pinecrest, Bayshore and Moodie.

This video was recorded from the Zoom informational session held with the community and is archived on Rail Fans for informational purposes.

The following memo outlines the progress made during Q1 2022 on the Stage 2 Confederation Line and Trillium Line extension projects and provides an overview of the planned work for Q2 2022.