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TransitDaddy last won the day on September 2 2020

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  1. 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
  2. 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 . . .
  3. 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 . . .
  4. 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
  5. 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 . . .
  6. 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.
  7. 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
  8. 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
  9. 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
  10. 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
  11. Excellent comparison vids. Hopefully such Confederation Line stations such at Hurdman will get more overhead glass/roofed in enclosures sometime down the line . . .
  12. The Mayor did say a Chev and not a Cadillac. Yet, more and more, it's seeming like a Lada for those who remember the Russian/Fiat import that sold for 8K, looked pretty good superficially, but rusted like wildfire and had multiple electrical failures . . . It's a tragedy actually, for public transportation everywhere in Canada in medium sized cities. I am weeping a silent tear at how badly the whole P3 process has gone (off the rails)
  13. The grilles at Parliament are a tad bizarre and, likely, the one on O'Connor that deals with the Heritage Place exit looks like it could be an add-on. The large grille in front of the Queen entrance to WEP, however/moreover, is exactly in the location where the glass elevator pavilion marked Parliament appears in the Citizen photo you uploaded. At Rideau there are only two grilles, pretty much equal in size, and one on each side of the street. I haven't examined the fan situation at Lyon but I have at Rideau and it appears the fans are mounted in the vent shafts. If you stand on the western en
  14. Apologies for the lengthy delay in reply. I doubt it was to ever come inside the WEP--the below/above grade of the WEP in relation to Queen Street, the difficulties with the TD bank space, etc. As mentioned, directly outside the WEP entry onto Queen is a large grille, equal in square footage to the elevator bank shaft at O'Connor & Queen. If you are there after dark you can see down directly to the unfinished eastern end of the mezzanine level. Depending on how this would have been/could be configured, there is room for 2 or even 3 elevators to street level. I also measured the square
  15. Hi Shane, I understand that when Continuous Welded Rail (CWR) is installed, it is done so at what's called a Stress-free Temperature. The rail is thermally or mechanically stressed to a point where it will experience the least stress possible given the hot/cold extremes of the local climate in which it is installed. So, the Stress-free temperature will vary by location. According to Wikipedia, in the USA, this temperature is most often set between 35 ad 43C. It was not this hot in Ottawa last week. It can happen that even when the appropriate Stress-free temperature for a particular CWR i
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