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I was interviewed today by CTV Ottawa's Graham Richardson on the LRT and more specifically O-Train Fans and our monthly rider checklists. You can see the news article interview here : https://ott

Good Day. Yep...there will most definitely be issues trying to operate both types in the same service. They claim no problem, but ....... I just cannot see it lasting. I can see after a year

I enjoyed being "some guy"!!!  Nice article, hopefully the analytics show new members from it.

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This is really unfortunate. These trains were superior to the LINTs that came to replace. From a visual perspective, they were incomparable, and the additional conveniences they offered such as 3 doors (versus 2) were also missed.

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Agreed on both the design and the third door. 

I still don't understand why the City couldn't make minor modifications to the Talents or order new trains that were compatible with the Talents. All that because a slight difference with extenders. An yes, the three doors vs two. Did the City assume that the pie-in-the-sky 8 mins frequency would make the third door unnecessary? 

And now we'll have these nice new trains with 8 doors mixed with older trains with 4 doors. With the extra ridership, that could cause some issues. If the displays could announce what train will be coming into the station next so people could prepare for the 8 vs 4 doors, but I doubt the City will do that (or that most people would understand the difference if that was displayed). 

Edited by J.OT13
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Good Day.

Yep...there will most definitely be issues trying to operate both types in the same service. They claim no problem, but ....... I just cannot see it lasting.

I can see after a year or two of trying, and the resultant complaints (which they will not address), that they finally announce some kind of -interoperability conflict- or -operational inconsistencies-, and request the acquisition of two additional FLIRTs for Line 2, and move the Lints over to backup and/or advertise expanded service of three trains on Line 4 (which just won't work at all as configured unless they .... ???).

Of course, what we ( me ) could hope for (yeah, I know, silly me) is the pseudo-expansion of Line 2 over to Gat up to Tache or TdlC as a pilot service as a separate stub off the east-side platform at Bayview, using the Lints. Yes, it would be a stub service requiring a transfer, but ......... get it started, and then expand later as full Line 2 service, meeting the Gat LRT (not to replace the Portage crossing into downtown, but as secondary service relieving pressure on Line 1 downtown).

Pie In The Sky.

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Would love to see that to supplement interprovincial transit. Why should Gatineau have full responsibility with their Tram. With PoW being converted into an MUP, even with the tracks kept in place, such a project is pushed further into the future. 

As per a recent Citizen article, we could see a new transit vision if Watson decides not to run in 2022. 

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Breaking down OC Transpo's top 10 priorities for 2021

Electric buses, safety barriers, virtual training and much more are on the agenda.

Author of the article:
Jon Willing
Publishing date:

Mar 16, 2021  •  3 hours ago  •  4 minute read  •  comment bubbleJoin the conversation


OC Transpo has often pitched 12 annual priorities, creating what some have informally called the Manconi Dozen, after transit general manager John Manconi. This 2021, the list has been trimmed: it’s now the Manconi 10.

The transit commission on Wednesday will receive Manconi’s priority list as part of Transpo’s business plan for the year. It will include:

Tailoring operations under COVID-19

As COVID-19 vaccines roll out over the spring and summer, Transpo will need to assess the demand for public transit while ensuring employees and customers follow public health guidelines.

It’s possible that workplaces and post-secondary institutions will welcome more people back in late 2021. Transit capacity will be critical, especially if physical distancing in public spaces is still needed. Currently, ridership is down and so is fare revenue.

Unless an item is walked onto the agenda Wednesday, commissioners still won’t know if there will be any deep impacts to Transpo operations as a result of budget shortfalls. With the province signalling more support for municipalities last week, eyes are now on the federal government for additional bailout money.

The addition of electric buses

The pressure is already on Transpo to expand its electric bus fleet, even though it hasn’t yet received the four buses it purchased from New Flyer. The federal government is providing billions to transit agencies to acquire zero-emission buses over five years. If the city is serious about making a major reduction in its greenhouse gas emissions, the transit fleet is the obvious target.

The four new electric buses are expected later this year. Transitioning from diesel to electric buses will require a big change in infrastructure, since charging equipment will be required in Transpo garages and potentially other locations in the city.

Studying the affordability of transit fares

A working group will look at the affordability of public transit in Ottawa, with a focus on low-income customers. But there’s another question: Is the price to take public transit in Ottawa still competitive with other modes of transportation?

An adult transit pass each month costs $122.50. The adult per-ride fare is $3.65, a nickel cheaper if you use a Presto card.

Reducing overall revenue from fares would mean property taxpayers have to fund the difference, unless operating subsidies come from the upper governments.

Considering alternative transit

Transpo must consider ways to provide “microtransit” options as part of the COVID-19 bailout funding it received from Ontario in 2020. Contracted on-demand transit models could mean vehicles transporting customers separately from Transpo bus routes.

However, Transpo risks angering its unionized workers if a private transit provider is invited in. ATU Local 279, the largest union at Transpo, called alternative microtransit “nothing more than a cut to public services and a massive giveaway to private companies.”

Pushing information to customers faster

Transit customers demand up-to-the second updates about the status of bus and train arrivals. Transpo plans to upgrade its communications, including through social media, and improve software so next-bus notifications become more accurate.

The agency is also working with the Rideau Transit Group to improve real-time information on the LRT system.

Protecting bus drivers with new barriers

Transpo will install barriers to protect bus drivers from the public using $6 million approved in its 2021 budget. According to the business plan, Transpo might use a “special circumstance” provision in the procurement bylaw to sole-source the purchase of barriers to ensure the work is done in 2021.

For years, the union has called on the transit agency to protect drivers from assault by installing barriers in operator cabs. Transpo wrapped up a pilot program  in 2020.

Giving transit operators a (legislated) break

Changes to the Canada Labour Code mean all bus and train operators must receive 30-minute breaks for every five consecutive hours of work. Transpo is already managing another labour code change in 2019 mandating time off for operators.

Squeezing in 30-minute breaks won’t impact customers, Transpo says.

Improving two existing LRT stations

Stage 1 LRT is still a work-in-progress, particularly at busy terminus stations that connect with bus routes.

Transpo plans to reconfigure shelters on the south-side bus platforms at Blair Station to add more waiting space and a better-protected pathway. An old elevator will be replaced with two elevators at the north side of the station.

At Tunney’s Pasture Station, Transpo will install more weather protection over the pathway between the station and south-side bus platform.

Adding virtual training equipment for Stage 2

Transpo is bringing in new rail simulators to train staff on the Stage 2 O-Train Confederation Line and Trillium Line expansions, to replicate the experience operators will have in the electric Alstom LRT trains and the diesel Stadler trains on both extended railways.

The Stadler trains are scheduled to arrive in Ottawa later this year, while Alstom continues to build additional Citadis Spirit LRT vehicles for Stage 2.

The virtual training is required before staff receive training on operating real rail vehicles.

Pressing ahead with Stage 2 construction

Oversight of the Stage 2 project falls to the finance and economic development committee, but the transit commission will need to watch how Transpo prepares to serve an expanded rail network.

The Trillium Line expansion is expected to open first, with a completion date set for August 2022. A possible delay, as suggested by Trillium Line builder SNC-Lavalin, is under review by city staff.




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An issue (or is it a nonissue) with the mixing of doubled LINTs and the new FLIRTS is that the FLIRTS are designed to convert to electric operation (if the line is ever electrified) but in the meantime their technology operates by way of an onboard diesel motor that generates the electricity that runs the train. This means the FLIRTS can accelerate as if electrified which could mean faster/more rapid service. This won't matter, however, if they are operating at the same time as the LINTS which don't have this capacity. It also may not matter due to the underbuilding of the renovation--and example being the single tracking near Walkley station because the City didn't believe it could afford to rebuild the Walkley Rd. single track underpass, meaning an 8 minute headway likely remains a pipedream. SO . . . why bother with the convertible FLIRTS in the first place? They should have just purchased another 2 FLIRTS and perhaps kept all the LINTS for the airport stubway. By the time that either electrification might/could take place and the requisite track widenings (near Walkley, from north of the Dow's Lake tunnel to the point where the tracks double between Dow's Lake station and Corso Italia) it'll be time to replace the FLIRTS.

It was ever thus . . .

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