Walkley Yard is the maintenance and storage facility that services the trains of OC Transpo's O-Train Trillium Line (Line 2). It is located just northeast of Greenboro Station. 

Walkley Yard was originally a CN Rail facility built in 1955 that the City of Ottawa has been leasing since the O-Train first opened in 2001.

O-Train Fans takes you on a Behind the Scenes visit to this facility, showing you the insides, what goes on and how the trains are maintained each day.

Please be sure to subscribe to the O-Train Fans channel to always catch our latest videos. https://www.youtube.com/otrainfans?sub_confirmation=1

Special thank you for making this video possible to:

Troy Charter
Director - Transit Operations

Greg Elliott
Superintendent - Rail Operations

André Brisebois
Communications

O-Train Fans goes Behind the Scenes at OC Transpo's operator training centre to explore the Alstom Citadis Spirit simulator. Learn about how the LRV is operated and controlled, the automatic train control, as well as some unique and innovative features.

The simulator is primarily used for training Electric Rail Operators with the knowledge and hands-on experience needed to operate the Light Rail Vehicles on the Confederation Line.

A few interesting points I learned from my experience in the simulator:

• The operator cab has dash mounted displays for exterior cameras, and these cameras are installed in the stations (rather than on the trains themselves).
• The trains will operate for the most part in ATC (Automatic Train Control), but the operator can switch to Manual Control. In Manual Control, the trains are still limited to the track speed limits that are set so it is not possible to over-speed the train without it automatically applying brakes to slow. Likewise, it is not possible to advance the train beyond the stopping point at terminus stations. Great safety features.
• The operator when running in ATC mode needs to routinely (every 15-20 seconds) press the DARS (or GO button) to avoid a Vigilance Infraction. This ensures that the operator is continuously monitoring the train, the track and the passage through stations. Failure to do so will result in the train's horn sounding and the train stopping.

From my understanding during my visit:

• The maximum track speed on the line is 80km/h. The trains are designed to go up to 105km/h however, and have been operated at that speed on the 'test track'.
• In some sections like the stretch between uOttawa and Lees, the LRV reaches around 77-80km/h on average. This will be also what can be expected on the longer stretches elsewhere, so the trains should reach the max track speed in many places.
• In the tunnel, it passes at a fairly high speed as well, around 60km/h ish, but in the curves, it seemed to take them quite a bit slower then accelerate to the higher speed on the straights.
• In the video, other than when I was doing Manual Control, in ATC, the simulation was set to operating at regular train service speeds.
• The stretch between Lees and Hurdman, was operating between 30-40km/h. Some reasons included the fact of the guideway going over water and the curve leaving Lees.

More interesting facts on the simulator (provided by the City of Ottawa).

• The O-Train Confederation Line simulator was shipped in six crates from OKTAL's Toulouse, France headquarters to its current 1500 St-Laurent location.
• The four-week training program for the first group of EROs is slated to begin in October 2017.
• Training will occur in groups of 12, combining in-class, mini-simulator and full-size simulator training.
• There will be up to 70 EROs operating the O-Train Confederation Line.
• EROs will require 80 hours of actual on-train operation.
• After the four-week training program, qualified EROs will continue development opportunities by participating in testing and commission activities until the start of revenue service.

Please be sure to subscribe to the O-Train Fans channel to always catch our latest videos.

Special thank you for making this video possible to:

John Manconi

General Manager of Transportation Services

Marc Richer

Instructor - Multimodal Operations

Derek Puddicombe

André Brisebois

Communications

Please be sure to subscribe to the O-Train Fans channel to always catch our latest videos.

Special thank you for making this video possible to:
Troy Charter
Director - Transit Operations

Tristan Green
Instructor - Multimodal Operations

André Brisebois
Communications

Alstom Citadis Spirit

The Alstom Citadis Spirit is a four-module light rail vehicle (LRV) built by Alstom. The LRVs were built at Alstom's plant in Hornell, New York, the bogies (wheel trucks) manufactured in Sorel-Tracy, Quebec with the final assembly taking place in Ottawa at the Belfast Yards Maintenance, Storage and Administration facility (also known as MSF). It is here that the LRVs are also stored and maintained when not in service. The MSF can be reached by a connection track that is located between St. Laurent and Tremblay Stations, and runs parallel to Belfast Road.

The Confederation Line will have 34 LRVs at its disposal. The LRVs have a modular design, and in the case of Ottawa will consist of four modules in total. This includes two cab modules with two doors per side, a center module with one door per side and an intermediate module with 2 doors per side, resulting in a capacity of 300 passengers (120 seated and 180 standing). In normal operations, two four-module LRVs will be coupled together, thereby increasing the capacity to 600 passengers (240 seated and 360 standing) per train. Gangways connect the modules of the LRV, allowing safe and free passage from one module to another without doors or barriers. 

The LRVs are operated with electricity provided by an overhead catenary (wire) supplying 1500 volts DC current. This enables the LRVs be 100% zero emissions in their operations, and also contributes to very low noise levels. When the LRVs are braking while entering a station, the electric motors turn into generators and convert the kinetic energy into electricity to be used by other LRVs on the line, further optimizing efficiency and energy consumption.

The LRVs feature a 100% low floor design that offers excellent accessibility and an interior layout with a wide central that provides safe interior circulation. The floors will be heated, to help remove snow and water build-up during the winter season. The modules will also be heated and air conditioned individually, providing the best comfort for passengers no matter the weather. The seating on the LRVs are blue cloth seats and are arranged such that half the seats are facing forward and the other half are facing backwards. The seating near the entrances are mounted against the windows, to allow extra space for passing through and for those standing, in addition to accommodating wheelchairs and scooters. Bicycles can be taken on to the first module of every LRV (identified by a green marked area on the platform), to be placed in the cooperative seating section.

The doors are typically opened and closed automatically at most stations, however when the number of passengers is low or the weather is poor, the doors will be operated manually. This is accomplished by means of a button mounted on the doors themselves, both on the inside and outside. The doors will then open and close automatically a short time after if the entrance-way is clear. A warning tone will sound when the doors are about to close.

Automated voice messages and electronic displays mounted along the ceiling announce the next station and other important information.

  Exterior

  Interior 

The Bombardier Talent 643 is a three-car articulated rail train built by Bombardier in Europe. These trains were actually purchased as part of an order with Deutsche Bahn in Germany, and in fact are identical to those operating there, right down to the paint scheme and colours. These trains were the original train vehicles to serve the O-Train in Ottawa, when it first opened on October 15, 2001. They remained in service until their replacements took to the rails on March 2, 2015. 

There was 3 Bombardier Talent trains used on the O-Train Trillium Line, and were numbered C1 to C3. One of the most interesting facts of the trains is due to them being part of the larger Deutsche Bahn order, as the trains were equipped with washrooms and overhead luggage racks. While on Ottawa's O-Train these facilities were present inside the cabin, they were closed off and not accessible to passengers. These traits make the Talent trains more in line with a mainline train than a transit vehicle.

The O-Train Trillium Line was operated with 2 Talent trains running simultaneously, with the 3rd used as a backup vehicle. The trains were all stored and maintained at Walkley Yards, which is located just northeast of Greenboro Station. They operate on diesel fuel as the Trillium Line is not electrified. The train is powered by diesel engines producing 845 HP.

The trains featured a total of 6 doors, 3 on each side, allowing quick boarding and entry. The doors are activated manually by a button mounted on the doors themselves, both on the inside and outside. The doors will then open and close automatically a short time after if the entrance-way is clear.

Inside, the layout is spacious, with large windows the entire length and a passenger capacity of 285 (135 seats and 150 standing). For almost the entire length of the train, the floor is level with the platform. There is however steps at both ends of the train near the driver cabs, due to the engines and motors being located beneath. The three cars of the train are coupled by means of an articulated joint and gangway, allowing free passage without doors from one car to another. In the summer, air conditioning is provided from vents in the ceiling, while in the colder winter months, heat is produced by baseboard heaters mounted along the length of the cars. The seating on the trains are blue cloth seats and are arranged such that half the seats are facing forward and the other half are facing backwards. The seating near the entrances are mounted against the windows, to allow extra space for passage and standees, as well as to accommodate wheelchairs, scooters or bicycles. The train had a slight outward curve to the outer walls, which resulted in some extra room provided for the shoulders and arms.

Automated voice messages and electronic displays mounted along the ceiling announce the next station and other important information.

Due to there being driver cabs at both ends, the trains will operate in the reverse direction once they reach the terminus of the line. As they are controlled by a single operator, that person will switch from one cab to another to restart the route in the opposite direction.

Over their almost 14 years of service, the Bombardier Talent trains received high praise, for their spacious and upscale comfort, not typically seen in public transit vehicles.

Exterior 

Interior 

The Alstom Coradia LINT 41 is a two-car articulated rail train built by Alstom. The acronym LINT is short for "Light Innovative Local Transport rail vehicle". These trains arrived in Ottawa in June 2013, and entered service on March 2, 2015, their entry retiring the original Bombardier Talent trains. OC Transpo operates 6 Alstom Coradia LINT trains on the Trillium Line. In regular service, 4 trains run concurrently along the line, with 2 trains kept as backups. The trains are stored and maintained at the Walkley Yard, just northeast of Greenboro Station.

The trains were acquired as part of a plan to expand and enhance service along the Trillium Line. After the inclusion of more passing tracks, higher frequency could be obtained on the line, with the addition of additional trains.

The Alstom Coradia LINT 41 trains are both more efficient in terms of fuel usage as they are with their lower emissions, and are more suited to the type of work associated with public transit, than their mainline predecessors. They operate on diesel fuel as the Trillium Line is not electrified. The powerpacks are rated at 2x390kW.

The trains feature a total of 4 doors, 2 on each side, allowing quick boarding and entry. The doors are activated manually by a button mounted on the doors themselves, both on the inside and outside. The doors will then open and close automatically a short time after if the entrance-way is clear.

Inside, the layout is spacious with large windows the entire length and a passenger capacity of 260. In the areas surrounding the doors, the floor is at platform level, while the ends and the middle of the train are reached by a couple steps (to allow space for the mechanical components underneath). The two cars are connected by means of an articulated joint and gangway, allowing free passage without doors from one car to another. In the summer, air conditioning is provided from vents in the ceiling, while in the colder winter months, heat is produced by baseboard heaters mounted along the length of the cars. The seating on the trains are blue cloth seats and are arranged such that half the seats are facing forward and the other half are facing backwards. The seating near the entrances are mounted against the windows, to allow extra space for passage and standies, as well as to accomodate wheelchairs, scooters or bicycles.

Automated voice messages and electronic displays mounted along the ceiling announce the next station and other important information.

Due to there being driver cabs at both ends, the trains will operate in the reverse direction once they reach the terminus of the line. As they are controlled by a single operator, that person will switch from one cab to another to restart the route in the opposite direction.

Exterior 

Interior 

John Manconi, General Manager of Transportation Services in the City of Ottawa, goes over a multitude of technical facts, features, and capabilities of the Confederation Line in this informational video recorded with O-Train Fans.

From the Alstom Citadis Spirit light rail vehicles to the stations and their unique architecture and features including fare gates and fare vending machines, to the power supply and overhead catenary, to the Thales communications-based train control and more.

Please be sure to subscribe to the O-Train Fans channel to always catch our latest videos. https://www.youtube.com/otrainfans?sub_confirmation=1

Special thank you for making this video possible to:

John Manconi

General Manager of Transportation Services

Marc Richer

Instructor - Multimodal Operations

Derek Puddicombe

André Brisebois

Communications

In this video, we will be looking at O-Train Line 2 (or the Trillium Line) of Ottawa's O-Train. Before we start, it is important to note that at the time of this video, O-Train Line 2 is closed for expansion, and is only anticipated to reopen in 2023. The expansion brings with it alternations to the existing stations, as well as new additional stations and destinations along the line. As a result, this video is looking back at the line, as it was, prior to its temporary closure in 2020.

O-Train Line 2 first opened on October 15, 2001, and runs North to South in Ottawa, and was initially named the O-Train. This line was a pilot project to see the public's reception and to evaluate alternative modes of public transit in Ottawa. The system was quick and inexpensive to construct, due to its use of an existing Canadian Pacific Railway track. The actual costs were in acquiring the trains, building the stations themselves and the passing track at Carleton Station. Being in a dedicated transit corridor and free from any traffic, the line quickly proved successful, especially for students and faculty at Carleton University who were finally served a rapid transit connection to the rest of the bus network. The line had a length of 8km and consisted of only 5 stations, which included new stations at Bayview, Carling, Carleton, Confederation (later renamed Mooney's Bay) as well as the existing station of Greenboro (expanded and modified to accommodate the O-Train platform).

From its original opening in 2001 until 2015, the line was served by 3 Bombardier Talent BR643, which was purchased as part of a larger order with Deutsche Bahn. The trains were virtually identical, down to the washrooms (which were locked off) and the overhead storage bins (which were closed off). Even the outside paint livery was nearly identical. The trains were 48m in length, featured 3 doors per side, and had a capacity of 285 passengers. During service, 2 trains would run on the line at the same time, with the 3rd kept as a backup or in maintenance. This is due to the line being single tracked with the only possible point for trains to pass at Carleton Station. The trains were numbered C1 to C3. Trains would depart every 15 minutes.

Starting in 2013, work had begun to create more passing tracks along the line, specifically at Gladstone and Walkley, with the effect of allowing more trains to run concurrently along the line, thus increasing frequency and capacity. At the same time, 6 new trainsets were acquired, specifically the Alstom Coradia LINT 41, to permit this increase in train operations and frequency. The new trains are numbered C4 to C9.

The Alstom Coradia LINT Diesel Multiple Unit (or DMU) are powered by diesel engines, that directly connect to the drive bogies (this contrasts with a typical CN or VIA locomotive that has a diesel engine generator that powers electric traction motors). Each train is made up of two cars, with an articulated gangway to cross between. The trains have a capacity of approximately 240 passengers, are 40m end to end and feature 2 doors per side. The doors are opened by pressing a door mounted button and close several seconds later if the doorway is not occupied. The line has 6 LINTs and typically operates 4 during regular service periods.

Trains are maintained at Walkley Yards, located between Bank and Albion Road. The connector tracks to Walkley Yard are located just north of Greenboro Station. It is important to note that the LINT is the second train model to be introduced on the line.

In September 2014, the O-Train was renamed the Trillium Line (O-Train Line 2), in anticipation of the opening of the Confederation Line and to allow the name O-Train to refer collectively to both lines.

The upgraded service began on March 2, 2015, marking the first major changes to the line's operations, and at the same time, saw the retirement of the Bombardier Talent trains. The frequency was anticipated to decrease from 15 minutes to as low as 8 minutes, however issues due to the track layout and configuration did not allow this to happen and service was every 12 minutes.

With the arrival of O-Train Line 1 in 2019, Bayview Station began to serve as its connection to the O-Train Line 2 and became the only O-Train interchange station.

Stage 2 LRT began construction in 2019 and will bring with it an expansion of 8 new stations to O-Train Line 2 by 2023. The new service will feature 7 new trainsets, the Stadler FLIRT, which will have a diesel-electric propulsion system, but retain the capability for full electric operations at a future date. The new trains will run alongside the existing Alstom Coradia LINT 41 trains. Two new stations will be built at Gladstone and Walkley. The service will extend from Greenboro as far as Limebank Road in Ottawa South, with a separate spur line from South Keys Station to the Ottawa International Airport.

Let us look at the stations of O-Train Line 2.

Bayview Station.

Located at the far end of Lebreton Flats and is the main transfer station between O-Train Line 1 and Line 2. Line 1 passes on an elevated portion of the station, with Line 2 stopping perpendicular underneath. Bright and airy, the station provides several great vantage points for train spotting, especially when you consider the fact that two lines intersect at this point. The station is also in proximity to a large-scale high-rise development being developed across the street, which will feature the tallest building in Ottawa upon its completion, planned to be over 60 stories in height. With plenty of elevators and escalators, this is the biggest station on Line 2. Prior to the opening of Line 1, Bayview Station was much smaller. Consisting of a short but otherwise lengthy paved pathway that linked the train to the bus Transitway above, it was a simple single platform station, and very much different from the station it is today. Users of that time no doubt have fond memories of the "Bayview Phenomenon", in which the run from the bus stops nearly a block away to the train platform in the distance would often culminate in the train departing mere moments from reaching it.

Carling Station.

Located in proximity to Dow's Lake, this station is situated in a trench and is accessible below street level by stairs and elevator access from Carling Avenue near the intersection of Preston Avenue in Little Italy.

This station was originally named Carling but was renamed in 2020 to Dow's Lake as part of the Stage 2 expansion to better align with nearby destinations.

This station primarily serves the residences and businesses along Carling Avenue, the Rideau Canal and Dow's Lake, as well as providing a connection to the Ottawa Hospital - Civic Campus, located nearby.

The station's layout is relatively simple. From street level, a path guides you to the fare gate kiosk, and from there you have the option of taking the stairs or the elevator to platform level. The stairs have an embedded heating system, to aid in the removal of snow and ice during the winter.

This station was modified in 2017 to accommodate the installation of fare gates and the kiosk building. As a result, the stairs were slightly reconfigured as they previously were accessible directly from the pathway.

As there is only one platform to board trains in either direction, attention must be paid to the train's destination sign or the direction of travel of the arriving train, Greenboro for trains heading left and Bayview for trains heading right.

This station does not contain any public art on display. Its location below grade and away from the street provides a quiet area to wait, in a trenched rock cut area.

Carleton Station

Carleton Station is the only station on the Line with two platforms, one each for Northbound and Southbound trains.

This station primarily serves the students and faculty of Carleton University and is one of the main modes of transportation to the campus. As a result, Carleton Station is the busiest station on Line 2 when classes are in session.

Carleton Station is uniquely positioned in the middle of the university campus, and as such, the station and the tracks combined have the effect of separating the campus into two halves. Along the route through the campus, there are underpasses and overpasses for both pedestrians and vehicle traffic.

The station's layout with two platforms requires it to have a pedestrian tunnel that passes underneath the tracks to reach the opposing platform. Trains enter the station simultaneously onto separate tracks and platforms. Once both trains are in the station and boarding is complete, the trains will depart and rejoin the single-track line, effectively passing one another.

This station was modified in 2017 to accommodate the fare gate and kiosk installations, located adjacent to the platforms themselves. It is important to note that it isn't possible to switch platforms after passing through the fare gates without first exiting and re-entering through the fare gates on the other side. The only other station at the time of this video to also have this particularity is St-Laurent on O-Train Line 1.

Carleton Station features a large art piece spanning the entire length of the Bayview (northbound) platform called locomOtion. The artwork's sequence of wheel segments reflects the idea of movement and travel. The red panels are inspired by the OC Transpo logo and are intended to reflect the ambient light of passing trains.

Mooney's Bay Station

Mooney's Bay Station (originally named Confederation Station) primarily serves government offices, Canada Post's headquarters, Brookfield High School, among other destinations a short walking distance away, such as Hog's Back Park and Vincent Massey Park.

Mooney's Bay Station is accessible just below street level by paved ramps off of Heron Road by the Airport Parkway.

The station's layout is among the simplest on the O-Train network. From street level, a simple path with stairs and ramp provide access to the ticket and fare kiosk, which exit to a short path connecting to the platform.

This station was modified in 2017 to accommodate the fare gates and kiosk installations. A new pathway to access the station was created, that bypassed the existing recreational pathway that runs adjacent to the station.

There isn't any art on display at this station however due to its position and location, it is mostly surrounded by lush green grass and bush, making for a calm and relaxing place to wait for the next train's arrival.

Greenboro Station

Greenboro Station is located in the South Keys region of Ottawa. This station primarily serves the large South Keys shopping plaza, and the nearby residential areas, as well as providing a connection to local transit service by bus.

Greenboro Station is accessible from inside the bus station of the same name, located near Bank Street and Johnston Road.

The station's layout is more elaborate than most on Line 2, owing to the fact that it is integrated with the bus rapid transit service and Transitway. From the outside, the only entry and exit points are through the fare gate kiosk. From there, a series of overhead walkways allow you to reach the two bus transit platforms and the one O-Train platform at the very end. The platforms for the buses are accessed by a choice of stairs or elevators, while the O-Train platform is level with the entrance.

This station was modified in 2017 to accommodate the fare gate kiosk and entrance at the front.

Since its opening in 2001, Greenboro Station has been the Southern terminus for the Trillium Line. As a result, all departing trains leave in the direction of Bayview. This will change in 2023 when the line is extended further South towards Limebank.

There isn't any public art on display at this station. Its location, especially that of the O-Train platform, is surrounded by lots of green vegetation, making for a calm and relaxing place to wait for the next train's arrival.

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And there you have it, Line 2 of Ottawa O-Train, 5 stations, 8 km in length.

Thank you for traveling with Rail Fans Canada.

In this video, we will be looking at Line 1 (or the Confederation Line) of Ottawa's O-Train.

Line 1 is the main backbone of the entire public transit system in Ottawa. It currently operates from Blair Station in the east end suburb of Gloucester to Tunney's Pasture Station in the west next to the large Tunney's Pasture government complex. The line is comprised of 13 stations and is 12.5km in length.

The line opened to the public on September 14, 2019 to great excitement and anticipation.

Since the opening of the line, further expansions are presently under construction, that will extend the line further East to Trim Road in Orleans, and west to Moodie and Algonquin (formerly known as Baseline Station). Collectively, these extensions will add an additional 16 stations and bring the total to 29 stations. It is important to note that once the extension opens, it will be operated as two separate lines as the line splits into two branches at Lincoln Fields, one reaching Algonquin (known as Line 1) and the other reaching Moodie (known as Line 3). I will discuss these extensions in further detail in another video.

Line 1 is served by the Alstom Citadis Spirit LRV. This is a low floor light rail vehicle, and each train is made up of 4 articulated modules with a length of 48.5m. It has 5 bogies, of which 3 are powered with motors and two are unpowered. The two unpowered bogies are located underneath the module with a single door, which also houses the pantograph that makes contact with the overhead catenary system for power. In actual usage, the line operates two LRVs coupled together, which gives each "train" 8 modules and a length of approximately 97m end to end. When the line first opened, it launched with 34 LRVs (or 17 coupled pairs), which are maintained at the Belfast MSF (or Maintenance and Storage Facility). Once the Stage 2 expansion is completed, there will be a total of 72 LRVS (or 36 coupled pairs), with some stored and maintained at the future Moodie LMSF (or Light Maintenance and Storage Facility). Each coupled train has an estimated capacity of 600 passengers with a total of 14 doors per side.

Let us look at the stations of O-Train Line 1.

First is Blair, located in the east-end in the suburb of Gloucester. This is the current eastern terminus of Line 1, however its role will dimmish once the extended line to Orleans opens, and it transitions to just being another stop along the line. As is the case with most stations on Line 1, it was built in the same location as the former Bus Rapid Transit or Transitway station. In the case of Blair, much of the original Transitway station structure was retained and integrated into the new train station construction. This can be easily seen on both sides with the original stairwells and iconic red tubular steel and windows. Inside the station, a pedestrian overpass was mostly retained and repurposed into an entranceway into the station. Overall, lots of original elements were kept but there is also a lot of new build. For example, the train platforms are reached by the elevated entrance via the aforementioned walkway entrance with fare gates. For those arriving by bus, they can pass directly to the train platforms via a lower-level entrance to come up in the middle of the centre platform of the station. This is known as a fare paid zone and as a result, to transfer between bus and train, you do not need to pass through any fare gates. This station also features some retail in the form of Happy Goat Coffee Shop on the lower level. The pedestrian walkway previously mentioned also crosses the highway 174 to reach Telesat drive on the opposite side.

Cyrville Station

Located underneath the Cyrville Road overpass next to the highways 174 and 417 interchange, this is likely one of the quietest stations along the line. At present, there is not much development around the station, however there are plans proposed for several residential, commercial and business developments in proximity to the station, so it is expected that the usage of the station will increase in the future. This is another centre platform station, of which the line only contains 3 (with the others at Blair and Pimisi). Entrances are on both sides of Cyrville road and lead down to the platform below. Interestingly, the larger of the two entrances has the fare gates at street level, while the smaller entrance across the street, has the fare gates located below at platform level, next to the stairs/elevators (no doubt an effort to reduce its size). The station has a very calm feel to it, with nice condo buildings flanking the westbound side of the station. Glass curtain walls run along the sides of the guideway.

St-Laurent Station

Located underneath the St-Laurent bus station and directly attached from underneath to the St Laurent Shopping Centre, this station, much like Blair, has retained and repurposed the previous infrastructure and installation of the Transitway station into the new O-Train station. While the success of doing this was well done at Blair, it does create some constraints and limitations on what could be accomplished at St-Laurent. The station is spread over 3 floors. The topmost floor is where you will find the bus platforms and loop. This area has remained untouched and in fact, remained open throughout the construction and conversion of the station below. One level down is the mezzanine level, which allows you to cross between Eastbound and Westbound train platforms. It is also the indoor connection to the St-Laurent Shopping Centre. From this level, escalators, stairs and elevators link to the platform level, at which you will find the fare gates. The constraints of the station do come from retaining a lot of the old structure, which was likely unavoidable as it supports the bus platform level at the top. The stairs and entrance ways on the mezzanine are on the narrow side and the various elevators do not all serve every floor. Still, for what engineers had to work with, the station does have an expansive cavernous feel, is brightly illuminated and spacious at the platforms.

Tremblay Station

This station is located adjacent to the VIA Rail Canada station, and in proximity to the Max Keeping pedestrian bridge, providing a connection to Coventry Road on the opposite side of highway 417. Like Cyrville, it is not a busy station. Its main vocation is to serve the VIA Rail station, as well as the baseball park and hotel/convention space located across the highway. The station itself is visually appealing, beginning with the entrance and glass overhang. Various cut outs of flowers and grass hang from the mirrored glass roof covering. Inside the station, lots of space and a sweeping roof line accentuate the overall station shape and design. Angled outer curtain walls border the nearby multi-use pathway and provide great views in and out of the station. The station is also a great spot to do some train spotting, from the ring road across from VIA Rail to the east, and the elevated areas of the multi use pathway to the west.

Hurdman Station

This station is located near Riverside Drive and is in proximity to many high-density residential apartment buildings and condos. In addition, it is also a major transfer station to the southeast bus transitway. Hurdman is an elevated station, with the entrance and bus platforms located below. While many people live in proximity to walk to the station, most of the passenger flow comes from people transferring between train and bus. A multi-use pathway runs alongside the station and offers lots of greenspace and colour to the station area. Station retail is also present in the form of Happy Goat Coffee Shop, which at the time of this video is under construction and not yet open.

Lees Station

This station is located in Old Ottawa East, near the Lees campus of Ottawa U (which was formerly the Lees campus of Algonquin College). In proximity are many high-density high-rise apartment buildings, which along with the university campus ensure a steady flow of passengers in and out of the station. The station is located below grade from the entrance and is flanked with a multi-use pathway on one side. Unfortunately, there is no entrance from the MUP to enter the station, passengers need to ascend to street level to enter the station. Despite the station being in a trench, it is still well decorated with blue/green painted glass panels overhead and to the sides of the platforms. Bird motifs are installed along a concrete side wall with backside illumination, creating a stunning effect at night.

uOttawa Station

This station is located adjacent to the University of Ottawa main campus. It is also a convenient station to use to reach the Rideau Canal and pathways it offers. The station offers two entrances. One that links directly to the westbound platforms, and another larger main entrance in the underpass underneath the station. This gives access to the eastbound platforms, as well as to the Rideau Canal, an oasis in the middle of the city. Whether you are arriving to continue your studies, or looking for a walk, cycle or skate, this station has multiple reasons to visit the area.

Rideau Station

This station is located nearly 26metres below Rideau Street and is the deepest station on the entire O-Train network. This is the first underground station in the 2.5km long downtown tunnel. The tunnel is the single most important element of the line as it eliminates the bottlenecks, slowdowns and unreliability that the previous bus rapid transit system experienced on street level. Gone are the dozen plus intersections a bus had to cross to make it through the core downtown area. Trains can now cross the same area underground in a fraction of the time it previously took to do so. This station provides service to the CF Rideau Centre as well as the Byward Market shopping and entertainment district of Ottawa. Large and cavernous, Rideau Station sees a constant flow of passengers through the station. Access to the station is from several points of entry. One entrance is located on William Street at the edge of the Byward Market. The others are integrated into the CF Rideau Centre and feature the longest single escalators in a Canadian transit system. From exterior entrances to interior mall entrances and even elevator entrances, it features a whopping 8 elevators and 16 escalators to connect it all. An indoor ever evolving public art space known as Corridor 45/75, showcases local artworks and artists, with the display rotated every few months. A Happy Goat Coffee Shop is also present on the mezzanine level just before the fare gates on the CF Rideau Centre entrance side. This is also the only underground station that provides a view down to the platforms from above.

Parliament Station

This station located in the core business district, and in proximity to the Parliament of Canada, is the busiest station on the entire network. Located underneath Queen Street near the intersection of O'Connor, it is a well connected and integrated station into the downtown landscape. Featuring several art installations, which include a colourful mosaic ceiling, to green laser etched track dividers that represent local flowers and vegetation found in each province, being the busiest station doesn't mean it loses out on any visual appeal. Entrances are well integrated in surrounding buildings and provide a direct connection into the Sun Life Financial Building, which is home to the Queen St Fare, a popular lunch time eatery in the downtown core.

Lyon Station

This station is located underneath the sprawling Place de Ville complex (which features several high rise office buildings, and two hotels). The concourse level of this station is big and open with lots of space. Several art installations along the walls leading up to street level depict movement and motion. Vertical circulation between the concourse and the platforms is generally seen as the best designed for the underground downtown stations as the stairs, elevators and escalators are well spaced out from one another, helping distribute the passengers onto the platforms below. When arriving at this station, just be sure to pay attention to the overhead wayfinding signage to identify which direction to head to reach your desired exit, as the station concourse does have a mirror look to both sides.

Pimisi Station

This station is in Lebreton Flats, currently a large green space. This area will see significant development over the next 10-15 years, as there are proposals for an NHL hockey arena and event space, among many residential and commercial buildings and attractions. The new joint facility between the Ottawa Public Library and Library and Archives Canada will be in walking distance of the station as well. This station is also heavily used as a transfer point for commuters traveling between Ottawa and Gatineau across the river. With additional development in progress in the ZIBI project, located on the islands in the Ottawa River, this station will see ever increasing demand and usage as the years go by.

Bayview Station

This station is located at the far end of Lebreton Flats and is the main transfer station to switch between O-Train Line 1 and Line 2 (also known as the Trillium Line, which provides connections southbound to Carleton University and beyond). At the time of this video, Line 2 is presently closed for expansion, but is projected to reopen in late 2023. Line 1 passes on an elevated portion of the station, with Line 2 stopping perpendicular underneath. Bright and airy, the station provides several great vantage points for train spotting, especially when you consider the fact that two lines intersect at this point. The station is also in proximity to a large-scale high-rise development being developed across the street, which will feature the tallest building in Ottawa upon its completion, planned to be over 60 stories in height.

Tunney's Pasture, terminus station.

This station is located near the Hintonberg area of Ottawa, as well as the large and expansive Tunney's Pasture government complex of office buildings and labs. This is presently the western terminus of Line 1, until the expansions to the west open, which is estimated to be in 2025. A large street level concourse area and a large looping bus platform loop help this station serve as the main transfer point for passengers heading further west by bus. This stations heavy usage will change once the extended lines west are opened as there will be significantly less passengers arriving to transfer between bus and train to complete their journeys. The station features a coloured glass panel roof line, that casts beautiful coloured patterns onto the concourse floor, shifting with the passage of the sun. A Happy Goat Coffee Shop at the time of this video, is under construction, and will offer tasty treats and warm beverages to eager commuters. Heading down to platform level, the sidewalls are covered with colourful mosaic tiles creating a warm and colourful area to wait and board the train.

And there you have it, Line 1 of the Ottawa O-Train, 13 stations, 12.5km in length.

Thank you for traveling with Rail Fans Canada. 

Blair Station 

Cyrville Station 

St. Laurent Station 

Tremblay Station 

Hurdman Station 

Blair Station 

St-Laurent Station 

Cyrville Station 

Tremblay Station 

Hurdman Station 

 Taking a look at Lees, uOttawa, Pimisi and Bayview Stations along the O-Train Confederation Line. With plenty of LRV testing taking place, the stations are bustling with activity and life.

Lees Station

uOttawa Station

 Pimisi Station

Bayview Station

 Taking a look at Lees, uOttawa, Pimisi and Bayview Stations along the O-Train Confederation Line. With plenty of LRV testing taking place, the stations are bustling with activity and life.

Lees Station

 Taking a look at Lees, uOttawa, Pimisi and Bayview Stations along the O-Train Confederation Line. With plenty of LRV testing taking place, the stations are bustling with activity and life.

uOttawa Station

 Taking a look at Lees, uOttawa, Pimisi and Bayview Stations along the O-Train Confederation Line. With plenty of LRV testing taking place, the stations are bustling with activity and life.

 Pimisi Station

 Taking a look at Lees, uOttawa, Pimisi and Bayview Stations along the O-Train Confederation Line. With plenty of LRV testing taking place, the stations are bustling with activity and life.

Bayview Station

Trim Station is an existing Transitway station that is currently located southeast of the intersection of Trim Road and OR 174. The existing station will be converted to a terminal station serving as the eastern terminus of the Confederation Line. The train platform will be in the median of OR 174 at the existing intersection of OR 174 and Trim Road. In order to locate the LRT platform at this location, Trim Road will be re-aligned to the east of the existing facility and an improved intersection will be constructed, which will have the capacity to service the expected future traffic demands.

The bus terminal and the park and ride facilities (with a capacity of over 1,100 cars) will be located south of OR 174 and east of the existing Trim Road. The station will be served by one fare-controlled entrance providing access from the park and ride area to the station. The station will be designed to allow the bus terminal to remain accessible to the public while securing the train station during non-operating hours.

There will also be a new fully enclosed, naturally ventilated, glazed bridge corridor connecting the fare paid entrance to the LRT platform.

Place d'Orléans Station is an existing Transitway station that is currently located adjacent to Place d'Orléans Shopping Centre and OR 174, which will be converted to serve as a transfer station. The Station will be served by four fare-controlled entrances. Two entrances will serve the station from the existing pedestrian bridge; one at each of the LRT and bus platform locations. One entrance will be provided to the LRT platform from Champlain Street and an entrance will be provided to the bus terminal from Champlain Street. A connection to the LRT Station, allowing passengers to transfer between bus service and train service without passing through fare control gates and/or revalidating fare payment will be provided from the bus platform area. The station will be designed to allow the bus terminal to remain accessible to the public while securing the train station during train non-operating hours. The existing pedestrian bridge will continue to allow for a connection from the park and ride (and points north of OR 174) and Place d'Orléans Shopping Centre without having to enter a fare gate.

Convent Glen Station is a new station located at the crossing of OR 174 and Orléans Boulevard. The station will be served by two fare-controlled entrances located on either side of Orléans Boulevard. The platform will be located below Orléans Boulevard in the median of OR 174. Sidewalks and entry plazas will be sized to accommodate the number of pedestrians and cyclists, as required to serve the public along Orléans Boulevard, the bus stops, and the passengers transferring from bus to train.

Jeanne d'Arc Station will be a new station located at the crossing of OR 174 and Jeanne d'Arc Boulevard. The station will be served by two fare-controlled entrances located on either side of Jeanne d'Arc Boulevard. One entrance will serve the northbound lane and one will serve the southbound lane. The platform will be located below Jeanne d'Arc Boulevard in the median of OR 174.

The station structure, vertical circulation elements, station entry and entry plaza will be designed and constructed to permit the widening of 18 Jeanne d'Arc Boulevard to an ultimate right of way width of 37.5 metres without major modification to the station elements. The location of the station entrances has been carefully coordinated with the future bridge configuration to accommodate all modes of transportation and to provide sufficient public entry space.

Montréal Station will be a new station located at the crossing of OR 174 and Montreal Road. The Station will be served by two fare-controlled entrances located on Montreal Road. One entrance will serve the eastbound lane and one will serve the westbound lane.

The platform will be in the median of OR 174, above Montreal Road, and will be located so that the platform spans Montreal Road. Bus stops and shelters will be provided in each direction of travel on Montreal Road. Sidewalks and station entry plazas will be sized appropriately to serve the movement and volume of pedestrians and cyclists along Montreal Road, the bus stops, and the passengers transferring from bus to train.