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    • A. Wong

      Saddened by loss of Winnipeg Transit driver   02/15/2017

      We are saddened by the loss of Winnipeg Transit driver Irvine (Jubal) Fraser who was attacked while on the job and unfortunately passed away.
      A GoFundMe page has been set up by Winnipeg Transit colleagues to help Fraser's widow and family. We wish to extend our condolences to family and friends affected by this tragic event. View CBC News Article: Man charged with murder in attack on Winnipeg Transit driver
    • A. Wong

      Upcoming Server Move   02/18/2017

      Hello everyone! Please be advised that CPTDB and CPTDB Wiki will be unavailable starting the evening of February 25, 2017. We will be moving to another server. Users will be unable to view or post content during this time. We expect it to be up sometime on Feburary 26, 2017. A new announcement will take the place of this one, so you will know when the site is online and you are accessing it from the new server. Thanks! -A. Wong
      on behalf of CPTDB Admin


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  1. Must admit I didn't. Was thinking more traditional politics in the sense of taking all the money he can from senior governments, not think about how to pay for this in the future, yet claim to have brought home the bacon. A less charitable interpretation is that there might be some friends who could benefit from the constructions contracts. And both interpretations are not mutually exclusive far from it. I am astonished I didn't see the connection. Now that you mention it, yes! Of course! Let's see: Cumberland Transitway Baseline Transitway phase 1 Transitway extension under construction now in Kanata Confederation Line Lane expansion and extension of the 174 As for the Confederation Line, he can't claim all the credit but he can claim to have been there at a crucial moment (especially as president of the transit commission at council). As for the 174 he describes himself as the champion of that project which of course doesn't make sense with stage 2 of the Confederation Line but whatever, most voters do drive. So from a transit perspective he's doing things which should not lead me to vote for him, however I can see that for many in Ottawa he can list accomplishments. And after reading a column in the Citizen lately about Mayor Watson being past his best before date and encouraging him not to run again, I can see that some in the city are thinking of the next election and who should run. Great catch Centralsmt!
  2. A new overpass is planned. I really don't understand the point of the Cumberland Transitway, it would require me to walk more to get to a station (local service is crappy as it is) to a route (with a huge detour south) that will bring me to Blair where I don't want to go. its faster to cut north-south and reach the stage 2 line. In my case am looking forward to go to Jeanne-d'Arc station to cut down time in bus which is the goal. But with the Transitway I won't, which makes me wonder if we even need the station as there won't be that many bus routes stopping there. I think that this is what happens when politicians see only that they can get money from senior governments and want to be seen doing something. Worse when it's clear those politicians don't use the system. We risk getting more people in their cars. Blair cannot be redesigned to be a major bus terminal because of the way the line and station are located. With the "unplanned " 70 million price tag to go from the bypass to Blair station we know it's not happening so buses will be dumped on the bypass and will have to go down Blair with the traffic lights and delays it entails. Even with the new developments we don't have the density, we need frequency not a fancy new road that will eat into OC's budget for decades.
  3. Just to be clear it's not cost cutting, although most in city council were delusional enough to think we could cut costs, OC told them it's about avoiding future cost increases. I agree that this amount is significant and am not sure if it's doable. Also disappointed that our LRT is not seen as the occasion to reinvest in our transit system
  4. No argument from me. Mayor Watson wants to lobby Queen's Park to ensure that Ottawa is at the forefront of autonomous driving. He previously said that in the near future Ottawa won't have to buy as many buses as we will travel mostly on such vehicles. It has been pointed out to him the issues about the tech that still cannot be resolved but also the fact that a 40' bus with even only 10 boardings an hour is still more efficient than those autonomous vehicles can ever be. It's clear to me that if we want better transit we need a different mayor. Wi-Fi would be nice but I would rather increase frequency before that.
  5. OC has to find a 100 million in cost avoidance as that's what they told council. I don't hold much hope on that. But one thing the current mayor seems to be good at is talking to business, perhaps he can arrange a deal that will help pay for this. I would be surprised if we did like the STO and self-fund this or we would already have it. Or am too negative and this will come live at the same time as the Confederation Line as part of a huge re-branding exercise.
  6. That's just for the construction it will be dug out. Actually from the station site to the tunnel it will be a gentle incline. However LRT especially the electric ones can deal with some surprising inclines. But we don't have any problematic ones on our future line.
  7. I agree with you. Ideally that's what it would be. However this is both an arterial and a local route hence why I was happy about the spacing. On a two lane route where overtaking won't be possible it was not possible to have proper BRT spacing. This project is trying to do both. It could be better but could have been worse. Hopefully by then we will have some battery electric bus on that corridor
  8. Any PPP contract is not worth the paper it's written on. No PPP in either Canada or the UK has come to term. None. It's designed like that. They all fail as that's how you make money on them. It's always a shell company which has to pay exhorbitant management fees to its corporate parents, the shell company will fail just after the halfway point. Yes there will be penalties but nothing that Alstom hasn't planned and priced. Don't want to single you as I have read many times around here many having some sort of hope that the contract will guarantee performance. Am not involved in transit but am in similar contracts. We will get a nice system don't get me wrong but this veneration of the contract has to stop. We won't get what was promised. As for the curves, electric traction especially distributed motors as in the case of the Citadis Spirit certainly has better acceleration than a diesel bus. However you can only go so fast as your braking ability allow. Again distributed traction helps on braking with regenerative braking, but we are talking about a much heavier vehicle. Heavier than the rest of the Citadis family. For good reasons of course but it's a factor that has to be taken into consideration. But the real issue is cant and this is where in curves a light rail vehicle is restricted compared to heavy rail. We will see some of those curves eliminated especially at Tremblay Station where it would have slowed things down too much. This is why the station is further west than the original. This really helps. But really the bus was taking most of those curves in the 75-90 range how much faster can we go on the LRT? If you were on the old 95 it will be way faster, if you were on an express absolutely not. We were really flying and worse, now that we use more of the highway and skipping Cyrville, Tremblay, Hurdman and Lees the effect will be hard for those passengers. Ironically the construction has sped up those routes compared to the Transitway. That's what it's about, managing expectations and I don't think OC has done enough. The mostly useless ramp surfing at Vanier Parkway is not enough to slow us down. Most drivers use their judgment on when to surf or not. It will be more comfortable, more efficient, no more bunching and wall of buses and in the PM rush hour so much better to not have to guess where your bus will stop or miss it. Stage 2 is crucial
  9. I agree with you HB_1024 the spacing has to be wide enough for some speed and think it's appropriate. Baseline is a major boulevard and we can't treat it like some minor road with a stop every second street. As to the homeowners that MCIBUS mentions it is sad indeed. And normally with a 2031 horizon I would think it would not get built. But both senior Gov'ts have announced funding for transit projects, I can see this getting fully funded real quick and in service within 2-3 years for phase 1. Phase 2 that's a different story.
  10. No doubt the benefits in the downtown core are significant and will justify the costs. However I wouldn't go so fast on the false label here. Alstom based our LRT off a line of products already in service in Europe except ours will be heavier. The performance in Europe in service didn't match what was Alstom promised. Leading to some political embarrassment in France. Am not saying they are duds, far from it those are fine vehicles, but it didn't quite do what it said on the tin. I am heavily pro-LRT but I have to be honest with myself and am suspicious of Alstom can pull a rabbit out of its hat. Possible though as weight is not the only relevant factor. Reading what you wrote I should have made clear that I was thinking in terms of the old express routes which are already slower now that we pick more passengers that used to be on the local routes. The express routes used to sail through the stations. For those passengers actually LRT will make their morning commute worse, they still have to flash their pass at a reader, they still have to go through the neighbourhood but now will have the added time expense of switching at Blair which is not designed as a transfer station as post 2022 there will be only a handful of routes stopping there. So they don't get any of the benefits except one very important one in the afternoon; no more Transitway run to try to catch your specific route. That is a huge improvement for passengers. Although I already follow the practice of many passengers and take the first bus to Place d'Orléans. As for taking curves faster I have no idea where you get that, regulations are not that different between buses and LRT. And from the start OC has been honest about this. The commercial speed is not expected to be as fast. That being said once they really start testing it later this year there might be a pleasant surprise. Understand me I want to be wrong on the slow part I hope I am wrong and will be happy if that's the case. Every metro extension in Mtl had that issue, in practice the commercial speed didn't match the projection. I believe the project is an important one that we needed to do, I believe that's what should have been done instead of BRT. But we have to recognize that there's always trade offs. if you were not on the express and took the local to the old 95 you will get more benefits out of this. That being said am looking forward to board this awesome train. It will definitely be more comfortable than the bus it replaces and the time saving downtown will be spectacular.
  11. I agree with most of what you wrote. Ironically it won't save much time if at all for the downtown commuters. The LRT while capable of going over 100 km/h in practice won't go much beyond 70. Buses on the old Transitway often went above the 90 km/h speed limit and could skip stations. Where it's useful is in the PM rush where you won't have to run and miss your specific route. Just get on the next train. The Confederation Line should have been the opportunity to use the buses and drivers freed by this line to improve service in the rest of the city. Unfortunately our mayor is pushing for automated cars ignoring tech issues which have not been resolved and are not going to be resolved because no one is working on them and of course on urban geometry.
  12. CyrusKafaiWu you are not horrible. I thank you for bringing this to my attention I live in Orléans and will move close to Brian Coburn and Tenth Line. When I bought the house the plan from the builder indicated the future transitway but when I checked the city website I thought that was dead. So thanks for alerting me to this. I am surprised that the city still wants to build this. Yes there are more people moving to the area, am one of them, but despite townhouses the density is not there, there's lot of single houses. Perhaps protecting the route for future development should be enough . Frankly what is needed is higher frequency to connect to the Confederation Line on the local routes. That will provide faster transit and the last thing we need is for buses to pile up at Blair station where only a handful of routes are planned to stop. That station is not meant for a lot of people to go through. There's a disconnect between plans. Right now many colleagues and friends are concerned about connecting there and are openly talking of driving downtown until 2022 when stage 2 opens and the local routes will be distributed on several stations. I am sure many will stick with transit but undoubtedly there will be some who won't. Heck I shouldn't be so sure they won't carry out their threat since it looks like we might see a repeat of the opening of the Transitway. So I don't think that this project will be well received in our area once it's understood that we will end up at Blair. East-West don't really work in our area, the 94 is horrible. It's always quicker for me to go to Place and connect there than take the 94. This project seems to replicate the ills of the 94. Even at rush hour there's little car traffic on Innes and most passengers want to go to the Confederation Line. Most of the area is served by the 30. It's really quick to go to Blair right now, and will be a better route once it stops at Jeanne d'Arc station. The Transitway will make us detour. Blackburn Hamlet is always going to be a problem if OC insists on serving it with the same route that goes to Orléans. It's really two different communities with their own needs. I rarely see people boarding the 94 eastbound. But the Transitway is trying to shoehorn them in. City needs to concentrate on Baseline.
  13. Perhaps there's a misunderstanding, there's no legal obligation to have binding arbitration if Parliament adopts essential services legislation. What has happened is that unions quickly realized that without the binding arbitration they lose leverage as the employer provides the service they really want at a fraction of the cost. So unions either lobbied legislators or managed to have a clause in their collective agreement requiring binding arbitration. So in the case of partial essential service this makes it worse from a union perspective. Ottawa politicians have clearly made it clear through their actions that they don't care much about transit. So partial services would be fine by them. It's really up to the union to insist or not on binding arbitration. Technically and legally you can have essential services legislation without binding arbitration which is how it started in every North American jurisdiction. Arbitration is not fun but sometimes that's all you can get
  14. Actually you don't have to. But often it's the only reasonable conclusion and perhaps despite the pitfalls of binding arbitration it's the best of a bad situation. In provinces that have essential services legislation initially there was no binding arbitration, that came later and often it's in the collective agreement. Otherwise employers are tempted to let the situation fester since they get most of the service they really want at a fraction of the cost. In Ontario it's not as clear cut the arbitrator will always side with the union. Police seem to have an edge, but other jobs don't.
  15. There are ways to phrase the law or regulation so to focus it the same way some provinces have. The people in Gatineau probably wished that they were in Montréal or any city with a major transit system. But the small CIT and OMIT are not "service essentiel" and no small town is required to provide transit. A long time ago police and fire services were not essential services in Québec for example. There's a famous strike of the fire service in the 70's in MTL that prodded the politicians to do something about it eventually leading to transit and other services to be under the essential services act in that province. I think it's time to do the same for the federally regulated transit services. Bus medic put it more eloquently than I could.