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The Canada line has a lot of curves with remarkably slow limits. It's a similar situation to the Confederation line but not nearly as severe so it never grabbed headlines
I don't but we could probably find it on the Wayback Machine
This is my experience as well. Combine long dwell times with mandatory open doors through the train and you end up with a very chilly car for half the year! It seems obvious that the Ottawa system is run by people that don't use it, or at least was designed by those people.
What's Tunney to Rideau look like. I'm surprised the turns would be so much more significant than a couple of extra stops.
Tunneys to Pimisi is very quick but there are more speed restrictions between Pimisi and Lyon, and between Parliament and Rideau.
A huge portion of the line between Parliament and Blair is covered by 25 km/h limits. I'm surprised it even manages to average 26 given how little time it can actually spend above 25.
I'd describe the long dwell times on Line 2 as a "symptom" rather than a cause. The root cause is really the schedule padding for the single track operations like you describe here.Actually the dwell times are the main cause for the slow times on. Line 2 on that chart @reaperexpress did.
Line 2 track speeds are between 60-70 km/h, with speed buffers around the stations, but this section is also the part with the most single track. And the trains actually move pretty much at those max.speeds. But the dwell times are very long to ensure the trains can pass each other, e.g. trains at Carleton or Corso Italia can't leave until the other train arrives. This causes dwell times in the 90+ second range, far longer than the TTC, which I swear sometimes closes the doors almost immediately after opening them.
On line 2 at least, they mostly use push button opening. At the very beginning they opened all doors, but they've moved away from that.
This is correct. This is more about coordinating trains through sidings and reaching the next station at the correct time. This is especially bad at South Keys where both Line 2 and 4 trains share the same track. This produces delays at Uplands Station and wait times at South Keys for Line 4 of 6 minutes inbound and 9 minutes, much worse than originally promised.
It's almost dead straight from Marine Drive to Waterfront other than the curve from Davie to Granville and the swerve around Queen Elizabeth Park. The one I really notice, and don't understand, is the speed from Bridgeport to Marine Drive. It seems unnecessarily slow - perhaps it doesn't like switches - but I don't know what would slow it as it approaches Marine Drive.
Every line is faster if you cherry pick the parts without speed restrictions.
It's a budget thing unfortunately. And while the Line 2 stations were designed with fully enclosed shelters due to the 12 minute frequency, Line 1 was not as you weren't supposed to be waiting there for more than a few minutes.
I don't know what you'd do on the Eglinton subway to get over 8.5 km, other than Weston to Bayview.
NGL that sounds pretty bad. This means someone travelling from Kanata to central Ottawa will have to transfer twice when they previously had a one seat bus ride on the old transitway system. And they could potentially have to wait 10 minutes for each transfer too.
Remember a big goal of the LRT was to reduce bus congestion in downtown Ottawa, and OC Transpo originally wanted to implement what was basically the TTC model where instead of running a lot of buses into the city centre you use these buses to feed trains instead. But this only works for the TTC because of high subway frequencies which OC Transpo and the City of Ottawa seem to be unwilling to fund.
It all depends on service frequencies. I'm hoping 6 off-peak in the core, which would make branches 12, which is workable. There's still over a year until it opens in the best case,
Yeah I might just do Mt Dennis to Yonge and forget about the 8.5km like I did with Sheppard since that's the most comparable segment to the west.
