Trillium Line

Stations

Pilot project

The Trillium Line, Ottawa's original O-Train, was introduced in 2001 as a pilot project to provide an alternative to the busways on which Ottawa had long depended exclusively for its high-grade transit service (see Ottawa Rapid Transit).

Until 2015, the system used three diesel-powered Bombardier Transportation Talent BR643 low-floor diesel multiple unit trains. (Currently, the line operates with Alstom Coradia LINT DMU trains.) It is legally considered a mainline railway despite being used for local public transport purposes, and the service it provides is, in terms of its route and service frequency, more like that of an urban railway than a metro or tramway. OC Transpo operates it under the official name ‘Capital Railway’, which appears on the trains along with their regular logo. It was, however, described as ‘light rail’, partly because plans called for it to be extended into Ottawa’s downtown as a tramway-like service, and partly because the Talents, though designed for mainline railways in Europe, are much smaller and lighter than most mainline trains in North America, and do not meet the Association of American Railroads' standards for crash strength. Ottawa is also authorized to run trains with only a single operator and no other crew, something rare on mainline railways in North America.

As a pilot project, the Trillium Line system was built at the cost of $21 million, relatively little compared with the hundreds of millions of dollars usually required to build a new transit line. It runs on an existing Canadian Pacific Railway track (Ellwood and Prescott subdivisions,) so the only construction work necessary was to build the stations themselves and the passing tracks necessary to allow trains to operate in both directions. The downside to this, however, is that much ground pollution remains from the track’s previous use. This will become a liability one day when the city has to pay to clean it up, which it has thus far avoided by not digging into the ground under the tracks.

The service frequency of a train every fifteen minutes makes it possible to run the line with a fleet of only three trains (of which only two are in service at any given time) and a single track apart from passing sidings at Carleton station. In 2015, the train frequency was increased after upgrades to the line and replacement of the train fleet, reducing headways to twelve minutes.)

In mid-2011, the Trillium Line carried an average of approximately 12,000 riders each day.

At the station

The Trillium Line opened in 2001 with five stations which are, from north to south, Bayview Station, Carling Station, Carleton Station, Confederation Station and Greenboro Station.

Before the 2013-2015 line upgrade, Carleton Station was the location of the only passing loop on the route, with the consequence that Carleton is the only station with separate tracks and platforms for each direction. The schedule was timed such that the southbound train arrived first and moved onto the platform siding, and then proceeded once the northbound train had entered the station. (Today the line has three passing loops between Bayview and Greenboro stations.)

The trains stop at every station and all trains run directly from one end of the line to the other.

Carleton is the only Trillium Line station with separate platforms for both directions; at Carling and Confederation one can tell where a train is headed by the direction from which it enters the station and by its electronic destination sign.

Ticketing on the Trillium Line works entirely on a proof-of-payment basis; there are no ticket barriers or turnstiles, and the driver does not check fares. Occasionally, OC Transpo employees wait at stations and require proof of payment. Tickets can be purchased from a vending machine on the platform, and certain bus passes are also valid for the Trillium Line. Trillium Line tickets are exchanged for bus transfers upon boarding a bus. Although bus transfers can be used to board the O-Train, prepaid bus tickets cannot.

Paper schedules rather than electronic signs are posted at the stations to supply departure information. At the Carling and Confederation stations, signs are posted indicating the direction of travel for northbound and southbound trains; Carleton has separate platforms, and from Bayview and Greenboro trains travel in only one direction.

The Trillium Line stations have sheltered waiting areas for passengers, but at three stations these are only large bus-style shelters beside the tracks. The exceptions are Carling, where an elevator building is required since the tracks are below street level, and Greenboro, where a covered walkway extends towards the nearby South Keys Shopping Centre. All stations have level boarding platforms to allow for wheelchair access and easier boarding for all passengers.

The European train cars are narrower than the North American standard. In order to enable night-time use of the line by standard-width freight services, retractable platform extenders are mounted at each station (other than Bayview which is constructed on its own private rail spur). Passengers gain access to the Trillium Line on these extenders, three sets of which are visible in the above photo (at the location of the solid yellow platform markings). If the line is used for freight, the extenders are retracted allowing a wider train to pass through the station. The extender interface with the train has been refined over time, and cyclists and wheelchair users now have no trouble accessing the train.

On board the train

Ottawa’s three Talent units were built by Bombardier Transportation as part of a larger order for Deutsche Bahn’s regional network. The only significant difference between them and the German units is that their on-board toilets have been decommissioned. As well, the luggage racks have been blocked, although this seemed not to be a problem with the train's operation in Germany. Deutsche Bahn’s red-and-white colour scheme was similar enough to OC Transpo’s livery that the trains did not need to be repainted. The trains were purchased under an agreement under which they could be sold back to Bombardier if they were replaced or retired, but the agreement has since expired.

The Talent units can be coupled together to form longer trains, but current ridership levels do not require this extended service, which in any case would require more trains and longer platforms at the stations. Each of the three carriages has a plug-type doorway for each side of the train. Rather than all doors opening at each station, passengers must individually open the door of which they intend to board or disembark by pressing a button.

Despite their diesel engines, the trains are quite comfortable; even for passengers sitting directly above the motors, the ride is quiet and smooth. Seats are arranged with two on each side of the carriage, and the rows alternate facing directions, such that half the seats are facing forward in either direction of travel.

The interior is clearly one designed for a mainline train; there are only a few poles for standing passengers, mostly located around the doors and closely integrated into the train’s overall design. There are no advertisements on board the trains despite the available space on what are in fact plastic covers over what traditionally would be overhead storage areas; viewable through the slats from below. These areas were presumably cordoned off in order to reduce litter and to improve safety however this often means more cramped quarters, especially during peak travel times. Although the trains consist of three carriages, they are connected such that it is possible to walk from one end to the other; the only noticeable divisions between the carriages are a short articulated section in the walls and a slight ramp over the dividing line. The trains have low floors, but the half-carriages at the ends of the trains have high floors with several steps up, to provide room for under-floor motors. The doors into the cabs are clear, allowing passengers to see in, but some drivers prefer to pull curtains across.

There are no maps posted on the trains, but electronic screens in each carriage and recorded voice messages announce the stations as they come up. The station announcements and all signs are bilingual in English and French; a few features of the trains, such as the buttons touched to open the doors, are also marked in German as a result of their design heritage.

Awards

In June 2002 the O-Train Light Rail Transit project received the Canadian Urban Transit Association’s Corporate Innovation Award.

On January 16, 2003 the Ontario Chapter of the American Public Works Association presented the City of Ottawa, Canadian Pacific Railway and Morrison Hershfield, with the APWA’S Public Works Project of the Year award in the Transportation Category. This award was established to highlight the excellence in the management and administration of public works projects by recognizing the alliance between the managing agency, the Consultant and the Contractors who working together, complete public works projects.

A third award the Trillium Line light rail transit project received was in May 2003, in the sustainable transportation category of the FCM-CH2M Hill Sustainable Community Awards.

Criticism of pilot project

The main complaints about the Trillium Line pilot have revolved around its placement and ridership levels. The Trillium Line's route was determined by existing railway tracks, rather than the parts of the city that needed public transport, which would have required require new tracks to be laid. Carleton University students, however, benefit from the Trillium Line pilot project, as it connected the university to the busy Ottawa Rapid Transit system.

The other criticism is that there is very low ridership the trains compared to some very crowded bus lines such as the 90-99 series routes. One fully loaded Trillium Line train carries 285 passengers compared to 131 passengers for an articulated bus. The O-Train schedule is limited by track capacity.

Early extension plans

In July 2006, Ottawa City Council approved the north-south light rail expansion project. The project would have terminated diesel light rail service on the Trillium Line so as to reuse its right-of-way for a double-track, electric light rail line that would have extended west from the University of Ottawa to Bayview then south to Leitrim and then west to Barrhaven. However. in December, 2006, Ottawa City Council cancelled this project, thus leaving the diesel-powered Trillium Line unchanged.

Expansion plan

Better train frequency

On May 18, 2011, OC Transpo approved a C$200,000 study to expand the Trillium Line. The C$59 million proposal included the purchase of six new trainsets and track improvements that would increase headways to eight minutes from fifteen. The project would finally cost C$$60.3 million.

In mid-2013, service on the Trillium Line was suspended for four months to implement service and track improvements such as new station platforms and two new passing tracks (near Brookfield and Gladstone). Upgrades were also made to the signal system, train controls, stations, tracks and train yard. A new Centralized Traffic Control system was installed to improve safety and efficiency.

Six new Alstom Coradia LINT trainsets (purchased to replace the three older Bombardier Talent units) and the two extra passing loops allow the number of trains on the line to double to four thus reducing wait times. The goal is to cut wait times from 15 to as low as 8 minutes for peak times. Service will run every 10 to 12 minutes. Signals and operations would be adjusted to increase frequency to approximately every 8 to 10 minutes. With more trains and a higher frequency of service, the line will be able to carry more people.

Expanded service began on March 2, 2015, but suffered numerous problems during the first week.

Stage 2

In a project called "Stage 2", the Trillium Line would be extended 8 km (5.0 mi) southwards with three stations at South Keys, Leitrim and Bowesville in Riverside South (the proposed southern terminus). There would be passing loops at South Keys and Leitrim, and grade separations at Lester and Leitrim. In addition, two more stations are proposed along the existing portion of the line at Gladstone and Walkley.

The City of Ottawa is also considering a separate 3 km (1.9 mi) O-Train line from Macdonald-Cartier International Airport to South Keys Station where riders would need to change trains to continue to Bayview Station. Mayor Jim Watson said he doesn’t want the Trillium Line slowed down by interlining trains going to the airport. If the airport link is built, the preferred station location at the airport would be between the terminal building and the parking garage. The project would cost about C$100-million.

Fleet

The Trillium Line fleet began with three trains sets of three cars. The front and rear cars are powered and the centre towed. There is no fleet numbering: cars are identified by the letter C and a number (C1 - C9). In September 2011, Alstom announced that it would deliver six new two-car Coradia Lint train sets in 2013; the trains were handed over to OC Transpo in June 2013. These trains were put into service on March 2, 2015 thus retiring the Bombardier Talent units. The Bombardier Talents were pulled from service with the introduction of the LINT units on March 2, 2015.

Facilities

Train sets are stored at the Walkley Yard located northeast of the Greenboro station. Before their retirement, the Bombardier Talent trainsets were maintained by Bombardier Transportation at the Walkley facilities. Trains are towed to the site by Ottawa Central Railway locomotives, thus there are no work vehicles for the Trillium Line fleet.

The Walkley Yard was built in 1955 by the National Capital Commission for the Canadian National Railways and later sold to the Canadian Pacific Railway.

The yard has enclosed buildings for repairs and outdoor storage tracks.