Trillium Line

Trillium Line
Overview
Locale	Ottawa, Ontario
Stations	5
Website	O-Train Trillium Line
Service
Type	Light rail
System	O-Train
Operator(s)	OC Transpo
Rolling stock	Alstom Coradia LINT
Ridership	3.012 million (2014)
History
Opened	October 15, 2001
Technical
Line length	8 km (5 mi)
Track gauge	1,435 mm (4 ft 8+1⁄2 in) standard gauge
Route map Trillium Line Confederation Line to Tunney's Pasture │ to Blair Bayview Corso Italia Dow's Lake Rideau Canal Carleton Rideau River Mooney's Bay Southeast Transitway to Hurdman Walkley Walkley Yard Greenboro South Keys Line 4 to Airport Line 4 to Airport Uplands Airport Leitrim Bowesville Limebank Detailed diagram Former CPR Ellwood Subdivision now QGR Lachute Subdivision Voyageurs Pathway Chief William Commanda Bridge over Ottawa River / Quebec Ontario border Ottawa River Pathway Trillium Pathway Confederation Line to Tunney's Pasture │ to Blair Bayview Corso Italia (2025) Highway 417 Queensway Dow's Lake Tunnel under Rideau Canal Dow's Lake Carleton Rideau River Mooney's Bay Airport Parkway / Bronson Avenue Ellwood Diamond Via Rail Heron Southeast Transitway to Hurdman Walkley (2025) Walkley Yard Walkley Diamond Greenboro South Keys (2025) Hunt Club loop Line 4 to Airport Line 4 to Airport Uplands (2025) Airport (2025) Leitrim (2025) Former OCR Prescott Subdivision Bowesville (2025) Limebank (2025)

The Trillium Line (Template:Lang-fr) is a diesel light-rail transit (DLRT) service in Ottawa, Ontario, Canada operated by OC Transpo. The line is part of Ottawa's O-Train light rail system.

The present line runs north-south on a railway line, from Bayview to Greenboro, a distance of approximately 8 kilometres (5 mi). It is isolated from road traffic, but shared with other trains; after operating hours the track has been infrequently used by Ottawa Central for freight service to the National Research Council.

Since its opening on October 15, 2001, the Trillium Line hit the 1-millionth rider mark on May 29, 2002, the 5-millionth mark on January 21, 2005, and the 10-million in late 2010.

Until late 2014, the official name of the diesel-powered, north-south line was O-Train and the line was officially known by that name alone. However, after construction started on a second, east-west light rail line, the Confederation Line, the O-Train name was re-branded to include both rail transit services and the north-south line was renamed to Trillium Line. Thus, today we have the north-south O-Train Trillium Line and the east-west O-Train Confederation Line, both lines being part of the O-Train system.

Between 2013 and 2015, there was an upgrading of the line, including the complete replacement of the train fleet, in order to cut wait times during peak periods from 15 minutes to 12 minutes and eventually to 8–10 minutes. The upgrade was also a precursor to extending the line southwards by 3 stations.

Stations

• Bayview Station provides an interchange with the Transitway and will provide an interchange to the Confederation Line currently under consruction. The station is located on a stub-end track branching off from the railway line, immediately under the Wellington Street and Transitway overpasses. It is currently the closest Trillium Line station to downtown Ottawa.
• Gladstone currently has a passing loop added in 2013 in order to increase train frequency and line capacity. It is the site of a proposed O-Train station.
• Carling Station is located at Carling Avenue and Preston Street. South of Carling, the train enters a tunnel to pass under Dow's Lake.
• Carleton Station serves Carleton University and has separate tracks and platforms for each direction. Until the upgrade of the line in 2013, this station was the location of the only passing loop along the line. South of Carleton, the train crosses over the Rideau River on a bridge.
• Confederation Station is located at Heron Road and Bronson Avenue, and primarily serves Government of Canada offices in the Confederation Heights area.
• Walkley currently has a passing loop added in 2013 in order to increase train frequency and line capacity. It is the site of a proposed O-Train station.
• Greenboro Station provides an interchange with a large Transitway station, which has a large park-and-ride lot and is located next to the South Keys Shopping Centre. The Trillium Line platform is level with the pedestrian overpass crossing the Transitway.

Pilot project

This section and its subsections provide a historical description of the Trillium Line prior the upgrades of 2013-2015.

In the 1970s and 1980s, Ottawa chose grade-separated busways (the Ottawa Transitway) over light rail on the theory that buses were cheaper. In practice, the capital costs escalated from the original estimate of C$97 million to a final value of C$440 million, a cost overrun of about 450%. This was nearly as high as Calgary's C-Train light rail system, which had a capital cost of C$543 million (in 2005), is about the same length, and carries more passengers. The Ottawa Transitway ultimately reached capacity, with over 175 buses per hour on the downtown section, and had no cost-effective way to increase the volume.

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

Carleton is the only station with two platforms.

The Trillium Line opened in 2001 with 5 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 3 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

This section is a historical description of the Bombardier Talent diesel units that were retired in 2015. The Trillium Line currently operates with Alstom Coradia LINT 41 units.

The interior design of the Bombardier Talent carriages shows their mainline railway heritage.

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. Some say that as the Trillium Line's route was determined by existing railway tracks, it serves areas that were in little need of a new transit connection, instead of parts of the city which are hard to reach by public transport, which would require new tracks to be laid. Carleton University students, however, benefit from the Trillium Line pilot project, and if they live in the areas serviced by the train, they no longer have to ride buses through traffic to get to the University campus.

The other criticism is that there is very low ridership the trains compared to some very crowded bus lines such as Route 95, and some believe that the money should be spent accommodating the most people possible on the network, instead of paying for expensive side projects. 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

Main article: O-Train § 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

Map of 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. Initially, service will run every 10 to 12 minutes. The plan is to adjust signals and operations to gradually 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 initial week.

Stage 2

Stage 2 LRT logo

In a project called "Stage 2", the Trillium Line would be extended 8 km (5.0 mi) southwards with three 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 were 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 initial Trillium Line fleet consisted of 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). They were pulled from service with the introduction of the LINT units on March 2, 2015.

Class	Image	Type	Top speed	Number	Routes operated	Built	Notes
Bombardier Talent BR643		DMU	100 kilometres per hour (62 mph)	3 × 3 car units (9 cars total)	Bayview–Greenboro	2001	Originally ordered by Deutsche Bahn and later delivered to OC Transpo

Fleet expansion

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.

Class	Image	Type	Top speed	Number	Routes operated	Built	Notes
Alstom Coradia LINT 41		DMU	140 kilometres per hour (87 mph)	6 × 2 pair units (12 cars total)	Bayview–Greenboro	2013	Ordered by OC Transpo 2011, delivery was in June 2013

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.

• Year: 1955 (as O-Train facility 2001)
• Building: Yes
• Location: Albion Road North and Kitchener Avenue
• Status: Active

See also

• Confederation Line
• Rapibus
• Light rail in Canada
• Light rail in North America
• List of tram and light rail transit systems

External links

Media related to Trillium Line at Wikimedia Commons

• OC Transpo – O-Train Trillium Line (official site)
• Stage 2 - Trillium Line South - A City of Ottawa site publicizing O-Train expansion proposals
• O-Train Evaluation Report
• O-Train Light Rail Project Summary (Transport Canada)
• O-Train construction pictures
• Salient Features of the Ottawa O Train Route
• Friends of the O-Train