All Aboard: Accessibility of Ottawa’s New O-Train

Just over a month ago now Ottawa was introduced to a much anticipated transformation to transit.  The new O-Train Confederation Line otherwise known as the LRT (light rail transit) is Ottawa’s first substantive introduction to rail based transit since the initial start of the smaller Trillium Line back in 2001.  The 12.5km line is the first phase of a much larger plan implemented by Ottawa’s transit provider OC Transpo.  All along the route trains are separated from traffic traveling at grade, below ground and above ground.  
 
This new line has had a few challenges getting up and running which are not uncommon to major transit projects.  Delays during construction pushed the opening date back by nearly 18 months and the transition from buses to trains has lead to some crowding and disruption to routine.  Some time will be needed for both the system and passengers to adapt.
 
Along with being transformative this new line brought forward an opportunity to introduce more accessibility to the transit system and surrounding area.  This line should be encourage to spur more connectivity between stations and surrounding buildings, parks, services and other amenities while adopting accessible design features that improve mobility throughout the city.  Phase 2 of the O-Train expansion is already underway.  This will include extensions of both the Confederation and Trillium Lines.  A refresh to the older Trillium Line should hopefully see many of the accessibility design features adopted for the Confederation Line applied during the redevelopment.
 
Below I provide a quick run-down of my observations on how the new system performs.  Overall my assessment is that the system has been built with good attention to accessibility.  There are some areas for improvement however most of these could be remedied with minimal costs.

Successes

• Station Lighting - The interior design of stations is bright allowing in ample natural light.  The use of glass walls instead of non-see through materials improves both lighting and safety.  Keeping all this glass clean during Ottawa’s winter could however pose a challenge.
• Station Colour Palette - The colour palette for station interiors is plain, yet warm and flat.  This means there is little glare or excessive brightness resulting from surfaces.  Overhead lighting also provides ample lighting without causing strain due to excessive brightness or dimming.
• Colours and Textures - Excellent use of surface colours and standardized textures to indicate edges and grades.  The familiar yellow domed line can be found on all platforms separating passengers and trains.  Ridged paths of travel are also provided connecting passengers between gates, elevators and trains.
• Signage - The colour palette for system signage uses good contrasts between black and white text.  Sometimes signs use black on while and other times white on black.  Font sizes are typically appropriate for each type of sign making them legible and clear. 
• Area maps and Wayfinding -  Area maps are provide in and around stations.  These use large fonts and good contrasting colours.  The height position at eye level provides ease of access.  Signage indicating the location of O-Train stations can be found in the area surround stations including postings on buildings or polls and directional signage painted on the ground.  OC Transpo is clearly working to develop a brand around the O-Train that will assist in developing a common compendium of wayfinding tools for the system.
• Real Time Train Information - Complementing audible messages are the overhead signs on platforms indicating the train arrival times in real time.  These signs use large font on a black contrasting background.  While they are suspended from the ceiling they are positioned at a good high for visibility.
• Audible Messages – Audible announcements are provided both on board trains and on station platforms.  Platform messages indicate train arrival, direction and destination.  On-board announcement advise of upcoming stations.  All announcements are provided in both English and French with the exception of rare conductor made announcements regarding service adjustments.
• Barrier gates – Entry to the platform is through a key card accessed gate similar to those found in many metro systems around the world.  Every set of gates includes one extra wide entry point.  Ottawa’s system uses the Presto card system as the system access card.  The extra wide gates include a panel to tap the  key card in two locations – one on top and one in front allowing easier access  for someone in a wheelchair or other mobility device.
• Integrated Presto and CNIB Card Access – With the introduction of fare gates OC Transpo provides passengers registered with the Canadian National Institute for the Blind with a system access card providing them free access in replacement to the tradition photo ID card.
• Transsecure Areas – Each station includes a monitored area with emergency call buttons, pay phone facilities and benches.
• Cycling - Interconnective between trains and cycling has been well considered.  Stairs have a carved edge or track allowing bikes to be rollup up or down stairs.  Bikes are welcome on board trains in cars indicated by painted marking on the platform surface. 
• Washrooms - A big thumps up to Ottawa for including washrooms as multiple stations along the line.  In an era where most systems are closing their facilities or allowing them to languish in a state of deteriorating repair this was a well appreciated change in direction.
  

Areas for Improvement

• Wheelchair Access on Trains - Painted markers for where wheelchairs are best to enter train cars.  While almost all cars are wheelchair accessible the layout of vertical hand rails in some cars makes maneuvering a wheelchair challenging.
  
• Embarking / Disembarking Trains - Training passengers on how to embark and disembark a train.  This may take longer than the system’s construction.  Consider paint on platforms indicating people to stand to the sides of doors allowing those exiting to disembark first.  Singapore provides a good example.
  
• Seating - Provision of seating and benches in stations needs attention.  Seating a very scarce and often only located in designated Transecure areas.  With an aging population stations need more seating options. 
• Escalators -  Most stations have escalators however with few exceptions they only operate in one direction.  Only at major station access points (i.e. Rideau, Lyon, Parliament) are escalators provided that operate in both directions.  This means passengers are left to walk down stairs to stations or platforms.  Ample, high speed elevators are provided however these may be challenged as system use grows over time.  This seems to be an odd area where cost savings where made.  Expect to see stations being retrofitted with more escalators in the next five years much like Vancouver’s Canada line is now undergoing.
  
• System Capacity -  The 15 trains that make up the new Confederation line each have a combined capacity of 600 passengers with 240 of those seated and 360 standing.   This can remove a signficant amount of buses from the road.  Ottawa's short rush hour preriods and special events can push this capacity to the maximum.   After the first month of operation rush hour periods appear to operate at peak capacity which is a concern for a newly upgraded system.  Oveerly crowded trains and stations can themselves create a barrier to accessiblity as they become intimidating and difficult to navigate. 
  

A special word about Blair Station.  This station gets a special comment as it is the only station on the new line that still makes use of the infrastructure left over from the former Transitway station.  Passengers traveling from the new Blair O-train station to the Gloucester shopping centre or adjacent bus station must travel up an over the bus corridor.  On one end the new station has multiple elevators and modern staircase (no escalators).  At the other end passengers descend through the former bus Transitway station that includes one small elevator and steep stairs.  This represents a safety and accessibility concern given the volume of people who funnel through this corridor.  The small elevator is also frequently out of service meaning that people needing elevator access must be shuttled across the road by bus!  This station in particular will need some attention in the near future for improvement.

The new O-Train station at Blair Station connects into the former Transitway station which was constructed to handle less volume resulting in congestion and mobility limitations.