Ottawa's O-Train: Riding Day 1 on the "new" Lines 2 and 4

Ottawa's O-Train: Riding the "new" Lines 2 and 4!

A Stadler FLIRT train, the new face of Ottawa's revamped Trillium Line

Before I get to the now long-overdue return section of last year’s cross-Canada adventure, I’d like to take another detour to dive into a rather exciting rail development in the nation’s capital. A combination of family visiting and work obligations brought me to Ottawa at the beginning of January. By complete and happy coincidence, this had me in town for the revenue service launch of the newly extended north-south O-Train line, as well as the added spur to the airport. So of course, I couldn’t pass up the opportunity to check it out on day one!

First, some background. When Ottawa and “LRT” (or the O-Train) come up these days, most people probably think of the admittedly messy construction and roll out of the East-West Confederation Line (now dubbed “Line 1”), the city’s problem-plagued Frankenstein system that’s effectively a fully grade separated metro system using ill-suited light rail vehicles and absurdly tight curves. Many elements of that line were poorly conceived and have resulted in ongoing operating headaches, though the system can be quite efficient to use when it's operating properly – especially getting across downtown, and to and from the VIA Rail station.

The story of Ottawa’s light rail systems, though, hasn’t always been a complete mess. The original O-Train was in fact a superb example of setting up an effective rail system using existing infrastructure and vehicles well-suited to the service. Launched in 2001, the O-Train repurposed a section of an existing former Canadian Pacific railway line, which required minimal infrastructure investment to get up and running. Run by OC Transpo (Ottawa's public transit operator), the system was set up as Capital Railway. As a system separated from heavy rail operation, they were able to operate somewhat differently from other mainline Canadian rail operations, using only a single operator (re-trained bus drivers), and being able to use lighter vehicles not usually certified for use on North American railways. The system launched with three Bombardier Talent diesel multiple units, purchased as surplus from a Deutsche Bahn (German national railway) order. The trains arrived in the standard DB red, black and white, nicely adapted with the addition of OC Transpo graphics. They were numbered as units C1, C2, and C3. For some reason, I don't seem to have ever photographed the Talents the many times I rode them (or I misplaced the photos) - so I'll point you over to this page from Rail Fans Canada for some more info and photos.

The original system was very simple. It used the existing single track line between Bayview and Greenboro, with a single passing siding (equipped with spring switches at either end) at Carleton University, and stations built at Carling (now Dow’s Lake) and Confederation (now Mooney’s Bay). Two 3-car Talent trains operated in opposing directions, meeting at Carleton and facilitating 15-minute service over the line. I rode that line in its original format many times through the summer of 2009, when I took a summer course at Carleton. It worked very nicely to be able to either drive in to the park and ride at Greenboro, or take a bus to Bayview, depending on where I was coming from, then riding the train in to school.

From 2013-2015 the line would undergo a revamp, with additional sidings added and stations rebuilt to accommodate new Alstom LINT trains that were brought in to service, ultimately allowing for the frequency to come down to 12-minute service. I’ve written about that version of the line before, for example in 2018 , and then again in 2019 . Six 2-car LINT trains took over the service, number C4-C9, with the Talents retired.

Alstom LINT C9 on the Trillium line back in 2018, arriving at Mooney's Bay from Greenboro. The diamond with the VIA Rail line is just beyond the overpass. On the new line, the flyover begins just under that overpass at a very steep grade to get up over the other track.

The latest overhaul was much more substantial. The line would be extended south and west to add new stations at South Keys, Leitrim, Bowesville, and Limebank. This follows part of the existing ex-CP right of way further south, before swinging west on a new alignment. On the existing line, new double track segments would be added, and intermediate stations built at Corso Italia (midway between Bayview and Dow’s Lake, the former Carling station) and Walkley (midway between Mooney’s Bay and Greenboro). One of the most significant infrastructure additions is a flyover across the VIA Rail line, replacing an at-grade diamond that limited line capacity at certain times through the day. All stations along the line were also revamped to accommodate new Stadler FLIRT trains, which provide roughly double the capacity of the previous LINT trains.

The other major change is the addition of a new spur line to the Ottawa airport, connecting between the airport and South Keys with a stop at the EY convention centre (Uplands station). This line would operate with the existing shorter Alstom LINT trains, with two of them shuttling back and forth (meeting at Uplands) to connect with the main line. The new airport spur has been branded as Line 4, while the main Trillium Line is now dubbed Line 2. Service on both Lines 2 and 4 is on a 12-minute interval. 

The entire system was shut down in May 2020 to allow for this overhaul, targeted for completion in 2022. Of course the project ran far over that timeline, and after a series of aborted timelines, the line was finally cleared to open for weekday service at the start of 2025. I won’t get into all the drama around this process, but suffice to say it was welcome news to finally see the line back up and running!

Revenue service launched, with weekday service only to start, adding Saturday service on January 25th, and then shifting to full 7-day/week service closer to the spring. The staggered launch of Saturday and Sunday service seems to be related to the availability of fully-trained operators.

 

So with all that background in mind, let’s get to day one!

 

January 6, 2025, marked the start of revenue service on the expanded O-Train Line 2 and the new Line 4 to the airport. Given that I also happened to be staying within easy walking distance of Tunney's Pasture station (on the Confederation Line), it was a relatively easy call to decide to go out and catch one of the first trains of the day. It appears that the very first departure would have been the northbound short-run from South Keys at 6:02am, followed by the short-run from Mooney's Bay at 6:06am, but the Bayview departure at 6:07am would be the first to traverse the entire line (with the first northbound from Limebank at 6:13am).

I made my way out in the cold (pushing below -20C!) to Tunney's Pasture to catch the 5:41am eastbound Line 1 train, which got me to Bayview at 5:43am. 

Arriving at Bayview, after getting off a Line 1 train from Tunney's Pasture.

Finally down on the new Bayview platforms! There are two platforms, despite this being a stub-end station. This allows for a second train to be stored, if needed, and a backup platform in case there are issues. The Line 1 station is above, seen to the left, and Albert Street is up to the right. 

Crowds gathering ahead of the first revenue train. Most people have packed into the shelters to escape the cold.

Heading down to the lower Line 2 platform - now finally open! - I found there was a pretty sizeable crowd already milling about, including a mix of railfans, some media, and quite a few OC Transpo employees. I gather there were some Ottawa politicians and senior transit staff in the mix, but I don't know who everyone is well enough to recognize them. Railfans Canada livestreamed this inaugural run, and you can find their video here (I managed to make a very brief background cameo walking down the platform at Limebank right at 04:11):

The Railfans Canada YouTube channel includes several additional excellent videos showing a full overview of the new lines. I'd definitely encourage you to check those out to get a better feel for the full system. 

The train for this inaugural departure, Stadler FLIRT C12, arrived in the station at 5:56am. The doors opened for boarding at 5:59am, and the train filled up quickly (there was still room, but it was quite full). We departed right on the scheduled time at 6:07am, and there was a cheer throughout the train.

Our train for the first revenue run, arriving!

Anxiously waiting to board.

Waiting for the doors to open...

We're in business! Doors open to paid passengers for the first time, excited crowd piles in.

Packing in on this first train, most seats filled, and large groups standing farther down the train. I settled in to the seats immediately behind the lead cab.

Ready to go!

As I noted earlier, the line is now operating with brand new trains from Stadler. The FLIRT (a bilingual English/German acronym for “Fast Light Intercity and Regional Train”/ “Flinker Leichter Intercity- und Regional-Triebzug) is a Swiss-made multiple unit train platform, which can be delivered in a wide variety of configurations and can be diesel-electric or fully electric powered. FLIRT trains are made up of several vehicles (with multiple length options), normally sharing common trucks/bogies between each car, with control cabs at either end. One very unique feature of the design is the use of what Stadler calls a “power pack” unit in the middle of the train. Instead of having diesel engines under the floor like a more conventional DMU, the diesel engines are housed in a short unit with a corridor through the middle for passenger access. These then feed generators that provide power to electric traction motors, making this properly a DEMU (Diesel Electric Multiple Unit). This makes the ride in the train much quieter and smoother than a direct diesel drive, and also allows for easy conversion to electric power in the future, with the option to simply swap out the power packs for electric pantographs. 

Over the last 20 years, Stadler has built more than 2,500 FLIRTs of various configurations for operators around the world, so it is a solid, tested, and proven design. OC Transpo purchased seven 4-car (plus power pack) units for service on Line 2, numbered C10-C16, to be supplemented by one pair of coupled Alstom LINT trains.

My initial impressions of the FLIRT trains are very positive. The seating is quite good for this type of train, perfectly comfortable for the length of trip and well-spaced (movable armrests on the aisle-side seats are a nice touch). There is also ample space for wheelchairs, bikes, strollers, and mobility devices. The trains are well lit, and have plenty of large screens for information throughout, though these weren't working properly on the initial runs, and seemed to have some issues during the first few days of operation. The ride is very smooth and remarkably quiet, certainly comparable with what one would expect from an intercity or commuter train. The noise from the power pack is surprisingly low inside, even when riding right next to this mid-train segment. There are no washrooms, though this is to be expected for this type of train and length of route.

View of the cab. Unlike the Talent and LINT trains, the cab in the FLIRT is separated by a longer corridor. A tinted glass window gives a very limited view in.

FLIRT interior views, taken later on a more empty train. The cab is accessed via the dark tinted glass door. The passenger cars are a mix of low and high floor throughout.

Seating in an upper end section behind the cab.

Looking into the power pack, with sliding glass doors (button activated) at either end of the passageway.

Passageway through the power pack, with diesel engines either side. Passengers should not remain in this section, hence the "keep moving" signs. Walking through here when the train is under load is very cool!

Digital signage - very useful, when it's working right! The estimated times to the next stations is a very useful bit of info.

Full map of Line 2 and 4, as seen over the doors in a FLIRT train. Line 3 is already indicated at Bayview, though that extension is not yet complete.

Seating overview. Note how the floor steps up between cars over the shared truck/bogie area. Seating is a mix of facing 4-seaters, pairs, and flip-down seating in accessible and bike areas. 

More seated areas. 

Seating behind the cab area, in better light. Note the movable armrests on the outside seats.

Better look at the seats. These are good and comfortable for a short ride - it's about 35 minutes end to end on this line, and these seats are more than adequate for that duration. Heating by the windows was quite effective and noticeable too.

A 4-seat group, with a good amount of pitch to avoid knocking knees with other passengers. Seats are well aligned around the windows too, something that can't be said for the Line 1 trains.

Note the varying seat heights between the high and low floor areas. This also shows off the varying window sizes through the train. 

Emergency diagram in a FLIRT train - this shows the two passenger cars ahead of the power pack, and a separate diagram in the other end of the train covers the opposite two cars.

The southbound trip was fairly smooth, aside from the screens not showing destination information and announcements not being reliably made for the various stops. We were stopped for a short while before Walkley, and an announcement briefly came on stating that we were delayed "due to a technical issue"; but it appeared we were just waiting for two oncoming trains to pass. It was interesting to see the added stations at Corso Italia and Walkley, as well as the new southern stations at South Keys, Leitrim, Bowesville, and Limebank. Other highlights of the new line include the added flyover across the VIA Rail line, and nice views of the NRC rail test facility. The long stretches toward Bowesville and Limebank are really neat, because they feel much more like a rural mainline - though a lot of that area will eventually fill in with new development, as it is zoned for high density transit-oriented development.

Carleton station - lots of memories of getting on and off trains here, though the station has changed a fair bit!

End of the line! I didn't take many photos on the inaugural trip, due to how dark it was outside.

We arrived at Limebank, the south end of the line, at 6:45am, a 38 minute travel time - slightly slower than the advertised 35min. Much of the crowd detrained and seemed to be waiting around for a subsequent train, but I decided to just hop right back on the train we arrived on and head back north. 

Train at Limebank, ready to board passengers for the return trip. I was one of a fair sized group that reboarded, though many waited for a subsequent train.

South Keys, off the train to board one for the airport.

Off goes C12, headed for Bayview as the sun starts to work its way up.

Cold winter sunrise at South Keys, where the classic Transitway architecture blends with the new station. Access between the two is underground.

South Keys has excellent signage for the two lines, including a part of the platform signed as the Line 4 "Boarding Area". Line 4 only uses single LINT trains, which are only half the length of the platform.

My Line 4 Airport train arrives at South Keys! Trains usually arrive here about 5 minutes before departure, so you can get on for a few minutes ahead to get warm. The airport trains normally share the same track and platform as southbound Line 2 trains, so they are slotted in between those arrivals.

At South Keys, I detrained and waited about 5 minutes for the next Line 4 train to arrive for the airport. This is of course running with the single LINT trains, which are quite familiar from plenty of times I rode them on the previous incarnation of Line 2. Compared to the FLIRT, the LINT is definitely noisier (with its underfloor diesel engines) and a bit rougher riding, and the seats aren't quite as good, but it is still a comfortable train - and better on both of those fronts than the Line 1 Citadis trains.

The ride to and from the airport was pretty smooth, with a reasonable group of passengers both ways. Most seemed to be railfans, but I did see at least two people with suitcases who were clearly using the train to go to the airport. On a subsequent trip the following day, I would get off at the airport station, and was impressed with the sizeable indoor waiting room next to the airport Departures area. I would also use the train a couple of weeks later (on an unexpected second visit to Ottawa) to pick someone up from the airport, and it worked very smoothly. Wayfinding in the airport to find the train is quite good.

Back inside a classic LINT train. Note the Line 4 Boarding Area signage on the South Keys platform outside. These seats are also comfortable, but a little closer together and slightly firmer than the FLIRT seats. The armrests are also fixed, as is evident here.

LINT train interior. These are just 2-car trains, but plenty of space for the anticipated traffic.

Much simpler signage. Interestingly, this seemed to be much more reliable than the new system on the FLIRTs, which was problem-ridden over the first few days.

Arrived at the airport - end of the line. I stepped off quickly for a look around before getting back on.

The airport's waiting area, on the upper departures level. There is a large indoor waiting area beyond the fare gates, which is very nice.

Inside the airport, at the end of the departures floor looking toward the new station. The large red "O" is supplemented by a series of train signage throughout the airport, providing clear directions from the lower arrivals area. Fare machines offer easy payment, and tap card payment is also possible at the fare gates.

Reboarding at the airport to head back to South Keys.

Back at South Keys, it was a relatively short wait for the next train headed for Bayview. This time I was on FLIRT C10. There was a decent crowd on this train, and by that time (7:39am departing South Keys), there were clearly quite a few people commuting rather than joyriding, so it certainly looked like the train was already being used for functional purposes. On this train, the stop announcements were all being made backwards - clearly, the Limebank direction was programmed in, rather than the Bayview direction. The operator was making announcements after each of these to clarify which stop we were actually approaching. Aside from that issue, the ride was smooth, and I made a quite seamless connection to a train for Tunney's once arriving at Bayview.

My airport train, turned around and ready to head back. Note the yellow barriers that would block the gap between coupled LINT trains, or the mid-point of a FLIRT train.

FLIRT C10 arrives for my final leg back to Bayview.

End of the line at Bayview. If only this could continue across the former rail bridge to Gatineau...

Sizeable crowds at Bayview.

Back on the upper Bayview platforms, my Tunney's-bound Line 1 train arrives.

All in all, the new operation seems pretty smooth. The additional stations make the existing line slower than it used to be, given the more frequent stops, but the stretches on the south end of the line start to feel like you're out on a mainline in the countryside, given the current absence of development near those stations (of course that won't be the case long-term). The transfers between trains were rather efficient, but the shortage of much heated space on the platform at South Keys was especially noticeable on such a frigid day (-17 with a -23C windchill that morning). The enclosed waiting area with limited heat is at least a bit of help. One major drawback in the cold is the insistence of having all train doors open at every station, which lets in a lot of cold air and can overwhelm the train's heating system. This shouldn’t be necessary, given that all doors have a green push button to manually open the doors once activated. At least at Bayview and Limebank, the doors seem to be left closed during the layover with the green push buttons active for passengers to board.

Door buttons. All O-Train vehicles (including the Citadis trains on the Confederation line) have these, but they are rarely used. 

On-demand heaters in the enclosed portion of the South Keys platform. Better than nothing, but not really ideal in extreme winter cold. The temperature was waaaay below 6 degrees.

Heaters at South Keys, trying to do something in a semi-enclosed shelter. The power pack in a FLIRT train is visible outside.

I rode the entire line end to end again each of the following two days, allowing for more photos in daylight and more of a feel for the system. I was impressed to see that the trains are already being well used by commuters, with large crowds boarding and detraining at Carleton, and a remarkable number of cars filling the park and ride at Bowesville station. The announcements and screens seemed to continue to have some problems, as they were not functioning properly when I rode on day 2 (crew were making manual announcements), but they were functioning properly on day 3. They seemed to be in better shape when I was back a couple weeks later. Public washrooms at both Limebank and Bayview are a nice addition to those stations, though the washrooms at Bayview were closed due to “vandalism”. I also had the chance to ride the one double LINT set that is running on Line 2, with trains C8 and C9 coupled together. The train is noisier than the FLIRT, but still made for a comfortable ride, with the only slight drawback being the inability to move between the two units.

All in all, the new lines are a welcome addition, and it's wonderful to be able to ride the existing and extended lines, especially after such a long delay! It’s also really nice to now have the option to use trains to get to and from both the train station and the airport in Ottawa.

To close off, I’ve included a series of additional photos along the line, with captions providing more information. These were taken over a few different days, so they're not necessarily in a clear chronological order.

Another look at some FLIRT signage. Note the clear indications of the Line 4 Airport connections at South Keys.

Sunset views, passing the end of the runways at YOW. As the new extension heads south, it offers excellent views of the National Research Council's rail test facility, as well as the runways at the airport.

End of track at Limebank. I'm sure there are reasons why they chose to build this as an elevated station, but it feels a bit unnecessary. 

Sunset on a FLIRT at Limebank. 

From the Bayview end, here's the first new station, stuck in between Bayview and Dow's Lake. It feels close to both of those, but is intended to serve major new developments.

Dow's Lake station - formerly Carling. The new line still uses the classic single-track tunnel under Dow's Lake itself.

A couple of the stations on the line are still single-track and single-platform, so they require signage to ensure people know which way a train is heading!

Crossing the Rideau at Carleton, one of the most scenic features on the route. 

Flyover! There's the VIA Rail line, headed toward the main Ottawa station. The grades on the flyover are pretty substantial, but it's worthwhile to avoid traffic interruptions with VIA traffic. 

Next new station - Walkley, sandwiched in between Mooney's Bay and Greenboro.

Passing the diamond with the CN line, looking toward Walkley and Albion yards. The O-Train maintenance facility is set up just off that line, and curved tracks (which form a wye) left and right of here allow trains to head out onto the line in either direction.

Cab view in a LINT train - much better than in the FLIRT, as long as the curtain isn't drawn! A very cool view with coupled LINTs on Line 2, something that was never seen on the old version of the line.

Hitting top speed on this line, 80 km/h. Both the LINT and FLIRT trains can do much higher speeds than this as regional trains, but the line isn't built with long enough stretches to allow any higher speed operation.

Leitrim, first new station after South Keys.

Rural road overpass. This south section of the line really feels like a regional route through the country!

Bowesville. There's a huge park and ride lot here, which was already packed full on the first days of operation.

Views in a LINT. The large windows are always really nice.

Double LINT at Limebank. Note that C9 was running as a single unit on Line 4 a couple days earlier - evidence that they regularly swap around the units used in the Line 2 coupled set. 

Couplers between LINTs. These use a Scharfenberg automatic coupler, common in Europe, which allows all systems (coupling, air, electrical) to be connected and disconnected as a single unit.

Double LINTs ready to leave Limebank.

Downstairs at Limebank station, public washrooms just to the left.

Limebank - platform access stairs ahead, and there is also an elevator.

Limebank station from outside. There are bays for bus connections, and easy drop-off/pick-up.

Limebank is currently surrounded by empty fields, but these billboards hint at the high-density development that will soon start to fill in the space.

Double LINT departs Limebank, down the embankment that was built just to facilitate this elevated station.

Digital signage.

End of the line - very dramatic!

Like Bayview, Limebank features two tracks and two platforms, even though there are no through trains and further extensions are not currently planned. For now, this allows for staging extra trains, or dealing with broken down trains or platform issues.

More digital signage. One strange thing is that many of the stations have these signs just displaying "Every 12 minutes" - yet other signs on the platforms show next train arrivals. Why couldn't these also say when the next train is arriving? There's lots of space. 

A FLIRT train approaches Limebank. Trains arrive on the north track, as they follow right-hand running on the doubletrack segments, and then switch over to the south track platform.

FLIRT C15 arrives. 

Greenboro station, the former southern terminus of the line, still remains a single-track station.

Bayview station, summed up in a single photo. Line 2 trains arrive and depart below, while Line 1 trains service the platforms above. This is the key transfer point between the two very different systems, now unified under a single operation.

Arriving at YOW. The train comes into the airport station on an elevated track, which extends over the secured area and makes for a really interesting views of some aircraft at this end of the airport. 

I’m certainly looking forward to riding this line more in the future, whenever the opportunity presents; and of course, I’m also looking forward to the eventual launch of the further east-west Line 1 and Line 3 extensions. Despite some of the drama and chaos through these processes, it's great to have more trains to ride around more parts of the nation's Capital.

 

Next up, we’ll launch back into our cross-Canada adventure, making our way back from Vancouver to Toronto! Until then...