I wonder who the Scarberians would be that would actually support shutting down the eastern section of Line 5 for several years, requiring shuttle buses, lane closures, and general chaos, just to elevate it. A lot of disruption to gain very, very little. Seems like it would be a rather fantastic own goal, but hey, a lot of people supported Rob Ford childishly blocking action on the SRT replacement for years on end until the line literally knocked itself apart in the name of childish inter-borough bickering...
 
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Westey said:
It's the lack of maintenance that was the big problem. Vancouver was on Generation 3 vehicles while we were still running 1st gen.
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The SRT limped so that the Vancouver SkyTrain could fly.

🤣🤣

Toronto is really a hodge podge of different train technologies. We have the subways that are interchangeable. But then we have the low floor streetcars which are different to the LRT which have 2 incompatible technologies between the Eglinton crosstown and the Finch LRT. We had the SRT which was a stub line with (at the time) unproven technology. And finally we're building the Ontario Line which is different to all of the above.

If you think the GO is at least consistent, think again as we will probably have the current diesel locomotives to be slowly replaced by electric locomotives, which will be augmented by EMU's all running on the same tracks. Each with different platform heights further complicating the matter.
 
fanoftoronto said:
The SRT limped so that the Vancouver SkyTrain could fly.

🤣🤣

Toronto is really a hodge podge of different train technologies. We have the subways that are interchangeable. But then we have the low floor streetcars which are different to the LRT which have 2 incompatible technologies between the Eglinton crosstown and the Finch LRT. We had the SRT which was a stub line with (at the time) unproven technology. And finally we're building the Ontario Line which is different to all of the above.

If you think the GO is at least consistent, think again as we will probably have the current diesel locomotives to be slowly replaced by electric locomotives, which will be augmented by EMU's all running on the same tracks. Each with different platform heights further complicating the matter.
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That's what our dummy politicians in Ontario love doing, re-inventing the wheel 100 times because they think they found some "modern" innovative technology that's infinitely times better the predecessing form used. Only to find out, that the new innovative technology implemented is always worse because they screw the implementation with their "innovative" concept.
 
Amare said:
That's what our dummy politicians in Ontario love doing, re-inventing the wheel 100 times because they think they found some "modern" innovative technology that's infinitely times better the predecessing form used. Only to find out, that the new innovative technology implemented is always worse because they screw the implementation with their "innovative" concept.
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Don't tell them about monorail or rubber-tired metro. Or this:

 
fanoftoronto said:
Toronto is really a hodge podge of different train technologies. We have the subways that are interchangeable. But then we have the low floor streetcars which are different to the LRT which have 2 incompatible technologies between the Eglinton crosstown and the Finch LRT. We had the SRT which was a stub line with (at the time) unproven technology. And finally we're building the Ontario Line which is different to all of the above.
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As is many places. London Underground trains aren't compatible with all the lines. Their LRT won't run on any of the underground lines. And now the Elizabeth Line is different yet again. And ditto for Thameslink. And then the London Overground is a bizarre mix of diesel and electric. And then there's the Northern City line. (I'll leave the River services and Cable Car out of it).

Montreal's new REM line is incompatible with both the existing heavy rail it replaced, and the other Metro lines. From day 1, the plan was that some Metro lines used rubber tires while the Red Metro line (which would ultimately become the norther core section of the REM) to Carterville would use steel wheel.

Vancouver's Sky Trains use two completely different technologies on different lines. And even their buses use two incompatible technologies with some using overhead catenary.
 
grammin said:
Would there be any reason, we are not constructing this with the latest preform tech and placement machines like Skytrain. My guess is the line is too short, kinda like the Mount Dennis connection tunnel?
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Because that would create 1 line with 2 different technologies, requiring a force transfer at Mount Dennis, requiring the procurement of additional vehicles, requiring the construction of a new MSF, causing costs to be exorbitantly high.
 
Amare said:
Because that would create 1 line with 2 different technologies, requiring a force transfer at Mount Dennis, requiring the procurement of additional vehicles, requiring the construction of a new MSF, causing costs to be exorbitantly high.
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I think they're talking about construction, not the vehicles or the propulsion or electrification system.
 
grammin said:
Would there be any reason, we are not constructing this with the latest preform tech and placement machines like Skytrain. My guess is the line is too short, kinda like the Mount Dennis connection tunnel?
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By Cunningham’s law I simply must respond now. It’s a cost exercise where the notable factors are:
  • short total distance (would use small number of precast segments)
  • lots of curvature (all unique precast segment shapes)
  • accessible work area for cast in place (long term scaffold setup does not disrupt any land use below)
 
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grammin said:
Would there be any reason, we are not constructing this with the latest preform tech and placement machines like Skytrain. My guess is the line is too short, kinda like the Mount Dennis connection tunnel?
Click to expand...
By "this" - I assume you are referring to the post above the one you replied to. I think both REM and Vancouver SkyTrain have been built using precast segmental technology because they had several kilometers of elevated bridge to erect and enough advance time to set up the precast yard to make the variable curvature segments and match cast previous segments to the adjacent ones.
I don't know about London.
 
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