Collingwoodbuildinglover
Senior Member
I get excited if kotsy or hawc post in any threads both should be very proud of the skill that they have both with their drones and also just with their photography in general
- Thread starter JasonParis
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kotsy
Senior Member
Kelson
New Member
smallspy
Senior Member
Gonna be hard for them to "reuse" a PTC when there was never one installed or activated in the first place.
The only place in the GTA (and potentially Canada) where any flavour of anything approaching PTC was installed was on the Weston Sub, and it's never been turned on.
Dan
ThenWhat
New Member
Are there any publicly available maps or blueprints for the two bridges over Don at the north end of the line? Detailed enough so that I could see where the pylons will be, at what angle the line will cross the river, how high the rail will be above the river, what other new buildup there will be around the bridges, etc.
jordanmkasla2009
Active Member
well I was mistaken then... I thought they were currently using PTC in the Metrolinx-owned corridors. In that case I'll revise to say they'll reuse the legacy signaling system until ETCS gets installed.
urbancog
Active Member
The plan & profile appendix of the Environmental Impact Report contained a conceptual design, dated 2022-04-01, with the following plan / profiles for the 2 bridges. As the work has been awarded, finalized designs must exist but I don't have access to them.
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nfitz
Superstar
If that entire light red area is the ultimate platform length, that's about 125 metres, if I've measured that correctly. Which if true alleviates a lot of my very long-term capacity concerns.FWIW, the 60% design drawings for East Harbour Station (2023-07-20) contained this context plan that doesn't show crossovers in the immediate vicinity of the station.
Edit - Looking at the at-scale Civil plans they released a couple of years ago, that includes the stairways at the eastern and western end of the platform. So the usable platform length is a bit shorter.
And pulling out a scale to measure, I get about 105 metres. Which would allow for 100 metre trains. And 18 platform doors looking at the wayfinding drawings we discussed previously.
Presumably three doors per car. That could mean the ultimate design is six 16.7-metre cars (44-foot) long cars.
Meanwhile the REM cars are 19-metres long. The Hitachi cars in Taipei however are 16.76 metres long and 17.46 metres for the cab cars. For a total of 101.95 metres with six cars (Taipei uses four-car trains). Not so shabby if we get these! So maybe 800 peak per train? 40 trains an hour. That's an ultimate capacity of 32,000 passenger per direction. Perhaps 30,000 if the peak capacity is 750 people.
Door Spacing
adys123
Active Member
Keep in mind that due to the design being GoA4 (fully automated) the vehicles are permitted to overhang the platform as well.
innsertnamehere
Superstar
30,000PPHD aligns with earlier studies on the line, and exceeds the Bloor-Danforth line in existing capacity. It's not a low-capacity line, provided that they can reliably deliver 90 second headways.
90 second headways tend to be easier with smaller trains as there are less people to enter / exit the train, and with properly designed stations.. this being a brand new line with modern station standards and smaller trains works in the line's favour.
90 second headways tend to be easier with smaller trains as there are less people to enter / exit the train, and with properly designed stations.. this being a brand new line with modern station standards and smaller trains works in the line's favour.
Smiffy
New Member
From yesterday: Riverdale plaza demolition update:
smallspy
Senior Member
The size or lack thereof of any train has no bearing on how easy or hard it will be to load or unload the train. The number of doors per length of train and the size of those doors are what matter.
If the TTC were to order a train that had 5 doorways per car instead of 4, and the total length of those doorways was greater than that of the T1s and TRs, then the TTC would find it easier to decrease their headways (keeping in mind that there are existing limitations with the rail geometry on the system).
I'll just remind everyone again that Metrolinx's numbers are extremely suspect and overly optimistic in terms of what the projected capacity of each train is.
Dan
innsertnamehere
Superstar
It does influence how many people exit onto a platform, the amount of time it takes to clear a platform, the sheer number of people on each train, etc.
There are other factors like the number of doors.. but to say the size of the train has no influence is silly. It's one of many factors. I never claimed it was the only factor.
There are other factors like the number of doors.. but to say the size of the train has no influence is silly. It's one of many factors. I never claimed it was the only factor.
81-717
Active Member
Maybe they could spec the T1 replacements with 5 doors instead of 4. And had NYC spec'd their 75' cars with 5 doors instead of 4, the number of doors per length would match the 60' cars with 4 doors.
It won't "help" even if it has a top speed (or average speed) of 5–10 km/h slower than its counterparts.
This should tell you all you need to know.
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smallspy
Senior Member
Only if you make an assumption that each platform can only have a limited number of exits, etc. regardless of length.
If the platform is designed on the same basis as the equipment - a longer platform having more vertical accesses - than the same data applies there as the doors of the train.
Of course there are. But if we're talking about station dwell times - which it seems as if we were - then the length of the train is not one of them.
If you want to have a more holistic conversation on how to reduce headways, than I'm all for it.
Dan