News   Mar 27, 2024
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News   Mar 27, 2024
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    Toronto Ontario Line 3 | ?m | ?s

    Honestly, I doubt any group would take the risk of cut-and-cover along Pape. The last few times I did surveying near Pape, there was a watermain replacement ongoing, as I am sure anyone living in the area is aware of: (Source: Google Maps, iamge taken June 2019) Of course, there's plenty of...
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    Toronto Ontario Line 3 | ?m | ?s

    Personally, I predict the southern section to use a different method than the northern subsurface section. Given that the probable depth through the downtown portion (~30-40m) will be in shale I think a large diameter single-bore TBM would be viable as that is unlikely to cause much surface...
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    Toronto Ontario Line 3 | ?m | ?s

    The Toronto Rocket cars do have a larger capacity than the T1 cars currently run on the Bloor-Danforth line. This is one of the major reasons for the original conception of a relief line. The 'purpose' of the Relief Line North and Relief Line South that was being worked on before the Ontario...
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    Toronto Ontario Line 3 | ?m | ?s

    Yes, you are correct that there are a lot of additional concerns through the downtown section when compared to the eastern portion of the line. To the best of my personal knowledge, clearances through the downtown stretch on most utilities would be quite good if the OL is at a similar depth to...
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    Toronto Ontario Line 3 | ?m | ?s

    All very good points, I can't disagree with any of this. I am assuming you are speaking of the Gerrard-O'Connor stretch of the OL alignment as I doubt this would be much of an issue for the hard rock tunneled portions downtown. From a settlement standpoint, if you had say... a volume loss...
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    Toronto Ontario Line 3 | ?m | ?s

    I am curious why you are assuming that a lighter trainset would allow for a narrower bore? The ECLRT used 6.5m diameter TBMs while the TYSSE used only 6.0m diameter TBMs. In fact, I believe the OL will have a larger diameter tunnel bore than that which was planned for the RLS/RLN. The ECLRT...
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    Toronto Ontario Line 3 | ?m | ?s

    I agree with this point. If the standard TTC gauge subway was used, it would be possible to connect to GWY from the rail corridor with only around 800m of additional track being required northeast from the planned portal near Gerrard. This would be far less expensive than a wye as was planned...
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    Toronto Ontario Line 3 | ?m | ?s

    It is entirely possible that the curve added to the noise, mostly in the form of screeching. My guess as to why it was so strong would be how close my window was to the vent (>11m). The vibration impact from Line 2 may be lower because the line is offset from the road. It may just be that sound...
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    Toronto Ontario Line 3 | ?m | ?s

    I personally have lived in the basement at 81 Spadina road, which lies directly above the N-S Spadina station. Considering it is a station, the vibrations were quite strong and had woken me up several times. There was screeching from the tracks that could be heard from vents in the roadway...
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    Toronto Ontario Line 3 | ?m | ?s

    Line 2 cut and cover sections, as far as I am aware, are made from concrete sections. These are quite easy to see in the photo below: (Source: A view of the construction of the BLOOR-DANFORTH subway through Christie Pits, Transit Toronto) The way the concrete sections are assembled, there...
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    Toronto Ontario Line 3 | ?m | ?s

    I would anticipate that adding a wye track to an active subway line would either require substantial service disruption (not really feasible), or weekend work meaning it will take an excessive amount of time. Think of how long trackwork takes using weekend shutdowns on the current lines. Wye...
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    The Coming Disruption of Transport

    As others have said, you are absolutely correct. This enables every vehicle on the road to be tracked centrally. However, this is already possible. For many years, bluetooth detectors have been used along roadways to determine traffic speeds and volumes. Of course, the City of Toronto claims...
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    Toronto Ontario Line 3 | ?m | ?s

    I have high doubts that this is the actual 'typical section' for the OL along the GO transit corridor. We know that the track arrangement at East Harbour is as shown below: (Source: OL Business Case) However, considering that we need to go north at Pape, you would run into issues quite quickly...
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    Toronto Ontario Line 3 | ?m | ?s

    [continued...] Finally, I applied a 90m buffer zone to BOTH tracks, not to the centreline of the corridor. This may be overestimating the noise impact. Also, some houses have more than one address point contained within them, and some buildings have multiple addresses. This is not an entirely...
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    Toronto Ontario Line 3 | ?m | ?s

    [continued...] Now we will look at one factor of the analysis, the rail bed expansion. I'll be doing two cases, where the rail bed is appx. 2.5m from the centreline (best case, near grade): As well as when the rail bed is appx 7m from the centreline (worst case, elevated): The results of...
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    Toronto Ontario Line 3 | ?m | ?s

    [continued...] From this knowledge I manipulated the geometry some to produce our fourth rail along the entire corridor at an identical spacing to the main rails: Overview of our entire line: From here, we'll look at our OL alignment. If we are following the assumptions made in the facebook...
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    Toronto Ontario Line 3 | ?m | ?s

    Here's some of the results of my analysis. If people would like to see more of the methodology I'd be happy to do a bit of a write up. First off, I had to make some modifications to the rail vector lines provided by Can OpenData. We know at some point in the near future there will be a fourth...
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    Toronto Ontario Line 3 | ?m | ?s

    Already I can see a bit of an issue. Looks as though they are using the Toronto Centreline (TCL) dataset from OpenData Toronto. Measuring the existing rail bed, it sits at about... 12-14m in width. If we assume that, as they claim, there will be a 11m addition on each side, that raises the total...
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    Toronto Ontario Line 3 | ?m | ?s

    I've done a quick check over the distances to the 'affected' buildings in google maps. Typical distance seems to be about 14m from the existing rail. I'm not as convinced with the overall impact assessment. On one hand the northern portion is much closer to grade in this area and may have less...
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    Toronto Ontario Line 3 | ?m | ?s

    As a bit of a follow up to my previous reply on the difficulties on using a TBM during rock-soil interface conditions, I thought I would examine in a bit more detail why going above ground for certain portions of the line might be a logical choice. In the last comment, I was focused on the...

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