Kyle Campbell
Active Member
Today's daily OTrain shutdown has begun. We might add well change it so we only announce days when isn't shut down
Any comments about the Eglinton cross town should realize one thing. It is not necessarily the rolling stock.
In Ottawa?So ontario is doing everything possible to foul up LRT.
That does sound a little silly. You make the doors able to withstand how the public will use and abuse them, not expect the public to change to suit your fragile doors.The rolling stock is an issue. If people in Toronto do what they do to subway doors daily, on Eglinton, the line will be out of service most of the time, with these vehicles.
Yeah. These events are more bad press for LRT.In Ottawa?
That does sound a little silly. You make the doors able to withstand how the public will use and abuse them, not expect the public to change to suit your fragile doors.
Brand new stations and systems like this should have platform doors, to avoid jumpers and to protect the car doors from damage.Yep. Once or twice can be chalked up to user error. When it's daily, it's a Human Factors engineering problem. They haven't taken into account how these will be used by the public. Partly caused by ridiculously short dwell times at the busiest stations.
It was always a technical fault, it's just been greatly compounded by OC Transpo's general mismanagement around the LRT switchover.Somebody said that a person pushed the door button after the doors had closed. This caused the doors to re-open and go into fault. The problem here is that this happened at Bayview Station where the interconnection is with Line 2. On Line 2, you have to push the button to open the doors. If the story is true, this is not abuse by a user but a technical problem with the door design.
The ION LRT doors have not been a problem snarling the LRT, despite the U of Waterloo students scrambling on/off packed trains.
I would bet money that the scramble you see at UWaterloo is not close to what you see at UOttawa, given the size of the trains involved, numbers of students and the short dwell time. These faults are only happening at busy core stops and the interchanges. No faults yet at St-Laurent, Cyrville, Tremblay or Pimisi.
Even Toronto is severely lacking in that department.Outside of Europe, cities of Ottawa's size don't have multiple parallel lines.
Instantaneous capacities will be lower (5-8K PPHPD on opening), but that doesn't mean total ridership won't be high, the corridor already sees 150K PPD, and that is anticipated to double over the next decade. This is actually far worse for scheduling if vehicles are built with adequate capacity because it means longer dwell times at multiple transfer stations.
Well isn't this alarming for Eglinton? I know we are getting the Alstom trainsets but Eglinton is supposed to handle passenger demand many times more than Ottawa.
Rolling stock certainly still plays a role, it's not as simple as just adding more trains. With a lower capacity vehicle, you need to schedule operators, anticipate more delays since the addition of vehicles increases the number of points of failure in a system, platform heights and door sizes/numbers affect station dwell times, among many other things. They just cheaped out with this system. Even if they fix things in the short term, that won't stop ridership from growing.I think this is your point about single choke point, which applies to non-downtown bus routes as well. Ottawa is in trouble as it cannot run enough trains to run the subway efficiently and reliably, a serious miscalculation.
There was also a serious error in assumptions made about Tunney's Pasture station. Too many passengers transferring at one location. This system is not robust enough as it is today to handle this and has been a concern of mine for ages. We are talking about at least 100,000 passengers transferring between buses and rail at one station. This is why Tunney's is the worst affected of all by the rail problems.
And then on top of that, Line 2 also backed up this morning at Bayview station. Not sufficient capacity to handle peak demand.
Since additional trains may not be available soon, some downtown bus service needs to be brought back to relieve pressure off the trains in the short term until a longer term solution is found (more trains)
Any comments about the Eglinton cross town should realize one thing. It is not necessarily the rolling stock. Just make sure there are enough trains to begin service without excessive crowding. Ottawa cut down the number of trains from 15 to 13 because of reliability problems assuming that 600 passengers should fit on each 2 car train. Alstom may be overstating reasonable capacity. Never plan for crush loading. .
You should still consider the size of the trains and the design of the system when making that statement. I would argue UW is a lot worse because of the lack of frequencies (leading to far more people rushing trains), the abysmal exit placement (it's so bad people from E5-7 regularly walk the tracks to get to the station and I personally walk through the ring-road fence to get to DC). The insanely small platforms, and most importantly, the fact that the vast majority of riders on the train at the time are getting on/off at UW. It's not uncommon to see a southbound train with 5-10 people fill up to crush-load capacities (200+) people at UW station during the x:30 times in the afternoon (though it really depends on the day, the weather, and the presence of a road incident).I would bet money that the scramble you see at UWaterloo is not close to what you see at UOttawa, given the size of the trains involved, numbers of students and the short dwell time. These faults are only happening at busy core stops and the interchanges. No faults yet at St-Laurent, Cyrville, Tremblay or Pimisi.