Transportfan
Senior Member
Looking to Kansas of all places for information on snow clearing for Toronto streetcars seems like looking to Brazil for information on how to prevent polar bear attacks.
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Looking to Kansas of all places for information on snow clearing for Toronto streetcars seems like looking to Brazil for information on how to prevent polar bear attacks.
Johnny Au
Senior Member
From President Jair Bolsonaro of Brazil:
My best advice on preventing polar bear attacks is to burn down the Amazon rainforest. This way, carbon dioxide levels in the atmosphere increase, causing ice floes to melt, drowning all the sweltering polar bears to extinction. Please ignore every single climate change scientist and ignore every pipsqueak who should be playing with dolls instead of wasting my time. They don't know anything. Even if I make the Earth uninhabitable, so be it. I must truly be a genius.
MisterF
Senior Member
Well you don't see anyone getting attacked by polar bears in Brazil do you? Whatever they're doing must be working.
W. K. Lis
Superstar
This construction announcement found for Crosstown LRT...
TTC Line 1 Closures for Eglinton Crosstown LRT Construction Work - February 26-27, 2022
From link.
Actually, the work is for Line 1's Eglinton platform. It's being extended.
Aplus23
Active Member
Again, a lot of y'all are blowing this whole surface section way out of proportion. Toronto hasn't had a surface level metro before, this isn't a streetcar line like Spadina or St Clair where cars are able to drive on portions of the track + deal with surface level traffic lights.
Yes they'll have to live with traffic lights but the ECT is a dedicated lane from east to west.
The slow down will occur during the Golden Mile portion where stops are closely together, everything else will give the riders a subway feel.
ECT is completely different from a street car no matter how many similarities we can draw, it's going to operate much better and smoother than a streetcar
Yes they'll have to live with traffic lights but the ECT is a dedicated lane from east to west.
The slow down will occur during the Golden Mile portion where stops are closely together, everything else will give the riders a subway feel.
ECT is completely different from a street car no matter how many similarities we can draw, it's going to operate much better and smoother than a streetcar
ARG1
Senior Member
Have you been on Spadina or St. Clair? There literally isn't a section on either of those routes where cars can (legally) drive on those tracks - except for where they cross a street (which will be the same at Eglinton). The only thing slight exception is maybe on St. Clair where busses use the streetcar ROW to access the terminal at St. Clair and St. Clair West stations but that's it.
St. Clair in particular is important to highlight since it was built in 2009 as sort of a proof of concept of what Transit City will be like (remember, the original plan for Transit City involved using Flexity Outlooks and connecting the network to the existing Streetcar network, it was only after Metrolinx took over that they made it independent.
APTA-2048
Senior Member
This is how it’s supposed to work in theory. But my fear is the TTC or the City coming up with a number of rules that kneecap service like they do on the Legacy network. Things like crawling through intersections, slowing down when they pass each other, and allowing passengers to reopen doors.
W. K. Lis
Superstar
They will use double-point switches on Line 5. On the legacy network, they are forced to use single-point switches, because the powers-that-be refuse to give them the budget to put in double-point switches. On the legacy network, they are forced to stop (in theory) at each and every single-point switch.
Double-point switch...
Single-point switch...
Aplus23
Active Member
Sorry I meant Bathurst streetcar,
MrGoose
Active Member
Surface level metros don't stop for traffic lights
Streetcars do.
>The slow down will occur during the Golden Mile portion where stops are closely together
This is a streetcar, and it completely gimps the entire system. The quality and reliability of the entire line depends on the weakest link in the line, and that is the streetcar section in Scarborough.
>everything else will give the riders a subway feel.
What if the Yonge Subway ran along the middle of University Ave for only a couple blocks between Union and Queens park but during those blocks, the train had to give private vehicles priority? It would completely destroy the viability of the entire network.
>ECT is completely different from a street car no matter how many similarities we can draw,
This statement is bullshit. If an animal flies like a duck, quacks like a duck and looks like a duck but is a goose because I call it a goose, it doesn't make that bird a goose. It's still a duck. Everywhere else in the world we call surface level low floor trains, TRAMS, i.e. STREETCARS.
>it's going to operate much better and smoother than a streetcar
You cannot guarantee reliability of the ECT if it is not grade separated and is hostage to automobile traffic priority.
Watch this, we will have to shut down the eastern half of the line in 10 years to grade separate it properly, when the cross traffic means the line is completely unreliable.
This is you
Not streetcar
Streetcar
ARG1
Senior Member
Well nobody is comparing it to Bathurst, we're comparing it to St. Clair and Spadina - and like it or not, the Spadina LRT and the new Toronto LRTs - ESPECIALLY LINE 6, are hard to distinguish. Most differences between the new LRTs and the Streetcars are academic at best:
Line 6 has longer trains: So what?
Line 6 has longer station spacing: So does the subway when it gets to the suburbs - Lower densities means there isn't as much to serve, and as such its natural to expect longer station spacing.
Line 6 will have TSP: Honestly so should the streetcars.
In terms of Grade separation, they're literally the same with both the 510 and Line 6 being entire at grade with the end stations being underground (except the 510 has an extra underground station lel)
MrGoose
Active Member
Apparently according to ECT capacity deniers
Not Streetcar
Not Streetcar
Not Streetcar
Not Streetcar
MrGoose
Active Member
Apparently we really needed a Hakimi Lebovic stop < 300 meters away from the Warden Stop.
Because thats what "metros" do.
Because thats what "metros" do.
W. K. Lis
Superstar
Have one and a half hours?
W. K. Lis
Superstar
From link.
Priority Strategies
There are generally two classes of TSP strategies, passive and active. Passive priority strategies give priority to transit vehicles without the need for transit vehicle detection. Conversely, active priority strategies provide priority to transit vehicles after a transit vehicle is detected and priority conditions are met. The selection of an appropriate strategy depends on the characteristics of the transportation network, objectives of the transit agency, cost considerations, and factors associated with the performance of the traffic signal controller.
Passive Priority
Passive priority strategies mainly consist of signal timing modifications favoring the transit vehicle, but may also include geometric or infrastructure enhancements. These strategies include phase splitting, progression/coordination to favor priority vehicle movements, increasing the priority phase split, or queue jumps. Passive priority strategies are useful for applications where the transit service is moderate to heavy and uniform throughout the day, and overall traffic conditions are light to moderate. The advantages of passive priority are ease of implementation, low costs, and the ability to change plans dependent upon changing conditions of traffic and transit operations. Disadvantages may include increased delay to side-street traffic, excessive allocation of green time to priority movement, increased signal maintenance, or dissatisfaction from the general public. Furthermore, if the transit headways are large, as is generally the case in small-medium size cities, these strategies may induce unnecessary delay to the entire system when busses are not present. The other TSP strategy class, active priority, can address some of the disadvantages of a passive priority strategy, however, at different expenses.
Active Priority
Active priority strategies are dynamic signal timing enhancements, where the signal phases are modified upon the detection of a transit vehicle. This strategy provides for an efficient operation of the signal by responding to the transit call and then returning to normal operations after the call has expired or serviced. Active priority strategies are further classified into two types: conditional and unconditional. Conditional priority is awarded to a detected bus when conditions are met, such as the number of passengers, the schedule adherence of the route, or the time since last priority was awarded. Urbanik and Holder (1977) describe unconditional active transit priority as a strategy where transit vehicles receive green extensions or red truncations whenever needed, regardless of cross street queue lengths or the time since priority was last granted (as cited in Garrow and Machemehl, 1997). Active transit signal priority strategies include the following types:
• Early Green (Early Start or Red Truncation of Priority Phase),
• Extended Green (or Phase Extension of Priority Phase),
• Phase Insert (or Special Phase), and
• Phase Suppression.
Early green strategy is the process indicating a green light prior to the normal start of a priority movement phase. This process is done by shortening the green time of the opposing phase, without violating the minimum green time, pedestrian movements, or clearance intervals, and returning to the priority phase. Extended green is similar to early green in the sense that the opposing phases are shortened after the priority phase was extended. Both methods are intended to allow for the passage of the transit vehicle in the most efficient manner, dependent upon the arrival time within the cycle. These strategies are the most common methods applied, as will be discussed in Chapter III. However, each strategy should be evaluated depending on the type of transit movement and characteristics of the signalized intersection. Figure 2.1 provides a graphical comparison between early green and extended green strategies.
Phase insert is the application of a special “transit only” phase introduced into the normal signal operations. This strategy may be applied through exclusive turning movement phases or through an additional phase for the transit movement. Phase insert is applicable for long cycle lengths where there is adequate room for the minimum green times and clearance intervals for the inserted phase. Similarly, phase suppression is the process of allowing phases to be skipped, permitting the transit phase to be serviced. This strategy may be suitable where there are several turning movement phases, such as leading left-turn phases.
Priority Strategies
There are generally two classes of TSP strategies, passive and active. Passive priority strategies give priority to transit vehicles without the need for transit vehicle detection. Conversely, active priority strategies provide priority to transit vehicles after a transit vehicle is detected and priority conditions are met. The selection of an appropriate strategy depends on the characteristics of the transportation network, objectives of the transit agency, cost considerations, and factors associated with the performance of the traffic signal controller.
Passive Priority
Passive priority strategies mainly consist of signal timing modifications favoring the transit vehicle, but may also include geometric or infrastructure enhancements. These strategies include phase splitting, progression/coordination to favor priority vehicle movements, increasing the priority phase split, or queue jumps. Passive priority strategies are useful for applications where the transit service is moderate to heavy and uniform throughout the day, and overall traffic conditions are light to moderate. The advantages of passive priority are ease of implementation, low costs, and the ability to change plans dependent upon changing conditions of traffic and transit operations. Disadvantages may include increased delay to side-street traffic, excessive allocation of green time to priority movement, increased signal maintenance, or dissatisfaction from the general public. Furthermore, if the transit headways are large, as is generally the case in small-medium size cities, these strategies may induce unnecessary delay to the entire system when busses are not present. The other TSP strategy class, active priority, can address some of the disadvantages of a passive priority strategy, however, at different expenses.
Active Priority
Active priority strategies are dynamic signal timing enhancements, where the signal phases are modified upon the detection of a transit vehicle. This strategy provides for an efficient operation of the signal by responding to the transit call and then returning to normal operations after the call has expired or serviced. Active priority strategies are further classified into two types: conditional and unconditional. Conditional priority is awarded to a detected bus when conditions are met, such as the number of passengers, the schedule adherence of the route, or the time since last priority was awarded. Urbanik and Holder (1977) describe unconditional active transit priority as a strategy where transit vehicles receive green extensions or red truncations whenever needed, regardless of cross street queue lengths or the time since priority was last granted (as cited in Garrow and Machemehl, 1997). Active transit signal priority strategies include the following types:
• Early Green (Early Start or Red Truncation of Priority Phase),
• Extended Green (or Phase Extension of Priority Phase),
• Phase Insert (or Special Phase), and
• Phase Suppression.
Early green strategy is the process indicating a green light prior to the normal start of a priority movement phase. This process is done by shortening the green time of the opposing phase, without violating the minimum green time, pedestrian movements, or clearance intervals, and returning to the priority phase. Extended green is similar to early green in the sense that the opposing phases are shortened after the priority phase was extended. Both methods are intended to allow for the passage of the transit vehicle in the most efficient manner, dependent upon the arrival time within the cycle. These strategies are the most common methods applied, as will be discussed in Chapter III. However, each strategy should be evaluated depending on the type of transit movement and characteristics of the signalized intersection. Figure 2.1 provides a graphical comparison between early green and extended green strategies.
Phase insert is the application of a special “transit only” phase introduced into the normal signal operations. This strategy may be applied through exclusive turning movement phases or through an additional phase for the transit movement. Phase insert is applicable for long cycle lengths where there is adequate room for the minimum green times and clearance intervals for the inserted phase. Similarly, phase suppression is the process of allowing phases to be skipped, permitting the transit phase to be serviced. This strategy may be suitable where there are several turning movement phases, such as leading left-turn phases.