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cplchanb
Senior Member
Just got off the 34 from Kennedy to dvp.
I passed 3 trains who were operating at full speeds along the route. I have to say the biggest flaw has got to be the signaling as well as the stations being on the wrong side of the intersection in relation to the flawed signaling. As disastrous as the lack of light priority and the stupid premature red for trains aside, the fact that the train has to stop again shortly after crossing the intersection really is a double whammy to the travel time. The city seriously needs to pull their heads out of their asses to see just how badly they're running this. They need to stop thinking streetcar. That is unless its intentional sabotage to favour future lines to be subway.....
I passed 3 trains who were operating at full speeds along the route. I have to say the biggest flaw has got to be the signaling as well as the stations being on the wrong side of the intersection in relation to the flawed signaling. As disastrous as the lack of light priority and the stupid premature red for trains aside, the fact that the train has to stop again shortly after crossing the intersection really is a double whammy to the travel time. The city seriously needs to pull their heads out of their asses to see just how badly they're running this. They need to stop thinking streetcar. That is unless its intentional sabotage to favour future lines to be subway.....
zang
Senior Member
Are not far side stops safer for the passengers? You're not then competing with as many right-turning vehicles to cross to your transit stop.
Need I remind the "should be subways instead of streetcars" folks that the Sheppard Line has been on the brink of permanent closure TWICE because it's never come close to projected ridership? Aside from the initial capital cost, it's super expensive to run subways. Above ground lines are relatively easy to remove if it's the case that it's no longer needed. Subway tunnels, not so much. In fact, you still have to spend money maintaining the tunnel or you will sooner or later end up dealing with a safety hazard under existing home/infrastructure.
BrenWilson
Active Member
Regarding the dicussion of transit signals,
The only approved transit signal by the MTO is the single vertical bar atop a regular signal head:
IIRC Ion LRT got special permission to use the more traditional european signal head:
MTO updated Book 12 in 2024 and didn't include this style which is a massive disappointment.
The only approved transit signal by the MTO is the single vertical bar atop a regular signal head:
IIRC Ion LRT got special permission to use the more traditional european signal head:
MTO updated Book 12 in 2024 and didn't include this style which is a massive disappointment.
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cplchanb
Senior Member
well they need to program the traffic signals to suit then! right now the control logic is if its on the nearside stop like a streetcar.
Mind_the_gap
Active Member
This is exactly what I was referring to in my post - the K-W signals do indeed give the operator advance notice. How long does the horizontal bar flash for before changing??
Leave it to the most German city in Ontario to get transit signals right!
ShonTron
Moderator
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Far side stops have two advantages: the first is that they are easier to build where there there are left turn lanes on the near sides. The problem is that there are too many left turns permitted on our median ROW transit routes like Viva, St. Clair, Spadina, or Eglinton. At least Montreal banned most left turns along the Pie-IX busway.
The second is that, if you have signal priority – even just a green signal hold for an approaching transit vehicle – the tram only has to stop once. That’s of course if the signal priority is set up for it.
The second is that, if you have signal priority – even just a green signal hold for an approaching transit vehicle – the tram only has to stop once. That’s of course if the signal priority is set up for it.
cplchanb
Senior Member
well thats their biggest problem... not only do they not have priority, the signal actually turns red 15s before the car signal does. Toronto simply just doesnt understand, nor care that they wasted billions on a streetcar
cplchanb
Senior Member
simple fix...all they have to do is shift the gates 5 ft forward.... though getting them to do it will be like designing a 50s tower...
Cyrobyte
New Member
I still can't believe that a subway line doesn't have right-of-way. If it doesn't have right-of-way it should be part of the Toronto streetcar system (500-599) instead of the subway.
nfitz
Superstar
Montreal has the advantage of a better grid system in a more urban area, with the next parallel arteries being only one-km away, while it's two kilometres to Lawrence and St. Clair - neither of which are continuous east of Bayview or Mount Pleasant.
smallspy
Senior Member
I'm not sure how they are safer. They have to deal with exactly the same number of right-turning vehicles as if they were nearside stops.
The one advantage to farside stops is that, when the signal priority is active, it can hold a green for an approaching train and allow it to clear the intersection before it turns red. It's much harder to do that when the train has to serve a stop first. (There are also land-use advantages with roadway shape and size, but those don't benefit the transit systems.)
All else being equal however, they are no better or no worse than nearside stops.
It's not.
They just haven't turned on the feeds to hold signals for the trains yet.
Dan
ZEBuilder
Active Member
I don't remember the exact time off the top of my head but it flashes for a couple of seconds at least, the same thing happens with the vertical bar when it is going to turn back to horizontal. It gives enough warning that the operator has adequate time to either stop or proceed.
bono47
New Member
Eg station completely cleaned up, I getting cautiously optimistic of a June RSD announcement
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TOtramz
Active Member
What do you mean by completely cleaned up?
No more barriers?