afransen
Senior Member
Absolutely zero chance of PSDs being omitted, I think. They want to be able to operate this at sub 90s headways, and PSDs aren't all that expensive if they are designed for when building the platforms.
Toronto Ontario Line | ?m | ?s
- Thread starter JasonParis
- Start date
turini2
Active Member
They are essential to have driverless operation, so yes they will happen. They also have a huge ventilation and fire safety benefit, because the passenger areas are separated from the tunnels/trains.
(yes, you can achieve driverless without them, but then you've gotta have sensors, cameras etc etc - PSDs are easier for UTO)
afransen
Senior Member
Also critical for service reliability. Less garbage/foreign objects on the tracks.
yrt+viva=1system
Active Member
The platform renders instantly gives me MTR/Chinese metro vibes. It’s a very standard design that they use. I’m sure that the cost of platform doors are very much reasonable nowadays that they are constantly produced on a large scale for ever expanding subway systems/high speed rail in China and other places that have MTR as design partner.
Unless Ontario decides to reinvent the wheel again...typical of provincial projects.
Unless Ontario decides to reinvent the wheel again...typical of provincial projects.
TossYourJacket
Senior Member
Yeah, I think often people forget that the issue the TTC is running into with adding PSDs to existing stations is that aside from TYSSE, they weren't built for them, not that PSDs are some high-cost item on their own. The existing station platforms have a crawlspace under them (which means the platforms are cantilevered to some extent, and adding PSDs requires putting structural supports under the edges of the platform to support the weight of the doors. Plus I think for a number of stations, that work is gonna end up with them doing a bunch of asbestos removal during the process. All of which drives the costs way up for the existing stations (also the TTC weirdly always frames PSDs as something they need to do in every station simultaneously, which also produces the high total cost they always quote).
None of those issues will exist here, so there's no good reason to cut the doors. Overall, they'll likely create greater operational savings than they cost in the first place. Even if this line ends up heavily VE'd the savings would be far more likely to come from fit and finishes than something actually functional like PSDs.
Towered
Senior Member
They really need to use TTC font instead of what's shown there.
Towered
Senior Member
More like 1910...
EddyMCD
Active Member
I'm sure there will be many cost extras but the base contract price is actually pretty decent.
APTA-2048
Senior Member
I’m worried that that ceiling will look like sh*t with missing pieces within five years of opening.
TRONto
Active Member
I haven't looked into it yet but 1 billion /km sounds expensive
afransen
Senior Member
Tunneling under downtown Toronto and building complex interchange stations, I am actually understanding the ~$1B/km pricetag.
fanoftoronto
Active Member
The stations aren't all that complex. I'd argue the Eglinton crosstown had more complex underpinning and direct access designs than the Ontario Line. With deep tunnel boring, and 5 levels of stairs/elevators between Line 1 and the Ontario Line.
toronto647
Active Member
I guess this all but confirms the line will not open until 2030 at the earliest? Did I read that correctly?News
Ontario Transit Group has been selected to deliver the south portion of the Ontario Line
Contract Awarded for Ontario Line South Package
Infrastructure Ontario and Metrolinx have awarded a fixed-price contract to Ontario Transit Group for $6.1B ($5.6B for capital costs and $0.5B for financing and transaction costs) to design, build and finance the Ontario Line Southern Civil, Stations and Tunnel (South Civil) package.www.infrastructureontario.ca
afransen
Senior Member
I think that's accurate. Shouldn't be surprising that this will take 7+ years.
TossYourJacket
Senior Member
I think it's less the station complexity and more the environment the tunnel is going under being far more complex that contributes somewhat to the costs. There's way more tall buildings to avoid having an impact on, there's the fact it doesn't stay aligned to a single street like Eglinton does, it runs below PATH tunnels, the tunnel itself is deeper, etc. That said, it's still a pretty complex job to add that many concourse levels and escalators to Queen station while keeping it operational and not having any impact on the surroundings buildings. If Metrolinx caused the south end of the Eaton Centre to fall into a sinkhole, that would look pretty bad on them, so they probably wanna avoid that.