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TTC: Other Items (catch all)
- Thread starter drum118
- Start date
TheTigerMaster
Superstar
Yup. I've been noticing these a lot recently. They're so much quieter than our older 40 foot busses.
Michael Ianni
Active Member
yeah. I haven't been inside 1 yet but they look a bit better from a distance, thats the one feature iv always felt we were slacking compared to York although we do have a much larger system so it cost us a fortune to get same buses
Amare
Senior Member
Personally I have a beef with the new Novas because of the interior seating arrangement, and the lower ceilings compared to the Orion VII's. I dont mind staying inside the VII's for long period of times, while with the Novas I cant wait to get out of that bus.
The engines are a lot quieter compared to many of the TTC's buses, and that comes with the nature of newer and more efficient engine design and performance.
The engines are a lot quieter compared to many of the TTC's buses, and that comes with the nature of newer and more efficient engine design and performance.
drum118
Superstar
Real People Only in Paris
New voices for Paris Metro
0 Comments
Photo: shutterstock.com.
RATP has chosen the 20 men and women who will become the new voices of the Paris Metro.
The operator held auditions among its staff, receiving 500 entries.
Phanekham Song, who is responsible for the metro’s sound and visual brand, said the winning voices needed to not only be clear but also warm with an element of originality.
Ten male and 10 female voices were cast to deliver announcements in six different languages: English, German, Spanish, Italian, Japanese and Mandarin.
http://www.globalrailnews.com/2015/08/21/new-voices-for-paris-metro/
New voices for Paris Metro
0 Comments
Photo: shutterstock.com.
RATP has chosen the 20 men and women who will become the new voices of the Paris Metro.
The operator held auditions among its staff, receiving 500 entries.
Phanekham Song, who is responsible for the metro’s sound and visual brand, said the winning voices needed to not only be clear but also warm with an element of originality.
Ten male and 10 female voices were cast to deliver announcements in six different languages: English, German, Spanish, Italian, Japanese and Mandarin.
http://www.globalrailnews.com/2015/08/21/new-voices-for-paris-metro/
Johnny Au
Senior Member
Ironically enough, not French. That is what that article implies.Real People Only in Paris
New voices for Paris Metro
0 Comments
Photo: shutterstock.com.
RATP has chosen the 20 men and women who will become the new voices of the Paris Metro.
The operator held auditions among its staff, receiving 500 entries.
Phanekham Song, who is responsible for the metro’s sound and visual brand, said the winning voices needed to not only be clear but also warm with an element of originality.
Ten male and 10 female voices were cast to deliver announcements in six different languages: English, German, Spanish, Italian, Japanese and Mandarin.
http://www.globalrailnews.com/2015/08/21/new-voices-for-paris-metro/
kotsy
Senior Member
I posted that link on Brad Ross' TTC. Stating that one of the world leading transit systems is renewing their real voice station stop announcements.
junctionist
Senior Member
It would be fun to have Canadian celebrities with distinctive voices do the announcements like William Shatner.
smallspy
Senior Member
Only if he does it in the style of "Rocket Man" or "Common People".
Dan
Toronto, Ont.
TheTigerMaster
Superstar
Will these get nosier over time?
Amare
Senior Member
As with most engines, there will most likely be a very slight increase in noise as they age but most people wont notice the increased noise (though there are exceptions of course). The buses with the loudest engines in the fleet are the Orion Vii's numbered #7900-7979. When those buses first arrived the engines were loud, and they are still just as loud even as they're being rebuilt.
The NovaBus engines are the same type of engines found in the Original Generation Orion Vii's, but they are essentially updated and EPA 2010 compliant.
picard102
Senior Member
They'll get nothing as they were entirely in the wrong.
smallspy
Senior Member
Uhh, no they aren't.
The Detroit Diesel Series 50 engine was discontinued for on-road vehicles at the end of 2005 due to a variety of factors, not the least of which was an inability to meet the then-new EPA emissions regulations. That's why the 79xxs and everything more recent has used Cummins diesels, usually the ISL series in the "standard" buses and the 6.7/ISB in the hybrids. The new Novas, both 40 footers and articulated, are powered by Cummins ISLs.
Dan
Toronto, Ont.
Amare
Senior Member
I was generalizing because I didnt want to get too technical, but yes buses numbered ~#7400-7880 use a different engine (the Detroit Diesel S50). The rest of the Original Generation (diesel) Orion Vii use the Cummins ISL, while the Novas use the ISL9.
drum118
Superstar
Sorry, but not in Toronto any time soon
Have to visit the site to see the animation working
http://www.abc.net.au/news/2015-02-13/trams-to-be-king-of-the-road-in-future-melbourne/6082674
Trams that never stop at traffic lights could be part of Melbourne's people-moving future
By Loretta Florance
Updated 13 Feb 2015, 3:23am
PHOTO: VicRoads said that "over time we have given more and more priority to trams, and we're likely to give even more in the future". (ABC News: Loretta Florance)
MAP: VIC8 million by 2053, Mr Wall said the roads authority had to look at "clever ways to move people around the network".
"The focus on moving people is probably the critical thing for us," he said.
"We want to set the road network up and the traffic signals up so we're maximising how many people we move, not necessarily how many vehicles.
"Over time we have given more and more priority to trams, and we're likely to give even more in the future."
The mathematics of being stuck in traffic
Professor Jan De Gier and Dr Tim Garoni began working with VicRoads in 2008, as part of an internship with the Australian Mathematical Sciences Institute and the ARC Centre of Excellence for Mathematics and Statistics of Complex Systems.
Since then the University of Melbourne researcher has been applying the basic principles of mathematical physics and statistical mechanics to roads in a unique way.
"We studied simple particle models in mathematical physics and noticed that some of these ideas were actually applicable to traffic flow, so we could use very efficient models and intuitive ideas that we learned over the years, in the modelling of traffic," Professor De Gier said.
"You can view cars and buses and trams on a traffic network as simple particles, so you ignore a lot of the details that are inessential for traffic.
"If you model particles flowing through on a graph ... and you set up the rules properly, you'll see that they behave very much like traffic, so they spontaneously form traffic jams, and other things."
GIF: Mathematics modelling traffic
Mr Wall said Professor De Gier's team had essentially created "a sandpit" that allowed the authority to try out any number of traffic scenarios.
"So they've provided the tool, it's up to us to use the tool to help inform decisions on how we operate the road network," he said.
What we can do is simulate suburbs or collections of traffic intersections of about 100, and see how traffic evolves on such a network if we change certain things.
Professor Jan De Gier
He said mathematics was being used in similar ways in European countries like Germany and Switzerland because it was a cheap and effective alternative to tradition modelling.
Mr Wall said using mathematical modelling was actually more informative than conducting real world traffic tests.
"We did a [real world] trial around Kew, a network of around 50 intersections, over four weeks, where we ran the traffic signal system differently on a day-on, day-off basis," he said.
"What we found with that is that the variability in traffic from day to day made it really difficult to assess whether we were having an impact.
"So that sort of pointed us to that there's got to be another way to analyse and assess the changes, which led us to a discussion with some mathematicians on a different approach to how we might do this."
To develop a sophisticated traffic model of each individual road, intersection and vehicle in detail would cost between $500,000 and $1 million, Mr Wall said.
"This model can be set up for that same network for a fraction of that cost and lots of different options tested."
Professor De Gier said the method meant that they could see how changing parking policy, tram frequency and traffic light intervals affected the network several kilometres away.
"VicRoads didn't have tools to model traffic on a network, so all they could do was model in a few intersections or very global origin-destination modelling," he said.
"What we can do with them is simulate suburbs or collections of traffic intersections of about 100, and see how traffic evolves on such a network if we change certain things."
Street parking benefits trams
One of the surprises that has come from his research came from when his team modelled the effect of clearways on tram times, Professor De Gier said.
"The traditional thought was that if you have clearways all day then that would be good for cars and trams," he said.
"It turns out that [with clearways] cars overtake trams and can obstruct the tram at the next intersection.
"So having parking provides a gating effect for trams who can then move through the network better."
For the first time this year, Professor De Gier's team will not be looking at generic traffic models, but will be looking at a specific area - Melbourne's inner north.
Much of this research will be done at Monash University by research fellow Joyce Zhang of the new ARC Centre of Excellence for Mathematical and Statistical Frontiers.
"They're extending the use of this model to look at the road network in the inner north," Mr Wall said.
"So while we're using this as a generic tool to look at networks, it's actually being applied to look at the whole road network in the inner north and how that might work in the next 10 or 20 years.
"There's a lot of north-south tram routes in that area, there's a lot of population growth happening on those roads and to able to cater for that population growth, we need the north-south tram routes to work really well in terms of moving people."
Topics: physics, science-and-technology, transport, vic
Have to visit the site to see the animation working
http://www.abc.net.au/news/2015-02-13/trams-to-be-king-of-the-road-in-future-melbourne/6082674
Trams that never stop at traffic lights could be part of Melbourne's people-moving future
By Loretta Florance
Updated 13 Feb 2015, 3:23am
PHOTO: VicRoads said that "over time we have given more and more priority to trams, and we're likely to give even more in the future". (ABC News: Loretta Florance)MAP: VIC8 million by 2053, Mr Wall said the roads authority had to look at "clever ways to move people around the network".
"The focus on moving people is probably the critical thing for us," he said.
"We want to set the road network up and the traffic signals up so we're maximising how many people we move, not necessarily how many vehicles.
"Over time we have given more and more priority to trams, and we're likely to give even more in the future."
The mathematics of being stuck in traffic
Professor Jan De Gier and Dr Tim Garoni began working with VicRoads in 2008, as part of an internship with the Australian Mathematical Sciences Institute and the ARC Centre of Excellence for Mathematics and Statistics of Complex Systems.
Since then the University of Melbourne researcher has been applying the basic principles of mathematical physics and statistical mechanics to roads in a unique way.
"We studied simple particle models in mathematical physics and noticed that some of these ideas were actually applicable to traffic flow, so we could use very efficient models and intuitive ideas that we learned over the years, in the modelling of traffic," Professor De Gier said.
"You can view cars and buses and trams on a traffic network as simple particles, so you ignore a lot of the details that are inessential for traffic.
"If you model particles flowing through on a graph ... and you set up the rules properly, you'll see that they behave very much like traffic, so they spontaneously form traffic jams, and other things."
GIF: Mathematics modelling traffic
Mr Wall said Professor De Gier's team had essentially created "a sandpit" that allowed the authority to try out any number of traffic scenarios.
"So they've provided the tool, it's up to us to use the tool to help inform decisions on how we operate the road network," he said.
What we can do is simulate suburbs or collections of traffic intersections of about 100, and see how traffic evolves on such a network if we change certain things.
Professor Jan De Gier
He said mathematics was being used in similar ways in European countries like Germany and Switzerland because it was a cheap and effective alternative to tradition modelling.
Mr Wall said using mathematical modelling was actually more informative than conducting real world traffic tests.
"We did a [real world] trial around Kew, a network of around 50 intersections, over four weeks, where we ran the traffic signal system differently on a day-on, day-off basis," he said.
"What we found with that is that the variability in traffic from day to day made it really difficult to assess whether we were having an impact.
"So that sort of pointed us to that there's got to be another way to analyse and assess the changes, which led us to a discussion with some mathematicians on a different approach to how we might do this."
To develop a sophisticated traffic model of each individual road, intersection and vehicle in detail would cost between $500,000 and $1 million, Mr Wall said.
"This model can be set up for that same network for a fraction of that cost and lots of different options tested."
Professor De Gier said the method meant that they could see how changing parking policy, tram frequency and traffic light intervals affected the network several kilometres away.
"VicRoads didn't have tools to model traffic on a network, so all they could do was model in a few intersections or very global origin-destination modelling," he said.
"What we can do with them is simulate suburbs or collections of traffic intersections of about 100, and see how traffic evolves on such a network if we change certain things."
Street parking benefits trams
One of the surprises that has come from his research came from when his team modelled the effect of clearways on tram times, Professor De Gier said.
"The traditional thought was that if you have clearways all day then that would be good for cars and trams," he said.
"It turns out that [with clearways] cars overtake trams and can obstruct the tram at the next intersection.
"So having parking provides a gating effect for trams who can then move through the network better."
For the first time this year, Professor De Gier's team will not be looking at generic traffic models, but will be looking at a specific area - Melbourne's inner north.
Much of this research will be done at Monash University by research fellow Joyce Zhang of the new ARC Centre of Excellence for Mathematical and Statistical Frontiers.
"They're extending the use of this model to look at the road network in the inner north," Mr Wall said.
"So while we're using this as a generic tool to look at networks, it's actually being applied to look at the whole road network in the inner north and how that might work in the next 10 or 20 years.
"There's a lot of north-south tram routes in that area, there's a lot of population growth happening on those roads and to able to cater for that population growth, we need the north-south tram routes to work really well in terms of moving people."
Topics: physics, science-and-technology, transport, vic