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The sign up is for the April board period, which starts March 30th.Assuming sign ups are finished (has it been 10 days?), how soon could the TTC start doing the simulated 1 month trial?
Would this have to wait till May because the operators need to finish 1 month of finch LRT training first?
Just to confirm that I am understanding this correctly, the operators are already signed up or soon to be signed up, and they will begin their new jobs on March 30th?The sign up is for the April board period, which starts March 30th.
No, they can't start sooner because all of those same operators signed other work to do until the 29th.
Dan
Closer to 3 months - from end of March to Midsummers day.Assuming sign ups are finished (has it been 10 days?), how soon could the TTC start doing the simulated 1 month trial?
6 persons per square metre is the maximum loading you can get before people start experiencing lots of discomfort. It corresponds to "200%" loading by Japanese standards, roughly, and is about 75% of the maximum allowable loading by Chinese standards. It should also be mentioned that Hong Kong metro trains, and the Class A Chinese trains that descend from them, are 5-door-per-side creatures. And yes, people stand for full trips; that's as true here in rush hour as it is elsewhere.All trams are the same when coming to number of doors worldwide. As for 6 riders/meter, what is this based on size wise since we are not all the same size?? Is this summer clothing weather or winter as it take up space as well some winter clothing is more bulky than others?? Are they carrying things? What about Strollers, walkers, bikes and luggage as well the accessible person?? That number is too high.
Is the floor spacing based on Japanese and Chinese been shoved onto vehicles as toothpick as the current floor spacing is very flaw today???
All 5-9 modules unites have the same size door. Have said that, there are a few systems that run 3-7 modules that are about the same lengths as they are using a larger radius with 1-2 of them being shorter with no doors I recall and 2 in the others. then there is Croydon UK trams that have 4 double doors and one single doors on both side of the cars with the driver section reduce to have a single and double door beside the driver for a 3 unite 32m car.
Every subway train I been on that is old or new in my travels have 3-4 doors per car base on the length of the car. If you want to add more doors per car, how many seats will you see remove to allow more doors to be added to a car??? I guess riders will have to stand the full trip with no seat on board?? Been on a few subway trains where haft the seats on the end car behind the driver have been installed at all.
This is Croydon UK: London TfL 2546 (1998–1999) Bombardier CR4000 3 Section LRV with 5 doors per side at 30.1m with full driver cab and 100% low floor shot 2012
Can't quite remember - is that inclusive of trial running and the RSD? or is the RSD another month tacked on at the endCloser to 3 months - from end of March to Midsummers day.
I don't know why Metrolinx would necessarily have that number - unless it came up in litigation.Is there a document that has the budget for constructing each underground Crosstown station?
one way to look at this is to look at the total contract cost (I think it was $7 billion), and try and subtract the maintenance and tunnel portion out of it. The surface portion is not insignificant, but we can assume they would be a 1/100 of the cost of an underground station.Is there a document that has the budget for constructing each underground Crosstown station?
Alternatively, does anyone have ballpark figure?
one way to look at this is to look at the total contract cost (I think it was $7 billion), and try and subtract the maintenance and tunnel portion out of it. The surface portion is not insignificant, but we can assume they would be a 1/100 of the cost of an underground station.
I don't have solid numbers unfortunately but I'm open to feedback on what I have said.
Soft costs, which include expenses like planning, design, land acquisition, and contingencies, are a significant factor in the rising costs and extended timelines of transit projects in North America, often exceeding hard costs (actual construction).A big factor in station cost is depth, and the Crosstown stations are quite deep. It might explain why they have done some things that look like they would constrain costs, such as fairly uniform station design in the underground sections.
I was hoping they'd give more detail in this report, but they don't give breakdowns other than talking about the factors that make up the costs
Are you talking about sunnybrook park station? I saw an lrt around 2 pm at that stop.saw 1 train being tested at at the don valley stop at 9:06 this morning.
Soft costs, which include expenses like planning, design, land acquisition, and contingencies, are a significant factor in the rising costs and extended timelines of transit projects in North America, often exceeding hard costs (actual construction).
