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32C replaced by the 158, 47 north of Eglinton replaced by 18, 35 south of Eglinton replaced by 27, 56 replaced by 51A, 54 now ending at Don Valley Station. 71, 89 and 989 now pull into Mount Dennis. 34 will run across Eglinton from Mount Dennis to Kennedy less frequently then the 32 or 34 services today. And, 334 Blue Night overlaps between Kennedy and Mount Dennis.
... now if only we can get The HARP to finally open.... those who know, know ... .lol
the fire suppression sprinklers burst this morning I suspect due to the temperature shifts we've been experiencing lately. Mount Dennis Station does have a significant exposure to the outside air so I suspect Metrolinx and Crosslinx are now working on a permanent remedy to prevent this from happening again.
This one was designed specifically to not be overbuilt because of the City's desire to keep the parkette
It's because they are working through a non-critical signaling software glitch that was interfering with the trains being able to consistently and reliably operate at 80km/h in the tunnels. They have done 80+ km/h through the tunnels during testing but the glitch would cause the occasional hiccup . Obviously the fix has been identified and they are going to release an update for the software in the trains around March. It's just that the software fix wasn't ready for release before Sunday. As a developer I understand that, on safety critical systems like this there's a very rigorous code review process that absolutely MUST be followed.
Other systems have been operating the same cars faster than 60. I don't see there's any reason to think they'll be capped at 60 km/hr when this phase it fully opens.
I have no doubt there'll be fanfare when they fully open it. This is a lesson learned from the disastrous Finch opening, where they knew that service was not yet where it should be, that improvements were coming, and then hyped it to death anyhow.
The grass isn't always greener. The 15 T uses an "electronic differential" that is supposed to fulfill the equivalent purpose of an axle, i.e. allowing each side of the truck to operate at its own appropriate speed and eliminate wheel deformities, but it was not well implemented and there was one point at which 1/3rd of the fleet was out of service because of problems with it. They've dealt with the problem to some degree since then, but they're still a long way from the ideal state, and that's why for their newest generation of tram cars, Prague went instead for a completely new design in the form of the 52 T. It will be those, and Brno's new 45 Ts, that we should watch instead. And while the 15 T design might handle curves better, the lack of a traditional axle means there's no stabilizing effect on straightaway sections of track.
So you'd be perfectly okay with perfectly useful rolling stock that still has decades of life in front of it being replaced because you don't like its shape?
Many of them have been in use for like half a century anyway? It's unfortunate they kept making more of the same thing even in the present day so we're stuck with them for at least half a century more.
Reminds me of NYC subway floodings. The real subway lines also have stations that are partly exposed to outside (VP, Cedarvale, etc) yet this never happened there.
I think you're getting it backwards. It's the critical thinkers that point out the vast differences between European trams and 'LRTs' here. It's the hand-wavers with no substantive argument that tend to repeat the Europe mantra. I don't discount there are those that bash trams and Europe just because they feel like it. But don't mistake that small minority with people pointing out demonstrable differences in environment and execution. The point being that the people here saying Europe, Europe, rarely dive into the details of what makes trams work there, the exact same mistake that transit authorities made with the 4 LRT lines in Ontario.
While fixing photos shot in 2012, I fill in missing info and streaming tags with two things jump out at me for them. All LRT tracks I have seen in Europe Have a groove rail system something TTC had until there was no supplier in NA who produce them. TTC gets special ones for switches from X.
Alstom Citadis is their main platform for LRV's with over 8,000's built so far in various styles and setup. The Citadis Spirit are only used in NA with Ottawa and the Finch line that has them in service at this time.
The profile of Europe rail head is slight different than NA rails. I don't know if the Ottawa Lines, the Finch Line and the Hurontario Line are using NA rails or Europe rails.
Since Alstom is sticking to the Citadis platform for the bogies for NA, the bogies will have an issue with NA rails without grooves for straight tacks as well curves that don't have groove rail encased in the road or ROW. One reason why al lot of the Hurontario line is been ripped up and rebuilt to meet Alstom bogies requirements. I haven't seen any non encase rails in Europe for any streetcar/tram/LRV system.
Nice France 2012
No overhead area In The Place Masséna (1844)
Lignes d'Azur 23 Alstom Citadis 302 35m (2006) LRV/Tram On Nice Tramway In The Place Masséna (1844) With Pantograph Down. Takes 10 seconds at each stations to change power source.
What sort of "hiccup", and what sort of interference?
Why is it that Ontario has a problem with LRT Lines while the rest of NA doesn't?? There are systems in the US that make no sense why they exist in the first place. Norfolk VA, Buffalo, Washington DC and Cincinnati come to mind. Washington DC is shutting down this year.
That's like asking what makes Metrolinx/TTC/City Transportation Services incompetent and behind the times? IMO, the answer to both of our questions is the same.
I've been highly critical of Finch West, and yet I can still admit that they've noticeably improved the speed & travel time compared to opening. Overhype does noone favours. I'll be very happy if Eglinton can run without service outages for the first month (unlike Finch West). I expect slow speeds to start.
