crs1026
Superstar
It's up to the vendor who is selected for RER to procure whatever equipment is required.
So, assuming there is no change due to the election, another year at the earliest
- Paul
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- Thread starter innsertnamehere
- Start date
It's up to the vendor who is selected for RER to procure whatever equipment is required.
So, assuming there is no change due to the election, another year at the earliest
- Paul
hw621
Senior Member
But probably not connecting them...
TheTigerMaster
Superstar
What are the responsibilitity of this vendor? From what I’ve seen, there are many different vendors responsible for delivery of different aspects of RER, and not a single vendor as your comment implies (although I’m pretty sure I’m misinterpreting your comment)
raptor
Senior Member
If this RFQ is indeed for the DBFOM contract, then why is the presentation linked above saying the RFQ is to be released on Spring 2018? The RFQ above was released in summer 2017 and closed by now.
I really hope it's the same one, but I doubt it.
crs1026
Superstar
Good catch on the respective timing - and I don't have the slightest idea what the difference is.
- Paul
steveintoronto
Superstar
Whoa..."Hydrail"? Clumsy and hysterical for all but a few applications.
https://twitter.com/UNFCCC/status/818724655422984193
http://www.wired.co.uk/article/dutch-trains-wind-power
https://twitter.com/UNFCCC/status/818724655422984193
ssiguy2
Senior Member
Calgary LRT has run on wind power for decades.
maxt797
Active Member
didnt know that but i think here point is whole country's passenger rail service vs 1 lrt line.
Allandale25
Senior Member
Allandale25
Senior Member
AlvinofDiaspar
Moderator
Direct link to the report:
http://www.metrolinx.com/en/news/an...G-PGM-RPT-245_HydrailFeasibilityReport_R1.pdf
AoD
http://www.metrolinx.com/en/news/an...G-PGM-RPT-245_HydrailFeasibilityReport_R1.pdf
AoD
raptor
Senior Member
And the Hydrail page on the Metrolinx website has been updated
steveintoronto
Superstar
Dream on...
ssiguy2
Senior Member
I think electrification should continue, I have however never seen the logic of electrifying the entire Barrie corridor. That's a 110 km line that doesn't get near the ridership of Lakeshore East/West. I can see the RER portion electrified but going all the way to Barrie seems an illogical waste of funds.
There are some clear technical benefits of using Hydrail over catenary:
First, the system is more reliable. Unlike catenary, all the carriages produce their own power so unlike catenary if one section is no longer working the train can continue to run although at a lower speed and a reduction in total distance. This opposed to catenary where if the engine fails the entire train shuts down.
Second, if there is a power supply problem the Hydrail keep running while catenary obviously doesn't. Important if there is a system wide electrical failure or more probably if a catenary electrical line is damaged due to wind/ice etc.
Third, they are more flexible than catenary. A catenary train cannot be converted to assist a broken down or over capacity line unless the section is electrified unlike Hydrail. For example, if there is a break down of a diesel at Hamilton Centre, a catenary cannot be deployed /temporary extension of service to replace the train from Aldershot unlike Hydrail which is not dependent on only using rail lines that are electrified.
Fourth, this could create a whole new industry for the province in a field that is going no where but up.
Fifth, they maybe able to get a reduced price from Alstom and SOLID vehicle and operation guarantees and service due to being a prototype and hence showcase for the crucial NA market. Having systems operational in Europe is one thing but having one in the 2nd largest transit system NA is the kind of another. Despite being developed by Alstom based in France, the reality is that there is limited amount of potential markets in Europe due to the fact that nearly all of Europe's rail systems are already electrified unlike NA where nearly none are.
Sixth, it can be deployed VERY quickly due to requiring little infrastructure where, at least initially, the only requirements are the rolling stock and fueling centre.
Seventh, Hydrail offers more seamless journeys. If commuter rail is one day extended to, for example, Orangeville, the line can go right from Union to Orangeville via Brampton without need of a transfer at Brampton which catenary to Brampton would require.
I think some of you are writing off the many benefits that Hydrail has over catenary as it basically offers the benefits of diesel without the pollution, noise, slower de/acceleration, to say nothing of the money and time savings of getting the system up and running in the first place
There are some clear technical benefits of using Hydrail over catenary:
First, the system is more reliable. Unlike catenary, all the carriages produce their own power so unlike catenary if one section is no longer working the train can continue to run although at a lower speed and a reduction in total distance. This opposed to catenary where if the engine fails the entire train shuts down.
Second, if there is a power supply problem the Hydrail keep running while catenary obviously doesn't. Important if there is a system wide electrical failure or more probably if a catenary electrical line is damaged due to wind/ice etc.
Third, they are more flexible than catenary. A catenary train cannot be converted to assist a broken down or over capacity line unless the section is electrified unlike Hydrail. For example, if there is a break down of a diesel at Hamilton Centre, a catenary cannot be deployed /temporary extension of service to replace the train from Aldershot unlike Hydrail which is not dependent on only using rail lines that are electrified.
Fourth, this could create a whole new industry for the province in a field that is going no where but up.
Fifth, they maybe able to get a reduced price from Alstom and SOLID vehicle and operation guarantees and service due to being a prototype and hence showcase for the crucial NA market. Having systems operational in Europe is one thing but having one in the 2nd largest transit system NA is the kind of another. Despite being developed by Alstom based in France, the reality is that there is limited amount of potential markets in Europe due to the fact that nearly all of Europe's rail systems are already electrified unlike NA where nearly none are.
Sixth, it can be deployed VERY quickly due to requiring little infrastructure where, at least initially, the only requirements are the rolling stock and fueling centre.
Seventh, Hydrail offers more seamless journeys. If commuter rail is one day extended to, for example, Orangeville, the line can go right from Union to Orangeville via Brampton without need of a transfer at Brampton which catenary to Brampton would require.
I think some of you are writing off the many benefits that Hydrail has over catenary as it basically offers the benefits of diesel without the pollution, noise, slower de/acceleration, to say nothing of the money and time savings of getting the system up and running in the first place
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