TheTigerMaster
Superstar
Nothing is finalized. Looks to be 6 cars from the platform length depicted in the drawings we've seen so far.
Will the Relief Line (Line 3) stations be built as 6 car or 8 car length? And will the trains when it opens be 4 car or 6 car? Or is this all up in the air?
Actually, with ganged trains that operate as one (they don't take single cars out of service and reform trains anymore), I wonder if TTC would consider something based on a Jacobs bogie (less noise, less vibration, lower weight, and less motion in the accordion join area).
Can Jacobs Bogies work on any line, or do the lines need to be designed for it in particular?
Wikipedia: https://en.wikipedia.org/wiki/Jacobs_bogie
Both of them ...The point is that it provides useful, relatively frequent rapid transit service to the stations where it stops.
Or they could do like they do with the DLR (Dockland Light Rail) in London it uses some short and long platforms when it's at a short platform only the middle section of the train opens it doors wele the front and end doors sty closed.Perhaps the next train can be stretched and contracted like a real accordion depending on the need and the platform length.
As far as I know the tradeoffs are almost entirely around maintenance since if you do need to separate cars, you only have wheels for 1 of them (the other needs to sit on blocks).
They've shown up on freight, high speed rail, LRVs, and everything in-between.
correct me if i, wrong but isn't the design of biogas mainly used for high speed trains like the TGV, ICE and eurostar. I know there are some fright cars that are built like tah as well. Although it would probably have made walking through the Toronto Rockets smother if they had the boogers uner the connections rather then before and after them.Another - and sometimes, the most important - advantage to an articulated design using Jacob's bogies is the ability to fill the entirety of your dynamic loading gauge with train car. As each of the segments are shorter than a discrete car would be, you needn't to worry about overhang on curves to nearly the same degree, and so there's little-to-less of a need to build a taper into the ends of the cars.
This is less of a concern in Toronto however, as the dynamic loading gauge of the tunnels has already been filled by our subway car design.
Dan
Toronto, Ont.
correct me if i, wrong but isn't the design of biogas mainly used for high speed trains like the TGV, ICE and eurostar. I know there are some fright cars that are built like tah as well. Although it would probably have made walking through the Toronto Rockets smother if they had the boogers uner the connections rather then before and after them.
I wasn't saying it was entirely a high speed only design but was primarily used by them. I don't know if they have ever been used in subways though.Jacob's Bogies are used on the TGV, AGV and Talgo, and a couple of other, newer, high speed train designs. It is also used in the ALRV and a bunch of other streetcar designs and some freight cars as well, so its by no means a high-speed-only design.
Dan
Toronto, Ont.
I wasn't saying it was entirely a high speed only design but was primarily used by them. I don't know if they have ever been used in subways though.
Since flooding in the DVP is an issue, perhaps the valley can be returned and have the DVP elevated with elevated GO RER in the middle which would better connect with Broadview Station and extend Sheppard to 404 to connect with it there, and continue north into Markham.
Would also give them the opportunity to redesign the horrid 404/401/Don-Valley interchange. And maybe increase capacity.Since flooding in the DVP is an issue, perhaps the valley can be returned and have the DVP elevated with elevated GO RER in the middle which would better connect with Broadview Station and extend Sheppard to 404 to connect with it there, and continue north into Markham.