[smallspy]

the TRs get delayed at stations due to high passenger volumes which makes theoretical frequencies challenging.

My understanding is that Line 1 struggles with this because:
- existing stations are substandard in design and their limited size and circulation space slows boarding of trains, which increases dwell times (and therefor minimum frequencies).

This is a problem, and is in the process of being fixed. Slowly, as the TTC does, but fixed nonetheless.

- The TRs are simply such large trains that it takes more time for passengers to board and exit

Not true. The TTC designed the original G-class subway cars to require just 3 steps from the furthest seat to a doorway. And with the T1 and TR doorways being wider still than the original cars, the flow in and out of each car is faster.

- The TRs are slow compared to modern metro construction, which puts pressure on headways as well.

Not true. The acceleration and deceleration rates are not vastly different to most modern subways.

The OL does not have these issues as it's stations will be entirely new and high volume and the trains themselves are much smaller which means less dwell time to load and unload. This means 90 second frequencies should be possible like Vancouver achieves with the Skytrain.

The OL's stations shouldn't have these issues, it's hoped. But the depth of the stations downtown will affect how long the platforms take to clear, and if there aren't enough vertical accesses then there may be situations where the platforms crowd into an unsafe manner - just like the downtown stations do today.

While we don't know exactly what the Ontario Line's trains will look like, all of the renders so far show a smaller car with three doorways. The doorway-to-area ratio will probably be about the same as the regular subway cars. The doorway-to-length ratio can be assumed to be pretty close to the existing cars, if we take the renders at face value.

The speed/acceleration is simply unknown until we see specs or see it in action. Remember that the projected weight of these trains rivals that of the current subways, so the power requirements will end up being similar too. Another thing to consider is comfort - there simply is a limit to how safe/comfortable people feel to be accelerated at.

Dan

 

[AlvinofDiaspar]

This is a problem, and is in the process of being fixed. Slowly, as the TTC does, but fixed nonetheless.
Dan

I think Union Subway Station is an example of the limits of station reconfiguration as the solution - I am not sure if it can be fixed without very radical changes.

AoD

 

[81-717]

And with the T1 and TR doorways being wider still than the original cars, the flow in and out of each car is faster.

I doubt the difference is at all significant, as long as there are no headway gaps (which 99.9% of the time had nothing to do with door width) it doesn't even matter. I'm sure it's not much of an issue even with more vs. fewer doors per train, otherwise the 75-footers in New York would cause delays on lines that also use 60-footers, yet they seem to be running fine without that issue.