rbt
Senior Member
For me the real issue is whether he uses tabs or spaces in his code.
The real question is does he use semi-colons or Greek question marks ( U+037E => ; ) at the end of the lines.
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For me the real issue is whether he uses tabs or spaces in his code.
They are equipped with everything except for the reader on the exit side. Apparently all they have to do is remove the cover and put in a new reader similar to what they will do when they remove the metropas ones.I just meant I wondered if there was a connection point on the gate that would allow a second reader to be installed or if it would require something more elaborate to convert
A modular system? It can't be. The TTC would have to replace the whole gate to add a reader. /sThey are equipped with everything except for the reader on the exit side. Apparently all they have to do is remove the cover and put in a new reader similar to what they will do when they remove the metropas ones.
That a why they bought the new ones because they are modular. Belie it or not they are becoming more and more modern. There are many cities that still use old turnstiles and also don't have elevators so everyone can access the stations.A modular system? It can't be. The TTC would have to replace the whole gate to add a reader. /s
Yup! When the station was rebuilt, the presto switch was in the works already. I think even a few stations had some presto readers. They could have expedited their selection process for the new fare gates. Or heck, re-used the old ones temporarily. But instead they bought shiny new old-style gates only to rip 'em out a short time later? Hope they got some scrap metal value out of them.
Now I know who are the real programmers are on UrbanToronto.The real question is does he use semi-colons or Greek question marks ( U+037E => ; ) at the end of the lines.
Read back in thread, not sure if there are specific Bloor comments but there ARE problems with gate speeds - esp. when there is lots of traffic in both directions.Went through Bloor yesterday evening and noticed that the new fare gates are up and running. It's been a long time since I last used this station and that was when they still had the old turnstiles. So my question is, how do these fare gates at Bloor hold up during rush hour? Specifically how chaotic is it?
Something that was never really brought up detail in this thread pertaining to the fare gate design was whether we should of went with the classic rotating turnstile combined with the Presto reader? Instead of paddle gates. Putting aside accessibility issues which could be addressed with say a paddle gate.
I know that there are places in the world that have stuck with turnstiles combined with an electronic reader due to them being more robust but the need to avoid failure while circulating a lot of passenger volume. Seoul I believe has stayed with the classic turnstile but uses RFID cards and readers.
Went through Bloor yesterday evening and noticed that the new fare gates are up and running. It's been a long time since I last used this station and that was when they still had the old turnstiles. So my question is, how do these fare gates at Bloor hold up during rush hour? Specifically how chaotic is it?
Something that was never really brought up detail in this thread pertaining to the fare gate design was whether we should of went with the classic rotating turnstile combined with the Presto reader? Instead of paddle gates. Putting aside accessibility issues which could be addressed with say a paddle gate.
I know that there are places in the world that have stuck with turnstiles combined with an electronic reader due to them being more robust but the need to avoid failure while circulating a lot of passenger volume. Seoul I believe has stayed with the classic turnstile but uses RFID cards and readers.
It won't be a big deal at Bloor station because the majority of the people using the station aren't leaving the system.
There is a HUGE amount of entry/exit demand at Bloor during peak hours due to the office, shopping, and residential buildings surrounding the station. Yes, many people are transferring between lines 1 and 2, but TONS of people are entering/exiting line 1/2 as well. I think its main entrance is probably busier than Queen's Park or either of the individual entrances at King, maybe a bit shy of Dundas but not by much.
There is a HUGE amount of entry/exit demand at Bloor during peak hours due to the office, shopping, and residential buildings surrounding the station. Yes, many people are transferring between lines 1 and 2, but TONS of people are entering/exiting line 1/2 as well. I think its main entrance is probably busier than Queen's Park or either of the individual entrances at King, maybe a bit shy of Dundas but not by much.
Although there is a lot of demand there, I don't think it's any more than 40K people per day over the entire station. 185K BD platform ridership and 215K Yonge platform ridership. The difference is about 30K people either leaving the system or entering but not transferring. Add another 10K as a buffer and you get 40K people a day. Don't get me wrong, it's a lot, but there's also a lot to consider.
There's no doubt that there will be crowding at Bloor Yonge, but comparatively, the issues will be significantly worse at other stations, especially those on the University line, that have no to second turnstile entrances.
- King station serves 55K people per day, and all over 2 platform entrances.
- Queens Park serves 48K people per day, and there's only one ticket barrier entrance.
- Dundas Station serves about 80K people per day over one entrance on each platform (therefore the entrances are smaller).
- Union Station serves over 100K people per day over it's one weird box entrance thing.
- Bloor Yonge has 3+ entrances. These stations either have 1 or 2.