robmausser
Senior Member
Its been a while now, so I thought i'd ask someone who takes the ION regularily: now that the PTC system is active on the non-street portions of the ION, does it operate faster than when it did at opening?
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KevinT
Senior Member
Funny story, ATC is still not operating in those sections yet. They did some testing on May 21 though so there's still a glimmer of hope:
Canardiain on Twitter: "12 trains out today, and some hardcore ATP Full-speed testing!"
robmausser
Senior Member
Man, whats the hold up?
tmlittle
Active Member
While it's nowhere near Ottawa-tier, there's been a few persistent issues with the signals which are probably a contributing factor. Last fall regional council also decided not to pressure for 8 minute headways right away as there haven't been significant post-launch crowding issues. The issue is that those extra 2 minutes create a huge knock on effect for transfers, and the system is now very metro-like in the sense of being transfer-oriented and focusing on bus-tram route integration to get around. Once 8-minute headways happen I suspect ridership will jump again as it will more decisively eclipse some parallel/"competing" north-south bus routes.
KevinT
Senior Member
Another ATP test happens tomorrow afternoon according to this twitter thread:
Coolstar
Senior Member
About Time!
KevinT
Senior Member
I listened to the radio scanner for a long time this afternoon and it sounded like today's testing was going way better than the May 21 test. A few operators reported coming in slightly late to Fairway "due to ATP" and one bashfully reported that ATP caught him in an over-speed but that it "recovered smoothly".
By comparison, during the May test many operators were reporting the dreaded Hotel-Hotel code, basically when ATP stopped them in their tracks due to imaginary perils and they had to manually override it at limp mode speeds until they passed the next impedance bond in the signal system, thus being allowed to resume normal operation. Some in the May test even reported getting stopped halfway through a grade crossing or intersection by the HH code. I am very pleased to report that I heard nothing like that at all in my 2.5 hours of listening today!
By comparison, during the May test many operators were reporting the dreaded Hotel-Hotel code, basically when ATP stopped them in their tracks due to imaginary perils and they had to manually override it at limp mode speeds until they passed the next impedance bond in the signal system, thus being allowed to resume normal operation. Some in the May test even reported getting stopped halfway through a grade crossing or intersection by the HH code. I am very pleased to report that I heard nothing like that at all in my 2.5 hours of listening today!
KevinT
Senior Member
I listened to the scanner again yesterday and heard ATP mentioned a few times, so it doesn't seem to be just isolated test days anymore. I wonder if they'll publicly announce when they're running on it or if it will just happen in the background.
Allandale25
Superstar
One year later: Looking back at the launch of the LRT
Sunday marks the first anniversary of the official launch of Light Rail Transit (LRT) in Waterloo Region, but it wasn’t always a smooth ride on the way to its debut.
kitchener.ctvnews.ca
bgb_ca
New Member
And to mark the 1st anniversary....
Someone on Facebook said the car ran a red light and they got it on dashcam.
Man charged in crash involving an LRT train, police say
Police say a Kitchener man has been charged after a crash between a car and an LRT train sent four people to hospital in Kitchener.
kitchener.ctvnews.ca
Someone on Facebook said the car ran a red light and they got it on dashcam.
tmlittle
Active Member
The fact that this is yet another crash on Ottawa (clearly the fault of the driver of course) makes me sympathize with the TriTAG people saying 10 years ago that there should have just been double tracking on Borden and the road closed to traffic, rather than having one set of tracks on Borden and the other on Ottawa. Ottawa is such a classic mid-century arterial with all the residential streets coming off it full of clueless suburbanites, and the light industrial stuff on the street itself creating a ton of driveways that open out directly onto it.And to mark the 1st anniversary....
Man charged in crash involving an LRT train, police say
Police say a Kitchener man has been charged after a crash between a car and an LRT train sent four people to hospital in Kitchener.kitchener.ctvnews.ca
Someone on Facebook said the car ran a red light and they got it on dashcam.
KevinT
Senior Member
9 of the 23 collisions I have records for were on Ottawa St... hmm.
urbanyimby
Active Member
RQQ-2019-NAFD-403 : Engineering Services for the King-Victoria Transit Hub
Metrolinx is issuing this Request to Qualify and Quote (RQQ) to retain the services of Vendor to provide the goods and/or services described herein. Metrolinx intends to notify a Proponent of acceptance of its Submission and enter into a Contract through an open, fair and competitive process.
Metrolinx is accepting Submissions for the Engineering Services for the King-Victoria Transit Hub (KVTH) Project, as more particularly described in this Request Document as required by Metrolinx.
The 2009 Georgetown to Kitchener Rail Expansion Environmental Study Report (ESR) (referred to herein as the 2009 ESR) Environmental Assessment - Georgetown to Kitchener - identified a potential to incorporate the exiting Kitchener GO station leased from VIA (now owned by Metrolinx) into the planned Regional Transit Hub plan which included a connection to the LRT facility on King Street.
The existing Kitchener GO Station, constructed in 2012 is currently located between Margaret Avenue and Weber Street on the Guelph Subdivision (mile 62.7). It is currently the terminus station and will be closed once the new KVTH opens.
The existing station provides service to 97,000 riders per year with anticipated growth of 17% per year. VIA also operates from this location. The station consists of a single side platform, accessible platform, a heritage station building, approximately 100 parking spaces and a small bus stop. The future purpose of the existing heritage station building will need to be determined outside the scope of this assignment.
The new KVTH will be located between Duke and King Street in Kitchener (mile 63). The new GO station will be incorporated with the LRT station which will allow for the integration of multiple modes of transportation at one location.
Since October 19, 2017, when the MTO approved funding for the Region’s project, Metrolinx and the Region have been working together to deliver this project. The Region initially developed an AFP approach of delivery, however, late in 2018 the AFP was cancelled.
In July 2018, a consultant was engaged to complete a Reference Concept Design (RCD) for incorporation into the Region’s AFP tender. That assignment was later modified to include the conceptual design and site investigations necessary to complete a detailed design and tender package.
The overall KVTH station will be designed in two parts by the Region of Waterloo and Metrolinx. Generally, the Region’s off-corridor scope will be undertaken by the Region and its contractors. The on-corridor scope will be undertaken by Metrolinx and its contractors.
For purposes of construction of the off and on-corridor parts of the KVTH project, the dividing line between the two parts will generally be the future retaining wall along the south side of the rail corridor.
The Region of Waterloo’s off-corridor scope will include a station building with service spaces, washrooms, a shared passenger pick-up and drop-off (PPUDO), a shared bus loop, 100 parking spaces dedicated to Metrolinx, and provisions for future development.
Metrolinx is issuing this Request to Qualify and Quote (RQQ) to retain the services of Vendor to provide the goods and/or services described herein. Metrolinx intends to notify a Proponent of acceptance of its Submission and enter into a Contract through an open, fair and competitive process.
Metrolinx is accepting Submissions for the Engineering Services for the King-Victoria Transit Hub (KVTH) Project, as more particularly described in this Request Document as required by Metrolinx.
The 2009 Georgetown to Kitchener Rail Expansion Environmental Study Report (ESR) (referred to herein as the 2009 ESR) Environmental Assessment - Georgetown to Kitchener - identified a potential to incorporate the exiting Kitchener GO station leased from VIA (now owned by Metrolinx) into the planned Regional Transit Hub plan which included a connection to the LRT facility on King Street.
The existing Kitchener GO Station, constructed in 2012 is currently located between Margaret Avenue and Weber Street on the Guelph Subdivision (mile 62.7). It is currently the terminus station and will be closed once the new KVTH opens.
The existing station provides service to 97,000 riders per year with anticipated growth of 17% per year. VIA also operates from this location. The station consists of a single side platform, accessible platform, a heritage station building, approximately 100 parking spaces and a small bus stop. The future purpose of the existing heritage station building will need to be determined outside the scope of this assignment.
The new KVTH will be located between Duke and King Street in Kitchener (mile 63). The new GO station will be incorporated with the LRT station which will allow for the integration of multiple modes of transportation at one location.
Since October 19, 2017, when the MTO approved funding for the Region’s project, Metrolinx and the Region have been working together to deliver this project. The Region initially developed an AFP approach of delivery, however, late in 2018 the AFP was cancelled.
In July 2018, a consultant was engaged to complete a Reference Concept Design (RCD) for incorporation into the Region’s AFP tender. That assignment was later modified to include the conceptual design and site investigations necessary to complete a detailed design and tender package.
The overall KVTH station will be designed in two parts by the Region of Waterloo and Metrolinx. Generally, the Region’s off-corridor scope will be undertaken by the Region and its contractors. The on-corridor scope will be undertaken by Metrolinx and its contractors.
For purposes of construction of the off and on-corridor parts of the KVTH project, the dividing line between the two parts will generally be the future retaining wall along the south side of the rail corridor.
The Region of Waterloo’s off-corridor scope will include a station building with service spaces, washrooms, a shared passenger pick-up and drop-off (PPUDO), a shared bus loop, 100 parking spaces dedicated to Metrolinx, and provisions for future development.
KevinT
Senior Member
The car was in for service in Waterloo on Wednesday so I had reason to use ION to travel from end to end. The system is now on ATP, and while that reveals the potential of it they clearly have a long way to go.
Southbound between Northfield Station and Bearinger it got up to quite a clip, but after that it was much the same as it was when purely Line of Sight driven, if not far more cautious through many spots. It still slows considerably near the crossovers by the Perimeter Institute, and was far too cautious approaching the LOS transition at Erb / Caroline, no doubt to the chagrin of drivers blocked in both directions waiting for it to arrive. After the LOS transition it remains manually operated until departing Borden Ave for the Huron Spur, where it seemed equally overcautious approaching Ottawa St. Departing Mill Station there was another exhilarating spike of acceleration and speed until just after the expressway, becoming overcautious again for the bridges over Schneider's Creek. After that it's a total s---show through the Hayward curves, up to Block Line Station and on to Fairway Station. It's no wonder the radio scanner is full of drivers reporting "late into Fairway due to ATP".
Northbound later in the day the train crawled out of Fairway, but it had departed from the non-preferred platform so took the crossover at exit rather than at entry. When watching the trains there last week they seemed to fly out of Fairway and across Wilson, which I'd really been looking forward to. Once clear of Wilson Ave the ATP launched us so quickly that the sanders were rev'ing on dry track to prevent major wheel sleep, shifting me uncomfortably in my stand-up bum seat. (I had my bike with me, so that's where I had to be.) It slowed again for the new (currently unsignalized) pedestrian crossing from Traynor to Fairway, and after that the s---show was mostly repeated until clear of the Hayward S. This time I had a GPS speedometer app running and once clear of Hayward the train launched itself to 65 km/h without any caution over the creek bridges. It was great until clear of the Expressway when it dropped to a crawl for the trailing point crossover and into Mill Station, after which we were back to Line of Sight (manual operation) at Ottawa St. Once back on ATP through Waterloo Park the train didn't seem to get much faster than the old 50 km/h manual limit, and didn't slow for the Perimeter crossovers at all despite the freight one being facing point. That was nice. It didn't seem to go above 50 until after Columbia, braking nicely for R&T Park Station. Out of R&T it briefly hit 65 again, absolutely flying across Quiet Pl and Old Albert, then slowing to well below the old manual speeds to duck under Weber St and pass the OMSF. That was disappointing.
The brief moments of 65 km/h travel were awesome but lasted no more than a few seconds, and on the whole the trip was much slower than when the vehicles were manually operated through the ATP sections. The potential is evident, but it still needs major work. I hope that the tuning continues until all is operating smoothly.
A side note: It really seemed to integrate well with the crossing gates. Except in the troublesome Hayward to Fairway section, the train seemed to arrive at the gates moments after they hit full drop and their lunars went solid white. Car drivers will love this if it remains consistent!
Southbound between Northfield Station and Bearinger it got up to quite a clip, but after that it was much the same as it was when purely Line of Sight driven, if not far more cautious through many spots. It still slows considerably near the crossovers by the Perimeter Institute, and was far too cautious approaching the LOS transition at Erb / Caroline, no doubt to the chagrin of drivers blocked in both directions waiting for it to arrive. After the LOS transition it remains manually operated until departing Borden Ave for the Huron Spur, where it seemed equally overcautious approaching Ottawa St. Departing Mill Station there was another exhilarating spike of acceleration and speed until just after the expressway, becoming overcautious again for the bridges over Schneider's Creek. After that it's a total s---show through the Hayward curves, up to Block Line Station and on to Fairway Station. It's no wonder the radio scanner is full of drivers reporting "late into Fairway due to ATP".
Northbound later in the day the train crawled out of Fairway, but it had departed from the non-preferred platform so took the crossover at exit rather than at entry. When watching the trains there last week they seemed to fly out of Fairway and across Wilson, which I'd really been looking forward to. Once clear of Wilson Ave the ATP launched us so quickly that the sanders were rev'ing on dry track to prevent major wheel sleep, shifting me uncomfortably in my stand-up bum seat. (I had my bike with me, so that's where I had to be.) It slowed again for the new (currently unsignalized) pedestrian crossing from Traynor to Fairway, and after that the s---show was mostly repeated until clear of the Hayward S. This time I had a GPS speedometer app running and once clear of Hayward the train launched itself to 65 km/h without any caution over the creek bridges. It was great until clear of the Expressway when it dropped to a crawl for the trailing point crossover and into Mill Station, after which we were back to Line of Sight (manual operation) at Ottawa St. Once back on ATP through Waterloo Park the train didn't seem to get much faster than the old 50 km/h manual limit, and didn't slow for the Perimeter crossovers at all despite the freight one being facing point. That was nice. It didn't seem to go above 50 until after Columbia, braking nicely for R&T Park Station. Out of R&T it briefly hit 65 again, absolutely flying across Quiet Pl and Old Albert, then slowing to well below the old manual speeds to duck under Weber St and pass the OMSF. That was disappointing.
The brief moments of 65 km/h travel were awesome but lasted no more than a few seconds, and on the whole the trip was much slower than when the vehicles were manually operated through the ATP sections. The potential is evident, but it still needs major work. I hope that the tuning continues until all is operating smoothly.
A side note: It really seemed to integrate well with the crossing gates. Except in the troublesome Hayward to Fairway section, the train seemed to arrive at the gates moments after they hit full drop and their lunars went solid white. Car drivers will love this if it remains consistent!
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SaugeenJunction
Senior Member
Another (15th) LRV for ION: