| |
Posted Dec 27, 2008, 8:34 AM
|
|
Vancouver Moderator
|
|
Join Date: Mar 2007
Posts: 5,747
|
|
I found some interesting information part of the "SkyTrain Ultimate Capacity" document, which is available under the Expo Line Upgrade Strategy RFP.
Quote:
Headway
The current system can and does on occasion dispatch a series trains from Waterfront station an average of 77 seconds apart in the aftermath of a delay. This provides for some schedule recovery, although it would not be a practical design headway for regular reliable service. There are, however, further refinements in ATC algorithms which could be implemented, at some effort and cost, which could likely reduce the minimum (delay recovery) headway further, and provide additional margin for short scheduled headways. It must be recognized, however, that longer trains (6-car Mark I’s, 4-car Mark II’s, or the potential 5-car Mark II) take longer to clear a given section of track, and thus will further limit headway.
Sustaining a more frequent service reliably would require further resources in terms of staffing, technical reliability improvements, operating system enhancements, and potential track changes. A 75-second headway implies the operation of up to 80 trains, requiring upgrades to the ATC system to enable operating staff to manage such an operation effectively.
It would become more important to have all stations attended by staff during peak hours, to provide prompt response to any technical train problem or critical passenger issue; this would require an increase in staffing level and budget. Current SkyTrain budget allows for an average of 38 SkyTrain Attendants (STA’s) on shift during revenue service hours, to oversee 33 stations and upwards of 55 trains. However, coffee breaks necessarily extend into peak service hours (some staff start at 05:00, while peak headways are maintained until after 09:00), resulting in as few as 20 STA’s actively on duty. Technical problems or passenger incidents which occur at unattended stations can result in several minutes of additional delay; this will have a rapidly increasing adverse impact as train frequency increases
|
Quote:
Mark II
With no commitment on the feasibility or economic viability of a 5-car Mark II train, one scenario is presented assuming 4-car Mark II trains (two 2-car consists), as currently handled on the system. The new Mark II cars currently being manufactured have a different interior configuration designed for improved passenger circulation, which may yield a slightly higher average passenger capacity. However, for this analysis a nominal capacity of 130 passengers per car will be used for all Mark II types.
|
Quote:
Peak Capacity
Thus, 25,000 passengers per hour would be unachievable with an all-Mark I fleet (in any event, SkyTrain does not have enough Mark I cars to achieve the higher range), but is within range of a 4-car Mark II fleet, albeit under exceptional operating demands. (A mixed Mark I and Mark II fleet would be proportionately in between.)
The 5-car Mark II option (subject to technical practicability) should be able to reach 25,000 with some margin, and potentially achieve a rate of 30,000 per hour, perhaps for short durations.
|
This document is dated back in 2007 btw.
Edit: So far, all the documents I've read have shown a huge amount of people between Waterfront Station and Broadway/Commercial Drive Station... with today reaching a capacity of over 12000 pphd. Come the Millennium Line extension reaching Broadway-City Hall Station, I think some people will be choosing to enter downtown via Canada Line, which will hopefully slightly lower the capacity btwn downtown and Broadway.
Quote:
Conclusions
4. Conclusions
The principal thought is that the best strategy is one that maximizes the number of options that are kept available in an uncertain future. Translated to TransLink’s SkyTrain fleet order strategy, this means that the best strategy will be the one that allows in the future the greatest flexibility to choose between maximum and minimum capacity operations. Following that rationale, it is recommended that:- Ideally, the ordering of 2-Mk-II units be halted after the currently approved first option for seven additional 2-Mk-II units is exercised.
- 3-Mk-II units be ordered as soon as possible. The reason for this is that unless 3-Mk-II units are ordered, maximum capacity operations with 5-car trains would result in unacceptably high spare rates of 2-car units. A Broadway extension of the Millennium Line would allow more 2-car units to be ordered, but no decision should be taken until this extension is assured.
Should TransLink exercise the second option for an additional 12 2-car Mark II units, the Mark II fleet will total 66 2-Mk-II units. This will require 4-car Mark II trains to operate on an “interim” basis in place of some 5-car trains, similar to the 2014 “3-car Mix” scenario. However, the full fleet of 2- car Mark II units, would be utilized into the future, with no “lost” capacity if the MaxCap fast scenario is followed as it requires 73 2-car Mark II units. Therefore exercising the second option would change the ideal sequence for reaching maximum capacity, but is compatible with reaching maximum capacity. Exercising the second option should be seen as a convenient way to buy capacity (and time) to ensure adequate capacity can be provided while 3-car units are designed, procured, and infrastructure modified to accommodate them.
Assuming the second option is exercised, the following train assignment would be an obvious
Code:
EXPO MILLENNIUM
4-Car MKI 0 8
6-Car MKI 2 15
2-Car MKII 0 0
4-Car MKII 30 0
Total Fleet Used, AM Peak: 134 MK I (11% Spare) and 120 MK II (10% Spare)
|
Last edited by deasine; Dec 27, 2008 at 8:58 AM.
|
|
|
Prev
Oh i knew of the tree, but just saying it was terrible if you were using transit Christmas Eve.
Linear Mode
