Millennium Line - Evergreen Extension | Completed

[officedweller]

The distance looks too short to be for steel guideway - so the only thing I can think of would be a switch.

[finalcoolman]

No they are the L shaped columns to make room for the curving roadway underneath, like the ones on North Rd to make way for the left turn bays underneath.

[GlassCity]

I hate interlining, it makes maps look really messy and way finding complicated. I much prefer Toronto's Subway over something like BART.

[MIPS]

Originally Posted by WarrenC12

As long as the train doesn't squeel around that corner, I think White Spot diners will be ok.

The SkyTrain uses steerable axles unlike conventional trains (EG: the Canada Line) so it takes a really sharp turn before the wheels start to screech. Compared to the turn over at Main Street this is nothing.

[red-paladin]

The only concern about the route I have is the sharp rising left hand turn from Coquitlam Central Station up to north on Lougheed. It seems a very steep grade.

[aberdeen5698]

Originally Posted by red-paladin

The only concern about the route I have is the sharp rising left hand turn from Coquitlam Central Station up to north on Lougheed. It seems a very steep grade.

The advantage of Skytrain's LIM technology is that propulsion and braking don't depend on friction between the wheels and the rails. That means Skytrain is capable of 6% grades, considerably steeper than conventional rail - something that's touted by Bombardier as a big benefit since it often means cost savings on construction of the right of way.

[red-paladin]

I do know this
Perhaps the grade seems steeper right now than it will when the guideway is complete.
Just seems like one of the most sharp and steep curves on the network right now.

[Tetsuo]

Originally Posted by officedweller

Nice update.
Here's what's planned for the median (and which would prevent Rob Ford-esque jaywalking incidents)
- assuming it was approved:

I was there he jay walked on north road just south of the skytrain curve (Korean strip mall to Shell Gas Station

I'm sure once construction is complete the finishing beautification touches will greatly improve the affect the guideway will have. Not mention potential redevelopment decades down the line

[lightrail]

Originally Posted by aberdeen5698

The advantage of Skytrain's LIM technology is that propulsion and braking don't depend on friction between the wheels and the rails. That means Skytrain is capable of 6% grades, considerably steeper than conventional rail - something that's touted by Bombardier as a big benefit since it often means cost savings on construction of the right of way.

I'm pretty sure Skytrain can climb steeper than 6%. Edmonton and Calgary have 6% grades on their LRT lines; the only modification required was improvements to the LRV brakes (the 6% grade in Edmonton is climbing from University Station to Health Sciences Station).

Pittsburgh streetcars climb 12.5% grades.

[aberdeen5698]

Originally Posted by lightrail

I'm pretty sure Skytrain can climb steeper than 6%. Edmonton and Calgary have 6% grades on their LRT lines; the only modification required was improvements to the LRV brakes (the 6% grade in Edmonton is climbing from University Station to Health Sciences Station).

Pittsburgh streetcars climb 12.5% grades.

It's one thing to talk about legacy systems and another to design and construct a new system based on current safety and performance standards. I doubt you'd find a professional engineer these days who would sign off on 12.5% grades in a climate subject to rain and snow which would seriously compromise a trains' braking ability - particularly in an installation with the kinds of high frequencies (read: moving block systems with close headways) that Vancouver has come to expect.

[Meraki]

Originally Posted by lightrail

I'm pretty sure Skytrain can climb steeper than 6%. Edmonton and Calgary have 6% grades on their LRT lines; the only modification required was improvements to the LRV brakes (the 6% grade in Edmonton is climbing from University Station to Health Sciences Station).

Pittsburgh streetcars climb 12.5% grades.

SkyTrain specification is a maximum 6% grade. There is a small bit of 7% grade which was granfathered in to spec, but otherwise it's 6%.

[finalcoolman]

No, SkyTrain can do 10%. In Bombardier's Honolulu linear induction ALRT bid, they stated its maximum grade is up to 10%. And this is from 2013, so that number meets all modern engineering standards.

[Meraki]

Originally Posted by finalcoolman

No, SkyTrain can do 10%. In Bombardier's Honolulu linear induction ALRT bid, they stated its maximum grade is up to 10%. And this is from 2013, so that number meets all modern engineering standards.

Yeah, but in the RFPs issued by TransLink they specify 6% maximum. The Bombardier trains may be able to do more, but for SkyTrain's design purposes it wouldn't exceed 6.

[xd_1771]

The 6% number refers to an original Japanese standard for linear motor trains (in relation to regular rotary motor trains), probably at full speed/acceleration.

[Alex Mackinnon]

Skytrain and LRT probably have similar specs for maximum grades because the skytrain would still need to be able to perform a friction based stop in the case of a power loss.

The Skytrain on the other hand doesn't need to have traction to stop or start under normal operating conditions, so it should be able to run on those maximum grades with ease rather than with traction based limitations. A LIM system should be able to accelerate and decelerate much faster on inclines than with traction motors since there is no risk of spinning wheels during acceleration, causing track wear, and to locking up the wheels during braking, causing flat spots on the wheels.

[aberdeen5698]

Originally Posted by Alex Mackinnon

Skytrain and LRT probably have similar specs for maximum grades because the skytrain would still need to be able to perform a friction based stop in the case of a power loss.

This is far from my area of expertise, but I don't think that's necessarily the case. Dynamic braking doesn't require external power, so Skytrain can use the LIM to brake even during power outages. And since there are always at least four LIMs per trainset a LIM failure is not necessarily a make-or-break [brake? ] issue either. It's really just a question of whether or not this is seen as being as reliable as the disc brakes.

[officedweller]

Pic by Blue Bus Fan on Flickr showing the Lougheed ramps dated Aug 27th:

https://www.flickr.com/photos/pets_and_ferries/14872540609/sizes/l/

Pic by Busologist on Flickr at Coquitlam Central Station dated August 24, 2014 showing a bent - could be to allow a roadway under it?

https://www.flickr.com/photos/flyer_901/15039111145/sizes/l

Burquitlam Station by Bob2006 on Flickr taken August 1, 2014:

https://www.flickr.com/photos/bobkh/14620497987/sizes/l

Lafarge Lake Station by Bob2006 on Flickr taken August 6, 2014:

https://www.flickr.com/photos/bobkh/14667914370/sizes/l

Edited to correctly label pics.

[DKaz]

Originally Posted by officedweller

Pic by Blue Bus Fan on Flickr showing the
Burquitlam Station by Bob2006 on Flickr taken August 1, 2014:

https://www.flickr.com/photos/bobkh/14620497987/sizes/l

Lafarge Lake Station by Bob2006 on Flickr taken August 6, 2014:

https://www.flickr.com/photos/bobkh/14667914370/sizes/l

I think you have these last two mixed up. I fixed it to avoid confusion.

[officedweller]

Originally Posted by DKaz

I think you have these last two mixed up. I fixed it to avoid confusion.

Thanks.

[jsbertram]

Originally Posted by aberdeen5698

This is far from my area of expertise, but I don't think that's necessarily the case. Dynamic braking doesn't require external power, so Skytrain can use the LIM to brake even during power outages. And since there are always at least four LIMs per trainset a LIM failure is not necessarily a make-or-break [brake? ] issue either. It's really just a question of whether or not this is seen as being as reliable as the disc brakes.

Since the LIM requires electricity to generate the magnetic fields to move the train, when there is no LIM power there would therefore be no magnetism in the LIM for propulsion, nor for LIM braking.

Every train still has conventional brakes so a train in a station won't move while the passengers are entering /exiting the train. You may notice or feel a slight movement just after the doors close, but before the LIM starts accelerating the train. I've noticed some station's tracks aren't perfectly level so the train may creep backwards or forwards slightly in the sub-second time it takes between when the brakes are released and the LIM starts moving the train forward.

Loss of power should cause the train to go into Emergency Braking (using the conventional brakes on the train) and make the train stop dead in its tracks. This Emergency Braking will also happen to every train in the area where power is out, so it is unlikely a still-powered train will run into a non-powered train.

Trains in an area that still has power shouldn't be able to enter a non-powered track area, since the still-powered train wouldn't be receiving a 'positive control' indication that the track block ahead is clear. No power = no way to signal to the rest of the network 'this track block is clear of a train'.

When power is restored, a train operator can enter the lead car, open the access panel for the train controls and (coordinating with the Train Control Centre) manually take the train to the next station so passengers can dis-embark.