The Great Canadian Transit Thread

[swimmer_spe]

Originally Posted by ScreamingViking

Perhaps it might... but it would disturb the "heritage" aspect of the train shed that they're trying to preserve (at great expense, including that of time)

There's also the option of creating another station and platforms to the west of Union's, and coordinating service between the two sets.

I thought they were modifying the shed such that it would have lost it's heritage designation.

Mind you, they could simply lift it over the second level of tracks.

[MalcolmTucker]

Originally Posted by caltrane74

Dual trainsets?

Same as ever - standard German dimensions for standard block lengths. 24.82 metres. http://w3.usa.siemens.com/mobility/us/en...ments/Calgary_S200_DataSheet_2014_LR.pdf

[ScreamingViking]

Originally Posted by swimmer_spe

I thought they were modifying the shed such that it would have lost it's heritage designation.

Mind you, they could simply lift it over the second level of tracks.

They're preserving/replicating the metal supports, with new roofs over the platforms.

I think with the digging they're doing beneath the existing concourses and tracks it would not have been as much incremental expense to dig deeper and create a new track level, even if just a few (4) tracks. There's a grade separation on the west side of the USRC - why not make that the entry to a lower level of tracks/platforms, instead of just serving as an elaborate switch?

[caltrane74]

Originally Posted by MalcolmTucker

Same as ever - standard German dimensions for standard block lengths. 24.82 metres. http://w3.usa.siemens.com/mobility/us/en...ments/Calgary_S200_DataSheet_2014_LR.pdf

I was just wondering if they were gonna hook two of those units together into one train?

[Riise]

Originally Posted by caltrane74

I was just wondering if they were gonna hook two of those units together into one train?

Two cars form a single Light Rail Vehicle (LRV) and multiple LRVs (3-4) will form a single train.

[caltrane74]

ok cool!

thanks guys.

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[nameless dude]

Sorry to change the topic a bit but I've been looking at ridership stats for North American cities. Is there by any chance any station ridership stats for Canadian cities by average weekday station entries/exits? eg. BART (under 'average weekday exits by station' link), DC Metro

[nname]

Toronto (2014, entry + exit)
Vancouver (2011, entry / exit)
Calgary (archived, 2007, entry + exit)
Edmonton (2014, directional entry / exit)

[SteelTown]

MacNab Transit Terminal

City of Hamilton
https://twitter.com/cityofhamilton?lang=en

[HomeInMyShoes]

^That's pretty spiffy.

[nameless dude]

Originally Posted by nname

Toronto (2014, entry + exit)
Vancouver (2011, entry / exit)
Calgary (archived, 2007, entry + exit)
Edmonton (2014, directional entry / exit)

Yep, the closest I can seem to find are the boardings/alightings. I suppose they're fairly close to entries/exits for non-interchange stations, but for interchange stations they might not be so comparable since you can't be sure how many are changing trains and not entering/exiting. For Montreal wiki has figures for annual station entries, but not per average weekday. Thanks anyway.

[Beedok]

Originally Posted by thomax

CBC Hamilton - Metrolinx will control LRT - including the cost, agreement says

Councillors will talk about the timeline on Jan. 25

By Samantha Craggs | Jan 19, 2016


A new light rapid transit car sits in front of city hall late last year. The city will soon clear its first legal hurdle when it comes
to LRT - a memorandum of agreement with Metrolinx. (Tucker Wilson/CBC)


The city can give input on most of the components for Hamilton's future light-rail transit (LRT) line, but for the most part, Metrolinx will be in charge.

Metrolinx contractors will build a $1-billion LRT line along King Street from McMaster University to the Queenston traffic circle. It will also build a line along James Street North from King Street to the West Harbour GO station, or the waterfront if budget permits.

The agreement specifies that Metrolinx owns the project and controls its scope, budget, scheduling, planning, design and construction.

Who gets revenue? Isn't that route the HSR's main money maker?

[Chadillaccc]

Originally Posted by nname

Toronto (2014, entry + exit)
Vancouver (2011, entry / exit)
Calgary (archived, 2007, entry + exit)
Edmonton (2014, directional entry / exit)

Keep in mind, these Calgary stats are missing data for an entire line (West Line, opened 2013), 3 stations on the NE line, 2 stations on the NW line, and City Hall and Olympic Plaza stations have been reconstructed into one dual-directional station, so their ridership would have been combined (so likely well over 20 000).

[Innsertnamehere]

If it's like the Crosstown, Metrolinx will do everything but drive the trains. I believe revenue will just drop into the TTCs cash box.

[MalcolmTucker]

Crosstown is different, since TTC is very insistent on running it. The operating costs will be pretty low - if HSR pays that, they will save more than that in not running buses on that trunk route. HSR paying for operating would make transferring all fare revenue directly collected to the HSR make sense.

[ssiguy]

What is alighting?

[The Chemist]

Originally Posted by ssiguy

What is alighting?

Alight is a more British term that simply means "to get off the train".

[caltrane74]

Smarttrack Ridership Projections

The figures show SmartTrack could see between 282,990 to 321,436 daily boardings in 2031, handily surpassing the current 270,000 riders hopping on GO Transit every day. Those numbers depend on 5-minute service — which the City has not determined is feasible yet — and a TTC fare. SmartTrack also has the potential of reducing capacity on the overcrowded Yonge subway line by 17%, but Chief Planner Jennifer Keesmaat suggested that does not take the need for a Downtown Relief Line off the table. "We still need a relief line in the same proposed timeline because the minute that 17% moves onto SmartTrack, all of these seats and all of that standing room is instantly filled because there's so much latent demand in the system," said Keesmaat.

The numbers drop quite considerably when 10-minute and 15-minute headways are introduced. A 10-minute headway reduced daily boardings by about half when compared to the five minute option; an extra five minute spacing on top of that reduced it further by about the same amount. Similarly, scenarios based on the price of a more expensive GO fare also draw unfavourable comparisons to the TTC fare scenarios. The table below shows that a 5-minute headway using GO Transit prices would attract only about a third of the passengers that we could expect from a system using TTC fares.

[matt602]

Originally Posted by Beedok

Who gets revenue? Isn't that route the HSR's main money maker?

It'll depend who operates it. If Metrolinx operates it, they will get the revenue but that would probably make the LRT PRESTO only, or cash only at machines at the stops, kinda like the Spadina streetcar in Toronto. If the HSR runs it, they'd get the revenue and there will probably be similar payment options to those in place already unless the HSR phases out tickets by then.