I've been away for a bit, so here are a bunch of delayed responses:
Quote:
Originally Posted by lrt's friend
The Trillium Line falls off schedule quite often.
|
The Trillium Line doesn't have a schedule during four train operation. As stated on the platform signage, trains come every 10-12 minutes. When two trains are in operation, then the 15 minute schedule operates, and trains follow it. Whatever you see that looks like an actual schedule for four train operation is just filler content generated so apps and the website have something roughly to show. Light Rail Operators are instructed to drive the trains as quickly as possible, not to adhere to any specific timing.
Quote:
Originally Posted by lrt's friend
The Confederation Line will not have quite the issues as the Trillium Line but as with the Trillium Line, expect the schedule to be just a suggestion. Schedule boards at stations will be real time.
I am going to say that the single tracking with the Trillium Line is not a big issue as far as adherence to a schedule. The timing for train passing is down pat so the only big difference is the Ellwood Diamond.
|
Together, passing tracks and the Ellwood Diamond are what limit the frequency the Trillium Line can operate at. Because the back and forth nature of the trains overlaps, there is no recovery time in the schedule. Any impact to train operations, including an extra few seconds of platform dwell time, directly impacts the frequency of all four trains on the line. I have heard from LROs that they can tell if the crew is all full time staff, as the frequency will be greater than when part-time staff are also driving.
Quote:
Originally Posted by Uhuniau
The stickers are still up. And even if it's permitted, it is still awkward and even dangerous, especiallly given the truly terrible driving habits of most OC Transpo bus operators.
|
The stickers indicate that standing in the stairwell or upper deck is not permitted. Going up or down the stairs is permitted.
Quote:
Originally Posted by 1overcosc
There should be, but it's hard to make it work with the single track passing track set up (a lot harder than Gladstone will be). In the interest of keeping the line reliable, IMO, Walkley station should be deferred until the route is double tracked. It already has Transitway service so it shouldn't sting too hard.
|
Walkley being single track will have little impact on operations, while double-tracking Gladstone can potentially improve operations. The northern portion of the line is currently slower than the southern portion of the line, as the passing track is shorter, and not well located. Gladstone will allow the southbound train to be waiting when the Northbound train arrives. At Walkley, the northbound train will leave when the southbound train is on the siding, and the southbound train will only be delayed by a few seconds.
Quote:
Originally Posted by OCCheetos
I disagree with that. Most of the reason that trains wait so long at Greenboro is because (I think, this is just based off of observational evidence) that the train there can only depart once the train travelling the other direction departs Confederation. Since the passing track is placed closer to Confederation, that train just has to wait around for roughly a minute while the train from Greenboro travels to the passing track. Adding the station at Walkley could mean that a train would need to spend less time waiting at Greenboro since it could spend that time at Walkley instead.
That being said, double tracking would be better, obviously, and I'm surprised they wouldn't double track that section of the line. It would seem to be easier along there than in the rock ditch where Gladstone is..
|
You're pretty much deduced how the line works, though maybe not why. You are correct that when the southbound train leaves Confederation, the driver indicates so over the radio, and the northbound train then leaves Greenboro. The issue is that the signals have a 30 second timer in them. When the train pulls into the siding, a 30 second countdown begins, and then the opposite direction gets a clear signal. The system as a whole runs most effectively when the Carleton bound train gets to the siding after the Greenboro bound train, and the signal timer has already timed out, as then the train can then carry its speed through the siding. The southbound train really has nowhere better to be, since it's heading to wait at Greenboro anyways.
Quote:
Originally Posted by kmcamp
Although in a multi billion dollar project, it does seem strange that they wanted to save money by choosing a design with more white paint. While I'm sure it is cheaper, I can't see how it could make much of a difference in the budget. Reminds me of this old Dilbert cartoon about silly cost savings:
|
Quote:
Originally Posted by roger1818
What makes you think it was to save money?
|
Quote:
Originally Posted by kmcamp
It was actually written somewhere about "easy maintenance"... can't find the reference off hand though.
|
Quote:
Originally Posted by caveat.doctor
I think that came from one of the slides:
Besides the OC Transpo "curve" being dated, it's already being replaced by the red O as the branding everywhere else. Don't see why we're spending more effort to add the old brand when it's going to have to be taken off and replaced anyway.
|
I recall from the documents given to council at the time that the white colour scheme was being driver by RTG, as they would be the ones maintaining it long-term. They also wanted the colour scheme early on in the process, before the "Big Red O" design was created. OC has mentioned that they plan on keeping the maple leaf as the vehicle livery, so while the swoosh is now out of date, I don't know how the new "O" would work with the maple leaf that seems to hold up as fairly popular.
Prev
Linear Mode
