Johnny Au
Senior Member
Here's Part 1 of Cedarvale station on May 31, 2021:
This is faster than what you were expecting? I was expecting it to be even faster than this. Acceleration appeared sluggish for what I can only assume are testing-released reasons.
Cool to see them testing a full length train already. Faster than expected
So long as it doesn’t stop at red lights at intersections that aren’t stops, including red lights at intersections that are stops where the platform is on the other side of the intersection.
That's only a three car train. If a train is disabled for some reason, it would need to be pushed by an other train all the way to the MSF at Mt. Dennis. Meaning, a possible six car train. They'll need to test out that possible scenario, just in case. They'll have to test out the limit of the number of cars, one car can push or pull over some distance.Hard to believe they're going to run trains that long on the street!
I think they will, unfortunately.. There are too many small intersections that allow left turn (such as Swift Dr., Sloane Ave, Eglinton Square, and Pharmacy Ave around Victoria Park intersection; some of them only 200m apart. from each other), so I think it is almost impossible to synchronize all traffic lights to allow a good throughput frequency. If they had eliminated all these secondary street crossing and left only the main intersections to cross the line, then traffic lights could probably manage a good frequency of trains. They might opt to use the Crosstown as a "two-tier" system: the fast right-of-way part, (Keel to Laird, turning back some trains at Laird), and the slow part (Laird to Kennedy).So long as it doesn’t stop at red lights at intersections that aren’t stops, including red lights at intersections that are stops where the platform is on the other side of the intersection.
This is because "transit priority" is management/politician dream compromise but an engineering nightmare. Train signaling on its own is hard - see basically every new transit line anywhere at the start, adding in this type of constraint just makes it worse (i.e., money and testing on signaling is never budgeted for correctly and making that part of the problem harder is just asking for trouble). And it inherently requires compromise between trains, vehicles, and what you all seem to forget, PEDESTRIANS, which is totally unneeded. We need to stop trying to play a zero sum game between modes of transportation when we don't have too, and this line is a crazy example of this.It will though, Transit Priority was mostly denied by the Toronto transportation commission (aka the car lovers). They are giving the trains a couple more seconds of green as they approach lights, but thats it.
This is because "transit priority" is management/politician dream compromise but an engineering nightmare. Train signaling on its own is hard - see basically every new transit line anywhere at the start, adding in this type of constraint just makes it worse (i.e., money and testing on signaling is never budgeted for correctly and making that part of the problem harder is just asking for trouble). And it inherently requires compromise between trains, vehicles, and what you all seem to forget, PEDESTRIANS, which is totally unneeded. We need to stop trying to play a zero sum game between modes of transportation when we don't have too, and this line is a crazy example of this.