unrealestate
Active Member
having a section above ground and not grade separated was such an idiotic decision
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Superstar
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This headline on CP24 really sums it all up! Certainly good new that it COULD open in 2025!
www.cp24.com
Eglinton Crosstown LRT could open in 2025, Metrolinx CEO teases
There may be light at the end of the tunnel for the Eglinton Crosstown LRT. Metrolinx CEO Phil Verster provided an update on the over-budget, long-delayed project on Thursday at a board meeting, saying the Crown corporation is pushing towards a 2025 opening date.
www.cp24.com
Bojaxs
Senior Member
Hear, hear!
EDIT: Hopefully sometime in the future we can consider converting the entire Eglinton line to the same standards as the Ontario line. Including grade separating the "Golden Mile" stretch.
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smallspy
Senior Member
It's not new.
This is an off-the-shelf product that then gets modified to suit the system that it is running on. It may also require specific changes to suit the particular hardware that it is running on or interfacing with (different signal vendors, axle counters, dealing with phase harmonics, etc.) but all-in-all it starts out as a standard suite of parts.
Now, that said, it is not the same system as used on the subway, or was used on the SRT. So the training is also a little different, although mainly because of a change in terminology.
For the record, the training time - 30 days per class - is the exact same amount of training as on the subway or SRT.
Dan
smallspy
Senior Member
Off-the-shelf proven product that needs to be modified to suit the local needs, standards and regulations.
This is the same idea as the Alstom system that has been installed on the subway, although that was trickier and more complex as it was installed over an existing system as it operated.
Dan
stevedean
New Member
Help me understand this one - has training not been going on for months already? How many batches of drivers do they need to train?
How is it that in the 50s/60s they only needed 1 month of training TOTAL - and now it takes months upon months with no official date given.
drum118
Superstar
Happen to see a 2 car train at Black Creek today heading to the yard. It was doing about 10km making the turn into the yard off the mainline and real slow doing so..
Coolibop
Active Member
I would remind everyone that the software issues did not take that long to fix, nor were the big holdup on the project. All eyes on any slowdown are immensely amplified at this juncture; it sounds pretty routine/manageable.
The answer from Metrolinx would most certainly be 'YES'.
stevedean
New Member
Software issues were mentioned all the way back in March: https://toronto.ctvnews.ca/major-co...urance-issues-outstanding-metrolinx-1.6821701
ZEBuilder
Active Member
KW's LRT had similar issues with the signaling software when the line initially opened. KW's operates with LOS and ATP with ATP purely for the dedicated corridors (Mill to Fairway along the CN and Hydro right of way, Uptown Waterloo to Northfield along the existing train right of way) however the transition from LOS to ATP was causing problems initially and it got to the point where they said we'll open the line without having ATP functional and purely have LOS on the entire system. Eventually they got ATP to work and then patched it into the software but this was easily a couple of months into the line already operating.
Eglinton could have taken KW's system but the software is for ATP/LOS so you'd have to still significantly alter it if you were to take it for line specific issues.
jordanmkasla2009
Active Member
And the biggest issue in KW was crosstalk between vehicles entering and exiting ATP sections at the same time which would cause vehicles to emergency brake with the ATP display showing “HH” as if either vehicle had infringed on the others protected moving block.
T3G
Senior Member
For what possible reason would they need ATP for the dedicated sections of ION? At the speeds and frequencies they run, surely a meeting between trains isn't very likely? This isn't a subway service running every 2 minutes...
ZEBuilder
Active Member
It's not likely but if a train were to get super delayed once they are operating at 5-7.5 minute frequencies it could happen. I know currently when a train gets delayed from loading and unloading during rush hour it'll often times get delayed by 3-4 minutes, so by the time KW gets to those higher frequencies you could get trains catching each other, it's certainly better to have it in that case then not.
smallspy
Senior Member
30 days per class, and at least for now they are able to teach two classes simultaneously - a morning class and an afternoon class.
2 sets of classes have already completed their training*, with the third not quite half-way through.
Training on the subway has gotten a bit more intense with the addition of more equipment and capabilities to the trains, and a far more complex signal system.
*I saw that 2 sets of classes have completed training, but that is not true for the second class. They had a substantial portion of their at-the-throttle training curtailed due to the signal system issues in October.The hope is that the signal system will be stable enough - and indeed, that appears that it might now be the case - to allow them to finish that portion of their training during the simulated revenue service.
Those were the original software problems going back a year or so, and well before everything was completed enough to allow TTC access for training.
This new problem is one that had not been seen before, and was deemed to be safety-critical.
Dan
Coolibop
Active Member
I understand. I was just trying to convey that we'd all be more forgiving of it if the construction portion went smoothly...