Archive for November, 2007

Rethinking Melbourne

Thursday, November 29th, 2007

On the LRT Information Page, I originally referred to Melbourne as “Not full LRT, but worth a look,” and listed it separate from other cities. This is due to the fact that 82% of Melbourne’s tram network shares road-space with other vehicles. Even so, there are parts of it that are classifiable as “true LRT”.

As I have returned to Melbourne on business for this week and next, I am taking the opportunity to better familiarize myself with the tram operations outside of the CBD (Central Business District). While I will be working on updating the Melbourne page over the next few weeks, I believe I will move it into the mix of other cities, as it may be one of the better examples of how things could be done in Toronto and the GTA as a whole.

Within the CBD, shared road-space often means that the trams run in lanes separated from the rest of traffic by nothing more than a painted yellow line. For the most part, this is observed, but it does allow the flexibility of not locking other traffic should it be necessary to get around a blockage, make a U-turn, or turn into a lane or alley when necessary.

Transit Signals in MelbourneThroughout the network, real transit priority signals exist. These are not simply an extra traffic light that receives a fixed piece of the light cycle regardless of the presence of a tram or not. It is true intelligently programmed traffic lights that sometimes gives the trams a signal along with traffic, sometimes ahead of turning traffic, and sometimes after turning traffic. When trams need to turn at an intersection, they get an exclusive signal to proceed or, in some cases, they get a signal along with traffic that receives a green signal who’s movement does not conflict with the tram movement.

On-board Ticket Vending MachineA POP (proof-of-payment) system is used for fares, so all-door loading is possible and this reduces dwell time and evens out the crowds on the vehicles. Unlike other cities where POP fare systems are implemented, it is possible to purchase a 2-hour or day fare from a vending machine on board each vehicle, provided you have coins. This eliminates the need to have machines at each stop, which has the need to go out and collect and restock the machines at stops. It is easy enough to purchase other fare media with other forms of payment at many vendors around the city.

Overhead wiring at Domain Road Interchange in MelbourneThe tram network in Melbourne also demonstrates that pantograph use on Toronto’s streetcar network is very viable. I have heard concerns that some of the intersections in Toronto would be a nightmare to rewire for pantograph operation. After seeing some of the intersections in Melbourne, I can safely say that little modification would be needed in Toronto. Wire frogs and crossings would have to be replaced, but that is about it. While pantograph wiring staggers slightly from left to right with each support, this is a fairly minor change in Toronto. Full catenary is simply not needed for the existing network. Much of Melbourne’s tram network uses a contact wire supported by spanning wires just like much of Toronto’s network. The same can be said for some other street portions of LRTs in other cities: downtown Minneapolis and parts of Pittsburgh (Allentown line and the Library branch) to name two.

Some of Melbourne's TerrainWhile much of Melbourne’s fleet consists of high-floor vehicles, newer units are a good example of low floor design. In fact, the Siemens Combino LRVs (both the 20 m units with three sections and the 30 m units with five sections) have a 100% low floor design, and considering the TTC has now specified a 100% low floor design for the next generation of vehicle, it is nice to see what is possible. The terrain in Melbourne is a good example to see how these vehicles might operate in Toronto. There are a number of hilly sections, with a fairly sudden transition from level ground to somewhat steep climbs. The turning radius at some intersections are very comparable to Toronto’s. About the only things really different is that Melbourne uses standard gauge track with double point switches.

Watch for the changes to the Melbourne page and if anyone out there would like to see a photo of anything in particular, leave a comment or email me and I will do my best to get that photo while I am here.

The Jones Express

Wednesday, November 14th, 2007

While I cannot take credit for calling the Spadina Extension to Vaughan the “Sorbara Subway”, I will do so for calling the Yonge Extension to Highway 7 the “Jones Express”. It is no secret that York Region Transit Committee Chair and Markham Deputy Mayor Jim Jones is all gaga over this subway extension like a kid in a candy store (see his April 24 letter to other York Region councillors here as well as a motion he made on coucil here).

In the near future, I will be adding a page covering the LRT versus subway points in detail for both extensions. In the meantime, here is the latest cartoon on the issue with Jones wanting his turn to play (along with Markham Mayor Frank Scarpitti giving his thumbs up just as he does here)…

Jones Express

The Sorbara Subway

Monday, November 5th, 2007

Here is a nice image that nicely shows what subway expansion to Vaughan is all about…

The Sorbara Subway

Simply put: let’s put in a subway because it is a really neat thing to have and it would be fun! Who would say no to rapid transit?!? Other considerations? We want the shiny train, because nothing we have seen, tried, or heard of someone who has tried, goes as fast! Nice present for Sorbara’s constituents - that is, until it opens in seven or so years and only every second or third train goes that far north.

There is another version that addresses the Yonge Street extension here.