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  1. martin607

    Broadway SkyTrain Extension

    Judging by your reactions, I was too cryptic. I am *not* arguing for an elevated alignment. I am reporting other municipalities' bitter reaction. In other words, other municipalities are arguing "Why not elevated Skytrain, like we had to tolerate?" As I said, that could never happen on the West Side.
  2. martin607

    Broadway SkyTrain Extension

    Love how some of the other municipalities are questioning whether the extension necessarily has to be built in subway. Why not elevated Skytrain like they have? I can imagine the creme de la creme's cream going very sour.
  3. martin607

    Vancouver Special Sightings

    I don't think double deckers would be suitable for a stop/go route like the 5/6, with passengers making relatively short journeys. People would be pushing up and down the staircase all the time and people going only a few stops would be reluctant to use the seats upstairs and would just crowd downstairs. Overall, there would be longer boarding times with double deckers. Is there any truth in the point about tight corners? I've been told that articulated buses can go round corners more easily that 40 footers, because the front section of the bus up to the articulation is actually shorter than a 40 footer.
  4. martin607

    Broadway SkyTrain Extension

    Sorry, I don't follow. I assume the percentages are based on an origin and destination survey of B99 passenger traffic. Why do you think that is irrelevant to planning where intermediate stations should be built? Too early? I thought construction is beginning in 2020. Surely the station positions and layouts are ready well before the tunnelling begins?
  5. martin607

    Broadway SkyTrain Extension

    Yes I was thinking that they could "future proof" the potential station location rather than build straight away. There will still be local bus service, so people could just take the local bus up W.10th Ave from the Alma station
  6. martin607

    Broadway SkyTrain Extension

    Getting back to the main topic, does anybody have links showing detailed plans of exactly where the new stations will be positioned on the street layout? Where will the station entrances be? Also are there any drawings of the layout of the interchange at Broadway- City Hall station? I haven't been able to find much final detail so far though there is some information in this link. https://dailyhive.com/vancouver/skytrain-broadway-extension-millennium-line-stations-vancouver One thing that I did find interesting in the article was the share of destinations for B 99 passengers. Currently 47% get off in the Central Broadway sector up to Arbutus, while 44% are heading for UBC. So that leaves 9% alighting in between. Where should intermediate stations be built? 6% change at Alma so that leaves the question whether it would really be sensible to build stations at MacDonald and Sasamat for 1% or 2% each. Imagine the train travelling from Arbutus to UBC with only one intermediate stop at Alma.
  7. martin607

    Broadway SkyTrain Extension

    I agree. I was just expanding the fantasy about Cambie trolleybuses set off by @Mark Walton . Anyway this has gone way off topic for this thread. Sorry.
  8. martin607

    Broadway SkyTrain Extension

    Normally that might be right when you have to provide new substations to feed the line as well as the overhead wires themselves. But in this case I suspect the substation capacity is already there from the previous existence of the route. For example there is the large substation at the corner of the old Oakridge TC. And a major new substation was installed for the opening of the extensions to Marine Drive station. These and others could supply the necessary power through the usual system of feeder cables. So the cost might be reduced to a $750,000 / kilometer or less.
  9. martin607

    Broadway SkyTrain Extension

    Thanks - you've filled out the detail for me. I had worked out which routes were going where e.g. see the post just before yours. A number of further points. Re the 17, it's a bit of an uphill walk from Broadway to 12th for us more senior people. That said I wonder if some people will like the diversion. The route on 12th runs past the hospital (no walk up from Broadway) and it passes City Hall. So some people may actually like the diversionary route, though no doubt others would prefer direct access to businesses etc on Broadway. How about an extension further south? Given that the substations are already there and paid for (e.g. the one on the corner of the old Oakridge TC) stringing up a few km of wire wouldn't cost that much.😉 One for the dreams and aspirations thread, perhaps.
  10. martin607

    Broadway SkyTrain Extension

    I understand that but I couldn't understand why the blockage of Broadway has to go so far west of the two stations at Granville and then Arbutus. Since raising the question about the diversions, I've been told that the 14 will run on 4th then Macdonald and back to the normal route on Broadway, Alma, 10th etc. With hindsight it's obvious that the 14 wouldn't be able to use the diversion on 12th, as station works at Arbutus would prevent turning back onto Broadway from Arbutus.
  11. martin607

    TransLink Future - Dream's and Aspirations

    Somebody posted this link in the Broadway Skytrain thread. https://engage.gov.bc.ca/broadwaysubway/early-works/
  12. martin607

    Broadway SkyTrain Extension

    Wow, those are extensive detours. I thought they were going to use tunnel boring rather than cut and cover, so I don't understand why the diversions off Broadway have to be so long e.g. Granville all the way to Arbutus. If only the fleet had 2019 standards of In Motion Charging, this capital expenditure could have been avoided not only for the 14,16 and 17, but the 9 could have been kept as a trolleybus service, with the middle section operated on batteries to cope with the various diversions. Can somebody explain the diversion on to MacDonald Street, as it's well west of the initial terminus at Arbutus?
  13. martin607

    Greater Dayton RTA

    Only routes 4 and 8 have all-day trolleybus service, while 1,2 and 3 have only a few trips. According to sources, peak trolleybus requirement is only 14. One of the NexGen is out of service following an RTA, leaving 3 available. There's probably ~30 ETIs still around, more than enough to cover the current requirements. I assume that when there is a full fleet of NexGens, the number of operational trolleybus routes will be considerably higher. I assume some current routes go beyond the limits of the old wiring, so that is why having extended range batteries is so useful.
  14. martin607

    King County Metro - Seattle, Washington

    Yes but what's the update? As far as I can see the video and the facts all date from 2016. Why are Kiro pushing this three years after the event as "news"? That said, it is shocking (groan) that KC Metro did not have proper safety training procedures for its new fleet. I cannot understand this, as the majority of mechanics would have worked on the previous trolleybus fleet and would have been aware of the general issue of a "hot coach". But it sounds as if the hot coach detector was disconnected. Was that a maintenance fault or even a manufacturing fault? Finally on dewirements, the first example shown on the video looks like it was caused by overhanging tree branches. Surely KC Metro inspects all routes and prunes trees where they might foul the overhead wires?
  15. martin607

    2018/2019 Electric Bus Project

    The voltage doesn't matter too much, it's the total power capacity that matters (i.e. Voltage times Current = Power). At the moment the most powerful opportunity chargers are rated at 450 kW at up to 800 V. Here is a specification sheet for one manufacturer's 450 kW charger. I chose this one because it gives more technical detail than I could easily find for either ABB or Siemens. https://www.heliox.nl/products/ultra-fast-dc-450-opportunity-charger From the spec sheet you'll see that the voltage can lie anywhere in the range of 480 V to 800 V. So it relates very well to the nominal voltage of the trolleybus overhead supply, which is is 600V, i.e. in the middle of the range. Also don't forget with modern power electronics, the voltage can be stepped up or down as desired. However, one charging station with power capacity of 450kW and running at 600V would be drawing a current of nearly 800 Amps. By itself that would be alright but it would taking a very sizable proportion of the substation's total capacity and the neighbouring trolleybuses might slow to a crawl. So I don't think this would be a long-term solution. Kiepe Electric has done a very interesting study that shows that the installed power capacity required for battery buses using opportunity charging is twice as great as that for trolleybuses and overnight charging of BEBs requires four times the installed capacity of an equivalent trolleybus fleet. Put simply, trolleybuses get their power smoothly and continuously over the whole service day while battery buses draw their power over shorter periods - either 5 to 10 minute charging breaks, or overnight, where there is a peak load period of about 3 hours. Yes. There are systems that do this. The TOSA system in Geneva uses flash charging with 600 kW at each stop. Given what I said above about high currents, I understand the charging stations have super capacitors that draw energy smoothly between bus arrivals and store it ready to provide a quick flash charge when the next bus arrives. This avoids horrible 1000 Amp peaks on the supply system. Of course the extra equipment costs money.