Tag Archives: Bombardier

So what is the Bombardier #C-Series anyway?


Porter Airlines Dash-8 at Ottawa Macdonald-Car...

It’s a nice looking jet and it’s great to see that a #Canadian company may possibly compete with the likes of #Airbus and #Boeing. Seating between 100 – 149 seats and leaving a smaller environmental footprint I dare to say that maybe “less is more”. With the rumors of Porter Airlines purchasing these jets it will be interesting to see what happens in the long-term. Will they expand Billy Bishop Airport? Will these planes fly out of Montreal? Maybe, with the new Airport link, they will fly out of Pearson? What about Hamilton, Oshawa Airport or Buttonville? We will have to wait and see what actually happens today at the announcement. Hopefully the Bombardier C-Series will shake up the industry. Maybe we are just a bit nostalgic over the prominent days of the Avro Arrow and Canada being on top once again.

By: @iammannyj

From Wikipedia, the free encyclopedia:

The Bombardier CSeries is a family of narrow-bodytwin-engine, medium-range jet airliners that are being developed by Canadian manufacturer Bombardier Aerospace. Models are the 110-seat CS100, and the 130-seat CS300. These were initially named C110 and C130, respectively. In November 2012, Bombardier announced that the CS100 would take its maiden flight in June 2013 and enter service in 2014. 

To learn more about the CSeries go to http://cseries.com/info/en/

The Game of Thrones and Transit in Toronto


LRT or Subways? This has been the ongoing debate, unfortunately the lines between truth are certainly grey. Let’s start with the Eglinton Cross-town, which definitely the current hot potato. Rob Ford has continued to use the word “subways”, which implies that we are going to get the same type of transportation that we see on the Bloor-Danforth or Yonge line. This is far from the truth, and I wish that he was clear with Torontonians. They are not “subway” trains, but Light-Rail vehicles (or trams). These are not streetcars, like the current variety, but politics have polarized the issue to make it seem so. I think that the original Transit City plan was a novel idea. Think about it, the Cross-town line would be underground from Jane to Leslie. It would then be above ground and then replace the current Scarborough RT, which is already on a dedicated track. A large part of the line would be on its own unobstructed line. Now maybe we can investigate changes on Eglinton, in Scarbouough, but it wasn’t a bad idea. Then we have Sheppard! You know what I feel and I also would like to see it finished, but we don’t have the money. In my opinion, we could take some of the funds, along with the other revenue sources, and simply go to Victoria Park for now. It’s again, unfortunate that the issue is clouded. I suspect that we may continue arguing over the merits for the next 2-3 years, or until the next election. What we have is a game of thrones and who will sit on it. Rob Ford or Karen Stintz. We have been talking about transit for over 25 years. Tell the truth and let’s get something done!

Government fails Toronto Transit again! Transit City is now dead, who can be trusted?


No more funds for Transit CityRocco Rossi will not have to keep his promise to kill Transit City. Dalton and the Liberals may have done it for him? Is this one of the “dumbest decisions ever made?” The government seems to be following in the footsteps of its predescesors and the Mike Harris Progressive Conservatives, when similar projects were ended without understanding the long-term investment in Transit for a viable city. What do you think? Who is fighting for Toronto and the G.T.A?
The G.T.A Patriot
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Fri, 2010-03-26 05:40.
Cheryl Camack

As a part of the Thursday’s provincial budget the McGuinty government announced a belt-tightening of $4 billion over five years that will derail the expansion of public transit projects, essentially cutting Mayor David Miller’s Transit City funding by half.

In a press conference in his city hall office, a seething Miller says he’s “beyond disappointed” by the cuts.

Miller says this is unacceptable to him and it should be to the people of Toronto.

“You don’t balance budget’s by stopping building the future–that’s the job of the government”

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Liberal budget swipes away Transit City funding

Should we now reallocate funding for Transit City?

Click to read poll

Toronto Mayoral candidate Rossi plans on stopping all TTC Light-Rail (Transit City) Expansion


TTC LRT

New Light-Rail for Toronto

Have we learned nothing from history and the reasons why there is a lack of good public transit options in the city of Toronto? What about jobs for the people of Thunder Bay? Again, with another knee-jerk reaction we may loose all we wanted in the city of Toronto and public transit by electing Rossi. Remember, if this is the attitude we took in the past, we would never have had the full Bloor-Danforth line, Spadina extension or top-end of the Yonge line (even our network of Streetcars that make the city). In other words, if you think transportation is bad now, what do you think it would be like in the future?

Read more below

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Rocco RossiToronto mayoral candidate pledges to make waves at city hall by banning bike lanes on major arteries and possibly quashing light-rail plan.

When Rocco Rossi vowed to banish bike lanes from major streets, the suit-and-tie crowd at the Empire Club event erupted into its most enthusiastic applause yet for the first real speech of the 2010 mayor’s race.

The line demonstrated that Mr. Rossi knows whom he’s after: right-leaning suburban voters fed up with David Miller’s city hall.

Mr. Rossi is promising to halt all but one of the city’s planned light-rail lines until he can review the project’s finances; to replace the Toronto Transit Commission’s board of councillors with private-sector experts; to create a region-wide economic development corporation; to sell assets, including Toronto Hydro; and to outsource city work in a bid to decrease the power of unions.

“Make no mistake, last summer’s city workers strike showed just how weak the city has become in the face of its major unions and how utterly without a plan we are to correct this imbalance,” the former Liberal fundraiser and businessman told a packed room at the Royal York hotel. “As mayor I will bring us back into balance by pursuing outsourcing and managed competition for certain city services.”

Mr. Rossi’s speech was unusual for making concrete commitments early in the marathon campaign, leaving his competitors 10 months to savage his proposals. They didn’t waste time.

“I’m glad to see he’s throwing out 1,000 ideas and seeing what sticks,” scoffed Joe Pantalone, the deputy mayor who is running to replace his boss. “But this is not a carnival we’re talking about here. This is a city that’s complicated.”

Mr. Rossi drew the most fire for suggesting he might halt the Transit City plan, even temporarily.

In his speech, Mr. Rossi lamented the delays and cost overruns that plagued the construction of a streetcar right-of-way on St. Clair West, but it wasn’t until afterward that he expressed his concerns about Toronto’s plan to lay 120 kilometres of light rail on dedicated lanes.

“I think there’s some real problems that have been shown by what’s happened at St. Clair and I think we’d be foolish not to have a deep and long look at that,” he told reporters.

Asked whether that constituted a moratorium, he replied: “On anything that we can stop right now, yes.” Only one Transit City line, Sheppard East, has broken ground so far.

“Mr. Rossi’s suggestion that he would freeze all new transit projects until he has reviewed the city budget would not only put countless constructions jobs at risk, it reflects a troubling lack of understanding of the city’s finances,” a senior member of George Smitherman’s campaign said. “These projects are funded almost entirely by the province, sometimes with federal help.” Mr. Smitherman, the former deputy premier, is the race’s early front-runner.

The centre-right voters Mr. Rossi is hoping to attract likely would have voted for former Ontario Progressive Conservative leader John Tory.

But Mr. Rossi will have to run a campaign vastly different from Mr. Smitherman’s if he hopes to make the leap from virtual unknown to mayor. For now, he’s casting his lack of elected experience as an advantage.

“It’s been over a hundred years since we elected a mayor who wasn’t already in elected politics,” he told the crowd. “Maybe, just maybe, that’s part of the problem.”

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Conversion the Scarborough RT to an LRT Not a Dead Issue according to reports


The possibility of converting the Scarborough RT to true LRT when its current fleet reaches the end of its life, instead of conversion to ICTS Mark-II, is still being considered by the TTC.

In the supplementary agendafor the October 23 TTC meeting, the status update on Transit City includes a section on the planned upgrading and extensions of the Scarborough RT. The following paragraph appears in the document:

The project team is currently re-visiting the option of converting the Scarborough RT from its current vehicle technology to light rail technology, when the current fleet of vehicles reaches the end of its service life.

Read more at the Toronto LRT Information Site

Website: http://lrt.daxack.ca/

Eglinton subway not in cards – David Miller


But only paperwork in the way of Spadina extension, Mayor says
By: Natalie Alcoba
National Post Published: Saturday, July 26, 2008

Government officials signalled yesterday that construction will soon start on the anticipated Spadina subway extension, even as the Mayor dismissed a new push to build a subway along Eglinton Avenue. “You should build subways in extremely dense neighbourhoods where you have two-way traffic because there are offices and people living … you don’t build subways where there’s not that ridership and it’s not projected to be” along Eglinton, Mayor David Miller said yesterday. “And there isn’t the money, it’s that simple.”

Toronto’s ambitious Transit City project, which is planning for new light rail lines across the city, includes a light rail route along Eglinton that would extend from the airport to Kennedy, and run underground in a a 10-kilometre tunnel between Laird Drive and Keele Street.

But area city councillors and Metrolinx, the province’s GTA transportation agency, believe Eglinton may in fact warrant a subway. Metrolinx chairman Rob MacIsaac said the agency has not settled on the subway as the best route, but preliminary ridership results suggest it could use something more than a Light Rail Transit. The LRT is projected to cost $2.24-billion, which Mr. Miller says is about $4-billion less than the cost of a subway.

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Toronto transit looks to reopen streetcar bidding


TORONTO, Aug 26 (Reuters) – Toronto’s transit authority said on Tuesday it will recommend to its commissioners that it enter into a new bidding process with three major light rail manufacturers to replace the city’s aging streetcar fleet after the initial process was scrapped last month.

The Toronto Transit Commission said that it will propose starting discussions with Bombardier Inc (BBDb.TO: Quote, Profile, Research, Stock Buzz), the Canadian arm of Siemens (SIEGn.DE: Quote, Profile, Research, Stock Buzz) and Alstom (ALSO.PA: Quote, Profile, Research, Stock Buzz).

The discussions on technical and commercial requirements will be part of a multi-step bidding process that will include a competitive pricing phase before the C$1.25 billion ($1.19 billion) contract is awarded.

The TTC said it had met with representatives from each of the companies, all of whom said they could build a streetcar that would meet the technical requirements set out in the original bidding process.

One of the terms stipulated by the TTC is that at least 25 percent of the content for the vehicles’ design and construction would have to be Canadian.

The contract for 204 new streetcars had at first looked likely to go to Montreal-based Bombardier, but the process hit a snag in late July when the TTC said the proposal it received from the company did not meet the technical specifications.

The TTC said the design would not be able to handle some of the tight turns on Toronto’s existing track network. But Bombardier disputed the claim and said that it stood behind its bid.

The only other bid submitted at the time was from Britain’s TRAM Power Ltd, which was determined to not be commercially compliant, and the original proposals process was canceled.

Germany’s Siemens and French-based Alstom had expressed interest in the contract, but had not submitted formal proposals.

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TTC streetcar deal to Alstom?


Alstom Trams and Streetcars for Toronto

Alstom Trams and Streetcars for Toronto

By Christina Blizzard

It’s a contract worth $3 billion in tax dollars and thousands of jobs for the provincial economy. The TTC’s bid to buy 204 low-floor streetcars is the largest public transit contract in the world right now. Yet it’s hard to avoid the conclusion that the way it’s been negotiated is more like a soap opera than a massive public transit deal.

In what would be a major upset, it seems likely the deal will go to a French company, Alstom, and not to the Bombardier plant in Thunder Bay.

Last year, the TTC issued a request for proposal (RFP) from bidders. It’s a two-phase deal worth $1.4 billion in the first part and up to $3 billion by the time it is finished.

There were only three serious bids at the time — Siemens, the big German corporation, Bombardier, and Tram Power, a small British company whose bid, according to TTC Chair Adam Giambrone, was deemed “not commercially viable.”

In July, it was thought Bombardier was a shoo-in when Siemens abruptly withdrew from the bidding. Industry insiders were shocked when the TTC announced the Bombardier bid didn’t meet their technical requirements. Not just that, they made dire warnings that the Bombardier streetcars would derail, a claim Bombardier says is ridiculous.

In a July 26 press release Bombardier called for TTC commissioners to conduct a review of the decision after a team of Bombardier engineers and experts reviewed the TTC’s reasons for the disqualification and “found no acceptable rationale.”

The TTC threw the deal open for all to come and negotiate. Giambrone told me yesterday there are three finalists for the deal: Bombardier, Siemens and a last minute entry, Alstom, which built the Washington subway. Between the three companies they have 90% of the world public transit market.

All this comes at an embarrassing time for the provincial government. They recently instituted a 25% Canadian content regulation for public transit projects.

The TTC will make a mockery of that requirement if it awards the deal to an off-shore company at a time when the manufacturing sector in this province is in such dire straits. Thunder Bay has been particularly hard hit with the loss of jobs in the forestry sector.

“It is not the obligation of the TTC to do province-wide economic development,” Giambrone said in a telephone interview yesterday.

He pointed out the TTC pioneered the 25% Canadian content requirement even before the province mandated it.

“It was a realistic and a reasonable compromise that allowed us to have fair competition while at the same time ensuring that economic benefits come back to the Toronto area. The automobile industry is centred around the GTA so that will produce a lot of parts for it. There is also the possibility of assembly in Thunder Bay,” he said.

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Before You Move: Where Are The Next Transit Hubs?


Toronto Light Rail NetworkHere’s an easy question: where do you live?

Now here’s a much harder one: where should you live to ensure you’re near a GTA transit hub and how will the TTC’s plans for expansion impact the value of your home?

The answer to both queries can be worth thousands of dollars because the old real estate axiom about location, location, location has a well-known addendum: being near a subway or major transit route can instantly increase what your home is worth without you having to do anything at all.

But can you tell where they’re going to build or if the place you’re looking to buy will one day find itself on a subway or major transit line? The answer is yes, if you believe government plans about where officials hope to put the new routes.

Adding transit takes years of planning and a commitment of millions of dollars and all of it has to be done well in advance. That means the powers-that-be know where they’ll be putting the new tracks and trains as much as a decade or more before a shovel actually hits the ground.

One of those locations could be along waterfront-adjacent Cherry Street, which would make the folks on Condo Row lick their collective chops at the thought of bulging resale values.

“Streetcar access is phenomenal in terms of adding to value and presence … people want to be on a streetcar line,” said David Jackson, a Toronto urban planner.

Plans for the new tracks could start as early as spring 2009, while the underground expansion of the Don Mills subway line all the way to Morningside could have homeowners on the north side of town dreaming of dollars, though there’s no official date for that project to commence.

So just how much of a bottom line difference are we talking about here?

“Easily thirty to fifty thousand dollars,” confirmed Toronto realtor Janice Mackie. “Thirty thousand dollars is a parking spot … you don’t have to purchase that.”

What’s more, given the constant rise in gas prices and the GTA’s traffic volume, the Better Way may soon be looking even better still.

And while the two mentioned above are among the more central and immediate transit expansion schemes in the works, there are dozens of others being hatched around the GTA and Ontario as well.

Toronto Transit City

Here’s where you can check out the best laid plans that are being laid out right now.

Transit City: Can tell you about planned expansions in the city of Toronto.

Transit City map: Have a peek at what a future light rapid transit system might look like.

Move Ontario 2020: See the plans for the rest of the GTA here.

Move Ontario 2020: See a map for the GTA

Waterfront Toronto: The downtown core may soon look a lot different than it currently does.

Metrolinx: Transforming transit in the GTHA

See original CityTV News video and read more | digg story

Toronto Porter Airlines’ Big Apple Plans Soured By FAA


The U.S. Federal Aviation Administration has taken a big bite out of Porter Airlines’ Big Apple ambitions.

The regulator ruled the Toronto-based upstart airline must trim its daily schedule of 14 flights between Hogtown and Newark, N.J. by four in order to reduce congestion and delays at Newark Liberty International Airport.

Porter, which operates out of the Toronto City Centre Airport, argued the reduced schedule violates the U.S.-Canada open skies pact, adding that the market should determine the amount of competition that exists.

But the FAA was unconvinced, saying Porter’s new, slimmed-down schedule would take effect in the summer. That means Porter must cancel 29 per cent of its weekday flights and reduce its Sunday schedule. The carrier said that given the 11pm curfew in effect at the Toronto Island Airport the rules will effectively limit its Toronto-Newark flying hours to between 7am and 5pm.

Porter president Robert Deluce had hoped to land at Newark at 5:30pm and leave again at 6:30pm, to capitalize on business travellers heading to and from New York. It has so far sold 25,000 seats on the Toronto-Newark route, competing with Air Canada and Houston-based carrier Continental.

The upstart airline, which began operations in October 2006 flying between Toronto and Ottawa, has expanded to other destinations including Montreal, Halifax and Quebec City.

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Bombardier Awarded Fleet Operations Contract With GO Transit In Toronto


Bombardier Transportation announced today it has received a contract to supply fleet operations services for the Greater Toronto Transit Authority (GO Transit) commuter rail system serving the city of Toronto and surrounding regions.

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Toronto’s $1.25-billion light-rail gamble


Check out the “Globe and Mail” link below for this excellent post on Toronto’s Light-Rail Transit City situation.

http://www.theglobeandmail.com/servlet/story/LAC.20071124.TTC24/TPStory/TPEntertainment/Ontario/

Toronto’s decaying streetcar fleet, once made up of iconic “Red Rockets,” is rarely now described as a beloved historic symbol of the city. Drivers see streetcars as cumbersome obstacles. Riders despair at how crowded and infrequent they are. And residents near the tracks complain about rumbling vibrations and squealing wheels.

Just like the rusting family beater, the city’s streetcars are more than ready for a trade-in. The result – a brand new, state-of-the-art $1.25-billion fleet of what the rest of the world calls “light-rail vehicles” – will not only rekindle our love of the mostly downtown-centred streetcar system, proponents say, but provide the foundation for a radical expansion of rapid transit in the city.

As Mayor David Miller’s planned $6-billion, 120-kilometre light-rail expansion spreads across dedicated lanes in the suburbs, these sleeker, larger streetcars are supposed to coax thousands of commuters out of their cars and once again become a postcard-worthy symbol of the city. But huge financial, political and technical hurdles remain before 21st-century light-rail cars can roll onto Toronto’s 19th-century tracks.

“This is rebranding the streetcar and making it more like what people have experienced in Europe,” says Joe Mihevc, vice-chairman of the Toronto Transit Commission. The councillor for St. Paul’s is the driving force behind the TTC’s streetcar desires.

“… It will set us exponentially on the next level in terms of global cities and environmental sustainability.”

The TTC plans to buy 204 new streetcars at first, but possibly many more later for its suburban expansion lines. The new vehicles, expected to cost as much as $5-million each, will be “low-floor,” free of steps at the doors so the disabled can board, as required by Ontario law. This will also benefit an aging population and parents with strollers.

At about 30 metres in length, the sleek, new vehicles will dwarf the current “articulated” streetcars, and carry more than 260 people when full, compared with 132 passengers on one of the current regular streetcars and 205 on an articulated one. They will have modern amenities such as air conditioning, which are foreign to the current clunkers.

The contract will be the largest streetcar deal in North American history, and one of the largest orders currently up for grabs in the world. And that has massive streetcar makers, and their lobbyists, circling City Hall, even though the province has yet to signal that it will help the city with the bill. A request for proposals is to go out before the end of the year, with the TTC hoping it can award a contract in the spring, and have the cars gradually rolling into service starting in 2011 after two test cars arrive in 2010.

IN THE RUNNING

The two leading companies are Montreal-based Bombardier, which is offering a modified version of its Flexity Outlook, now running in Brussels and elsewhere; and the Canadian arm of Frankfurt-based Siemens, which wants to build a modified version of its Combino Plus, now running in Lisbon and Budapest.

Also expected to bid on the contract are Czech Republic-based Skoda Transportation and Dusseldorf-based Vossloh Kiepe, with local manufacturer Martinrea International. Other bidders could come forward.

The TTC has committed to a fair competition for the deal after being stung by controversy last year, when it awarded a $674-million contract for 234 subway cars to Bombardier without competition in order to protect jobs at its Thunder Bay plant. This time, the TTC will include “Canadian content” provisions in a competitive bidding process. This is common around the world: U.S. rail-transit vehicles, for instance, must have 60-per-cent American content.

When evaluating the bids, sources say, the TTC may award companies as many as 10 points on a 100-point scale, based on how much of the vehicle a company pledges to make in Canada. The companies would not talk publicly in detail about the issue. But sources close to Bombardier have expressed concern that the proposed system may be too lenient, and could allow foreign firms to build much of their product in countries with cheaper labour, and make up the lost points with a lower price. Sources close to other bidders have suggested a fear of the opposite: That the rules may tip the scales in favour of homegrown Bombardier.

Still, Mike Hardt, vice-president of Bombardier Transportation, wouldn’t commit in a recent interview to building the new streetcars in Thunder Bay, saying the firm needed to see the TTC’s request for proposals first. “Is there going to be local content work?” Mr. Hardt said. “That’s a speculation that I can’t make. … We’ve proven that we can compete from Canada.”

Siemens says it will make an effort to use as many Canadian components and do as much of the labour as it can in Canada, but concedes that the car bodies and its trucks will be built at its factories in Austria.

Mario Péloquin, Siemens’s director of business development for Canada, said the TTC or its consultants had approached his firm four separate times with questions about how much domestic content Siemens could guarantee. “We’re trying to do more than just putting in the seats [in Canada],” Mr. Péloquin said. “We’re trying to maximize everything that we will do, including supplying parts from Canadian providers.”

Other controversies are more technical. For example, the TTC says its 11-metre radius curves are the tightest in the world – many European systems have turns twice as wide – and few light-rail systems have to deal with inclines as steep as the Bathurst Street hill, which has an 8-per-cent grade. The TTC also has wider than usual tracks.

THE DARK HORSE

Vossloh Kiepe, a streetcar-components maker that helped to design light-rail vehicles now running in Leipzig, has protested against the TTC’s decision to accept only 100-per-cent low-floor streetcars on its unique tracks.

Vossloh Kiepe argues that these designs are less reliable than its more conventional 70-per-cent partial low-floor design, pointing to trouble Siemens had with its fully low-floor cars in Europe in recent years. (Siemens, which had to recall hundreds of streetcars after their frames started cracking, says it has solved the problem.)

TTC engineers have concluded after exhaustive testing that partial low-floor models would not be able to climb the system’s hills, and may be more likely to derail than 100-per-cent low-floor streetcars, which themselves are hard to adapt to Toronto’s curves. Vossloh Kiepe’s solution resulted in a streetcar with as many as four sets of internal stairs or ramps. The TTC says it has rejected such a design because it would impede passenger flow and possibly increase the number of “slip and fall” injuries on the system.

Vossloh Kiepe’s Canadian representative, Peter Maass, warns that the TTC may be cruising for trouble if it ignores his firm’s advice and goes with a 100-per-cent low-floor car. “I don’t think we’re going to know until that vehicle gets produced as a prototype in 2009 and gets rolling,” said Mr. Maass, whose firm is still in talks with TTC.

There have been other headaches, including making sure the newfangled cars will work with the TTC’s switches. Mr. Maass also said that modifying European designs to meet North American crash-worthiness standards means, in the words of German light-rail engineers, having to take a lighter European car and gepanzert it – literally translated, turn it into a Panzer tank. Many critics, and especially people who live near the tracks, have complained over the years about the weight of the streetcars, at almost 23 tonnes, and the strain – and resulting noise – they produce on the rails. The new ones may actually be heavier, although engineers say the weight will be better distributed.

Once these problems are solved, and the new streetcars begin to arrive, the TTC will face an even bigger challenger, warns Steve Munro, a long-time transit activist who helped to persuade the TTC to reverse its plans to scrap the streetcar system in the 1970s.

The TTC is not replacing all 248 of its streetcars one-to-one, but instead buying just 204 at first, because the new cars are bigger and carry more passengers. Mr. Munro says this means riders currently frustrated at how infrequent streetcar service is should prepare themselves: “My concern is they are going to end up with this lovely new fleet of cars and offer even worse service than they do today.”

Pimp my streetcar

Toronto is shopping for European-style low-floor light-rail vehicles. The TTC says the new fleet will be a quantum leap

from the current fleet.

MORE PASSENGERS

At about 30 metres long, with three to five articulated sections and three motorized trucks, the new streetcar will carry, when stuffed to “crush load” capacity, 260 to 270 people. That is more than double the crush load of the current regular-sized streetcars (132) and substantially more than their longer, articulated cousins (205).

BETTER BRAKES

Using new alternating-current motors and state-of-the-art controls, more braking energy will be recovered than on the current cars and converted back into electricity to be fed back into the overhead grid, similar to hybrid automobiles. Sophisticated “spin-slide control”

– just like traction control and anti-lock brakes in your car –

will help the vehicles stop.

COOL RIDE

Toronto’s first electric streetcars in the 1890s had only a coal-fired heater. When the current vehicles rolled into service in 1979, the mediocrity of their air-conditioning system was compounded by windows that didn’t open, and had to be modified. The new models will spoil riders with both heating and air conditioning.

ON-BOARD GADGETS

Digital display screens will show the next stop, and automated “smart card” fare readers will allow riders to board at any door. The driver will have computerized controls for propulsion, braking and communications.

A global-positioning satellite system will monitor speeds in work zones. Exterior lights will use light-emitting diodes.

LOW FLOOR

Instead of three steep steps, the TTC is calling for car designs with a maximum floor height at the doors of 35 centimetres, although some models have even lower entry heights. A special ramp will be used to help the disabled and those with strollers, as well as create a bridge to the current platforms, which are only 15 centimetres high. Eventually, as the system expands and the old cars are retired, stations and routes with platforms will be altered to match the cars’ height.

THE COMPETITION

Several light-rail-vehicle makers have expressed interest in submitting bids for the TTC’s contract of up to $1.25-billion for 204 new streetcars, including Bombardier, Siemens, Vossloh-Kiepe and Skoda.

read more | digg story


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