TTC Overhead Shop Open House

On Saturday, September 23 from 9am to 3pm, the TTC Overhead Shop will hold an open house. This is the chance for fans of celestial hardware, as a friend of mine once called it, to see up close how it’s all put together.

For the more technically minded, here is a TTC paper on the APTA website describing the conversion of trolley pole based overhead for pantograph operation. Thanks to David S. Crawford for the link.

6 thoughts on “TTC Overhead Shop Open House

  1. It would be nice to see but it is a tad in the boonies.

    If we had a subway that stopped out near Black Creek it would be so much easier….

    Steve: Jane and Alliance is not exactly “the boonies”.

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  2. The paper on the conversion of trolley pole based overhead for pantograph operation will be included in the final exam. And no writing notes on your shirt cuffs.

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  3. I have to admit being a bit puzzled by the power requirements cited in the PDF file. I’ll have to see if I can find the CLRV and ALRV fact sheets I have filed away somewhere. I think they might have flipped the numbers for CLRV and ALRV power requirements because the numbers specified for the ALRV are smaller than a CLRV. Even factoring for efficiency improvements between the two generations of cars, given the size difference between the two, that would imply a huge increase in efficiency. Then, according to that report, the low floor streetcars require approximately twice as much power as either a CLRV or ALRV. How does a streetcar 33% larger than an ALRV require 100% more power? Where is it going?

    The report doesn’t mention whether the wattages and currents mentioned are peak, worst case scenario loads or average running loads. If those are peaks, you need to consider duty cycle which will be well less than 100%. I wonder about the passage where they mention parts glowing red during testing with the ALRV that was set up as a dummy load. That would imply pulling worst case scenario current for quite a bit of time because there’s a lengthy rise time for pretty much any solid metal parts to get red hot. Was this representative of a normal or normal + safety factor use scenario?

    As for HCRR, whatever they installed 20 years ago might be old stock hardware they got from somewhere else so you might be looking at equipment from a manufacturer that could be long out of business or a discontinued product, or something they might have made in their own shop to meet their own needs. What the TTC needs is equipment from a current product line made by a current manufacturer that’s proven, available in large quantity, and comes with a warranty and manufacturer support. Parts durability is another concern given how hard the TTC’s overhead gets used. Think about how many streetcars pass through any given intersection in Toronto on any given day vs. any museum which is light service for 5-6 hours day a couple days a week for the in-season part of the year. The hours of service plus size and scope of operation again differ vastly between any trolley museum and TTC, MBTA, SEPTA etc. that have changed from pole to pan operation over the years also means the project management of any conversion program would be vastly different as well

    Steve: Please note that comments from “Darren” regarding the HCRR have been deleted.

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  4. TTC Passenger wrote: Then, according to that report, the low floor streetcars require approximately twice as much power as either a CLRV or ALRV. How does a streetcar 33% larger than an ALRV require 100% more power? Where is it going?

    While I also suspect the numbers may need revisiting, don’t forget that the Flexities are equipped with air conditioning while neither CLRVs nor ALRVs were.

    Steve: Another point to remember is that the spec is for peak power. The ALRVs are notably sluggish, and I suspect that their power draw is limited to what the trolley shoe can handle. They still need more power to get up to speed, but don’t do so as quickly as the CLRVs. The Flexitys have a longer trolley shoe and can draw more power when accelerating.

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  5. “While I also suspect the numbers may need revisiting, don’t forget that the Flexities are equipped with air conditioning while neither CLRVs nor ALRVs were.”

    Allegedly. I certainly have felt it at some times, but never in the rear section. That giant window at the back and the lack of air flow turns it into a greenhouse, especially when the back faces the sun in the mornings. It’s much hotter inside than outside. At least the ALRVs wouldn’t get much past the outside temp as every window would be opened by the riders.

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