Archer

Because Emergency Mode exists.

I can't be the only one who hates Metrolinx's overuse of white for walls / ceilings / floors. It's not an operating theatre...

SSE has no bearing on T1 replacement - the SSE is being designed with block signals, albeit with some provisions for future ATC upgrades. Steve Munro covers this: https://stevemunro.ca/2022/10/11/will-line-2-renewal-ever-happen/

They literally have a full and current list of them on their website. Granted, it's not front and center on it, but they have a list they are keeping up to date: https://www.ttc.ca/service-advisories/subway-service/Reduced-Speed-Zones And of the ones on that map, the NB College to Wellesley, NB Museum to St George, EB Old Mill to Royal York, and WB Royal York to Old Mill restricted speed zones have cleared. They are out there working on them. I would have to imagine they're getting close to being done on the ones Spadina to King, given the early closures they've been doing.

I would be extremely surprised if Vancouver isn't already on that. I'm sure that they've been watching very carefully from the moment the derailment hit the news.

Testing has started - we have seen a few of the vehicles out there. They did show a graphic in the powerpoint (can't find it now, unfortunately) that shows the construction is near completion - it's the testing and systems integration that is the issue now.

Gotta say, it was a pretty nice thing they put together for the SRT today. Also heard Councillor Thompson make a remark about making sure at least one train set gets saved, so it looks like there's some political will to preserve something.

Yes you can, since both the auto entrance and main entrance are open. They have the stairs to SRT platforms barricaded off, though.

That would be why the power was turned back on.

I can see exactly where the runs are at a given time. Again, there was no such traffic going in to Kennedy at midnight on March 10. No train held for 5 minutes at VP. No train held outside Warden for 5 minutes. No train held for 4 minutes at Warden, and no one from Control would have ever told a train to "hold for 240 seconds", in those words. At no point was there a train in the tail tracks at Kennedy that night. The incident, as you have described it, did not happen. There was a backup at Kennedy at Noon, and was recorded appropriately.

I have the ability to review the real-time subway data and decided to take a look. I checked the data for last night, from 10:00PM on Friday March 10 to 2:30AM on Saturday March 11 and at no point could I find the backup that you were describing; the system ran between VP and Kennedy with no delays in that timeframe. I repeated the check for Thursday March 9 into Friday March 10, with the same times, and couldn't find this occurrence in that timeframe either. You gave a time of 12:30AM. There was no such delay at that time within the last 48 hours.

Generally speaking, once a runthrough happens on the subway, Signals will attend and determine exactly what needs to be done, and this is usually concurrent to the Supervisory investigation. Subway trains are heavy enough that they will normally shove the points to the position they need without derailing, assuming all proper guarding rails are in place. As part of the Signals work, that crew will get the switch back into the position that allows them to restore service (ie. make it safe), cut out power to the machine, and physically clamp the points closed so they can't move. TTC can usually recover from a switch runthrough within an hour or two, and passenger service will resume. Repairs won't be made until after service, so they can also perform all of the maintenance tests they need to do to certify the switch for operation again. The actual repair usually doesn't take long since most switches in the subway system do have dedicated failure points for exactly this reason. It gets significantly more complicated if it's a double-slip switch (only one on the mainline), or a movable point frog (again, only one on the mainline and it isn't traversed in normal operation), just because of the nature of those switch layouts. Note that I'm not including wye tracks as part of the mainline in this case.

It was a thing for a bit when the operator washrooms at Finch were out of service for repairs. The shuttle crew would take it so the regular operators had time to use the washrooms at Sheppard. But it wasn't pre-planned, just a reaction to emergency repairs. Exact point the tail tracks end is here: https://goo.gl/maps/abF2zbB71NGQ4Bz69

Unfortunately.

Only three mid-line crossovers, and no center/pocket tracks where you can hide a disabled train? Seems to me that they're going to constrain their operations as soon as something happens outside of "normal operations". There should at least be another crossover just west of University Ave so that you can still link up Exhibition to the University leg of Line 1 if there is an issue that takes Queen/Yonge out of the mix. I also don't see why they're putting the mainline-side terminal crossovers so far from the stations. If something happens to the tail-side crossovers, there's no way they'll be able to maintain 90 second headways (which are wildly optimistic anyways) with such large zones of conflict on the mainline side.