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  1. Because the TTC is very good at being inconsistent. You already mentioned one (Eglinton Pocket Y/Y/L vs Osgoode Pocket R/R/C/L). Other ones are: - NB platform -> SB mainline Lawrence (Y/Y) vs NB platform ->SB mainline Eglinton (Y/G/L) - NB mainline -> SB platform Eglinton (Y/Y/L) vs SB mainline -> NB platform Bloor (R/R/C) You even get inconsistencies in what moves are available: NB mainline to SB platform at Eglinton is a valid move, but NB mainline to SB platform at Lawrence is not.
  2. It comes up as Y/Y/L as there's an automatic signal just after the trailing switch which is timed to ensure trains aren't coming in too fast since there's no runoff. As for the G/Y indication, I don't believe there are any currently in the system - the only ones I can think of were: - WB Royal York to Islington on the center track routing, which was removed when those signals were retimed to give call-ons in relation to the jump frogs - EB Spadina up the Spadina Ramps, which was removed when ATC was extended down to St Patrick In theory the X4 signal NB approaching Davisville can also support it, but I think it also throws a Y/Y for the build-up routing.
  3. I'm not opposed to pushing the line to Ontario Place - it just removes the option of combining the West Relief Line with it's eastern counterpart - not that I think splitting them into separate lines is a bad idea (so you don't end up with certain stations becoming hubs for all directions; perhaps the west line can terminate at King and go under King until Liberty Village, then follow the rail corridor northward from there. Just musing, though). It is stupid to not use existing subway technology though, which is also capable of fully automated operation if built that way from the start, as now they can't use Greenwood Yard for the storage of trains once the Bloor-Danforth shifts to Obico, unless you build a completely separate connection. And I have no idea where they might consider putting a yard otherwise. Downtown doesn't have the room (except for Fort York, which is a non-starter), and I can't think of anywhere around the Science Centre end that has the room, either, unless you buy the Celestica lands at a huge premium, cancel the development there, and use those lands as the yard. Or, you look at appropriating land from the Wicksteed business park, which is going to infuriate the residents of Thorncliffe Park due to the noise since it's in close proximity (that, and the fact that the plan as is doesn't call for a station in Thorncliffe Park - how can you put a subway line through the densest part of Toronto population-wise and not build a damn station?) The hydro corridors aren't large enough, and a lot of the open space is parkland belonging to the Don Valley system.
  4. Because custom built cars are not a long-term solution, since once they wear out the only option is custom built again. You also have to remember that while they may be the same technology, the control systems in Vancouver are much more modern than the ones on the RT (although still antique) - which is the other issue. The control system for the RT is old enough that parts are not easily accessible, and it can't be run on modern hardware, so reliability is suspect. At that point you're effectively looking at a full overhaul for a product that is niche in Toronto. If the conversion to LRT was in the same ballpark cost-wise as a full overhaul, then you might as well bite the bullet and do the LRT overhaul. Not that that's happening either...
  5. The existing tracks at Obico are set in concrete / asphalt, so no, not without ripping them out anyways.
  6. Not quite true; they simply do not run on the parts that are ATC equipped. Hence why all the T1's turn back at Wilson right now when they are used up on the YUS; expect that to change as more and more of the YUS is converted to ATC.
  7. It all depends on whether ATC between Sheppard West and Yorkdale is completed on schedule. The TTC won't turn on the already completed Dupont to Yorkdale section until that gap is filled to avoid having to constantly switch back and forth between ATC and the old system.
  8. Is that what they confirmed they would be for? I only saw a brief article on it. If they're gap trains only instead of scheduled trains, then I'm all for it. One of the worst things the TTC did (IMO) was converting the AM gap trains that existed up until a year ago into scheduled trains.
  9. They're adding two more trains in the AM rush only, which is doable if they move the scheduled short-turn from Glencairn further north. There's no room to add two more trains in the PM rush.
  10. There is no interface to change them like that currently.
  11. Well, considering they don't run in from Downsview, but from Wilson NB...
  12. No to the tail tracks, as that causes the blind trips to be up which slows down the terminals. Considering the terminals are already bottlenecked badly in the rush hours because the line is running at (or greater than) capacity, doing that will just exacerbate the problem. Maybe the wye, but I've never seen it used in 10+ years for storage, which leads me to believe there is a reason why it can't be done. Now, moving the disabled train in rush hour... yeah, that's a hell of a risky proposition and it backfired here. Especially since it was at Finch, where there are ways to work around the aforementioned blind trip issue if it was the only train parked in storage up there (which I honestly don't know - there may have been others in the tails). As for some of the things mentioned in that attachment (particularly the statement that they will clear work zones on time), that's a load of bull. If a work zone is late clearing, there is a reason for it - it's not like the work crew decided to take longer than they should have. Usually it's due to a complication that arose overnight with the work they were doing, and with roughly 2 hours overnight to do the work, they don't have a lot of time to work around any complications.
  13. Only if there was revenue service running. Outside of that period, it wouldn't make a difference (ie. if every train was going S->N), as you'll still have that same bottleneck as you would turning back from the X14. Plus, you have to remember that the TR's are absolute pigs going up the hill from York Mills to Sheppard and that'll bite into time.
  14. Going on the west wye track to SB Yonge mainline, the throughput is decent. It would be more than enough to deadhead trains and put them in position on the southbound mainline. Now, going northbound towards Finch is a bit of a different story, as a train would have to clear the crossover south of Sheppard, then proceed back north through the crossover onto the NB mainline. That stop then proceed back into the interlocking eats heavily into the throughput. It does.
  15. Only reason I'd want to see Sheppard to Sheppard West is to have an alternate connection between the Yonge side of the YU and Wilson Yard, in the event something happens on the line and the trains are blocked at the start of service.
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