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Archer

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  1. For those interested in the signal side of things, ATC is live up to Eglinton Station as of yesterday. The crossover at St Clair is also now fully signalized and usable as part of the ATC expansion.
  2. You can see the vent shaft surfacing at the corner of Barrington and Coleman. That shaft is just east of the platform end gate.
  3. I think everyone needs to read this so we're all on the same page: https://www.ttc.ca/About_the_TTC/Commission_reports_and_information/Commission_meetings/2021/June_16/Reports/15_Transit_Systems_Engineering_Osgoode_Interlocking_Incident.pdf. MAN mode is a fully manual mode, even on the TRs - think Emergency Mode on the SRT, as there needs to be a mode where you can override the system completely as an absolute fallback (ie. complete loss of the signal system with trains trapped in tunnels). When a train is in MAN mode, it reports it's position and speed to the system controller. That's it. There is a speed restriction imposed on the train as well, but I believe that is done by the controller on the train. The ATC system is not able to apply the brakes when a train is in MAN mode regardless of what that train does, which is why there are stringent procedures regarding moving of trains in MAN mode. There are no hard limits in MAN mode; a MAN mode train is capable of violating any limits that might exist (red signals, switches not set for route, occupancy, etc). A degraded mode (Restricted Mode, RM) does exist, but as far as I know it is not utilized in any capacity. I don't know why it isn't used. Osgoode pocket had some level of ATC as it could see the train when the incident occurred, but couldn't operate it in any of the ATC modes. It wasn't disabled, but it also wasn't fully operational. Because 123 Run was in MAN mode when it violated the interlocking, the system was unable to stop it with a brake application. My understanding is that the system did see 123 Run violate the interlocking with the crossing the axle counters. In theory, the system could have stopped 114 Run on the mainline as it was in an ATC mode; I don't know if it did try or not. I also don't know if, realistically, it could have stopped 114 Run in time to have avoided a collision, given the momentum these trains have.
  4. This was literally posted two posts above.
  5. To the best of my knowledge, TYSSE was the first time that TTC did not go with tie on ballast for any of their interlockings. Anything prior to that is still tie on ballast.
  6. Would probably come down to risk analysis on the elevated section. Are the guideway walls strong enough to handle a bus hitting them in the event of loss of control?
  7. The only way such photos could be acquired would be to take it from the cab of the train going into the pocket track (policy violation - no electronic devices in the cab) or from track level while on an inspection (an even worse policy violation). In short, don't hold your breath.
  8. Also, given the position of some of the axle counters and signals in the ATC retrofit, especially in relation to the platforms, I guarantee that that any new trains will be the same length as the existing trains.
  9. It's roughly five minutes each way. I strongly suspect that half of the service trains will turn back, and half will continue single track to Pioneer Village, giving the single-tracked area roughly a double headway compared to the rest of the line.
  10. That was the original plan, but last I heard is that it'll return to service once Crosstown and ATC upgrades in the area are done.
  11. TTC Helps literally tweeted to multiple people yesterday that the 2 hour rule only entitles you to two hours of service, and after 2 hours you were expected to exit the vehicle and retap. The tweets have since been removed with the clarification. I can understand why everyone was suddenly up in arms. Found some screencaps/tweets that led to the confusion: https://twitter.com/MetroManTO/status/1233911063667605504/photo/2 https://twitter.com/TTChelps/status/1233916147105509376
  12. No it doesn't. Seniors, students, children, employees, etc. all make the same noise.
  13. IIRC, it was tested a few years back at Finch, when the backups started to become a daily problem. It didn't go well.
  14. That's one of numerous things that can trigger the blinking. All the blinking means is that one of the onboard systems is running in a degraded mode.
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