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Turtle

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  1. By the way, the reason they had to use that section of Queen for high speed panto testing, instead of The Queensway near High Park like I suggested they should have, is because The Queensway was strictly pole only back then (and still is to this day). IMO (in my opinion for those who don't understand the following is my opinion), those videos appeared to show the lflrv doing 60km/h on Queen, not 80km/h like some people implied. This is an educated estimate based on the stopping distance shown in the video for a normal full service brake application. My opinion.
  2. Are you still mad at me for correcting you about the horns on a 6-car TR?
  3. Did you have your nose pressed up against the tinted window on the saloon door? By the way, it's a center track just south of York Mills, not a pocket. From Lawrence NB, the operator can see the off marker on the catwalk side. Really easy to see when it starts flashing. The routing should never be a surprise on the legacy system. You wouldn't be allowed to have passengers onboard the train under normal circumstances in a move through a center track. You would never bring anybody in a pocket. They will always know, if the routing is unexpected they have to stop immediately and call control
  4. No big to-do being made over on my end about anything. I'm allowed to give my opinion, since it's pretty clear in this case it is my opinion
  5. ...the call from control about alternate routing is needed to give permission for the train crew to accept unscheduled alternate route. Routing on the X16 at the ends is considered mainline routing no matter if the train gets platform 1 or 2 They will not call the train ahead of time in scheduled alternate routes, since that is part of the schedule. St Clair West turnbacks, or scheduled subway closures are examples where no call is needed
  6. ...every center track is slightly different, but to someone qualified and paying attention, the legacy system gave ample warning of alternate route. Transit control has to contact the crew ahead of time because passengers have to be kicked off for such a move, unless the train is driving through a center track for some reason (controller training, rail defects, ...), But in a through move they still advise ahead of time
  7. You never know what other people choose to do, just take a look at all those people who get hit by streetcars on Spadina or St Clair. Especially those who are under the influence of substances
  8. Of course they do, but they might not know while servicing Lawrence Station unless the route is already set up. They'll definitely know they are getting routed in to the center track well in advance though. You've never seen a train entering the York Mills center track? It's almost like you don't read what I write, I explained it in a previous post. The grade timing changes going down the hill approaching York Mills center track when routing into the centre track is given. Typically a train will get stopped at a signal at the top of the hill (probably X2, could be X4, can't remember) if the route hasn't been selected. When the route comes up, the illuminated off markers (wayside illuminated signs) start to flash, and there is probably an illuminated GT wayside sign in there that does something too, to indicate a reduction in speed down that hill approaching the switch for the center track, which is enforced by the slower grade timings on the 2 or 3 blocks approaching the center track. You get the last wayside signal on the mainline indicating alternate route (after it times down) and then get switched into the center track but have one signal entering to let clear (dead slow at this point). Then you typically get placed in the south end of the center track even though there is room for another train past the center signal protecting the north end of the center track. So as soon as the operator of a train sees the change in grade timing approaching York Mills center, they would know they are getting routed in to the center track, there is no other reason why the grade timing would change there. If the operator ignores the GT change warnings and proceeds through there at "regular speed", the train will run a red signal and be stopped. So nothing changes, that's why it's not relevant to the discussion.
  9. Of course, I was thinking more along the lines of random jay walkers or the vehicle derailing during a test or something. I would have thought the Queensway around High Park would have been an easier area to secure, and still close enough to a yard in case something went wrong
  10. I don't understand this, this isn't relevant since all the operator of the train has to do is stop and stay at the signal with wrong routing until it is corrected. The only spot where you don't get advanced warning of alternate routing is southbound from Eglinton to Davisville buildup, but the train gets held just south of Eglinton until the route is set up. There is no surprise anywhere in the legacy signal system about routing, since either the grade timing changes with warning (York Mills center track), or the train is held while the route is set up (davisville sb, wilson nb), or the routing is already displayed on the wayside signals.
  11. seems reckless for them to be doing high speed tests of the lflrv on city streets. Imagine if something had gone wrong, how much damage they could have done.
  12. Both directions? Like North and South? Or East and West?
  13. Huh? wtf are you talking about now? It's pretty straight forward with the legacy signal system. The only time you would be routed on an alternate route is at the ends at the x16 (either platform 1 or 2) or in a scheduled turnback (line 1 St. Clair West for example). Otherwise you are going straight through mainline routing no diversions other than when TCC calls you to tell you to offload and turn back through whatever center track. I'm not familiar with line 2 turnback locations, but that is irrelevant here. The only time you would have to be notified about alternate routes on a ttc subway train as operating crew would be an unscheduled move, which under normal operating the train operating crew would have to be notified ahead of time before the unscheduled move Wow, beer, sorry. But you get my point probably
  14. It's interesting that they say 80 km/h is the maximum design speed of the Flexity Freedom, when the maximum design speed of the lflrv is 70km/h. I'm curious what the ride will be like on line 5, when they are super paranoid about tail whip on routes like St. Clair (for example)
  15. Because that's how they designed it. That's the safest position the switch could be in, given the physical restrictions that exist in that section
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