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Found 10 results

  1. A few weeks ago, progress have been made to perform ATC signal upgrades, such that Line 1 trains on North York will only serve stations between Finch and Eglinton. I noticed that the rarely-used signal north of Eglinton on the southbound track [which always displays either a double-red or double-yellow, so southbound trains will reverse into the center tail track] has been replaced with an ATC-style signal. More surprisingly, I noticed that the northbound home signal, N338 X54 now had its lower lights all covered up; meaning that the signal no longer have a lower head representing which direction this train will go to. However, the lunar aspect is still present, and is only activated if the train is destined to proceed into the center track as only the center track is grade-timed. It is the same signal which is involved for putting a few trains out of service and into the Eglinton pocket track, where I have discussed in "The Eglinton Center Track in Line 1 Yonge" and recorded actual footage sometime in late August. In total, I observed about eight instances of the center track being used in the past year and a half, which is more than any other instances of center track usage. I once did ride through a center track on Line 2 though. I am not sure why this happened, but maybe it is part of the ATC upgrades or the Eglinton Station renovation which I heard will involve shifting the platforms north and making the center track all but inaccessible. I am wondering exactly why the lower lights of the N338 X54 signal got removed?
  2. Filmed last year; I am hopefully getting an actual camera to film a more recent case. This is probably the first video of a train actually continuing beyond Vaughan into the tailtracks at the end of the road.
  3. North of Eglinton Station, a center track is provided where trains can move towards it rather than north towards Lawrence station. Interlock signals which lead to the center track can set the path to the center track by signaling a double yellow signal. However, unlike most center tracks, the Eglinton Center track is effectively a dead-end tail track and can never be used for normal service. I have already recorded two instances of a train pulling into the center track; the most recent one is shown below: Trains at Eglinton Station can pull into the tailtrack from both the northbound and the southbound platform. Unlike most cases where a train is headed to a dead-end track, the train is given a double-yellow signal, which is one of the possible "proceed" signals from the northbound platform [signal N338, X54] and the only "proceed" signal from the southbound platform [signal NA338, X58] other than the call-on. There are around two red signals further down the center track. Most interlock signals which lead to a dead-end track require a train to be called on to pull into, such as one of the three Finch tailtracks. Furthermore, there is a lunar signal on both signals, which is only used if the train is headed into the dead-end center track, implying that the center track constitutes a grade-timed block and the first red signal after will flash and evolve into a yellow signal. I first had the impression of that center track during my childhood when my father came to view the subway tunnel with me - that was before the TR era. All three tracks use tube tunnels [similar to the Finch West center track]. Since I use the TTC everyday to commute to university and work [usually 3 days a week] for over a year, where I use most of the Yonge portion of Line 1, I only saw the Eglinton center track used three times. Hence, it is used quite rarely, considerably less than the tailtracks beyond each terminal station. In fact, in the first instance I saw [early August 2018] I was actually riding on a train which has been declared out of service just before it reaches Eglinton station, where everyone is forced out of the train, and the train heads into the center track to reverse through a double-yellow. In the second instance [November 30 2018 @ 12:30pm] a track-level injury had occurred and service between Eglinton and Bloor had been shut off. The northbound train that arrived at Eglinton just before the announcement was forced into the center track through the double-yellow. In the third occurrence, the train went out of service around Davisville station. I believe that the same train went into the center track. I only saw the double-yellow signal used on the northbound signal just twice, and never saw the NA338 signal being used. Attached is a diagram which labels the layout of the Eglinton center track in my impression and observation, and another instance of a 'normal' center track. I have a major question regarding the use of this center track: Under which circumstance is this center track used, and how often is this dead-end center track used compared to an ordinary center track such as the one north of York Mills? I am wondering if the center track is more often used in the past, and how the center track is used nowadays. Do TTC operators record and log instances where the center track is used? How long is that tail track? Is there any emergency exit in that tail track?
  4. I noticed that the south signal of the northbound Eglinton platform is unusually large. It is also rarely used nowadays [It might have been commonly used when Eglinton was a terminus], as the most recent usages involve reversing northbound trains back south. I am wondering why this signal is so huge? The southbound signal on the other side that leads out in the open is of normal size? Is it maybe because outdoor signals are larger so they are more visible?
  5. West of the Sheppard station, there is an incredibly long tail track [aronund 800m long] used to store up to two or probably three spare trains. Under normal service, this line always have four trains running, and frequently I saw another train parked on either side of the tailtracks. East of Don Mills station, there are a pair of two very short tailtracks, which are probably never used unless they are used to store work cars. I have a few questions regarding the usage of these tailtracks. I am kinda curious as the Sheppard tail tracks is the only dead-end tracks that contain multiple interlock signals within it; furthermore these interlock signals can change from double red to something like yellow over green, so trains heading into these tail tracks don't need to be called on to access it. More interestingly, trains must use the tail track to go back to the Yonge line, maybe for maintenance over the Davisville or Wilson yards. Each day I see this station I saw a different arrangement of trains parked on these tail tracks; it likely implies that these tracks are used regularly each day, possibly during regular times like maybe every midnight or so. On the other hand, the Don Mills tail tracks are controlled by interlock signals that are always double-red, but with a call-on signal. The tail tracks are very short, implying that they might only be used to store non-revenue vehicles like work vehicles and garbage trains. I never saw such usage ever during my time I took the TTC. It can be said that the Sheppard line is incomplete and that there has been multiple failed proposals to extend the lines both ways. This way, 6-car trains can be used and the removable walls can be tore down. Attached is the layout and all the observed signals I saw around the Sheppard-Yonge subway station; I still have trouble clearly observing the link that leads trains from the Sheppard line to the Yonge line deep within the tailtracks, and understanding which signals are used to lead northbound Yonge trains into the Sheppard line. How often are the Sheppard tailtracks used? Do trains enter the tailtrack at scheduled times or randomly depending on whatever maintenance is needed? How often are the Don Mills tailtrack used?
  6. http://metrotransitarchives.blogspot.com Hello, everyone: My name is Thomas Reaves and I ran a blog called Metro Transit Archives. In it, I will share photos and advice from my 17 years of being a transportation photographer. Below is a link to my site, which is updated regularly and I will back post all current entries and add more to this forum every Tuesday, Thursday, and Saturday. So sit back and enjoy the ride.
  7. My co-producer Alex from SkyRail Productions and myself have been working hard on a TTC documentary this summer. The documentary will feature 7-11 TTC subway operators, 4 tower/transit controllers from transit control, a subway line mechanic and supervisor. We have completed our filming and currently in the editing stage. Here is our introduction video to the production to be released this fall: If anyone is wondering we got permission from TTC corporate and they know what we are doing.
  8. Check out my production explaining the signs and signals used on the Toronto subway system: http://www.youtube.com/watch?v=U-ocZiIBAPc. I worked hard, I hope you like it!
  9. There's been a lot of talk this year about building new transit infrastructure in Toronto. However, the obstacle always comes down to: how are people going to pay for it? At the moment, there doesn't seem to be any real fiscal measures to raise funds for capital investments in the TTC. Even its operational costs are subsidized at such a small scale, it's laughable (no provincial funding.) That being said, what kind of strategy should be taken to really get the money flowing to build new subways, LRTs, streetcars, bus routes, etc? A few ideas I've heard in the past: -Increased property taxes -Regional gas tax -Regional sales tax
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