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  1. 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. 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?
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