Urban development envelops the scene, and may ultimately push out the museum. One of the challenges of on-street operation- an improperly parked delivery truck results in mere inches of clearance. Much of the system retains the traditional method for streetcar boarding; passengers simply walk from the curb to the vehicle. Passengers arrive and depart inside a pre-paid fare area at the east end of the St. Clair line. Re-opened in , the St. The line utilizes reserved right-of-way with traffic priority and new platforms.
The overhead trolley wire was also upgraded with stylized support structures as part of the effort to improve aesthetics. Streetcars roll by outside the restaurant window. Passengers board on College Street. Night scene downtown with one of the heritage PCCs. Where the streetcar routes cross each other, they remain connected together in traditional fashion. These connections permit detours around line blockages. The car in the right-hand photo is detouring around a track construction project.
In many cases, streetcar drivers must make at least one turn from one set of tracks to another during the course of a normal route. To that end, you may have seen TTC workers armed with long metal poles at quiet intersections waiting for streetcars to arrive. Their job, in the absence of an electronic switch, is to manually change the points so the approaching streetcar is able to change direction. The vehicles have no form of built in steering.
According to the TTC's Brad Ross, the more common electric points work thusly: "They are controlled by the streetcar operator. The switch is electrified and the operator can move the switch from the cab of the car as opposed to having to get out to manually move it with a bar.
In the event of a switch failure, the TTC dispatches a technician to manually shift the tracks at the problem intersection with a bar. Currently, the TTC has electric and manual switches across the system. No, it's not a streetwise, wise talkin' portable rain shelter: it's actually a stylish alternative to the ubiquitous plywood pedestrian tunnels that surround scaffolding and construction sites in cities around the world. Here are some features of the structure:. This week marked the 20th anniversary of the Blue Jays' first World Series title yep, it's been two decades , a series win over the Atlanta Braves.
Happy days. Back in , when Toronto and Seattle were readying their brand new MLB franchises for action, the Toronto's management held a public contest to help the city engage with the fledgling squad. Guidelines Shortlists Join Our Newsletter - Get important industry news and analysis sent to your inbox — sign up to our e-Newsletter here.
Bahrain Metro Project, Kingdom of Bahrain The Bahrain metro project is a km-long urban metro transit system proposed to be developed in the Kingdom of Bahrain. It will… 03 Nov The extension will connect… 03 Nov It is located across the Heilongjiang… 26 Oct From other background, it appears that the Dundas route was diverting on Tuesday evening around events at Dundas Square, and the east-to-north switch would have been left open for that diversion.
Well, no, actually. Moreover, when the intersection was rebuilt recently, there was not even provision for retrofitting electric operation empty switch machine casings and drains at this location. Any discussion about electric switching in regard to this incident is utterly inappropriate.
Bay and Dundas eastbound is a manual switch. Therefore, if it is set for the curve, it would not automatically reset for the straight when a car approaches. Typically, there are more automatic switches for left turns than right turns, but this is not a universal practice. Many years ago, the TTC resisted automating switches that were part of regularly used short turns to save on the capital expense preferring instead the service delays of manually setting and resetting switches.
This is basic design flaw as the signal transmitted by the car should include a way of selecting, definitively, one switch in a sequence.
Transit City lines will use double-blade switches, and there will likely be a move to gradually retrofit the existing system where practical. However, the special work renewal cycle is about 25 years long, and it will be at least before every intersection has been rebuilt.
Originally, track switches were operated through contactors on the overhead wire. This system, dating back to the s, became obsolete with the arrival of the foot long ALRVs in the late s because the spacing between the front of the car and the point where the trolley pole meets the overhead is different for the longer cars.
At that point, the system was changed to use loop antennae buried in the road and transmitters onboard the vehicles.
To deal both with variations in vehicle length and train operation, there are two transmitters per car, one at each end. The leading one sets and locks the switch, while the trailing one signals that the switch can be unlocked. In trains, only the transmitters at the front and back of the train are active.
Common sights around Toronto are out of service electric switches where some component has failed. Parts are not available, and less important locations may give up their working electronics to keep critical junctions in operation. Moreover, it fails to address the basic issue that such equipment should be reliable.
Imagine if the subway operated the same way! Why has the TTC allowed a substandard, unreliable system to remain in operation for two decades? Did anyone care that this was one more way to make streetcars look less attractive? As evidenced here in this accident, a combination of operator error and a flaw in the system caused the accident.
Switching accidents like these should never happen. Computer controlled trains can break down because their designers forgot to think about the effects of snow and ice.
Your argument is totally without merit, and you seek simply to apply the disaster of the moment out of context. You do BRT advocates a disservice with this approach. Like Like. Off the top of my head, I would say that more than half of the switches are manual and I am omitting yard trackage which has lots and lots of them. A current inventory of auto-but-manual requires a system tour for up-to-date stats.
Steve: The problem is always to define the metric: per passenger kilometre, per trip, or whatever. Streetcars and buses may run into things, even each other, but usually with minor effects. Accidents happen. It would be nice if switch control on the streetcar system was centralized and activated by streetcars reporting their position by GPS.
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