[Steve X]

Montreal has the advantage of a better grid system in a more urban area, with the next parallel arteries being only one-km away, while it's two kilometres to Lawrence and St. Clair - neither of which are continuous east of Bayview or Mount Pleasant.

Don't get me started on the old Borough of York. That place is a mess in rush hour. Keele disconnect, Trethewey, Rogers Rd to just name a few. The Crosstown can't open fast enough taking buses off Eglinton plus they need to aggressively tow all the illegally parked cars between 4-6pm. That stretch between Keele and Caledonia has zero enforcement. Caledonia to Dufferin westbound, people start parking right at 5:45pm even though the ban ends at 6pm. All the traffic spills onto Castlefield and Caledonia.

The 47B/C is never on time. Once the crosstown opens, all the 47A riders on Lansdowne gets to enjoy increased reliable service as all 47's will head to Caledonia Station. I don't know how the new 164 Castlefiled will even function with that massive gridlock. Expect reliability be low and will eventually ended up on the chopping block. The 121 Fort York-Esplanade was expected to carry a lot of riders but ended up chopped as gridlock traffic made it useless. I expect the 164 will end in the same fate.

Scarborough chose to built wider roads as many East-West corridors have 3 lanes. It really helps traffic flow and could be easily converted to RapidTO lanes without causing massive gridlock. The grid is better there. I don't think the city needs to widen some corridors to create boulevards to address the traffic flow. People can take transit build the increased delivery of goods and construction vehicles can't. Gridlock will continue to hinder productivity and increase cost for everyone.

 

[UntitledCyclist]

Can confirm, I was at Aga Khan Park & Museum station at about 2:00 PM, saw five trains in the six minutes I was standing there watching. Four of them were headed towards Kennedy, the other towards Mount Dennis.
There was an announcer lady announcing an announcement whenever a train was arriving and departing the station, she said: "The next train to arrive on the eastbound platform is for Mount Dennis." A little buggy since most trains were headed towards Kennedy.
Door chimes sound like the street car ones. Trains were moving quick.
Side window signs read - Eglinton | To Kennedy
Another train had TRAINING CAR written like that in all caps on the front and side signs.

Aga Khan Park & Museum Station? Holy word salad. Yes it has some nice exterior spaces, but everyone knows that property as the museum. Why did they awkwardly shoehorn the park in there?

 

[bono47]

What do you mean by completely cleaned up?
No more barriers?

it was full of construction related materials and garbage, now gone completely.

 

[nfitz]

Aga Khan Park & Museum Station? Holy word salad. Yes it has some nice exterior spaces, but everyone knows that property as the museum. Why did they awkwardly shoehorn the park in there?

You'd thought that Agha Khan station would have sufficed - originally it was called Ferrand. Hakimi-Lebovic also comes to mind (originally Lebovic).

A bit odd really, as I suspect a Leo XIV station would never fly.

 

[TOtramz]

You'd thought that Agha Khan station would have sufficed - originally it was called Ferrand. Hakimi-Lebovic also comes to mind (originally Lebovic).

A bit odd really, as I suspect a Leo XIV station would never fly.

you can hide it by switching languages like Pie IX and Torontonians would never know they had a papal station

 

[SaugeenJunction]

View attachment 655761View attachment 655760

Eg station completely cleaned up, I getting cautiously optimistic of a June RSD announcement

Did you explore through the forbidden fence gap?

 

[Steve X]

you can hide it by switching languages like Pie IX and Torontonians would never know they had a papal station

The street is name Boulevard Pie IX after all. Just rename one of the streets to Leo XIV and get a station with that name. Although everyone will question why.

 

[Tunafish13]

Out of curiosity, whats the difference between operator training and replicating service?

Because the trains I've seen going along the line look a lot like replicating service..... They've been opening the doors, holding for a bit and then closing them and moving on, the time between trains is less than 10 minutes (it seems). There is usually only one or two staff in the train now vs when they started and it was like 4 or 5 staff. The timers on the platforms seem to be working properly, and they seem to be working on cleaning all the glass on the outdoor stations as well.

Anyone else noticed this stuff as well?

 

[crs1026]

Out of curiosity, whats the difference between operator training and replicating service?

Because the trains I've seen going along the line look a lot like replicating service..... They've been opening the doors, holding for a bit and then closing them and moving on, the time between trains is less than 10 minutes (it seems). There is usually only one or two staff in the train now vs when they started and it was like 4 or 5 staff. The timers on the platforms seem to be working properly, and they seem to be working on cleaning all the glass on the outdoor stations as well.

Anyone else noticed this stuff as well?

In a perfect world, graduation day would imply a replicated service - but the replication is needed to see if everything works once training has concluded.

The training activity may look as intensive as regular service, but may have things left out or built in - headways may be similar but schedules may assume more pauses to give time to coach, debrief, etc - and may overlook or respond to disruptions, unforeseens, etc in a less complete manner.

For instance, suppose an auto makes a bad turn and blocks the tracks. Training response may simply be, wait until the disruption is cleared and then carry on. In replicated service, the task is for the control center to get everything back on track - clearing first responders, restoring headways, addressing bunching, managing turnbacks, etc.

During training, all that is being assessed is each operator's individual performance at their individual task or job. During replicated service, the entire system is being challenged and assessed.

A lot of unforeseens will likely turn up during training, and hopefully get solved before the replication. But only when you try to run the whole thing as a system, measuring against the end performance standard, do you know if you have your bases covered.

That end performance standard is not simply, can we run the system successfully for a single shift or day. It's can we run the system for days on end and keep everything rolling. Customers won't be happy if the system only runs right 27 days in a month.

- Paul

 

[TOtramz]

In a perfect world, graduation day would imply a replicated service - but the replication is needed to see if everything works once training has concluded.

The training activity may look as intensive as regular service, but may have things left out or built in - headways may be similar but schedules may assume more pauses to give time to coach, debrief, etc - and may overlook or respond to disruptions, unforeseens, etc in a less complete manner.

For instance, suppose an auto makes a bad turn and blocks the tracks. Training response may simply be, wait until the disruption is cleared and then carry on. In replicated service, the task is for the control center to get everything back on track - clearing first responders, restoring headways, addressing bunching, managing turnbacks, etc.

During training, all that is being assessed is each operator's individual performance at their individual task or job. During replicated service, the entire system is being challenged and assessed.

A lot of unforeseens will likely turn up during training, and hopefully get solved before the replication. But only when you try to run the whole thing as a system, measuring against the end performance standard, do you know if you have your bases covered.

That end performance standard is not simply, can we run the system successfully for a single shift or day. It's can we run the system for days on end and keep everything rolling. Customers won't be happy if the system only runs right 27 days in a month.

- Paul

I guess there would be no real way to know when simulated service has begun vs intensive training......
Assuming that you always observe the line at the same time of day

 

[crs1026]

I guess there would be no real way to know when simulated service has begun vs intensive training......
Assuming that you always observe the line at the same time of day

Well, if you see a day where no trams are running.... it's not the simulation.

- Paul

 

[TOtramz]

Perhaps one of the members of this thread could observe the line for each day of the week and report back if they ever saw a stoppage of trams?

What was the longest period of continuous testing up to this point (in terms of days or weeks)?

 

[jje1000]

From Matlow's FB page:

Log into Facebook

Log into Facebook to start sharing and connecting with your friends, family, and people you know.

www.facebook.com

CP24 Article:

Premier Doug Ford says that he expects that the long-delayed Eglinton Crosstown LRT could be open as soon as September, with plans to hand the line over to the TTC for final testing “in the next couple of weeks.”

Ford made the comment to reporters at Queen’s Park on Tuesday after he was asked about the rumored September timeline.

Eglinton LRT on track to open by September, Doug Ford says

Premier Doug Ford says that he expects that the long-delayed Eglinton Crosstown LRT could be open as soon as September, with plans to hand the line over to the TTC for final testing “in the next couple of weeks.”

www.cp24.com

 

[Midtown Urbanist]

Omg. I have missed perhaps 1000 pages of this thread but came here to celebrate the news.

 

[bearcat]

Omg. I have missed perhaps 1000 pages of this thread but came here to celebrate the news.

I will wait to celebrate once I actually ride on it lmao.