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The decision between pedestrian overpasses and pedestrian underpasses has very little to do with accessibility. Obviously both options will include the necessary step-free circulation, which usually consists of an elevator. Underpasses usually have less elevation change for pedestrians than...

Europe is a big continent with many different countries. I can't speak for all of them, but I have lived and worked in the Netherlands, and they are actively grade separating as many crossings as possible, just like Metrolinx. The fact that Metrolinx grade-separates pedestrian crossings is not...

Is it possible to run just the HEP generator on the F40 without running the prime mover? If so that could be a decent way of offsetting the acceleration penalty of the additional dead weight, without the fuel cost of running an additional prime mover.

Indeed it seems like an issue of quantity over quality (as well as Metrolinx's usual overhead cost and project management bloat). At St Clair / Old Weston, instead of getting a 3-car UPX platform, we're getting a 12-car platform. Future proofing is important to consider in any design, but there...

Completing the Heritage Rd yard would allow the Georgetown yard to be completely decommissioned, allowing them to redesign the Metrolinx tracks there as two mainline tracks (one main and one siding). This would eliminate the current 10 mph slow zone through Georgetown, saving several minutes on...

Surely you can see the issue with holding the green for an extra couple minutes at an intersection with an LRV every 1.5 minutes. Again, this is why trams in the Netherlands (and most other countries with good trams) divide up pedestrian crossings into small stages (like the east crossing at...

Today we learned that the train will be departing from Toronto (French) station:

Ah okay got it. If the crossing time is extremely long, it will severely limit your ability to give a green light to transit. Once a pedestrian phase starts, the minimum pedestrian duration must be served. If the system detects a streetcar approaching just after it started a Walk light across a...

Okay cool, I understand now. You are describing an alleged malfunction you saw one time at one intersection years ago that is completely irrelevant to this discussion about the effectiveness of TSP. Like you said, showing greens in opposite directions is also supposed to be impossible. There...

They don't need to visually inspect the crossings anymore, CN issued an update in September that eliminated that requirement and just created permanent slow orders instead. Trackside Treasure mentions it here, and in much more detail on his blog.

What are you talking about? In your previous post you said the signals "go to flashing countdown in a lot less than 7 seconds". That means that the Walk light was displayed for less than 7 seconds, which is impossible. Now you're telling me about the duration of the countdown? What does that...

Toronto's TSP system is not just extended greens. It can do everything a signal could possibly do to prioritize transit: extend greens, shorten greens, change the order of phases and add additional phases. The difference between the systems is in the logic used to determine how/when to apply...

Toronto's TSP system? Not really, it can't think that far ahead. It doesn't have complex decision making, it basically just tries to get a green ASAP for the direction requesting priority within the constraints that are programmed (e.g. maximum green extension, maximum truncation, whether phases...

You're right that TSP wouldn't be that impactful, but it also wouldn't come anywhere near guaranteeing a green light for the LRT. The longest pedestrian crossing (halfway across Eglinton) is 23 metres, so the Flashing Don't Walk needs to be at least 21 seconds. Once the Walk light starts...

No it's not only on the short trainsets, unless by "short" you mean everything other than those two 7-car sets. There are 4 axles per coach and locomotive.

I actually got into an argument with the project team over this way back in the day. Originally the plan had the whole thing in the median east of Laird, but later it was adjusted to put Don Mills underground. So far so good. Now there was a perfect opportunity to eliminate the potential for red...

The configuration you illustrated is the interchange's previous configuration, which they changed because of the danger of weaving on the DVP. The weaving on Eglinton is not an issue because you can just use normal intersections instead of high speed ramps. But you can't do that on the DVP. One...

I don't think this is how it was designed:

The axle count is irrelevant because it's still less than 32

It's not a question of going faster than the schedule, it's a question of keeping up with the schedule. Based on your OTP summaries, the basic 5-car sets have been struggling to do that already. Adding 130 tonnes of dead weight and a 95 mph limit certainly won't help.