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I think they've used them on other projects in the City, but those two locations are the first time that the sheds are being used on a transit project in Toronto. Dan

I wouldn't assume that. They have to apply for and pass Transport Canada's regulations before they will be allowed to be sold here. And there is a far more local player that simply hasn't, despite being around for 50+ years - Gillig. Dan

As usual, casually sitting around with their thumb up their backsides and their heads in the sand. Dan

Absolutely not the case. Not at the speeds that any metro will operate at. Incorrect. It's no better or worse than overhead. Third rail deals far better with icing than overhead, but is worse in blowing snow. No it isn't. I'll give you this one. But the reality is that any metro system...

In an absolute vacuum, that is true. Here however, it is not. Versus $20+ billion for a fully grade-separated line? In which case, which of the other lines would you like to give up in order to pay for it? Dan

If you've passed another train between Kennedy and Agincourt, that means that they have completed the track shifts in that section and have completely activated the second track. Which is what the work over the past two weekends was to do. Dan

This was supposed to happen as the cars were upgraded with Cat5. (All of the CEM cars have Cat5 installed from the factory.) All of the accessible cars have displays in them and controllers to run the ones that were to be installed throughout the train. But as the Cat5 project has been...

Then your timing is either spectacularly bad or you never ride Toronto's subway. There are a number of crews who's sole focus is to go from station-to-station scrubbing the platforms. They take the machine on the trains when traveling to the next station once they are done. Dan

The work was for other trackwork and realignment throughout the corridor, and for completing the signal connections in order to activate the second main track. The last bridge over Highland Creek is currently not scheduled to be completed until the second half of next year. Dan

They can. And some companies have even configured like their trucks like that. GFL may have even done so for some of their fleet, although obviously this truck has not. But then several questions arise: do you mandate that such a thing becomes a requirement? On all vehicles, or only on newly...

Absolutely correct. On a streetcar the pole itself does absolutely conduct power - it is the base that is insulated. That's why in an emergency they can hold the pole up against the wire instead of just the shoe. It's not ideal, but it can get a car off of an insulator if it becomes stuck...

When you are supplying the funds, you get to call the shots. Sometimes, those shots only make sense to you and no one else. Dan

My source? The TTC. And having actually handled a pole. Dan

When have they said this? I can't recall any press releases stating it. The standards for passenger equipment have gotten so stringent in the past 80 years that they are stronger than any freight car built in that time. So yes, they can easily support it. Dan

Check your information. Trolley bus poles are fibreglass, as you don't want to create a short by having a dewired pole touch both lines. Streetcar poles are steel, and have been forever. That's why they bend and don't break when they fail. Dan

A lot of it is, but not all of it yet. That said, in an emergency, the pole can be (carefully) used on pan-only overhead with the help of someone following along, watching and guiding it. The shoe doesn't need to be on the overhead - the entire pole is conductive. Dan

Because it was a dispatching system, as I said. It dispatches all of the trains along the line, and the signal system ties into it to allow for permission according to the schedule. This is already in place. But it wasn't applicable here. Dan

I suspect that he is actually referencing the failed Ataratiri project of the mid-1980s. Dan

While this is true, recall too that top speed with a load is a function of the horsepower available. The MP40s were spec'd to be able accelerate a loaded 12-car train faster than an F59 pulling a loaded 10-car train, and they do this without fail. And that's because of their additional weight...

The computer that failed was a dispatching computer, not a signalling one. So this failure could have just as easily happened on the B-D or Sheppard as it did on the YUS. As to why? They're looking into that. The signalling system on the YUS is broken out into several firewalled parts, which...