I believe you are over complicating something as simple as a short turn. Short truns are common, happen every day on TTC routes. There are turn around points that can be used. You're implying that the regular testing doesn't test for things like short turns. We often close section of Line 1 and Line 2 and allow them to run on a limited service, only servicing segments of the line, not requiring years of testing to do that. In the end, neither of us is an engineer at Metrolinx, but I would hope, after half a decade, that they look at reasonable alternatives. To not want this is bizarre to me. We should want as many people as possible to have service, if possible.
Believe me, I'm not.
A short turn on something as complicated as the ATO/ATC system is not even remotely close to being as simply as it is for a bus or streetcar. On the subway system (or the Crosstown, here) the signal system needs to be enabled and active, and it needs to take into account things like the positions of switches, the trains around it, the locking and then clearances of the pieces of track that the train is on, etc. All of that means that the system needs to be on, running, and working properly.
The regular testing absolutely, positively does account for any and all possible short turns. But that is part of the testing process, which means that the system needs to be fully installed and enabled and working. If they had wanted to start revenue service on a shorter section of the line before the rest of it opened, they would have had to install system on that section, and then build in the capability to have it operate without the rest of it being active. It can be done but it needs to be designed from the outset like that - the resignalling of the YUS is a prime example of that being done. As well, it is much easier to partially activate sections of a fixed-block signal system like what is used on the BD or Sheppard than it is on a moving-block system like on the YUS or Crosstown.
And so the signal system on the Crosstown was never designed to be installed and operate like this. Had it have been, we could have had the discussion several years ago about whether to open it piecemeal or not, once it was realized that construction was not holding up to the schedule.
Considering that we are now about 6 months away from opening day, it is way, way too late to be having this discussion.
I'm hoping that they've come to their senses and realized that there are a lot of things that can be opened even if the LRT line isn't open yet.
Here's to hoping they realize they can open the Mount Dennis GO and UP Express platform for people to use today, even if the LRT line isn't open.
That's dependent on the layout of the station. I would have hoped that they had built separate entrances/access to the GO and UPX platforms, but I honestly don't know if that's the case.
It's also dependent on the station getting all of its final sign-offs and approvals making it ready to be occupied and used. Considering how opaque Metrolinx has been about this project, we don't even know if that is the case.
They could also pour Caledonia GO station's platforms, install the shelters, and open it.
You're funny.
Dan
