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yrt+viva=1system
Senior Member
Something that I want to point out regarding China's Rail Network is that the government has plans to try and force majority of passenger rail towards the High Speed Network. That will allow them to expand freight rail service on the conventional lines.
JasonParis
Moderator
I think @interchange42 may know the answer here.
The north-south section of the Mississauga/Toronto border has "always" been where it is now, aligned with the straight section of Renforth Drive from the 401 on up. (The 427 eventually swings onto that alignment for most of the way to Steeles.)
Sometime back in the 80s IIRC, Mississauga suggested that when the industrial area south of Eglinton and close to the Etobicoke Creek began to be developed, that they would be better suited to service it, so the border west of Renforth to the Etobicoke Creek should be moved from alongside Eglinton to through the hydro corridor to the south. Metro Toronto was like "what you smokin' Missy?" and counter-suggested that Toronto get everything between Eglinton and the 401. The Province was basically "settle down, we're not changing any boundaries" and that was that.
42
JasonParis
Moderator
In a perfect world, I'd have preferred if Toronto/Etobicoke's border would have continued to follow Etobicoke Creek encompassing all of this, plus most of Pearson itself, and the Village of Malton. If we were devising it from scratch around what makes the most sense now, we'd do that. Having said that, it will never happen.
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innsertnamehere
Superstar
In an ideal world I would probably push the northern boundary up to the 407 as well to include areas like Thornhill and Southern Markham, which largely function more closely with the City of Toronto already than they do with the areas of their own municipality north of the 407.
JasonParis
Moderator
We are getting off-topic, but 407 is also akin to a natural boundary, when really, the current Steeles boundary basically divides an integrated community by service levels.
Transportfan
Senior Member
Good observation. The section of Renforth Drive that was on the line was the southernmost part of the old Indian Line. Airport Road originally ran straight down and converged with Indian Line at the eastern terminus of Lower Base Line (Eglinton), forming a tripoint.
From link
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Amare
Senior Member
The things you learn on UT never cease to amaze, that's some good insight right there. Probably one of the best cole's notes lessons provided on UT because of the quick analogy references.
EYorker
New Member
Thanks for the detailed replies @smallspy and @duffo .
It's good to know that these new capabilities are baked into the line, and also on the TYSSE. But the bigger question will be if the TTC sees fit to operate Line 5 that way. It will hopefully create a paradigm shift in their attitude to rail operations. I hope they can get away from the "shut it down" mentality, as you put it duffo. We shall see how that pans out once the line is operational.
One would hope on the surface section, that if a car decides to drive onto the right of way, that service could still theoretically run as long as one direction of track is clear. Because we all know how great some drivers can be here. I would much rather see some delayed service, than none at all.
It's good to know that these new capabilities are baked into the line, and also on the TYSSE. But the bigger question will be if the TTC sees fit to operate Line 5 that way. It will hopefully create a paradigm shift in their attitude to rail operations. I hope they can get away from the "shut it down" mentality, as you put it duffo. We shall see how that pans out once the line is operational.
One would hope on the surface section, that if a car decides to drive onto the right of way, that service could still theoretically run as long as one direction of track is clear. Because we all know how great some drivers can be here. I would much rather see some delayed service, than none at all.
trtcttc
Active Member
I hope they prioritize speed of service versus just the level of service. Don’t have a lot of hope after what happened to St.Clair and Spadina but hopefully they would’ve thought about how to prevent bunching on the surface sections
smallspy
Senior Member
Some of those capabilities are out of the TTC"s hands, however.
Crossover placement, for instance. With the number and location of crossovers, they will be hard pressed to run a service more frequent than every 8-to-10 minutes if they are going to be single-tracking sections. (For the record, the headway on the TYSSE when they single-track operations is 7-to-8 minutes.)
The "shut it down" mentality stems mostly from what makes the most sense from an operational sense - which unfortunately doesn't always make it easiest for the passengers. For instance, many of the weekend shutdowns over the past couple of years involved trains shunting over manual crossovers that were not yet tied in with the signal system. This is something that the TTC really didn't seem comfortable with 10 years ago - but the realization occurred that doing so will make life easier for everyone, so there we go.
Dan
Johnny Au
Senior Member
Oakwood station's main entrance has pick-up sticks gracing its façade:
Photo taken by me yesterday
Photo taken by me yesterday
daniel_kryz
Active Member
Pretty lazy but okay. I was looking for some more inspiring and even immersive 3D art, not just an abstract window covering.
felix123
Active Member
Yikes that is some bad art (not a comment on the pic!).
I wonder if Metrolinx uses this outfit: