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TTC: Streetcar Network

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Actually, it is because of budget cuts forced on the TTC by the higher-ups. Something has to be cut, and the streetcar network has been the lowest priority for decades. The same reason why the streetcars have to "stop" at each and every track switch for "safety" because there are no funds to fix them property.
Though I certainly agree that some of the blame should be placed on politicians, I think TTC management deserve quite a bit too. Their scheduling of the overhead replacement was 'haphazard" at best and I saw no sign of them ever reporting to their Board that by not completing overhead conversion faster they would end up paying for both pantographs and poles on all cars. In addition, their pole replacement program was handled in what I think was a wasteful way - they did not do a whole area or street at one time but did most of them and then had to return (sometimes several times) to do the rest.
 

EastYorkTTCFan

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The same reason why the streetcars have to "stop" at each and every track switch for "safety" because there are no funds to fix them property.
I don't get this whole thing about the switches being broken because they have to stop and check them at everyone. It has nothing to do with the switch not function it's because they don't have any sort of signal to the streetcar driver that the switch is set t way. Unfortunately, unlike the modern system where is a light to tell the driver how the switch is set the legacy network in Toronto hasn't been updated mainly due to lack of the complete disinterest in the city council in allowing it to be done.
 

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At least the tender calls are getting out


Notice of Intended Procurement
Solicitation
number:
Doc2310822841 (84-2020)
Commodity:Construction Services, Construction Services
Description:TTC Track Allowance Reconstruction, Platform Construction and Traffic Signal Work
TTC track allowance Reconstruction, Platform Construction, Traffic Signal work and Road/Sidewalk work at Howard Park Ave including Parkside Dr. & Dundas St. Intersections and High Park Loop
 

drum118

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What good is it putting 505 streetcars back into service before this work is done??? It also mean 506 cars will be replace with buses also.

I don't get this whole thing about the switches being broken because they have to stop and check them at everyone. It has nothing to do with the switch not function it's because they don't have any sort of signal to the streetcar driver that the switch is set t way. Unfortunately, unlike the modern system where is a light to tell the driver how the switch is set the legacy network in Toronto hasn't been updated mainly due to lack of the complete disinterest in the city council in allowing it to be done.
Makes no different if switches are working correctly or not, drivers have to stop to make sure the points are in the right positions. Also, only one car is to cross the intersection even with another car following it or coming in the opposite direction.

Got to thank the traffic department for not allowing signals to work correctly for TTC in place as required.

It also time TTC go after the bar signal system for the whole system even getting MTO to change the rules for it. Europe and the US allows them, as well KW.
 
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W. K. Lis

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Found this of interest concerning the Queen Street extension (now named The Queensway). From link.

"4000 westbound along Queen Street extension just having crossed the diamond with CNR spur once part of the Toronto Belt Line Humber loop. Note Club Kingsway under construction."
September 1958.


"4195 in same place although CNR track has been removed. Club Kingsway at left behind streetcar. Far right distant background is TTC Runnymede route bus at Windermere Ave. south end of route."



"This portion of the old Belt Line remained in use by CNR long after the track north of the brick yard was dismantled. It included two diamonds with the TTC streetcar tracks in a separate right-of-way along the Queen Street extension."
 

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I always wondered if there were any instances of TTC rail crossing commercial railways. I assume there was there some method of electrical isolation.
 

micheal_can

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I always wondered if there were any instances of TTC rail crossing commercial railways. I assume there was there some method of electrical isolation.
I imagine the wires were high enough that the trains would clear them. Not likely possible now with double stack and bilevel cars.
 

AlbertHWagstaff

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Those rails were still in the roadway on the Queensway when it was taken up for road rebuilding in the not so distant past.

in ancient times there was a streetcar-rail crossing on Danforth east of Main St., which was just a single track spur, a crossing on Front St. west of Simcoe, Queen & DeGrassi, and in less prehistoric times there was the crossing on Davenport just west of Lansdowne. That one lasted until 1957.

Someone here may have more info on whether isolation would have been in place and how it was accomplished.
 

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I don't get this whole thing about the switches being broken because they have to stop and check them at everyone. It has nothing to do with the switch not function it's because they don't have any sort of signal to the streetcar driver that the switch is set t way. Unfortunately, unlike the modern system where is a light to tell the driver how the switch is set the legacy network in Toronto hasn't been updated mainly due to lack of the complete disinterest in the city council in allowing it to be done.
Not sure one can blame the Council. It is TTC Management who suggest/insist on things that should/must be done and it's up to the TTC Board to ask questions. (Yes, the Board is mostly Councillors but...)
 

lenaitch

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I imagine the wires were high enough that the trains would clear them. Not likely possible now with double stack and bilevel cars.
I was thinking of the rails, which are part of the streetcar power circuit. Since everything is electrically referenced to ground it normally might not matter, but railway signal and crossing circuits might be bothered. Having said that, I'm not fully clear how they function.
 

smallspy

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I was thinking of the rails, which are part of the streetcar power circuit. Since everything is electrically referenced to ground it normally might not matter, but railway signal and crossing circuits might be bothered. Having said that, I'm not fully clear how they function.
It's really not vastly different than, say, the current Davenport diamond - CN and CP use different circuit voltages and so the diamonds all need to be insulated from each other (and the rails around) in order to allow everything to work properly.

There is the added benefit, however, of the TTC tracks not needing isolation for circuitry, solely for power return. That means that what they likely did was ran a set of bus wires underneath the diamonds (and under the road) to link the rail on the two sides of the crossings, and the diamonds were likely electrically insulated from the rest of the trackwork.

Dan
 

W. K. Lis

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Planned Changes to King, Queen, Roncesvalles and The Queensway for 2021

See link to Steve Munro's website.

This item was to have been approved by Council at its April 1, 2020 meeting, but that was cancelled. The item is still pending approval.

Toronto Council Infrastructure and Environment Committee recently approved the long-awaited changes at the intersection of King, Queen and Roncesvalles, and on The Queensway to occur in 2021. The detailed construction staging plan is not yet available, but the overall plans were part of the city’s report. This work had originally been planned a few years back, but was delayed for various reasons including conflicts with other projects and the desire to bundle all works affecting this area in one major undertaking.

The transit work includes extension of the “new” Roncesvalles street design south to include the stops just north of Queen, reconfiguration of the intersection between the four streets, and extension of the transit right-of-way on The Queensway from Claude (east of Parkside) east to Roncesvalles.
King-Queen-Roncesvalles-Queensway Intersection

This intersection, which has been the subject of iconic photos in the TTC’s history, will be reconfigured as shown below. The biggest change is the realignment of the approach tracks from King Street so that they meet Queen Street in a conventional 90 degree configuration rather than the angled approach today. At the same time, the eastbound traffic channel that allows traffic to slip past the intersection onto King Street will be removed.

The eastbound carstop will be moved farside with a bump-out platform similar to those used on Roncesvalles Avenue.

The eastbound approach to the intersection will include four lanes: streetcars (reserved), left turns, through, and right turns. With the farside eastbound carstop, it is clear that the City is not anticipating a lot of through traffic. Traffic signals will be changed to use only two phases rather than the lengthy three-phase cycle now in place.

This arrangement greatly improves the safety for pedestrians crossing to and from the southwest corner of the intersection which provides access to the bridge over the Gardiner to Sunnyside Beach.


Roncesvalles North of Queen

The stops north of Queen will be modified with bump-out curbs as on the rest of Roncesvalles north to Dundas so that there is direct loading from the sidewalk into the streetcars. The northbound stop will be shifted to Grafton Avenue rather than being just south of the entrance switch to the carhouse at it is today.


The Queensway from Parkside to Sunnyside

The right of way currently ends just west of Claude Avenue where streetcar and auto traffic merge. In the new design, the reserved lanes continue east on The Queensway, and it will no longer be possible to exit from Claude southbound to The Queensway eastbound. Northbound access is already barred by a turn restriction eastbound.

The bicycle lane on The Queensway eastbound that now becomes a sharrow just east of Parkside will be extended to Glendale Avenue.


There will be a break in the right-of-way at Glendale to permit turns. This is the existing stop serving St. Joseph’s Hospital, but it will be changed so that the westbound stop is farside rather than nearside. The new stops will be designed to accessible standards.

A new left turn lane will be added eastbound at Glendale.

A short section of sidewalk will be added on the south side of The Queensway at the Glendale intersection, although it only spans the width of the intersection. This has always been difficult stop for TTC riders when buses replace streetcars because their waiting area is unpaved.


The right-of-way continues east toward Roncesvalles. The south side curb is continuous except at Sunnyside Avenue. The north side curb is open for much of the distance between Roncesvalles and Sunnyside because of the access tracks to the carhouse and to Sunnyside Loop.

Traffic signals will be added at Sunnyside Avenue to control movements across streetcar lanes, and to aid streetcars leaving the loop. A new left turn lane eastbound will be added.
 

W. K. Lis

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