Updated July 23, 2013 at 2:50pm: TTC overhead crews finished their work earlier today and handed the intersection back to City of Toronto crews for reinstallation of the traffic signals. North-south streetcar service resumed on 504 King and 505 Dundas just before 2:00 pm, and the 506 Carlton service is expected to be back on its normal routing for the afternoon peak.
As of 3:45 pm, the 506 Carlton route was off diversion.
Updated July 21, 2013 at 6:15pm: The TTC has received clearance from the Ontario Fire Marshall and the City of Toronto to begin rebuilding the power distribution system and contact wire for streetcars. As mentioned in the note below, this will take several days, and regular service will not resume until late in the week.
Original post from June 17:
After the fire last weekend at Broadview and Gerrard, streetcar service is still diverting with shuttle buses filling in the gaps.
Rebuilding the overhead system that was dismantled to assist with firefighting and subsequent demolition will take several days. I asked Brad Ross at the TTC why the diversions needed to continue for so long. Here is his reply:
We took it down in a day, but dismantling something is much different than re-building something that needs to last for many years of safe/reliable operation.
The entire workscope is complicated because it’s not just the trolley wire. We also had to cut feeder lines (larger power distribution cables) as well as negative returns on the south side of Gerrard and these need to be restored which is more significant than the trolley wire and span wires. This is more than half of the overall work.
One of the sidewalk poles right next to burned building that suspends our wires (plus hydro, traffic lights) should also be replaced. Not overly complex but additional work. And since this is what holds up (literally and figuratively) other aspects of overhead work there is a logical sequence that needs to be followed.
The trolley wire and spans are somewhat straightforward. The offset of Gerrard Street at the Broadview intersection adds a bit of challenge, but it’s not too serious. The fact that it’s not exactly straight just another wrinkle on top of something already difficult. Choosing to do the curve later probably saves us a shift (shift and a half maximum) but we would need a closure at a later date to complete it and we’re just deferring that amount of “pain”. The deferred closure would of course be longer than a shift because we would need to remobilize.
Although nobody likes to hear it, we also have human resource constraints and labour laws to follow. The work involves multiple crews working simultaneously throughout the process and we need to ensure they are getting the legal amount of time off between shifts.
Executive Director –
Toronto Transit Commission
I followed up asking whether the intersection would be built “pantograph friendly”, but it turns out that the design work for this location has not been done yet. The intersection will be rebuilt with standard overhead and converted at a future date.
When the City gives the TTC clearance to begin working, the TTC will issue an updated notice about the diversions.