EGLINTON CROSSTOWN LRT PROJECT

ECLRT RULE BOOK

TABLE OF CONTENTS
Welcome ............................................................................................................................................. 9
Acronyms .......................................................................................................................................... 11
Terms ................................................................................................................................................ 13
1.0 General Rules .......................................................................................................................... 21
1.1 Qualification and Authorization ...................................................................................... 21
1.2 Obeying Rules ............................................................................................................... 21
1.3 Fitness for Duty .............................................................................................................. 22
1.4 Attending to Duties......................................................................................................... 22
1.5 Visitors without ECLRT Rule Book Training ................................................................... 22
1.6 Access Beyond the Station Platform End-Gate ............................................................. 22
1.7 Use of Ladders............................................................................................................... 25
1.8 Safe Limits of Approach to Overhead Catenary System ................................................ 25
1.9 Flammable or Dangerous Substances ........................................................................... 25
1.10 Responding to Sick, Injured, or Abused Persons on the Mainline ................................. 25
1.11 Reporting Incidents ........................................................................................................ 26
1.12 TTC By-law No. 1........................................................................................................... 27
2.0 Responding to Emergencies .................................................................................................... 29
2.1 Responding to Emergencies .......................................................................................... 29
2.2 Cutting Traction Power in an Emergency ....................................................................... 31
2.3 Unauthorized Persons in the Exclusive and Semi-Exclusive Guideway ........................ 34
2.4 Person Contacted by a Train ......................................................................................... 35
2.5 Responding to an Unsanitary Condition......................................................................... 37
2.6 Unsafe Conditions at Track Level .................................................................................. 38
2.7 Fire, Smoke, or Burning Odour on the Mainline ............................................................. 40
2.8 Fire, Smoke, or Burning Odour at the EMSF (Yard and Buildings) ................................ 41
2.9 Fire Fighting Equipment ................................................................................................. 42
2.10 Where to Find Fire Extinguishers ................................................................................... 43
2.11 Portable Fire Extinguishers ............................................................................................ 44
2.12 Vehicle Evacuation ........................................................................................................ 44
2.13 Station Evacuation ......................................................................................................... 46
2.14 Emergency Exits ............................................................................................................ 48
2.15 Alarms ............................................................................................................................ 51
2.16 Derailment or Collision ................................................................................................... 56

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2.17 Bomb Threat .................................................................................................................. 56

2.18 Suspicious Package or Item .......................................................................................... 56
2.19 Suspected Arson............................................................................................................ 56
3.0 Voice Communication .............................................................................................................. 57
3.1 General .......................................................................................................................... 57
3.2 Authorized Users of the Radio System .......................................................................... 57
3.3 Self Identification of Users on Air ................................................................................... 58
3.4 Brevity and Clarity of Communication ............................................................................ 58
3.5 Talking on the Radio ...................................................................................................... 58
3.6 Use of Emergency Telephones ...................................................................................... 59
3.7 Use of Non-Emergency Telephones .............................................................................. 59
4.0 Guideway and Yard – Safety ................................................................................................... 61
4.1 ECLRT Operating Environment ..................................................................................... 61
4.2 General Rules ................................................................................................................ 61
4.3 Track Level Safety Devices ........................................................................................... 62
4.4 Track Level Hand Signals .............................................................................................. 66
4.5 Responding to Track Level Hand Signals ...................................................................... 68
4.6 Work Area Warning Device – ATO Territory .................................................................. 69
4.7 Track Hazards................................................................................................................ 70
5.0 Guideway Handoff Process...................................................................................................... 73
5.1 General .......................................................................................................................... 73
5.2 General Rules ................................................................................................................ 73
5.3 Track Level Access ........................................................................................................ 73
6.0 Introduction to Temporary Speed Restrictions ......................................................................... 75
6.1 Establishment of Temporary Speed Restrictions ........................................................... 75
6.2 Responding to Temporary Speed Restrictions .............................................................. 78
7.0 Track Level – Walking Inspections ........................................................................................... 81
7.1 General Information ....................................................................................................... 81
7.2 Establishing Walking Inspections in the Exclusive Guideway ........................................ 82
7.3 Establishing Walking Inspections on the Semi-Exclusive Guideway.............................. 84
7.4 Stop and Stay ................................................................................................................ 85
8.0 Track Level – Work Zones ....................................................................................................... 87
8.1 General .......................................................................................................................... 87
8.2 Types of Work Zones ..................................................................................................... 88

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8.3 Recognizing Work Zones ............................................................................................... 89

8.4 Determining the Type of Work Zone .............................................................................. 89
8.5 Person in Charge Duties ................................................................................................ 90
8.6 Traffic Control Person Duties ......................................................................................... 91
9.0 Track Level – Setting Up and Using Work Zones .................................................................... 93
9.1 General Rules ................................................................................................................ 93
9.2 Preparing to Set Up a Work Zone .................................................................................. 94
9.3 Establishing a Work Zone in the Exclusive Guideway ................................................... 95
9.4 Establishing a Work Zone on the Semi-Exclusive Guideway ....................................... 101
9.5 Establishing a Work Zone on EMSF Lead Tracks........................................................ 109
10.0 Operating a Vehicle with Workers at Track Level .................................................................. 111
10.1 General Responsibilities .............................................................................................. 111
10.2 Vehicle Movement past Walking Inspections in the Exclusive Guideway .................... 112
10.3 Vehicle Movement past Walking Inspections on the Semi- Exclusive Guideway ......... 112
10.4 Operating a Vehicle with Workers at Track Level – Exclusive Guideway .................... 113
10.5 Operating a Vehicle with Workers at Track Level – Semi-Exclusive Guideway ........... 114
11.0 ECLRT Signalling & Train Control System ............................................................................. 117
11.1 The Signalling & Train Control System ........................................................................ 117
11.2 Wayside Markers ......................................................................................................... 117
11.3 Responding to Signal Indications ................................................................................. 120
11.4 Switch Position Indicator .............................................................................................. 122
11.5 Improper Signal............................................................................................................ 123
11.6 Incorrect Routing.......................................................................................................... 124
11.7 Red Signal not Clearing ............................................................................................... 124
11.8 Operating past Blank Signal Aspects ........................................................................... 124
11.9 Signal Passed at Danger ............................................................................................. 125
11.10 Non-Communicating Train ........................................................................................... 125
11.11 Responding to Train Operator Display or Dedicated Diagnostic Display Failures .......... 126
11.12 Responding to Stop All Trains, Derailer, and End of OCS Markers ............................. 126
12.0 General Train Operation ........................................................................................................ 129
12.1 General Responsibilities .............................................................................................. 129
12.2 Riders in the LRV Cab ................................................................................................. 129
12.3 Speed Regulations....................................................................................................... 129
12.4 Responding to Traction Power Interruptions ................................................................ 130

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12.5 Sealed Switches .......................................................................................................... 130

12.6 Water and Flood Conditions ........................................................................................ 130
12.7 Guideway Sweep ......................................................................................................... 131
13.0 Train Operation ...................................................................................................................... 133
13.1 General Operation ....................................................................................................... 133
13.2 Blind Spots ................................................................................................................... 133
13.3 Operator’s Position ...................................................................................................... 134
13.4 Mode Selector Switch .................................................................................................. 134
13.5 Operating Modes ......................................................................................................... 134
13.6 Door Operation ............................................................................................................ 137
13.7 Defensive Driving ......................................................................................................... 137
13.8 Approaching a Stationary Disabled Train ..................................................................... 137
13.9 Getting On or Off a Train ............................................................................................. 137
13.10 Operating through Intersections and Pedestrian Crosswalks ...................................... 138
13.11 Bidirectional Operation................................................................................................. 138
13.12 Traction Power Off ....................................................................................................... 139
13.13 Operating Conditions ................................................................................................... 139
13.14 Service Adjustments .................................................................................................... 139
13.15 Train Recovery............................................................................................................. 140
13.16 Train Rescue................................................................................................................ 141
13.17 Rear Cab Operation ..................................................................................................... 142
14.0 LRV Operator Revenue Service Duties.................................................................................. 145
14.1 General Duties ............................................................................................................. 145
14.2 Departure from and Return to the Handoff Platform .................................................... 145
14.3 Preparing for Revenue Service .................................................................................... 146
14.4 Servicing Stations and Stops ....................................................................................... 146
14.5 Monitoring for Unsafe Platform Conditions .................................................................. 146
14.6 Undershooting or Overshooting a Station or Stop ....................................................... 147
14.7 Station and Stop Announcements................................................................................ 148
14.8 Responding to an Unsanitary Condition on a Train...................................................... 148
14.9 Responding to LRV Disablements ............................................................................... 149
14.10 Responding to an LRV with Defective Brakes ............................................................. 149
14.11 Responding to Emergency Alarms............................................................................... 149
14.12 End of Day Procedures ................................................................................................ 150

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15.0 Operating and Working in the EMSF ..................................................................................... 151

15.1 General ........................................................................................................................ 151
15.2 Modes of Operation ..................................................................................................... 151
15.3 Movement in the EMSF Yard ....................................................................................... 153
15.4 LRV Entering and Exiting the EMSF Maintenance Building ......................................... 153
15.5 Track Switches............................................................................................................. 154
15.6 Reversing Vehicles in the EMSF Yard ......................................................................... 155
15.7 Disabled Trains in the EMSF Yard ............................................................................... 155
15.8 Vehicle Testing ............................................................................................................ 156
15.9 Canadian Pacific Railway Spur Track .......................................................................... 156
15.10 Working in the EMSF ................................................................................................... 156
15.11 Establishing Worker Protection in the EMSF ............................................................... 157
15.12 Emergency Power Cut in the EMSF Maintenance Building ......................................... 160
15.13 Vehicle Cleaning and Inspection Facility ...................................................................... 161
15.14 Automatic Vehicle Inspection System .......................................................................... 163
16.0 Maintenance Vehicle Operation ............................................................................................. 167
16.1 General ........................................................................................................................ 167
16.2 Pre-Trip Inspections ..................................................................................................... 168
16.3 Maintenance Vehicle Spotter Responsibilities ............................................................. 168
16.4 Authorizing Movement of Non-Communicating Maintenance Vehicles ........................ 169
16.5 Track Access Points of Entry ....................................................................................... 170
16.6 Operating Speed .......................................................................................................... 171
16.7 Non-CTS Maintenance Vehicles .................................................................................. 171
Attachment 1 – ECLRT Alignment .................................................................................................. 173
Attachment 2 – ECLRT Addresses ................................................................................................. 175

TABLE OF FIGURES
Figure 1-1 Handrail Beyond the Platform End-Gate – Wall Mounted ................................................ 24
Figure 2-1 Emergency Alarm Station ................................................................................................ 29
Figure 2-2 ETEL ................................................................................................................................ 30
Figure 2-3 EAS Emergency Power Cut – Emergency Button............................................................ 32
Figure 2-4 EAS in EMSF Yard and Exclusive Guideway – Elevated ................................................. 32
Figure 2-5 EAS in Exclusive Guideway – Tunnel .............................................................................. 33
Figure 2-6 EAS in Station Platform ................................................................................................... 33
Figure 2-7 Emergency Response Room ........................................................................................... 37

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Figure 2-8 Firefighter’s Access Room ............................................................................................... 42

Figure 2-9 Fire Protection Cabinet .................................................................................................... 42
Figure 2-10 Fire Hose Cabinet .......................................................................................................... 43
Figure 2-11 Fire Department Connections – Tunnel Standpipe ........................................................ 43
Figure 2-12 Fire Extinguisher Cabinet ............................................................................................... 44
Figure 2-13 Emergency Exit – Single Door ....................................................................................... 46
Figure 2-14 Emergency Exit – Double Door ...................................................................................... 47
Figure 2-15 Emergency Rescue Zone .............................................................................................. 47
Figure 2-16 Emergency Evacuation Marker – Exclusive Guideway (Elevated) ................................. 48
Figure 2-17 Emergency Evacuation Marker – Exclusive Guideway (Tunnel) .................................... 48
Figure 2-18 Mount Dennis Station to Laird Station – Exclusive Guideway ........................................ 49
Figure 2-19 Emergency Exit Building ................................................................................................ 50
Figure 2-20 Cross Passage............................................................................................................... 51
Figure 2-21 Emergency Alarm .......................................................................................................... 51
Figure 2-22 Passenger Emergency Intercom .................................................................................... 52
Figure 4-1 Safety Lights .................................................................................................................... 62
Figure 4-2 Maximum Speed Sign ...................................................................................................... 63
Figure 4-3 Maximum Speed Vertical Sign ......................................................................................... 63
Figure 4-4 Handheld Safety Devices ................................................................................................. 64
Figure 4-5 Slow and Stop Signs ........................................................................................................ 64
Figure 4-6 Construction Warning Markers ........................................................................................ 64
Figure 4-7 Barricade Marker ............................................................................................................. 65
Figure 4-8 Construction Markers ....................................................................................................... 65
Figure 4-9 Lane Closure Markers ...................................................................................................... 65
Figure 4-10 No Left Turn Marker ....................................................................................................... 65
Figure 4-11 Emergency Stop Hand Signal ........................................................................................ 66
Figure 4-12 Reduce Speed Hand Signal ........................................................................................... 67
Figure 4-13 Proceed Hand Signal ..................................................................................................... 67
Figure 4-14 Stop Hand Signal ........................................................................................................... 68
Figure 4-15 Work Area Warning Device – Flashing Blue Light ......................................................... 69
Figure 4-16 Work Area Warning Device – Flashing Blue Light, EMSF Lead Tracks ......................... 70
Figure 4-17 Switch Hazard ................................................................................................................ 70
Figure 4-18 Non-Clearance Marker ................................................................................................... 71
Figure 4-19 High Wind when Fan Operating Marker ......................................................................... 72

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Figure 6-1 Maximum Speed Sign ...................................................................................................... 75

Figure 6-2 Maximum Speed Vertical Sign ......................................................................................... 76
Figure 6-3 Temporary Speed Restriction in Exclusive Guideway – Tunnel ....................................... 76
Figure 6-4 Temporary Speed Restriction in Exclusive Guideway –
Elevated (Horizontal Speed Sign) ..................................................................................................... 77
Figure 6-5 Temporary Speed Restriction in Exclusive Guideway –
Elevated (Vertical Speed Sign) ......................................................................................................... 77
Figure 6-6 Temporary Speed Restriction in Semi-Exclusive Guideway ............................................ 78
Figure 7-1 Work Area Warning Device – Flashing Blue Light ........................................................... 82
Figure 9-1 Non-Zero Speed Minor Work Zone Exclusive Guideway – Tunnel .................................. 97
Figure 9-2 Non-Zero Speed Major Work Zone Exclusive Guideway – Tunnel .................................. 98
Figure 9-3 Non-Zero Speed Major Work Zone Exclusive Guideway – Elevated ............................... 98
Figure 9-4 Zero Speed Impassable Work Zone Exclusive Guideway – Tunnel Crossover ............... 99
Figure 9-5 Zero Speed Impassable Work Zone at Kennedy End Terminal –
Double Track Occupied ................................................................................................................... 100
Figure 9-6 Zero Speed Impassable Work Zone Exclusive Guideway – Tunnel Centre Track ......... 100
Figure 9-7 Zero Speed Impassable Work Zone at Mount Dennis End Terminal –
Single Track Occupied .................................................................................................................... 101
Figure 9-8 Non-Zero Speed Long-Term Work Zone – Intersection Maintenance............................ 104
Figure 9-9 Non-Zero Speed Minor Work Zone Semi-Exclusive Guideway ...................................... 105
Figure 9-10 Non-Zero Speed Major Work Zone Semi-Exclusive Guideway .................................... 106
Figure 9-11 Zero Speed Impassable Work Zone Semi-Exclusive Guideway Crossover ................. 107
Figure 9-12 Zero Speed Impassable Work Zone Semi-Exclusive Guideway Centre Track ............ 107
Figure 9-13 Short-Term Work Zone on an Adjacent Roadway Semi-Exclusive Guideway ............. 108
Figure 9-14 Long-Term Work Zone on an Adjacent Roadway Semi-Exclusive Guideway .............. 109
Figure 11-1 All Trains Spotted Marker ............................................................................................ 117
Figure 11-2 Turnback Switch Clearance Marker ............................................................................. 118
Figure 11-3 Sound Horn Marker ...................................................................................................... 118
Figure 11-4 Automatic Train Operation Marker ............................................................................... 118
Figure 11-5 Non-Automatic Train Operation Marker ....................................................................... 119
Figure 11-6 Tunnel Ventilation System Zone Begins Marker .......................................................... 119
Figure 11-7 Tunnel Ventilation System Zone Ends Marker ............................................................. 119
Figure 11-8 Signal Legend .............................................................................................................. 120
Figure 11-9 Clear on Primary Signal ............................................................................................... 120
Figure 11-10 Clear on Secondary Route Signal .............................................................................. 120

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Figure 11-11 Stop and Stay Signal ................................................................................................. 121

Figure 11-12 Call-On Signal ............................................................................................................ 121
Figure 11-13 Switch Position Indicator – Vertical ............................................................................ 122
Figure 11-14 Switch Position Indicator – Diagonal Left ................................................................... 123
Figure 11-15 Switch Position Indicator – Diagonal Right ................................................................ 123
Figure 11-16 Blank Signal ............................................................................................................... 124
Figure 11-17 Switch Position Indicator – Blank Aspect ................................................................... 125
Figure 11-18 Stop All Trains Marker ............................................................................................... 126
Figure 11-19 Automatic Derailer Marker ......................................................................................... 127
Figure 11-20 End of Overhead Catenary System Warning Marker ................................................. 127
Figure 13-1 Speed Limit Marker ...................................................................................................... 133
Figure 13-2 Operator’s Optimal Seating Position ............................................................................ 134
Figure 15-1 Modes of Operation ..................................................................................................... 152
Figure 15-2 Fouling Point Marker .................................................................................................... 154
Figure 15-3 Limits of the Staff Protection Key Switch ..................................................................... 160
Figure 15-4 Power Cut-Off Switch ................................................................................................... 160
Figure 15-5 Train Emergency Stop Button ...................................................................................... 163
Figure 15-6 East and West Entrances to the AVIS Facility ............................................................. 164
Figure 15-7 Location of the Laser Isolation Switch.......................................................................... 164
Figure 15-8 Laser Isolation Switch .................................................................................................. 165
Figure 15-9 Restricted Area Marker ................................................................................................ 166

TABLE OF TABLES
Table 1 Definitions of Acronyms ........................................................................................................ 11
Table 2 Definitions of Terms ............................................................................................................. 13
Table 3 Guideway Types and Operating Modes ............................................................................... 61
Table 4 Determining the Type of Work Zone..................................................................................... 89
Table 5 Work Zone Examples in Exclusive Guideway – Revenue Service Hours............................. 95
Table 6 Work Zone Examples in Exclusive Guideway – Non-Revenue Service Hours ..................... 96
Table 7 Work Zone Examples in the Semi-Exclusive Guideway ..................................................... 101
Table 8 EMSF Track Level Protection Methods .............................................................................. 157
Table 9 ECLRT Addresses.............................................................................................................. 175

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 A

Welcome
 EGLINTON CROSSTOWN LRT PROJECT
ECLRT RULE BOOK

Welcome
The Eglinton Crosstown Light Rail Transit (ECLRT) Rule Book has been designed to help
you understand the actions you are expected to take in the performance of your daily role.
Although many different aspects and scenarios are covered, there may be instances
where you might need additional clarification of a rule—if so, reach out for assistance and
guidance from supervisors and managers.
INTRODUCTION
The ECLRT is a light rail transit line in Toronto that runs along and beneath Eglinton
Avenue between Mount Dennis Station (Weston Road) and Kennedy Station. The 19 km
corridor includes a 10 km underground section, between Keele Street and Laird Drive,
and the Eglinton Maintenance and Storage Facility (EMSF), adjacent to Mount Dennis
Station.
There are fifteen underground stations including three interchange stations: Cedarvale
Station, Eglinton Station, and Kennedy Station, and two terminal stations: Mount Dennis
Station and Kennedy Station. Above ground, there are ten at-grade stops.
The ECLRT Rule Book contains the rules you must follow as you carry out your duties. All
employees, and other designated groups involved in operations, must know and
understand ECLRT operations and rules, and must pass all required tests.
Contractors, consultants, and visitors who need to go to track level on ECLRT property,
must successfully complete ECLRT Rule Book training or they will be required to be
accompanied to track level by an employee who has been trained in ECLRT rules and
authorized by management to escort.
As a Metrolinx (Mx), Toronto Transit Commission (TTC), or Crosslinx Transit Solutions
(CTS) employee, you are expected to perform your duties safely, politely, and efficiently.
No job is so urgent that you cannot take the time to do it safely.
PURPOSE
The ECLRT Rule Book is intended to provide rules, procedures, instructions, and
information for Mx, TTC, and CTS employees and others engaged in ECLRT operations.
These rules are essential for:
 The safety of ECLRT employees, contractors, subcontractors, and visitors.
 The protection of ECLRT property and equipment.
You must know, understand, and obey these rules and instructions. If you do not follow
the rules and procedures, you may be subject to disciplinary action up to and including
dismissal.
These rules may also be used, as applicable, for specific projects including construction,
special events, and emergency exercises.
This book remains the property of Metrolinx.

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HOW TO USE THE RULE BOOK

The ECLRT Rule Book includes a list of definitions (terms and acronyms) that are
important to know, and sixteen sections with rules, procedures, and information. You must
read the definitions to be sure you understand the terms and acronyms in this ECLRT
Rule Book.
Each rule is numbered. The rule is printed in BLUE TEXT. Procedures and other
information are printed in BLACK TEXT.
Where a rule applies to personnel in a specific role or group, that role or group is printed
in RED TEXT above the rule.
Where a rule is general or applies to a specific region, operating mode, or condition of
operation, it is specified in BLACK TEXT above the rule.
The ECLRT system operates under two Control Centres (Transit Control and Yard
Control). Transit Control is located at the TTC Hillcrest Facility, and controls train
operations for the mainline, including the EMSF lead tracks. Yard Control is located in the
EMSF, and controls train operations for the EMSF Yard. Throughout the ECLRT Rule
Book, the action “Call Control” is to be understood as call the applicable Control; that is,
either Transit Control (mainline) or Yard Control (EMSF).
MANAGEMENT RESPONSIBILITIES
When there is an ECLRT Rule Book change, TTC in conjunction with CTS Maintenance
issue notice of a rule change to the ECLRT Rule Book.
All ECLRT Rule Book updates and notices are communicated to relevant groups by an
approved process which may include being posted on safety boards and information
boards. The updates and notices should be posted in a location where all ECLRT Rule
Book qualified persons can review them.
It is the responsibility of the management team to ensure that all their direct reports have
received, read, and understood the latest ECLRT Rule Book information.
Supervisors should have a tracking mechanism for auditing purposes and for providing
proof of who was given the latest ECLRT Rule Book information.
EMPLOYEE RESPONSIBILITIES
The ECLRT Rule Book must be accessible to employees while they are on duty, and:
 Maintained in good condition.
 Updated as new revisions are received.
 Returned to a supervisor or manager, when asked.
When an employee receives a Rule Book Notice for a rule change to a ECLRT Rule
Book, the employee must:
 Ensure to review all Rule Book Notice as provided by management.
 Ensure any questions are addressed to your supervisor for clarification.
 Follow all updated/revised rule book changes as applicable.

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 B

Acronyms
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Acronyms
Table 1 Definitions of Acronyms

Acronym Definition
AI Assistance Intercom
ATC Automatic Train Control
ATO Automatic Train Operation
ATP Automatic Train Protection
ATP-M Automatic Train Protection – Manual
BOCC Backup Operations Control Centre
CBTC Communications-Based Train Control
CCTV Closed Circuit Television
CP Cross Passage
CTSM Crosslinx Transit Solutions Maintenance
DDD Dedicated Diagnostic Display
DWA Designated Waiting Area
EA Emergency Alarm
EAS Emergency Alarm Station
ECLRT Eglinton Crosstown Light Rail Transit
EEB Emergency Exit Building
EI Emergency Intercom
EMSF Eglinton Maintenance and Storage Facility
ERR Emergency Response Room
ERZ Emergency Rescue Zone
ET Emergency Trip
ETEL Emergency Telephone
GIDS Guideway Intrusion Detection System
IC Incident Commander
LRV Light Rail Vehicle
MAN Manual Mode.
Note: EMERGENCY mode.
MOW Maintenance of Way
MSS Mode Selector Switch
MV Maintenance Vehicle
MVD Maintenance Vehicle Driver
Mx Metrolinx
OCS Overhead Catenary System
PA Public Address
PCGM Platform Coupler Gap Monitor
PEI Passenger Emergency Intercom
PIC Person in Charge
PPE Personal Protective Equipment
RASB Region All Stop Button
RASBK Region All Stop Button Key
S&TCS Signalling & Train Control System
S&TCS-WZ Signalling & Train Control System – Work Zone
SOP Standard Operating Procedure
SPI Switch Position Indicator
SPK Staff Protection Key
SPKS Staff Protection Key Switch
TCP Traffic Control Person

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Acronym Definition
TOD Train Operator Display
TSC Transit Special Constable
TSR Temporary Speed Restriction
TTC Toronto Transit Commission
TVS Tunnel Ventilation System
UTO Unattended Train Operation
VCIF Vehicle Cleaning and Inspection Facility

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Terms
For purposes of the ECLRT Rule Book, this section provides the definition of specific
acronyms and terms.

Table 2 Definitions of Terms

Note: Terms defined in this table are set in italics when used in another definition.
Term Definition
Approach End of Station or Stop The end of a station or stop that a vehicle in the normal direction
of travel would enter.
Approach End of Work Area The end of a work area that a vehicle in the normal direction of
travel would enter.
Assistance Intercom (AI) The intercoms located throughout stations, including platforms,
where passengers can contact TTC personnel for assistance.
ATO Territory The section of mainline track between Mount Dennis Station,
including the EMSF lead tracks, and Laird Station, including the
Laird centre track.
Authorized Having permission from a supervisor and/or the authorizing
authority to perform an activity that the worker is qualified to
perform, and which is part of their assigned duties.
Authorized Power Cutter An employee qualified to perform a planned traction power cut.
Automatic Train Operation (ATO) The computer-controlled train operation mode. All train
Mode operations except for door closing are automatic. See also
Unattended Train Operation (UTO), Automatic Train Protection –
Manual (ATP-M) Mode, and EMERGENCY Mode (MAN).
Automatic Train Protection (ATP) The system used to automatically control the maximum
allowable speed that a train can travel at any given time relative
to its movement authority.
Automatic Train Protection – Manual The manual train operation mode with speed and movement
(ATP-M) Mode authority enforced by train VATP.
Automatic Train Supervision (ATS) The portion of the Signalling & Train Control System (S&TCS)
responsible for monitoring and controlling train operations.
Bound The track on which trains would normally travel east “eastbound”
or west “westbound”.
Bypassing Operating a train with passengers, not stopping at a station or
stop.
Communications-Based Train The system that determines and controls the safe speed and
Control (CBTC) movement authority of communicating trains, also known and
referred to throughout the ECLRT Rule Book as the Signalling &
Train Control System (S&TCS).
Centre Track An area of track between mainline tracks where vehicles can be
stored or routed through in either direction. A vehicle can enter
or exit at both ends of a centre track.
Control Centre Refers to the Transit Control Centre for the mainline and EMSF
lead tracks, or the Yard Control Centre for the EMSF Yard,
unless identified otherwise.
Coupling Connecting LRT vehicles together. See also uncoupling.
Cross Passage A secure pathway between the east and west tunnels of the
exclusive guideway. Personnel can use the cross passage to
access the eastbound tunnel from the westbound tunnel and
vice versa.

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Term Definition
Crosslinx Transit Solutions (CTS) Is a design and construction consortium established to deliver
and maintain the ECLRT.
Crossover A track layout that allows vehicles to change bounds on the
mainline. See also interlocking.
Deadheading Operating a train without passengers, not stopping at any
stations or stops.
Dedicated Diagnostic Display (DDD) A touch screen video display that shows the operator any LRV
faults or alarms and is used to conduct diagnostics on any of the
LRV systems.
Derailment When one or more wheels of a vehicle moves off the running
rails.
Designated Waiting Area (DWA) A waiting area on the station platform that contains an
assistance intercom (AI), seating area, grab bar, and payphone,
and is monitored by CCTV.
Devil Strip The area between two sets of tracks where it is dangerous to
stand when vehicles are approaching or passing.
ECLRT Help Desk The entity responsible for receiving enquiries, service requests,
or notifications from the TTC to coordinate and dispatch
maintenance services/repairs.
The ECLRT Help Desk is the day-to-day interface between the
TTC and CTSM. It coordinates train change-offs with Transit
Control and injects hot spare trains into revenue service, as
required, and coordinates with Alstom maintenance personnel.
EMSF Lead Track The track between the EMSF Yard and the mainline.
Eglinton Crosstown Light Rail Transit The light rail transit system that runs from Mount Dennis Station
(ECLRT) to Kennedy Station.
Eglinton Maintenance and Storage The buildings used to maintain, repair, and store trains located
Facility (EMSF) north of Mount Dennis Station. See also Eglinton Maintenance
and Storage Facility Yard.
Eglinton Maintenance and Storage The EMSF track areas for vehicle movement and storage. See
Facility (EMSF) Yard also Eglinton Maintenance and Storage Facility.
Elevated Guideway Part of the exclusive guideway, the section of track east of
Mount Dennis Station and the Keelesdale portal.
Emergency Alarm A device onboard trains that allows passengers to alert the LRV
operator of an emergency situation.
Emergency Alarm Station (EAS) An EAS consists of an emergency telephone (ETEL) and an
emergency button to cut traction power in an emergency. An
EAS is identified by its blue light.
Emergency Exit Building (EEB) Used during an emergency, the stairs providing an egress route
to street level, located within a secure pathway between the east
and west tunnels of the exclusive guideway.
Emergency Mode (MAN) The mode of operating LRVs/trains that allows a qualified and
authorized person to control vehicle functions manually without
computer assistance. It is labelled MAN mode on the MSS and
displayed on the TOD. See also Automatic Train Operation
(ATO) Mode and Automatic Train Protection - Manual (ATP-M)
Mode.
Emergency Power Cut The shutting off of electrical supply to the traction power system
because of an emergency at track level. See also emergency
alarm station.

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Term Definition
Emergency Rescue Zone (ERZ) There are two emergency rescue zones located at each end of a
station platform next to an emergency exit (where present),
where customers with mobility issues can wait for emergency
response personnel to assist. The emergency exit doors will
unlock if a fire alarm or emergency evacuation situation occurs.
Emergency Response Room (ERR) A dedicated room within a station, used during an emergency to
deal with potential injuries or casualties.
Emergency Response Personnel Any or all of city agencies including Toronto Fire Services,
Toronto Police Service, and Toronto Paramedic Services, and
TTC and CTS responders.
Emergency Telephone (ETEL) A telephone located at an emergency alarm station (EAS). It
allows users to place internal and emergency calls.
Employee Anyone working on the ECLRT system including Mx, TTC, and
CTSM, and their contractors and subcontractors.
End Terminal A terminus station.
Exclusive Guideway The sections of the mainline, tracks, and walkways into which
access by unauthorized personnel and the public is prohibited—
elevated guideway, tunnels, and stations.
Firefighter’s Access A room at each station allowing firefighters access to a station in
an emergency.
Fouling Point The location on a track beyond which vehicle movement will
obstruct the operation of a switch or obstruct vehicle movement
on an adjacent track or both.
Guideway Intrusion Detection Located along station platforms, EMSF lead tracks, and at
System (GIDS) portals. GIDS activates when an intrusion is detected.
Guideway Sweep (or Sweep) A guideway sweep is used prior to the commencement of
revenue service each day or at the direction of Transit Control. It
is performed to ensure the track is fit for service and or to
investigate a reported intrusion or report of unusual track
condition.
Guideway Walkway A raised pathway in the exclusive guideway (tunnel and elevated
section) that provides safe refuge and emergency egress.
Handoff Platform A designated arrival or departure platform where trains transition
into and out of service within the EMSF Yard.
Handrail Beyond the Platform End- A yellow handrail that defines the permitted portion of the
Gate guideway walkway for use by authorized personnel to go beyond
the station platform end-gate to access service rooms.
Hi-rail Maintenance Vehicle A vehicle designed to travel on rail as well as on roadways.
Hostler Platform The transition point between UTO and manual regions of the
EMSF Yard where train control is transferred to or from
shunters.
Incident Commander (IC) A supervisory employee or other qualified employee designated
by Control to be in charge at an emergency incident.
Interlocking Area A section of the system where track switches are located.
Interlocking Signal The signals controlled remotely or locally to control vehicle
movement through track switches (by indicating the route and
authority to proceed).
Isolate An intentional action that prevents a system or piece of
equipment from working.
Lead Person in Charge A designated, competent person in charge (PIC) of a shared
work zone. The lead PIC is responsible for liaising with the PICs
in each independent work area within the shared work zone,
being the single point of contact with Control.

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Term Definition
Leaving End of Station or Stop The end of a station or stop that a vehicle in the normal direction
of travel would exit.
Leaving End of a Work Area The end of the work area that a vehicle in the normal direction of
travel would exit.
Light Rail Vehicle (LRV) A low-floor, articulated rail vehicle designed for urban transit
systems, operated by an LRV operator or shunter. See also
vehicle.
Light Rail Vehicle (LRV) Operator The only person qualified to, among other duties, operate a train
in revenue service.
Limits of Approach The minimum safe working distance from an exposed electrical
conductor of a given voltage class.
Live The term used when electrical power is on.
Lock Out Tag Out (LOTO) The use of lock(s) and tag(s) to render machinery or equipment
inoperable or to isolate a power source in accordance with
applicable law, regulation, policy, and/or procedures.
Mainline All tracks from Mount Dennis Station, and from Mount Dennis
Station to Kennedy Station.
Maintenance of Way (MOW) Maintenance of exclusive guideway and semi-exclusive
guideway including repairing, testing, and inspecting of OCS,
signals, and tracks e.g., ties, ballast, and rail.
Maintenance of Way Building The building for the storage of maintenance of way equipment,
including vehicles.
Maintenance Vehicle A vehicle used for the purpose of maintaining ECLRT assets.
Maintenance Vehicle Driver (MVD) An authorized CTSM employee who operates a maintenance
vehicle on the ECLRT system (EMSF Yard and mainline).
Manual Mode (MAN) The mode of operating LRVs/trains that allows a qualified and
i.e., EMERGENCY Mode authorized person to control vehicle functions manually without
computer assistance. See also Automatic Train Operation (ATO)
Mode and Automatic Train Protection - Manual (ATP-M) Mode.
Master Controller (MC) The device used by the qualified and authorized person to
control LRV/train movement.
Mode Selector Switch (MSS) The six-position rotary switch that a qualified and authorized
person uses to select operating modes (UTO, REV, OFF, MAN,
ATP, and ATO).
Non-ATO Territory The section of mainline track between Laird Station and
Kennedy Station.
Non-Clearance Area An area of adjacent to track (e.g., walkway) where there is not
enough room for a vehicle to pass a person without contacting
them. In a tunnel, identified by yellow stripes on a wall.
Notice A formal process for communicating changes to the ECLRT Rule
Book.
Normal Direction of Travel The direction that vehicles normally travel on a given bound.
Overhead Catenary System (OCS) The part of the traction power system that distributes power to
the LRVs and is carried by overhead cable or rail where the
pantograph makes contact.
Passenger Emergency Intercom The intercoms located throughout LRVs to allow passengers to
(PEI) report an emergency to the LRV operator.
Person in Charge (PIC) A designated, competent person directly responsible for safely
leading, coordinating, and overseeing specific work activities that
take place at track level.
Planned Traction Power Cut It is the planned, documented process for powering down
portions of the OCS for maintenance purposes as and when
required.

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Term Definition
Public Address (PA) System The announcement system on every LRV that allows the LRV
operator or Transit Control to make announcements to
passengers.
Stations also have PA systems that allow Transit Control and
authorized personnel to make announcements to passengers.
Qualified An employee who has been trained to carry out a specific task
and is authorized to do so.
Rail Car Mover (RCM) A vehicle capable of travelling on both paved surfaces (not
roads) and railway tracks fitted with couplers for coupling and
moving rail vehicles in the EMSF Yard.
Recovery Train A train used in the recovery of a disabled train (train to train).
Region All Stop Button (RASB) At the EMSF, the physical pushbutton in Region 1 that allows
Yard Control to stop all trains in this S&TCS region.
Region All Stop Button Key (RASBK) At the EMSF the key to release the zero speed command of the
Region All Stop Button (RASB).
Rescue Vehicle A specialized maintenance vehicle used in the rescue of a
disabled train anywhere on the system.
Running Rails The two parallel rails on which rail vehicles move.
Run Sheet A planning document, produced daily, coordinating planned
guideway maintenance activities between the Transit Control
and the maintainer for the next 24-hr period.
Safe Refuge A location where workers can safely stand outside of the
dynamic envelope of rail vehicles.
Safety Feature The devices, equipment controls, and systems that make it
possible to operate the ECLRT safely. They prevent injury to
passengers and employees and damage to vehicles, equipment,
and operating systems.
Safety Light A type of track level safety device that is a yellow, red, green, or
blue safety light and is used to indicate a work zone (i.e., yellow,
red, and green safety lights) or a Work Area Warning device
i.e., flashing blue safety light.
Semi-Exclusive Guideway The sections of the mainline that are not fully isolated from the
public, being the at-grade track section (where the track is not in
a tunnel) from the Laird Portal to the Kennedy Portal, excluding
the Science Centre Station. The public is not strictly prohibited
from entering this area.
Shunter A maintenance employee who operates a non-revenue LRV
and/or train (EMSF Yard and mainline) for yard movement,
change-off, or train recovery.
Signal A coloured light that gives information to vehicle operators about
movement authority and routing.
Signal Passed at Danger Occurs when a vehicle operator does not obey a restrictive
signal.
Signalling & Train Control System The system that determines and controls the safe speed and
(S&TCS) movement authority of communicating vehicles, also referred to
as Communications-Based Train Control (CBTC).
Signalling & Train Control System – Command within the S&TCS that limits the movement authority
Work Zone (S&TCS-WZ) and speed of communicating trains within a specified area.
Split Switch An incident caused by a failure of the rail and wheel interface
that forces trucks (bogies) to move in different directions through
a switch.

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Term Definition
Spotter A second qualified LRV operator onboard an LRV or at track
level. The spotter maintains communication with the train
operator to ensure safe train movement.
Staff Protection Key The key to activate the staff protection key switch (SPKS).
Staff Protection Key Switch (SPKS) A device that when the staff protection key is removed, protects
personnel working in track areas or on trains in the VCIF.
Stinger The system in the EMSF building that provides auxiliary power
to LRVs.
Stop A semi-exclusive guideway location where passengers board
and alight the train.
Stop and Stay A form of worker protection implemented by Transit Control for
an unplanned event where maintenance or operations personnel
must access track level where vehicle movement must stop.
Supervisory Employee An employee who is authorized to perform supervisory duties,
according to the general accountability, duties, and
responsibilities, as described in that position’s job description.
Switch Position Indicator (SPI) Located in the EMSF Yard and EMSF lead tracks, the device
that provides a visual indication of a switch’s position.
Tail Track A track that extends beyond an end terminal.
Temporary Speed Restriction (TSR) An area where vehicles are required to reduce speed. Under
normal circumstances, there are no employees or workers in the
area unless a walking inspection is taking place.
Toronto Transit Commission (TTC) The public transit agency that operates the ECLRT.
Towed Train A disabled train requiring recovery or rescue.
Track Level The areas wall to wall and fence to fence in the exclusive
guideway (excluding station and stop platforms and areas
beyond platform end-gates that are delineated by a yellow
handrail), guideway curb to guideway curb in the semi-exclusive
guideway, and fence to fence in the UTO portion of the EMSF
Yard.
Track Switch A device used to divert vehicles from one track to another.
Traction Power The electrical power to make trains move that is supplied
through the overhead catenary system (OCS). When traction
power is on, the traction power is live.
Traction Power Interruption Traction power may go off because it has been cut at an
(Unplanned) emergency alarm station (EAS) due to an emergency, or
because something is wrong with the electrical supply.
Traffic Control Person (TCP) A competent person assigned to carry out the task of listening,
watching, and regulating approaching vehicles and pedestrians.
Additional tasks include warning all workers and giving
appropriate hand signals to operators. The TCP may not perform
any other duties while performing this role.
Trail Through A vehicle movement in which the vehicle wheel flange moves a
track switch point to a favourable position.
Train Two or more LRVs coupled together to form a single operating
vehicle (LRVs are usually coupled mechanically and electrically).
Train Emergency Stop Button Upon activation of a train emergency stop button (TESB), the
(TESB) S&TCS will cause an approaching train that is in a protected
mode (UTO, ATO, ATP-M) to come to an immediate stop on the
track where activated—it will not stop a train in EMERGENCY
mode.

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Term Definition
Train Operator Display (TOD) The train operator display (TOD) provides the LRV operator with
a visual display of the vehicle’s actual speed, authorized speed,
and other required information.
Transit Control The control centre responsible for all communication and control
of mainline operations.
Transit Special Constable (TSC) A Special Constable Service employee with the power to enforce
TTC By-law No. 1 infractions for specific transit-related and
Trespass Property Act-related offences.
Truck (Bogie) An LRV suspension structure with two-wheel sets that run on the
running rails.
Unattended Train Operation (UTO) The vehicle operating mode within EMSF Yard without an
Mode onboard LRV operator. The S&TCS has full control of automatic
train operation and protection.
Uncoupling Separating coupled vehicles. See also coupling.
Vehicle An LRV, maintenance of way (MOW) vehicle, or any other
vehicle that operates on the ECLRT system.
Vehicle Cleaning and Inspection The facility where LRVs are cleaned and inspected, and sanders
Facility (VCIF) and windshield washer reservoirs are replenished by cleaning
staff. LRVs travel into and out of the VCIF in UTO mode
(driverless).
Vehicle Cleaning Staff Building The building where personnel who perform LRV cleaning reside.
Walking Inspection The visual inspection and troubleshooting of faults with tracks,
switches, signals, and other parts of the system. Activities that
require walking inspections include track patrols and safety
assurance checks.
Walking inspections may be done as part of new employee
orientation and training.
The establishment of walking inspections is treated differently in
each region of the ECLRT due to differences in train operation
and availability of personnel safe refuge areas.
Wayside Marker A sign that provides operational information to a vehicle
operator, such as a turnback clearance point.
Work Area The part of a work zone where work takes place.
Work Zone (WZ) An area identified with track level warning devices to show
where employees are working at track level.
Yard Control The control centre responsible for all EMSF communication and
operations located within the EMSF Yard.
Yard Control Operator A person responsible for system communication and control of
all operations within the EMSF Yard.

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General Rules

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1.0 General Rules

1.1 Qualification and Authorization
Qualified to perform duties means you are trained and have been certified by the
appropriate training authorities.
Authorized to perform duties means you have the approval of your supervisor and/or the
appropriate mainline or yard authority, in advance, to do so.
1.1.1 Perform duties and carry out tasks only if you are both qualified and authorized to do so.
This includes, but is not limited to:
 Descending to track level.
 Walking at track level.
 Working at track level.
 Adjusting or repairing vehicles.
 Operating vehicles.

1.2 Obeying Rules

1.2.1 Always obey TTC By-law No. 1.
1.2.2 If you fail to obey any rule that applies to you, you might be subject to disciplinary action
up to and including dismissal.
1.2.3 ECLRT Rule Book qualified employees must have access to the ECLRT Rule Book while
on duty.
1.2.4 Always act in a safe way.
1.2.5 Do not do anything that interferes with the:
 Safe performance of your duties or the duties of someone else.
 Safe operation and maintenance of the Eglinton Crosstown Light Rail Transit
(ECLRT) system.
1.2.6 Show proper identification when entering ECLRT property.
1.2.7 If your job requires you to have a valid driver’s licence, you must carry your licence with
you while on duty.
1.2.8 Any changes in the status of your driver’s licence or any charges or convictions against
you must be reported to your supervisor before reporting for work or resuming work.
1.2.9 Use proper entrances, exits, and marked walkways to enter or leave stations, stops, or
the Eglinton Maintenance and Storage Facility (EMSF) Yard. Do not use bus lanes or
track allowances.
1.2.10 Do not park personal vehicles at stations unless you have been authorized or designated
a parking space.
1.2.11 Be aware of, understand, and obey all rules, policies, procedures, and notices that apply
to your work as covered during your onboarding, training, and certification.

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1.2.12 Do not leave vehicles idling. Shut down trucks or maintenance vehicles (MVs) unless they
are required for the work to be done, or unless they will be occupied during periods of
extreme cold weather.
1.2.13 If safe to do so, follow all instructions given by Control; otherwise, tell Control of the
unsafe condition and await further instructions.
Note: The term Control can refer to Transit Control (mainline) or Yard Control (EMSF).

1.3 Fitness for Duty

1.3.1 While on duty or while being identifiable as a Metrolinx (Mx), TTC, or Crosslinx Transit
Solutions (CTS) authorized employee, do not use, be impaired by the use of, or have with
you intoxicating substances.
1.3.2 If the use of medication might result in impairment, tell your supervisor before you start
work, or if you are already on duty, tell your supervisor before you take the medication.
1.3.3 If you are uncertain about your fitness for duty, tell your supervisor before you start work.
1.3.4 Ensure that you take the proper precautions to prevent fatigue.

1.4 Attending to Duties

1.4.1 While on duty, give your full attention to carrying out your responsibilities.
1.4.2 Do not read or use personal entertainment or personal communication devices while
performing work.
1.4.3 Reading material must not be visible, except for documents you need to perform your
duties.

1.5 Visitors without ECLRT Rule Book Training

1.5.1 Visitors who have been authorized to descend to track level must receive a track level
safety briefing and must stay with an authorized track level escort at all times.

1.6 Access Beyond the Station Platform End-Gate

The platform end-gate and the doors to any service rooms beyond the platform end-gate
are alarmed.
Where there is a service room located beyond a platform end-gate, a yellow handrail
mounted to the wall or the walkway, delineates the limit of permitted travel to the service
room(s) adjacent to that station. Travel is not permitted beyond the yellow handrail or the
service room door(s).
1.6.1 To access the guideway walkway beyond the platform end-gate, you must be qualified
and authorized.
1.6.2 Before opening a platform end-gate, call, and request and obtain authorization from
Transit Control.

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1.6.3 When accessing the guideway walkway beyond the platform end-gate:
 At the approach end, wait until the train has stopped on the platform before opening
the end-gate.
 At the leaving end, wait until the train has left the platform before opening the
end-gate.
1.6.4 Ensure the platform end-gate is closed and latched after passing through it in either
direction.
WALKING BETWEEN A SERVICE ROOM BEYOND THE PLATFORM END-GATE AND THE
PLATFORM
1.6.5 To walk between a service room located beyond the platform end-gate and the platform,
you are permitted to use the walkway that is delineated by a yellow handrail once you
have received authorization.
1. Wear an approved Mx, CTS, or TTC safety vest, and approved safety footwear.
Note: Specific service rooms may require additional PPE.
2. Before passing through the platform end-gate, use the emergency telephone (ETEL)
next to the platform end-gate to call Transit Control and request authorization,
providing the following:
 Your name and ID.
 Station.
 Platform direction and platform end.
 Room to be accessed.
Note: Where the ETEL next to the end-gate is out of service, a different ETEL or
radio may be used to call Transit Control, and Transit Control must confirm
your location by CCTV or other approved method.
Note: Transit Control will only grant authorization after confirming that there are no
moving trains at your location or approaching your location.
3. Ensure you have the key/card to access the service room and ensure it is readily
available.
4. Use the platform end-gate and proceed directly to the service room.
5. Upon entering the service room, call Transit Control.
1.6.6 Before exiting the service room, call Transit Control for authorization. Once authorized by
Transit Control, proceed directly to the platform.
1.6.7 If a vehicle is noticed approaching unexpectedly:
 Immediately stop walking and hold the handrail.
 Back to the wall.
 Feet at right angles to the track.
 Head turned towards the approaching vehicle.
 Secure clothing and objects you are holding.
 Using a flashlight or other means to signal the vehicle to stop.
 Once the vehicle has stopped, continue to the service room/platform.
 Notify Transit Control.

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Note: Specific service rooms may require additional PPE.

Figure 1-1 Handrail Beyond the Platform End-Gate – Wall Mounted

Figure 1-2 Handrail Beyond the Platform End-Gate – Walkway Mounted

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1.7 Use of Ladders

1.7.1 Use only fibreglass ladders.
1.7.2 Call Control before using a ladder anywhere on a platform during revenue service hours.
1.7.3 Do not use ladders at track level during revenue service unless it is an emergency.
1.7.4 Before using a ladder at track level during an emergency, get authorization from Control.
1.7.5 Ensure the ladder does not encroach on the dynamic envelope of the train.

1.8 Safe Limits of Approach to Overhead Catenary System

1.8.1 To perform work on the overhead catenary system (OCS), you must be qualified and
authorized.
1.8.2 Maintain minimum clearance and use equipment and procedures adequate to protect
against electrical shock or burns.
1.8.3 If you are not qualified and authorized, maintain a minimum 3 m safe limits of approach.

1.9 Flammable or Dangerous Substances

1.9.1 Do not transport flammable or dangerous substances on trains, except in emergencies or
extreme circumstances, and only with the approval of Control.
1.9.2 If authorized to transport flammable or dangerous substances during an emergency or
extreme circumstance, such substances must be contained in proper containers.

1.10 Responding to Sick, Injured, or Abused Persons on the

Mainline
SICKNESS OR INJURY
1.10.1 If a person is injured or ill, and if safe to do so:
1. Immediately call Control and provide the location and circumstances.
2. Make the person as comfortable as possible.
3. Do not leave the injured or ill person alone.
4. If the person is on board a train and their injury or illness does not appear to be
serious, ask if they can move to and wait for assistance on the station or stop
platform.
5. If possible, obtain the person’s contact information.
Note: A TTC or CTS authorized employee must remain with the person until the arrival
of Emergency Services personnel.

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SEXUAL ASSAULT OR ABUSE

1.10.2 If you witness a sexual assault or what seems to be abuse, and if safe to do so:
1. Identify that you are a TTC or CTS authorized employee.
2. Ask the victim if they require assistance.
3. If the victim requires assistance:
a. If safe to do so, provide immediate assistance to the victim.
b. Tell the victim you are requesting assistance.
c. Call Control and provide the location and circumstances.

1.11 Reporting Incidents

1.11.1 As soon as it is safe to do so, call and report to Control anything that could affect the
safety or security of passengers or employees or the safe operation of the transit system,
including but not limited to:
 Incidents involving Emergency Services personnel.
 Emergency alarm activation.
 Signal passed at danger.
 Using sealed bypass switches on vehicles, or bypassing/overriding vehicle safety
systems.
 Unsafe behaviour.
 TTC By-law No. 1 violations.
 Disorderly conduct or vandalism.
 Assault or sexual assault.
 Death, illness, or injury.
 Workplace violence or harassment.
 Criminal activity.
 Fire, smoke, or burning odour.
 Any use of fire fighting equipment.
 Any type of collision or derailment involved in or witnessed.
 Safety or security concerns requiring the attention of a supervisor.
 Emergency traction power cuts.
 Persons taking flammable or dangerous material into a station or onto a vehicle.
 Environmental spills.
 Suspicious objects left unattended.
 Vehicles, buildings, or equipment damaged, requiring maintenance or repair, or in an
unsafe condition.
 Unintended contact with electrical service, pipes, or conduit.
1.11.2 Provide a report to your supervisor on any of the incidents listed in Rule 1.11.1 on the
same day as the incident occurred.

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WHAT TO INCLUDE IN YOUR REPORT

1.11.3 When you call Control, or make a report for your supervisor, be prepared to provide:
 Your name and ID.
 Run number or MV number.
 Location and direction of the incident.
 Description of the trouble and the conditions under which the trouble or incident
occurred.
 If a victim or suspect is still on the vehicle or in the area.
 Description of the suspect and where they were last seen.

1.12 TTC By-law No. 1

UNIFORMED TTC EMPLOYEES
1.12.1 If safe to do so, tell any person in violation of TTC By-law No. 1 that their activity is not
allowed and direct their attention to the posted copy of TTC By-law No. 1.
1.12.2 If that person continues to violate TTC By-law No. 1, immediately call Control, and provide
the location and circumstances.
1.12.3 Unless you are a Transit Special Constable, do not attempt to make an arrest.
1.12.4 Do not attempt to remove the person from the vehicle, station, or stop.
1.12.5 Do not become physically or directly involved with threatening or criminal behaviour
e.g., assault, weapons, threat of harm, etc.
1.12.6 If Control requests you to remain at the scene and if safe to do so, remain at the scene.
NON-UNIFORMED TTC AND CTS AUTHORIZED EMPLOYEES
1.12.7 If you see someone in violation of TTC By-law No. 1, call Control.
1.12.8 Do not become directly involved.
ALL EMPLOYEES
1.12.9 Submit a report to your supervisor on the same day as the incident occurred.

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2.0 Responding to Emergencies

Depending on the nature of the emergency, the necessary emergency plan may be
invoked.

2.1 Responding to Emergencies

EMERGENCY ALARM STATION
An emergency alarm station (EAS) consists of an emergency telephone (ETEL) and a
pushbutton to cut the overhead catenary system power in an emergency. An EAS is
identified by its blue light.
EASs are found at:
 Each end of station platforms.
 Firefighter’s access rooms.
 Emergency evacuation exits (from station platform).
 Emergency exit buildings (EEBs).
 Cross passages (CPs).
 Eglinton Maintenance and Storage Facility (EMSF) Yard, buildings, handoff platform,
and EMSF lead tracks.
Note: To cut power in the EMSF Maintenance Building using the power cut-off switch
(PCS). (see Subsection 15.12 Emergency Power Cut in the EMSF Maintenance
Building)

Figure 2-1 Emergency Alarm Station

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EMERGENCY TELEPHONE (ETEL)

The Eglinton Crosstown Light Rail Transit (ECLRT) telephone system includes
emergency telephones (ETELs) to call the appropriate Control Centre based on
its location.
An ETEL is located at each emergency alarm station (EAS) location throughout the
ECLRT. The ETEL can be used for emergency and non-emergency internal calls. In an
emergency when the red handset is lifted from the cradle and the emergency button is
pressed, the ETEL will automatically dial the emergency telephone number to the
applicable Control Centre. (see Subsection 3.6 Use of Emergency Telephones for list
of numbers)
The ETEL can be used as a normal phone for non-emergency calls by either dialing the
11-digit number or the 5-digit number of the party you are trying to reach.
The ETEL has an “in service” LED light on the top right corner—when this is lit, the
communications system is working normally. When it is unlit, a communications system
failure has occurred.

Figure 2-2 ETEL

2.1.1 In an emergency, open the door to the ETEL, lift the red handset and press the
emergency button located beside the handset.
1. Tell Control:
 Your name and ID.
 Location and direction.
 EAS number if power has been cut.
 Incident or emergency.
2. If requested by Control, to leave the line open, do not place the handset back in its
cradle — leave the line open until otherwise advised by Control or the Incident
Commander.

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3. If the call fails to connect, hang up, lift the handset, and call Emergency Services at
9-9-1-1. As soon as possible inform Control of the incident to advise them you have
already placed a call to 9-1-1.
Note: On a station platform, to access the ETEL, you must open the ETEL door.
GENERAL
2.1.2 Do not knowingly place any person in danger.
2.1.3 Any object waved violently by anyone is a signal to stop.
2.1.4 Immediately report all emergencies to Control.
2.1.5 Assist in emergencies, with due regard to your personal safety, training, qualifications,
and experience.
MAINLINE AND EMSF YARD EMERGENCIES
In an emergency on the mainline or in the Black Creek Division Building, the first qualified
TTC supervisor to arrive at the scene must act as the incident commander (IC). If more
than one qualified TTC supervisor arrives at the same time, Control will designate the IC.
In an EMSF emergency, the first qualified Crosslinx Transit Solutions (CTS) authorized
supervisor to arrive acts as the IC.
IC responsibilities may be transferred to an alternate TTC (mainline and or Black Creek
Division Building) or CTS (EMSF Yard) qualified employee at the discretion of the
appropriate Control Centre.
2.1.6 In an emergency, the IC:
 Assists Emergency Services personnel.
 Coordinates activities of all TTC or CTS authorized employees at the scene.
 Keeps Control up to date on the status of the emergency.

2.2 Cutting Traction Power in an Emergency

2.2.1 If a traction power cut might prevent injury to a person, damage to vehicles or structures,
or is required for any other reason:
1. Immediately call and advise Control of the situation.
2. Tell Control:
 Your name and ID.
 Location direction.
3. If in the exclusive guideway or EMSF Yard and advised by Control to cut power, go to
the nearest EAS, and coordinate with Control.
4. If in the semi-exclusive guideway, Transit Control will assess the need to cut power,
and if required will request Power Control to cut power.

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CUTTING TRACTION POWER

2.2.2 To cut traction power in an emergency in the exclusive guideway or the EMSF Yard:
1. Go to the nearest EAS.
2. Press the emergency trip button for 2 seconds.
3. Use the ETEL to immediately call Control.
4. Tell Control:
 Your name and ID.
 Run number or maintenance vehicle (MV) number.
 Location and direction.
 EAS number.
 Reason for power cut.
 If you intend to walk at track level.
5. Wait for Control to confirm their equipment indicates traction power is off and vehicles
in the vicinity have stopped.
6. Keep the ETEL line open.

Figure 2-3 EAS Emergency Power Cut – Emergency Button

Figure 2-4 EAS in EMSF Yard and Exclusive Guideway – Elevated

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Figure 2-5 EAS in Exclusive Guideway – Tunnel

Figure 2-6 EAS in Station Platform

RESTORING TRACTION POWER AFTER AN EMERGENCY POWER CUT

Control, with the help of the on-site personnel, decides if it is safe to restore the traction
power.
Qualified on-site personnel include:
 The IC.
 An authorized power cutter.
 The employee who cut the power.
 A qualified TTC or CTS authorized supervisor.
 A qualified instructor employed or contracted by TTC or ECLRT.
 Other competent employees.

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AUTHORIZED PERSONNEL
2.2.3 Once Transit Control confirms that traction power may be restored:
1. Warn all persons in the vicinity that power is about to be restored.
2. Ensure all persons in the vicinity are on a platform and safe from vehicle movement
and the overhead catenary system (OCS).
3. Request Control to arrange for power to be restored.
2.2.4 Immediately report to Control any missing or broken emergency trip frangible covers.

2.3 Unauthorized Persons in the Exclusive and Semi-Exclusive

Guideway
2.3.1 Regard anyone at track level as unauthorized who is not:
 Wearing an approved Metrolinx (Mx), CTS, or TTC reflective vest.
 Part of a work crew in a work zone.
 Part of a walking inspection that you have been notified of.
LRV OPERATOR OR CTS AUTHORIZED EMPLOYEE OPERATING THE VEHICLE
SEEING AN UNAUTHORIZED PERSON IN THE EXCLUSIVE GUIDEWAY
2.3.2 If you see an unauthorized person in the exclusive guideway:
1. Immediately stop your vehicle.
2. Call Transit Control.
3. Tell Transit Control:
 Your name and ID.
 Run number or MV number.
 Location and direction.
4. If advised by Transit Control to cut power, and you must leave the operator’s cab,
coordinate with Transit Control.
5. If safe to do so, follow all instructions from Transit Control.
Note: Transit Control will determine whether a power cut is required.
Note: If applicable, provide the EAS number to Transit Control.
GUIDEWAY INTRUSION DETECTION SYSTEM
2.3.3 Upon notification from Transit Control of a guideway intrusion detection system (GIDS)
activation ahead of your train:
1. Follow Transit Control instructions, if safe to do so.
2. Before moving, obtain authorization from Control.
3. Proceed as advised, watch for persons at track level, and be prepared to stop.

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SEEING AN UNAUTHORIZED PERSON IN THE SEMI-EXCLUSIVE GUIDEWAY

2.3.4 If you see an unauthorized person in the semi-exclusive guideway:
1. Immediately stop your vehicle.
2. Sound one long blast of the horn.
3. If the unauthorized person does not clear the tracks, call Control.
4. Tell Control:
 Your name and ID.
 Run number or MV number.
 Location and direction.
5. If safe to do so, follow all instructions from Transit Control.
TTC OR CTS AUTHORIZED EMPLOYEE NOT OPERATING A VEHICLE
SEEING AN UNAUTHORIZED PERSON IN THE EXCLUSIVE GUIDEWAY
2.3.5 If you see an unauthorized person in the exclusive guideway:
1. Call Transit Control.
2. Tell Transit Control:
 Your name and ID.
 Location and direction.
3. If advised by Transit Control to cut power at the nearest EAS, coordinate with Transit
Control.
4. If safe to do so, follow all instructions from Control.
5. If applicable, keep the ETEL line open.
Note: Transit Control will determine whether a power cut is required.
Note: If applicable, provide the EAS number to Transit Control.
TTC OR CTS AUTHORIZED EMPLOYEE
2.3.6 If you are approaching an unauthorized person:
1. Identify that you are a TTC or CTS authorized employee.
2. Use caution, especially if they appear confused or intoxicated.
3. Verbally direct them out of the exclusive guideway.
4. Request their name and contact information.
5. Update Control.

2.4 Person Contacted by a Train

LRV OPERATOR
2.4.1 If a person comes in contact with your train:
1. Immediately stop your train.
2. Lower the pantographs.

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3. Call Control.
4. Tell Control:
 Your name and ID.
 Run number.
 Location and direction.
 Nature of the incident.
5. If at a station or stop, offload your train, and clear the platform of passengers.
6. If at a station or stop, once a TTC supervisor is on scene, leave the scene and wait in
a secure area away from the platform, telling the TTC supervisor where you will be
located.
7. If between stations or stops, remain in your cab.
8. Only qualified emergency response personnel may help locate the victim.
Note: If Control determines an OCS power cut is required, Transit Control will arrange a
power cut with Power Control for incidents in the semi-exclusive guideway. Should
a power cut be required in the exclusive guideway, Transit Control will advise the
LRV operator to cut power from an EAS.
CTS AUTHORIZED EMPLOYEE OPERATING A VEHICLE
2.4.2 If a person comes in contact with your train or MV:
1. Immediately stop your train or MV.
2. If your vehicle is equipped with pantographs, lower the pantographs.
3. Call Control.
4. Tell Control:
 Your name and ID.
 Train or MV number.
 Location and direction.
 Nature of the incident.
5. If at a station or stop, once a supervisor is on the scene, leave the scene and wait in a
secure area away from the platform, telling the supervisor where you will be located.
6. If between stations or stops, remain in your vehicle cab.
7. Only qualified emergency response personnel may help locate the victim.
TTC OR CTS AUTHORIZED EMPLOYEE NOT OPERATING A VEHICLE
2.4.3 If a person comes in contact with a train or MV:
1. Call Control.
2. Tell Control:
 Your name and ID.
 Location and direction.
 EAS number.
 Nature of the incident.
3. If applicable, keep the ETEL line open.
Note: Under no circumstances should anyone except qualified emergency response
personnel try to locate the person injured at track level.

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INCIDENT COMMANDER
2.4.4 Ensure that responders remain out from under the vehicle until it is safe to enter that area.
2.4.5 If power was cut, follow the process to restore traction power.
2.4.6 If asked to do so by Emergency Services personnel, go to the Emergency Response
Room (ERR) and retrieve the fatality equipment.
2.4.7 If Emergency Services personnel use the fatality equipment, tell Control the ERR
room number.
Note: If the victim has not been moved from track level, it may be necessary to cut the
traction power again to allow the victim to be moved.

Figure 2-7 Emergency Response Room

2.5 Responding to an Unsanitary Condition

2.5.1 If you become aware of an unsanitary condition in any areas of the ECLRT, call Control to
report the condition.
BIOHAZARDOUS MATERIALS AND SHARPS
2.5.2 Do not move or touch material that you think might infect you.
2.5.3 Do not touch surfaces that have been contaminated with blood unless you are trained and
authorized and are wearing proper personal protective equipment (PPE).
2.5.4 Do not cover blood, vomit, or other bodily fluids.
2.5.5 If you find a lost article, watch for sharp edges and biohazardous materials.
2.5.6 Do not recap a needle.

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EMSF WORKERS OR END OF LINE CLEANERS

2.5.7 If your work involves cleaning or handling biohazardous materials:
1. Ensure you are following all procedures for performing duties.
2. Place biohazardous materials in the proper container and dispose of appropriately.

2.6 Unsafe Conditions at Track Level

LRV OPERATOR OR CTS AUTHORIZED EMPLOYEE OPERATING A VEHICLE
2.6.1 If you see unsafe conditions at track level:
1. Immediately stop your train or MV.
2. Call Control.
3. Tell Control:
 Your name and ID.
 Run number or MV number.
 Nature of the unsafe condition.
 Location and direction.
4. If necessary, wait until an authorized person removes the object or repairs the
condition.
5. Do not move your train or MV unless authorized by Control.
TTC OR CTS AUTHORIZED EMPLOYEE NOT OPERATING A VEHICLE
2.6.2 If you see unsafe conditions at track level:
1. If you see an object on the tracks and contact with a vehicle seems unavoidable:
 At the nearest EAS, cut traction power, or if in the Vehicle Cleaning and
Inspection Facility (VCIF) stop the train using the train emergency stop button
(TESB)—if you have not already done so, call Control. (see Subsection 15.13
Vehicle Cleaning and Inspection Facility)
 If you are not near an EAS and are carrying a portable radio, use the radio to
immediately call Control.
 If safe to do so, signal the next approaching vehicle to stop—if you have not
already done so, call Control.
2. Tell Control:
 Your name and ID.
 Nature of the unsafe condition.
 Location and direction.
3. If safe to do so, follow all instructions from Control.
Note: If the LRV or train is operating in EMERGENCY mode, a TESB will not stop it.

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DAMAGED OR DOWNED OVERHEAD CATENARY SYSTEM

2.6.3 Do not touch downed parts of the OCS or anything in contact with the downed OCS.
2.6.4 If you operate a train into an area with damaged or downed OCS:
1. Immediately stop your train and call Control.
2. Inform the passengers of the emergency and instruct them to stay onboard the train.
3. Tell Control:
 Your name and ID.
 Run number.
 Location and direction of the incident.
 Nature of the incident.
 Whether there are injuries.
 If a vehicle has been contacted.
 The approximate length of damaged or downed OCS.
4. If safe to do so, follow all instructions from Control.
5. Inform the passengers of the emergency and instruct them to stay onboard the train.
Note: If Transit Control initiates an OCS power cut, the LRV operator or shunter may be
advised to lower the pantograph.
Note: If applicable and able, the LRV operator or shunter, closes all open windows.
2.6.5 If you are not on board a vehicle but become aware that OCS is damaged or downed:
1. Immediately call Control.
2. Tell Control:
 Your name and ID.
 Run number or MV number.
 Nature of the incident.
 Whether there are injuries.
 The approximate length of damaged or downed OCS.
 If any vehicles have been contacted.
 Location and direction.
3. If safe to do so, follow all instructions from Control.
4. Tell all pedestrians and roadway users to stay clear of the downed OCS.
5. If safe to do so, tell occupants of any vehicle in contact with the downed OCS to stay
inside their vehicle.

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SPLIT SWITCH
2.6.6 If you suspect your vehicle has split a switch:
1. Immediately stop your vehicle.
2. Call Control.
3. Tell Control:
 Your name and ID.
 Run number or MV number.
 Nature of the incident.
 Location and direction.
4. If safe to do so, follow all instructions from Control.
5. Do not move the vehicle until authorized by Control.
LOSS OF GROUND
2.6.7 If you suspect your train has experienced a loss of ground:
1. Lower the pantographs.
2. Notify passengers to stay onboard your train.
3. Call Control.
4. Tell Control:
 Your name and ID.
 Run number or MV number.
 Details of the loss of ground.
 Location and direction.
5. If safe to do so, follow all instructions from Control.
6. Do not raise the pantographs or move your train until authorized by Control.

2.7 Fire, Smoke, or Burning Odour on the Mainline

GENERAL
2.7.1 Do not use water on an electrical fire unless power has been cut.
2.7.2 If you become aware of fire, smoke, or burning odour:
1. Call Transit Control.
2. Tell Transit Control:
 Your name and ID.
 Run number or MV number.
 Nature of the incident.
 Location and direction.
3. If safe to do so, follow all instructions from Control.

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FIRE, SMOKE, OR BURNING ODOUR ONBOARD A VEHICLE (PLAN A)

Note: Evacuation of any vehicles affected by fire or smoke must commence as soon as
the need becomes evident.
2.7.3 If you see fire or smoke, or notice burning odour onboard a vehicle, call Control and if safe
to do so, follow all instructions from Control.
2.7.4 If you are between stations or stops, operate or coast to the next platform or emergency
exit, if possible, then stop and stay.
2.7.5 If you cannot operate or coast to a station, stop or emergency exit, call Control, and if safe
to do so, follow all instructions from Control.
FIRE, SMOKE, OR BURNING ODOUR AT TRACK LEVEL OR ON A PLATFORM (PLAN B)
2.7.6 If you see fire or smoke, or notice burning odour at track level or on a platform, call
Control and if safe to do so, follow all instructions from Control.
2.7.7 Do not operate your vehicle towards or through flames or smoke.
Note: Transit Control may authorize to operate in reverse without a spotter in an
emergency.
Note: Do not cut traction power unless authorized by Control.
FIRE, SMOKE, OR BURNING ODOUR IN A STATION (PLAN C)
2.7.8 If you see fire or smoke, or notice burning odour at a station, call Control and if safe to do
so, follow all instructions from Control.
2.7.9 Tell station staff of the fire, smoke, or burning odour, if possible.
2.7.10 If you are in the station, tell people in the station to leave the station.
2.7.11 If you are operating a vehicle, call Control and if safe to do so, follow all instructions
from Control.

2.8 Fire, Smoke, or Burning Odour at the EMSF (Yard and

Buildings)
2.8.1 If you see fire or smoke, or notice burning odour:
1. Activate the nearest fire alarm pull station.
2. Call Yard Control.
3. If safe to do so, follow all instructions from Yard Control.

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2.9 Fire Fighting Equipment

Fire fighting equipment is located throughout the ECLRT system, including within stations
and tunnels.
FIREFIGHTER’S ACCESS ROOM
The firefighter’s access room is a room at each station that allows firefighters emergency
access to a station, and includes a firefighter’s ladder, EAS, and fire extinguisher. The
entrance is from street level.

Figure 2-8 Firefighter’s Access Room

FIRE PROTECTION CABINET

Fire protection cabinets are located throughout the station. Some cabinets also have a fire
extinguisher.

Figure 2-9 Fire Protection Cabinet

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FIRE HOSE CABINET

Fire hose cabinets are located throughout the station. These cabinets also have a fire
extinguisher.

Figure 2-10 Fire Hose Cabinet

FIRE DEPARTMENT CONNECTIONS

Dry standpipe connections are used by the Toronto Fire Department and are located on
the exterior of every station and at specific locations on the exclusive guideway. These
are used to connect the water supply to the fire fighting equipment in stations and tunnels.

Figure 2-11 Fire Department Connections – Tunnel Standpipe

2.10 Where to Find Fire Extinguishers

Fire extinguishers are located:
 At station platforms and throughout the station.
 In the operator’s cab.
 In most maintenance and electrical rooms, for use on different types of fires.
 In firefighters’ access rooms.

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2.11 Portable Fire Extinguishers

USING A PORTABLE FIRE EXTINGUISHER
2.11.1 Use of a portable fire extinguisher is a voluntary act.

Figure 2-12 Fire Extinguisher Cabinet

2.11.2 To use a fire extinguisher, you must be trained.

2.11.3 Any employee using a portable fire extinguisher must:
1. Place it back in its original location after use.
2. Call Control.
3. Tell Control:
 Your name and ID.
 Nature of the incident.
 Location of the used fire extinguisher.
4. If safe to do so, follow all instructions from Control.

2.12 Vehicle Evacuation

GENERAL
2.12.1 Before you evacuate your vehicle:
1. Identify and assess the situation.
2. Decide if evacuation is necessary.
2.12.2 Allow passengers to leave the vehicle only when Control tells you to do so, or there is a
serious immediate danger to passengers.

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EXCLUSIVE GUIDEWAY
2.12.3 If you become aware of danger to passengers or others and the vehicle needs to be
evacuated immediately:
1. Call Control.
2. Tell Control:
 Your name and ID.
 Run number.
 Location and direction.
 Intended emergency exit or station.
 If applicable, the number of individuals remaining onboard the vehicle who require
assistance to evacuate.
3. Wait for Control to confirm that vehicles in the area have been stopped.
4. Secure the vehicle.
5. Direct passengers to walk single file to the nearest and safest exit and stay on the
guideway walkway following the emergency exit signs.
6. Open all doors on the guideway walkway side of the vehicle.
Note: If the evacuation is in an area of a crossover/special track and exit onto the
guideway walkway is not possible, once the doors have opened on the
walkway side, exit in single file. Immediately walk to the space ahead or
behind the vehicle between the running rails in the direction of evacuation.
Note: Walk in single file between the running rails to the nearest and safest
guideway walkway, station, or stop.
2.12.4 If there are passengers onboard who cannot evacuate the train, tell them that Emergency
Services personnel have been dispatched to aid their evacuation.
2.12.5 Cut traction power at every subsequent EAS passed on the evacuation route.
2.12.6 Call Control on arrival at the nearest emergency exit or station to confirm passengers are
clear of the exclusive guideway.
2.12.7 After arrival at the safe location, count and confirm the number of evacuees and obtain
names and contact information.
SEMI-EXCLUSIVE GUIDEWAY
2.12.8 If you become aware of danger to passengers or others and the vehicle needs to be
evacuated at once:
1. Call Control.
2. Tell Control:
 Your name and ID.
 Run number.
 Location and direction.
 Intended evacuation station, stop, or controlled intersection.
 If applicable, the number of individuals remaining onboard the vehicle who require
assistance to evacuate.
3. Activate four-way hazard lights and secure your vehicle.
4. Wait for Control to confirm that vehicles on the opposite bound track are stopped.

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5. Tell passengers to:

 Exit in single file on the track side of the vehicle and immediately move to the
space ahead or behind the vehicle between the running rails in the direction of
evacuation.
 Walk in single file between the running rails to the nearest and safest station or
stop or controlled intersection, whichever comes first.
 Watch for any oncoming vehicles.
2.12.9 If there are passengers onboard who cannot evacuate the train, tell them that Emergency
Services personnel have been dispatched to aid their evacuation.
2.12.10 After arrival at the safe location, count and confirm the number of evacuees and obtain
names and contact information.

2.13 Station Evacuation

There are emergency evacuation exit locations identified on the station platforms by an
illuminated emergency exit sign. Additionally, an emergency exit sign is located on the
exit door. In case of an emergency evacuation, the emergency exit door automatically
unlocks. Some exit doors have an emergency exit push bar that when pressed and held
will release the door.
There is an emergency rescue zone (ERZ) assistance intercom at each end of the station
platforms. The AI can be used by a passenger who requires assistance at this location.
2.13.1 For passengers that are not able to evacuate the station, inform the person that
emergency response personnel will attend the ERZ to assist them to exit.

Figure 2-13 Emergency Exit – Single Door

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Figure 2-14 Emergency Exit – Double Door

Figure 2-15 Emergency Rescue Zone

2.13.2 In an emergency evacuation, exit through the emergency exit doors and then exit
the station.

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2.14 Emergency Exits

EMERGENCY EVACUATION
2.14.1 In an emergency evacuation in the exclusive guideway, lead passengers to the nearest
and safest exit as identified by the emergency evacuation markers.

Figure 2-16 Emergency Evacuation Marker – Exclusive Guideway (Elevated)

Figure 2-17 Emergency Evacuation Marker – Exclusive Guideway (Tunnel)

EMERGENCY EXIT BUILDING

There are three emergency exits at track level in the exclusive guideway:
 Caledonia Station to Fairbank Station (EEB1 – 1B Little Boulevard).
 Mount Pleasant Station to Leaside Station (EEB2 – 389 Eglinton Avenue East).
 Leaside Station to Laird Station (EEB3 – 661 Eglinton Avenue East).

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Figure 2-18 Mount Dennis Station to Laird Station – Exclusive Guideway

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The location of each emergency exit at track level is identified by an illuminated

emergency exit sign. Additionally, an emergency exit sign is located on the emergency
exit building (EEB) door and a blue light is attached on top of the illuminated emergency
exit sign.
The stairs lead from the track level to the surface. An alarm sounds at Control when the
door from track level and the door at the surface are opened.
Note: There are two EASs and two ETELs at this location.
2.14.2 When entering or exiting an emergency exit, use the ETEL located inside the emergency
exit door from the guideway walkway and street level and tell Control:
 Your name and ID.
 Location and direction.
 The reason you are using the emergency exit.
2.14.3 Using the ETEL, call Control again when you reach street level.

Figure 2-19 Emergency Exit Building

CROSS PASSAGE
A cross passage is a secure pathway between the east and west tunnels of the exclusive
guideway.
Personnel can use the cross passage to access the eastbound tunnel from the
westbound tunnel and vice versa.
Note: There are two EASs and two ETELs at this location.

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2.14.4 After entering the cross passage from one bound, use the ETEL to call Control and
request authorization to enter the other bound.

Figure 2-20 Cross Passage

2.15 Alarms
GENERAL
2.15.1 If you hear or see an activated alarm, call Control.
2.15.2 If safe to do so, try to identify the cause of the alarm.
EMERGENCY ALARM
Each LRV has multiple emergency alarm (EA) (i.e., yellow strips located beside the
windows), which when pressed allows passengers in any part of the train to notify the
LRV operator of an emergency.

Figure 2-21 Emergency Alarm

The emergency alarm should only be used for an emergency such as a fire, smoke,
illness, accident, harassment, or other incident that might affect safety, security, or require
Emergency Services.
When a passenger presses the emergency alarm, an alarm sounds inside and outside the
train, and in the operator’s cab, and the four-way hazard lights activate on the outside of
the train.

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When an emergency alarm is activated on a train, the LRV operator in communication

with Transit Control follows a process to investigate the circumstance(s) and determine if
emergency responders are required to attend.
PASSENGER EMERGENCY INTERCOM
Each LRV has passenger emergency intercoms (PEIs), which are located at every
doorway and in both mobility-aid-accessible areas.
There are PEI devices located throughout each LRV; and two additional PEI devices
located in the LRVs two mobility-aid-accessible areas.
These PEIs are used by passengers to communicate directly with the LRV operator if they
need to report an emergency or require assistance.

Figure 2-22 Passenger Emergency Intercom

Figure 2-23 Passenger Emergency Intercom – Mobility-Aid-Accessible Areas

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STATION ASSISTANCE INTERCOM

There are assistance intercoms (AIs) for the use of passengers at each level within
station platforms in the exclusive guideway and at each station or stop along the semi-
exclusive guideway. Some are mounted on walls, and some are mounted on free
standing pedestals.
AIs can have one or two buttons; some only have emergency buttons (red) while other
AIs include both emergency and information buttons (green).
A passenger can use the information button if they require assistance or use the
emergency button if they require emergency response personnel.
Additionally, all AIs have the information and emergency buttons in white raised braille for
passengers with a visual disability and a hearing induction loop for passengers with a
hearing disability.
There are five types of AIs.
Regular – has an information button and emergency button.

Figure 2-24 Assistance Intercom

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Enhanced – has an information button and emergency button.

Figure 2-25 Assistance Intercom – Enhanced

Elevator – has an information button and emergency button. These AIs are located at
every elevator on the system.

Figure 2-26 Assistance Intercom – Elevator

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DWA – has an emergency button and is for emergency use only.

Figure 2-27 Assistance Intercom – Designated Waiting Area

ERZ – has an emergency button and is for emergency use only.

Figure 2-28 Assistance Intercom – Emergency Rescue Zone

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2.16 Derailment or Collision

LRV OPERATOR OR CTS AUTHORIZED EMPLOYEE
2.16.1 If you suspect your train is derailing or has derailed, immediately stop your train and lower
the pantographs.
2.16.2 If there is a derailment or collision:
1. Immediately call Control.
2. Tell Control:
 Your name and ID.
 Run number.
 Location and direction.
 Information about the derailment or collision.
3. If safe to do so, follow all instructions from Control.

2.17 Bomb Threat

2.17.1 Treat all bomb threats as real.
2.17.2 Immediately report bomb threats to Control.
2.17.3 If safe to do so, follow instructions from Control.
2.17.4 If safe to do so, take all steps necessary to protect life and property.

2.18 Suspicious Package or Item

2.18.1 If you find a suspicious package or item:
 Do not move or handle the package or item.
 Attempt to move everyone to a safe location at least 100 m away.
 If safe to do so, take all steps necessary to protect life and property.
 Do not use any wireless transmitters, including vehicle or portable radios, or mobile
phones.
 Call Control.
 If safe to do so, follow instructions from Control.

2.19 Suspected Arson

2.19.1 If you suspect a fire was set deliberately, after the fire is extinguished, if safe to do so:
1. Do not move or touch anything, unless preventing danger of personal injury or loss
of life.
2. Immediately call Control and inform them you suspect arson.

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 3

Voice Communication
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3.0 Voice Communication

3.1 General
3.1.1 Use only TTC or Crosslinx Transit Solutions (CTS) approved and programmed radios for
official calls.
3.1.2 For communication, use the following communications priority, as applicable:
1. Vehicle radio.
2. Portable radio.
3. Emergency telephone (ETEL).
4. Phone.
EXCLUSIVE GUIDEWAY
3.1.3 If there is a vehicle radio failure in the lead cab, use the following communications priority:
1. Use the portable radio, if applicable.
2. Use the rear cab radio, if applicable.
3. Walk to the nearest ETEL and call Control.
SEMI-EXCLUSIVE GUIDEWAY
3.1.4 If there is a vehicle radio failure in the lead cab, stop your train and use the following
communications priority:
1. Use the portable backup radio, if applicable.
2. Use the rear cab radio, if applicable.
3. Use passenger emergency intercom (PEI), if applicable.
4. If there is an ETEL nearby, walk to the nearest ETEL and call Control.
5. Stop the next approaching vehicle from the opposite bound and request the use of the
LRV operator’s radio.
EMERGENCY USE OF PORTABLE RADIO
3.1.5 If you leave the operator’s cab to respond to an incident or emergency, take the portable
radio with you.

3.2 Authorized Users of the Radio System

3.2.1 Only use radios if you are qualified and authorized.
3.2.2 Only make technical adjustments to radios if you are a qualified and authorized
technician.
3.2.3 Handle all calls with or through Control. Do not talk directly to other radio users unless
Control coordinates the call.
3.2.4 If you expect a call to take more than one minute, use an ETEL, if possible.

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3.2.5 When on the mainline or in the Eglinton Maintenance and Storage Facility (EMSF) Yard,
use the appropriate talk group unless Control directs you to use an alternate talk group.
3.2.6 Keep your portable radio in a safe and secure place when not using it.
3.2.7 Always follow proper radio protocol.

3.3 Self Identification of Users on Air

3.3.1 Begin each call by identifying:
1. Your name and ID.
2. Run number or maintenance vehicle (MV) number.
3. Location and direction.

3.4 Brevity and Clarity of Communication

3.4.1 If the call is urgent, start the message with “PRIORITY CALL”.
3.4.2 Keep calls brief and to the point.
3.4.3 Use simple terms and standard wording.
3.4.4 Numbers are called out as individual numbers, not hundreds or thousands.
Example: 1920 = one, nine, two, zero—not nineteen-twenty or one thousand nine
hundred and twenty.
3.4.5 Repeat vehicle movement instructions from Control back to Control.
3.4.6 If vehicle movement instructions are unclear, stop and stay until you have confirmed the
vehicle movement instructions.
3.4.7 Do not:
 Use 10 codes.
 Intentionally interfere with or obstruct any radio communication.
 Transmit a false distress signal, call, or message.
 Make or receive a call without properly identifying yourself.
 Transmit unneeded or irrelevant information, including personal references to anyone.
 Use obscene, indecent, or profane language.

3.5 Talking on the Radio

3.5.1 Use a normal, even rate of speech, and a conversational tone and volume.
3.5.2 Do not shout.

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3.5.3 Speak clearly as follows:

 Say each word distinctly.
 Pause slightly before and after numbers.
 Be prepared to spell out words that might be misheard.
 Press the transmit button only while speaking.
 Speak and transmit only while facing the microphone.
 During long calls, pause and release the transmit button every 30–45 seconds in case
of an emergency.
3.5.4 Do not use a radio or mobile phone near any suspected explosive device (e.g., electrical
blasting caps), where there might be explosive gas, or while investigating a bomb threat.

3.6 Use of Emergency Telephones

USE OF ETEL FOR EMERGENCIES
3.6.1 On the mainline, for an emergency call:
 Lift the ETEL handset and press the emergency button.
 If the call fails to connect with Control, optional numbers to call are:
 3-3555.
 9-416-393-3555.
 9-9-1-1.
3.6.2 Tell Control:
 Your name and ID.
 Run number or MV number.
 Location and direction.
 Nature of emergency.
3.6.3 During an emergency, do not hang up until Control confirms an open line is not required.
USE OF ETEL FOR NON-EMERGENCIES
3.6.4 On the mainline, for a non-emergency call:
 3-3444.
 9-416-393-3444.
3.6.5 In the EMSF Yard, for a call to Yard Control:
 8-9001.
 9-647-255-9001.

3.7 Use of Non-Emergency Telephones

3.7.1 On the mainline, for a non-emergency call to Transit Control, use 416-393-3444.
3.7.2 For a non-emergency call to the Transit Control Line 5 Eglinton Tower,
use 416-393-3104.
3.7.3 For a non-emergency call to the Yard Control, use 647-255-9001.

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 4

Guideway and Yard – Safety

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4.0 Guideway and Yard – Safety

4.1 ECLRT Operating Environment
The Eglinton Crosstown Light Rail Transit (ECLRT) consists of several different types of
guideway construction and uses a signalling & train control system (S&TCS) with varying
operating modes across its system.

Table 3 Guideway Types and Operating Modes

Guideway Types Operating Modes

Exclusive (tunnel and elevated)  Automatic Train Operation (ATO).
 Automatic Train Protection-Manual (ATP-M).
 EMERGENCY (MAN).
Semi-exclusive  Automatic Train Protection-Manual (ATP-M).
 EMERGENCY (MAN).
Eglinton Maintenance and Storage  Unattended Train Operation (UTO).
Facility (EMSF)  Automatic Train Operation (ATO).
 Automatic Train Protection-Manual (ATP-M).
 EMERGENCY (MAN).

The type of guideway and operating mode affects working at track level, and the type, set-
up, and operation of work zones. (see Attachment 1 – ECLRT Alignment)

4.2 General Rules

This section applies to everyone who walks, works, or operates vehicles at track level.
MAINLINE AND EMSF
4.2.1 Watch for vehicles approaching in all directions, including at end terminals, tail tracks,
crossovers, centre tracks, turnbacks, guideway, and within the EMSF Yard.
4.2.2 All employees walking or working at track level must wear all approved PPE and at least
one person in the crew must possess an approved flashlight.
4.2.3 At least one person in each work crew must carry a portable radio for direct
communication with Transit Control or Yard Control. (see Subsection 3.6 Use of
Emergency Telephones)
Note: To walk or work on the EMSF lead tracks or at the handoff platform, all calls are to
be placed through Yard Control and Transit Control.
4.2.4 Avoid walking on or crossing tracks.
Note: You must be authorized by Control to be in the track or be with someone who has
been authorized, or you are complying with Rule 1.6 for accessing service room
beyond the platform end-gate.
4.2.5 Do not walk alone in the guideway and stay within line of sight of other members of your
crew.

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4.2.6 Do not step or stand on the head of the running rails.

4.2.7 Do not cross tracks close behind or in front of a stopped vehicle.
4.2.8 Stop, look, and listen for vehicles approaching from either direction before moving to track
level or crossing tracks.
4.2.9 Always treat the OCS as live unless the traction power has been cut and tested.
4.2.10 If you are at a platform and are required to go to track level to retrieve an item:
1. Call Control and request authorization to go to track level.
2. Control confirms that vehicles at the required location have stopped, and are
prevented from entering the area, and it is safe to go to track level.
3. Control gives authorization to go to track level.
4. After you are safely clear of track level and have returned to the platform, advise
Control if it safe to resume revenue service.

4.3 Track Level Safety Devices

Throughout the ECLRT system, devices are used to alert train operators or others
approaching personnel working at track level. When such devices are observed,
employees are required to slow or stop. Some of these devices will also help identify the
boundaries of their authorized area.
SAFETY LIGHTS
Coloured lights are used throughout the ECLRT system.

Figure 4-1 Safety Lights

 A yellow flashing safety light is placed 150 m or more on the approach (beginning) to
the work zone.
 Yellow safety lights (non-flashing):
 Are placed at 50 m intervals after the yellow flashing safety light.
 Are placed at the end of the work area at 50 m intervals for a minimum of 100 m.
 A solid red safety light is placed at the beginning of the work area.
 A solid green safety light is placed 50 m beyond the last yellow light at the end of the
work zone.

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 A flashing blue light is a Work Area Warning device used to identify that there may be
workers on the track ahead during revenue service in the exclusive guideway.
(see Rule 4.6)
Note: Safety lights are used in the exclusive guideway (tunnel and elevated) and in the
semi-exclusive guideway.
Note: Safety lights are used in the semi-exclusive guideway and elevated guideway by
magnetically attaching to the OCS poles when there is not enough clearance for
track level safety lights.
Note: When placing a safety light on an OCS pole on one bound, the light should be
placed at the 5 o’clock position for the oncoming LRV operator so that the light
can be clearly seen. The other safety light on the same OCS pole should be
placed at the opposite side of the OCS pole (i.e., 11 o’clock position) to prevent
bound confusion in periods of darkness. (see Subsection 6.1 Establishment of
Temporary Speed Restrictions)
MAXIMUM SPEED SIGN
Either a horizontal or a vertical maximum speed sign is be used.
In the exclusive guideway, a maximum speed (horizontal) sign is placed between the
running rails to indicate the maximum permissible speed for a TSR.

Figure 4-2 Maximum Speed Sign

In the semi-exclusive guideway, a maximum speed (vertical) sign is placed on the OCS
pole to indicate the maximum permissible speed for a TSR.

Figure 4-3 Maximum Speed Vertical Sign

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HANDHELD SAFETY DEVICES

Handheld safety devices include LED flashlight, red cone flashlight, whistle, and
blowhorn.

Figure 4-4 Handheld Safety Devices

TRAFFIC CONTROL SIGNS

Note: Traffic control signs and construction markers used on the semi-exclusive
guideway must be approved.

Figure 4-5 Slow and Stop Signs

Figure 4-6 Construction Warning Markers

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Figure 4-7 Barricade Marker

Figure 4-8 Construction Markers

Figure 4-9 Lane Closure Markers

Figure 4-10 No Left Turn Marker

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Track Level Hand Signals

EMPLOYEE RESPONSIBLE FOR SIGNALLING VEHICLES
4.3.1 To ensure hand signals are understood, use approved, clear hand signals to
communicate with light rail vehicle (LRV) operators, maintenance vehicle drivers (MVDs),
and shunters.
4.3.2 Use handheld safety devices in the exclusive guideway, semi-exclusive guideway, and
the EMSF Yard.
4.3.3 Use only one handheld device (i.e., LED flashlight or red cone flashlight) for signalling
vehicles.
EMERGENCY STOP HAND SIGNAL
4.3.4 To stop a vehicle in an emergency:
 Violently wave any object of any colour.
 Wave any object of any colour back and forth horizontally in front of the body.
 Hold up and wave your arms.

Figure 4-11 Emergency Stop Hand Signal

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REDUCE SPEED HAND SIGNAL

4.3.5 To indicate to a vehicle operator a need to reduce speed (to no more than 15 km/h, being
prepared to stop), hold the signalling device horizontally at arm’s length.

Figure 4-12 Reduce Speed Hand Signal

PROCEED HAND SIGNAL

4.3.6 To indicate to a vehicle operator to proceed (at no more than 15 km/h), raise and lower
the signalling device vertically.

Figure 4-13 Proceed Hand Signal

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STOP HAND SIGNAL

4.3.7 To indicate to a vehicle operator to stop, swing the signalling device back and forth
horizontally in front of your body.

Figure 4-14 Stop Hand Signal

4.3.8 Qualified personnel at the location may tell the vehicle operator how and when
to proceed.
4.3.9 If a vehicle operator does not obey a hand signal, immediately call Transit Control and
report the time, direction, location, run number, and vehicle number.

4.4 Responding to Track Level Hand Signals

LRV OPERATOR OR SHUNTER
4.4.1 Acknowledge hand signals using the gong and horn as follows:
 One gong: hand signal understood.
 Two gongs: vehicle is going to move.
 One long blast of the horn: warning of danger.
MAINTENANCE VEHICLE DRIVER
4.4.2 Acknowledge hand signals using the horn as follows:
 One short blast of the horn: hand signal understood.
 Two short blasts of the horn: vehicle is going to move.
 One long blast of the horn: warning of danger.

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4.5 Work Area Warning Device – ATO Territory

PERSON IN CHARGE
4.5.1 Prior to walking or working at track level during revenue service hours in ATO territory
(exclusive guideway from Mount Dennis Station to Laird centre track), place a Work Area
Warning device (i.e., flashing blue safety light) 15 m past the leaving end of the preceding
station and/or the handoff platform.
Depending on the location, place the Work Area Warning device either:
 Next to the running rails on the guideway walkway.
 In the track between the rails.
Note: In some cases, a Work Area Warning device is required at the leaving end of the
destination station on the other bound e.g., where workers are working in a centre
track, on the elevated guideway.
4.5.2 When the work is complete, and the work zone is ready to be cleared:
1. Ensure that no one in the crew is left behind in the track.
2. Remove the Work Area Warning device.
3. Tell Transit Control that your work crew is clear, and you are ready to cancel your
work zone.

Figure 4-15 Work Area Warning Device – Flashing Blue Light

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Figure 4-16 Work Area Warning Device – Flashing Blue Light, EMSF Lead Tracks

4.6 Track Hazards

SWITCH HAZARDS
4.6.1 Use caution at track switches, and do not step on or stand near any movable switch parts.
Note: Only qualified and authorized persons may work on a switch.

Figure 4-17 Switch Hazard

Note: Use caution on uneven surfaces e.g., ballast track and open trough in tunnel
invert areas, etc.

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NON-CLEARANCE AREAS
Sections of track where there is no clearance for personnel to stand are identified by
yellow stripes on the tunnel wall or walkway walls. These areas are called non-clearance
areas.
Other than at stops or pedestrian crosswalks there are no walkways adjacent to the semi-
exclusive guideways.
4.6.2 Do not stand in the devil strip or a non-clearance area, as identified by the non-clearance
yellow stripes marker when a vehicle is approaching or passing.
4.6.3 At the first sight or sound of an approaching vehicle (train) in the semi-exclusive
guideway, all workers are to clear the track and take safe refuge (e.g., step into the
opposite bound if it is safe to do so) until the vehicle has passed.

Figure 4-18 Non-Clearance Marker

HIGH WIND IN THE EXCLUSIVE GUIDEWAY

Areas where there are potential hazards to workers from wind force that is generated by
the tunnel ventilation system (TVS) from any direction in tunnels are identified by a “high
wind warning marker”. (see Figure 4-19 High Wind when Fan Operating Marker)
4.6.4 Do not stand or store materials, equipment, or tools in areas where there is a potential
hazard to workers.
4.6.5 Do not stand in an area where there is a high wind warning marker.

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Figure 4-19 High Wind when Fan Operating Marker

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Guideway Handoff Process 5
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5.0 Guideway Handoff Process

5.1 General
This section applies to all qualified personnel involved in the process of facilitating or
physically accessing track level, and operating maintenance vehicles (MVs) on the
Eglinton Crosstown Light Rail Transit (ECLRT).
The guideway handoff process provides transferring of authority to qualified persons for
accessing and occupying a section of track level, and for the movement of MVs to access
work areas for both planned and unplanned activities.
Authority for mainline territory is held by Transit Control and authority for the EMSF is held
by Yard Control.
Work zones will be established in accordance with Sections 7.0 Track Level – Walking
Inspections, 8.0 Track Level – Work Zones, and 9.0 Track Level – Setting Up and Using
Work Zones.

5.2 General Rules

5.2.1 Only fixed points (stations, switches, or platforms) may be given as limits for an area to be
accessed.
5.2.2 When requesting access to track level, the PIC must call Control to request permission
and accurately communicate all required details to the appropriate Control Centre who
must accurately repeat back the information.

5.3 Track Level Access

5.3.1 All guideway maintenance activities must be planned and included on the run sheet,
including any applicable maintenance vehicle moves or routings.
5.3.2 Where changes or additions to planned maintenance activities are required, they must be
approved by the Alstom supervisor in coordination with Transit Control and recorded on
the run sheet.
5.3.3 Call Transit Control for permission to access track level.
5.3.4 Tell Transit Control:
 Your name and ID.
 The details of your planned track level access as indicated on the run sheet,
including:
 The type of work zone required.
 The specific location/limits of the work zone.
 How long you are scheduled to be there.
 The identification number of your radio.
 The number of persons in the crew.

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5.3.5 Control will apply appropriate work zone protection in ATS (i.e., S&TCS-WZ) for the
requested area, at which time Control shall again communicate the details of the track
access to the PIC who must correctly repeat them.
5.3.6 Once the PIC has correctly repeated back the handoff details, Control will authorize track
access and provide a confirmation time which the PIC must repeat back.
5.3.7 When work at track level is complete and track level access is no longer required:
1. The PIC ensures all personnel and equipment are clear of the track.
2. The PIC calls Control and provides their identity, the work activity number, and the
limits of the work area.
3. Control must correctly repeat back the details of the track level access being cleared,
and the PIC must confirm the details.
4. Control will confirm the time the authority is ended, and the PIC will repeat back the
time.
5. Control will remove the S&TCS-WZ.

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Introduction to Temporary
Speed Restrictions

6
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6.0 Introduction to Temporary Speed Restrictions

Temporary speed restrictions (TSRs) are established to limit the speed of trains when
infrastructure is deemed to be unsafe for vehicle operation at normal track speeds
e.g., poor track conditions.
Qualified individuals will establish and remove TSRs to ensure lower speeds through
areas of concern.
Records must be kept documenting the establishment of TSRs and their removal.

6.1 Establishment of Temporary Speed Restrictions

This section applies to qualified employees needing to establish and remove speed
restrictions.
GENERAL
6.1.1 Installation and removal of TSRs must only be requested by qualified personnel in
coordination with Control.
Note: Other employees (e.g., LRV operators, shunters, or MVD) may report a track
problem and Control may apply a TSR pending an investigation by maintainers.
6.1.2 To minimize impacts to revenue service, limit TSRs in both their physical length and
duration, as necessary.
6.1.3 To establish a TSR, call Control and provide:
 Your name and ID.
 Purpose and expected duration of the TSR.
 Location and limits of the TSR.
 The restricted vehicle speed to be established inside the TSR.
6.1.4 Place track level safety devices (i.e., safety lights) as follows:
 Place the first solid yellow safety light 150 m before the problem area.
 Place the maximum speed sign (if horizontal) after the first yellow safety light.
 Place the maximum speed sign (if vertical) on the same OCS pole as the first yellow
safety light.
 Place a solid yellow safety light every 50 m (or less) along the area.
 Place a solid green safety light 150 m beyond the problem area.
6.1.5 Place track level safety devices (i.e., safety lights) either between the running rails or on
OCS poles.

Figure 6-1 Maximum Speed Sign

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Figure 6-2 Maximum Speed Vertical Sign

Figure 6-3 Temporary Speed Restriction in Exclusive Guideway – Tunnel

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Figure 6-4 Temporary Speed Restriction in Exclusive Guideway – Elevated (Horizontal Speed Sign)

Figure 6-5 Temporary Speed Restriction in Exclusive Guideway – Elevated (Vertical Speed Sign)

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Figure 6-6 Temporary Speed Restriction in Semi-Exclusive Guideway

6.2 Responding to Temporary Speed Restrictions

The purpose of a TSR is two-fold:
 Slow vehicle operation in areas with infrastructure deficiencies to limit damage in the
event of a derailment.
 To protect the integrity of, and limit further damage to, infrastructure that has failed but
is safe to operate over or through at reduced speeds.
Control will be responsible for establishing, monitoring, and controlling operations through
TSRs.
LRV OPERATOR OR SHUNTER
6.2.1 The LRV operator will be notified of the TSR location (station to station), and at the
preceding station must downgrade to ATP-M mode if not already in that mode.
6.2.2 The LRV operator will maintain normal speed as indicated on the TOD until they see the
field indications; that is, track level safety devices e.g., yellow safety lights, maximum
speed sign, etc.
LRV OPERATOR, MAINTENANCE VEHICLE DRIVER, OR SHUNTER
6.2.3 When you approach a TSR; that is, track level safety devices e.g., yellow safety light:
1. Sound one long blast of the horn and begin to slow your vehicle.
2. At the first yellow safety light, you must be at a reduced speed of 15 km/h, or the
speed permitted by the maximum speed sign.
3. If you do not clearly see a maximum speed sign, operate at the maximum speed of
15 km/h.
4. Resume normal speed when the front of the vehicles reaches the solid green safety
light at the leaving end of the area.

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LRV OPERATOR OR SHUNTER

6.2.4 After clearing the TSR (i.e., at the solid green safety light), the LRV operator may resume
normal speed as indicated on the TOD, and at the next station, switch to the previous
mode of operation.
6.2.5 If you stop in a restricted speed zone, sound two short blasts on the vehicle horn before
you move the vehicle.

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Track Level – Walking Inspections

7
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ECLRT RULE BOOK

7.0 Track Level – Walking Inspections

This section applies to those qualified personnel walking and performing inspections at
track level, including walking to and from work areas.
They also walk along the tracks on their way to and from work zones. These situations
are called walking inspections.
The walking inspection can also be achieved under a Stop and Stay.
Some of the activities that require walking inspections are:
 Visually inspecting the track, switches, signals, or other parts of the system.
 Troubleshooting to locate a fault with track, switches, signals, and other parts of the
system.
 Orientation and training of new employees.
 Inspecting vehicles.
 Safety assurance checks.

7.1 General Information

Walking inspections are treated differently in each region of the Eglinton Crosstown Light
Rail Transit (ECLRT) due to differences in train operation and the availability of safe
refuge areas.
There are walking inspections for the:
 Exclusive guideway.
 Semi-exclusive guideway.
 Eglinton Maintenance and Storage Facility (EMSF). (see Section 15.0 Operating and
Working in the EMSF).
7.1.1 As part of the walking inspection, each crew must have a dedicated traffic control person
(TCP) who is not involved with the work.
Note: For duties and responsibilities of the TCP. (see Subsection 8.6 Traffic Control
Person Duties)
7.1.2 The maximum number of persons allowed at track level on a single walking inspection
during revenue service is five.
7.1.3 During revenue service hours, the limits of a single walking inspection are between two
consecutive stations in both directions unless otherwise approved by Transit Control.

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7.2 Establishing Walking Inspections in the Exclusive Guideway

Trains operating within the tunnel and elevated guideway will typically operate in
automatic train operation (ATO) mode during revenue service hours. In this mode, the
signalling & train control system (S&TCS) will operate and regulate train service while the
light rail vehicle (LRV) operator monitors operations.
When a walking inspection has been implemented, LRV operators must switch to ATP-M
mode at the preceding station, or the train will not be able to enter the S&TCS-WZ. In this
mode, the LRV operators operate by line of sight and control train functions, with train
speed (i.e., 40 km/h maximum speed) and movement authority enforced by vehicle ATP.
REVERSE TO NORMAL
There are many places and situations in which vehicles might approach from the reverse
to normal direction:
 Guideway sweeps are conducted prior to revenue service each day and may involve
trains operating in reverse to normal direction.
 At the end track terminal platform or tail track.
 At any station platform with an adjacent crossover.
 At any centre track.
 Turnbacks.
 Operating reverse to normal traffic operations i.e., single track and light rail transit
shuttle.
7.2.1 During revenue hours in the exclusive guideway a Work Area Warning device (i.e.,
flashing blue light) must be placed at the preceding station(s) to the work area. (see
Figure 7-1 Work Area Warning – Flashing Blue Light)

Figure 7-1 Work Area Warning Device – Flashing Blue Light

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WHERE TO WALK AND STAND

MAINTENANCE PERSONNEL
7.2.2 Walk facing the direction from which vehicles would normally approach.
7.2.3 Do not enter any track area unless you know where you can take safe refuge until a
vehicle has passed.
7.2.4 At all times, watch for vehicles approaching from all directions.
7.2.5 When a vehicle approaches, use handrails where they are provided, and stand as follows:
 Back to the wall.
 Feet at right angles to the track.
 Head turned towards the approaching vehicle.
 With clothing and objects that you are holding secured.
 Remain stationary in this position until the vehicle has passed your location.
Note: Loose clothing is dangerous.
7.2.6 Remain stationary in this position until the vehicle has passed your location.
7.2.7 In the tunnel, walk on the guideway walkway or between the running rails.
7.2.8 On the elevated guideway, take safe refuge on the guideway walkway. Do not stand or
enter the devil strip.
7.2.9 To perform a walking inspection:
1. Call Transit Control to request permission to conduct a walking inspection.
2. Tell Control:
 Your name and ID.
 Work activity number (listed on the run sheet).
 Your departure station and destination station.
 Purpose and expected duration of the walking inspection.
 Number of personnel in the crew.
3. Transit Control will establish protection for the walking inspection (i.e., S&TCS-WZ)
on the specified bound.
4. Once the S&TCS-WZ has been implemented, Transit Control will issue the authority
to descend to track level to begin the walking inspection.
5. Prior to descending to track level during revenue service, the PIC will confirm with the
LRV operator operating through the area that their train is displaying “WZ”
(i.e., S&TCS-WZ) on their TOD and that they are forced to operate in non-ATO mode.
6. At the first sight or sound of an approaching vehicle, clear the track and take safe
refuge until the vehicle has passed.
7. Signal the train to stop, only giving the proceed hand signal when it is safe to do so.
8. When work is complete and all personnel are safely clear of track level, immediately
call Transit Control to advise all personnel are safely clear of track level and that you
no longer require track level access.
9. Transit Control may only remove the S&TCS-WZ once it is confirmed that all
personnel are safely clear of track level.

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7.3 Establishing Walking Inspections on the Semi-Exclusive

Guideway
Trains operating on the semi-exclusive guideway will typically be operating in ATP-M
mode during revenue service hours. A walking inspection requires implementation of a
S&TCS-WZ, this forces the train to be operated in ATP-M at a maximum speed of 40
km/h. In this mode, trains will be operated by line of sight by the LRV operator. Train
speed and movement authority are enforced by the vehicle ATP with the S&TCS
providing automatic train protection.
REVERSE TO NORMAL
As the case with the exclusive guideway, there are many places and situations in which
vehicles might approach from the reverse to normal direction in the semi-exclusive:
 Guideway sweeps are conducted prior to revenue service each day and may involve
trains operating in reverse to normal direction.
 At the end track terminal platform or tail track.
 At any station platform with an adjacent crossover.
 At any centre track.
 At turnbacks.
 During reverse to normal traffic operations i.e., single track and light rail transit
shuttle.
WHERE TO WALK AND STAND
7.3.1 Walk facing the direction from which vehicles would normally approach.
7.3.2 At all times, watch for vehicles approaching from all directions, including when at
crossovers, centre tracks, and turnbacks.
7.3.3 Walk in the middle of the track and do not cross over tracks or step outside the guideway
on the roadway side.
7.3.4 Do not stand on the guideway curb at any time.
7.3.5 When a vehicle approaches, stop vehicles on both bounds, take safe refuge on one
bound, and allow the vehicle on the other bound to proceed.
7.3.6 When approaching semi-exclusive guideway crossings, obey the transit signals, only
cross the roadway on a permissible signal, and walk in the middle of the track.
7.3.7 To perform a walking inspection:
1. Call Transit Control to request permission to establish a walking inspection.
2. Tell Control:
 Your name and ID.
 Work activity number (listed on the run sheet).
 The departure and destination stations or stops.
 Purpose and expected duration of the walking inspection.
 Number of personnel in the crew.

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3. Transit Control will establish protection for the walking inspection (i.e., S&TCS-WZ)
on both bounds.
4. Once the S&TCS-WZ has been implemented, Transit Control will issue the authority
to descend to track level to begin the walking inspection.
5. Prior to descending to track level during revenue service, the PIC will confirm with
LRV operators (on both bounds) operating through the area that their train is
displaying “WZ” (i.e., S&TCS-WZ) on their TOD.
6. At the first sight or sound of an approaching vehicle, clear the track and take safe
refuge (e.g., step into the opposite bound if it is safe to do so) until the vehicle
has passed.
7. Signal the train to stop, only giving the proceed hand signal when it is safe to do so.
8. When work is complete and all personnel are safely clear of track level, immediately
call Transit Control to advise all personnel are safely clear of track level and that you
no longer require track level access.
9. Transit Control may only remove the S&TCS-WZ once it is confirmed that all
personnel are safely clear of track level.

7.4 Stop and Stay

7.4.1 To request a stop and stay:
1. The PIC or TTC Operations staff call Transit Control by portable radio, ETEL, or cell
and requests a "Stop and Stay" to protect an area of track on a specified bound to
permit safe access to track level.
2. Transit Control does a line broadcast to all trains of the need for a "Stop and Stay" at
the next available station or stop platform.
3. Transit Control confirms through S&TCS that all affected trains are now berthed at
station and stop platforms.
4. Transit Control uses S&TCS to ensure trains are prevented from entering the area
being accessed e.g., work zone, train hold, station hold, etc.
5. Transit Control calls the PIC or TTC Operation staff, and advises that all trains are
stopped, and provides authorization to access track level.
6. When work is complete and all personnel are safely clear of track level, the PIC or
TTC Operations staff immediately call Transit Control to advise all personnel are
safely clear of track level and that you no longer require track level access.

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 8

Track Level – Work Zones

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8.0 Track Level – Work Zones

This section applies to all personnel establishing, entering (i.e., on foot or a vehicle), and
working within a work zone at track level within the Eglinton Crosstown Light Rail Transit
(ECLRT) system.
When setting up a work zone you are allowed permitted to walk in the same direction of
travel as vehicles–with your back to approaching vehicles.
REVERSE TO NORMAL
There are many places and situations in which vehicles might approach from the reverse
to normal direction:
 Guideway sweeps are conducted prior to revenue service each day and may involve
trains operating in reverse to normal direction.
 At the end track terminal platform or tail track.
 At any station platform with an adjacent crossover.
 At any centre track.
 At turnbacks.
 During reverse to normal traffic operations i.e., single track and light rail transit
shuttle.

8.1 General
This section applies to the following:
Region 1: EMSF Lead Tracks
 Automatic train operation (ATO) in the EMSF lead tracks to and from mainline –
normal.
 Automatic train protection-manual (ATP-M).
 EMERGENCY (MAN).
Region 2: Mount Dennis Station to Laird Station
 Automatic train operation (ATO) mode on the mainline exclusive guideway (tunnel
and elevated) – normal.
 Automatic train protection-manual (ATP-M).
 EMERGENCY (MAN).
Region 3: Laird Station to Kennedy Station
 Automatic train protection-manual (ATP-M) mode on the mainline semi-exclusive
guideway – normal.
 EMERGENCY (MAN).
8.1.1 All work at track level takes place inside the work area of an established work zone.
Note: S&TCS-WZs are required to be implemented for all work at track level and help
limit train movement and speed on the ECLRT.

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8.1.2 With permission from and coordination with Control, qualified personnel can set up work
zones at track level anywhere in the system.
Note: The permission to establish work zones is ultimately regulated by Control. Use
may be restricted during times of degraded revenue service, schedule recovery,
and contingent modes of operation e.g., single-track, shuttle, and turnbacks.
8.1.3 All persons in charge (PICs) must follow instructions from Control, if it is safe to do so,
and adhere to the rules in the ECLRT Rule Book.

8.2 Types of Work Zones

The planning process or the supervisor will determine which type of work zone is needed
to protect personnel so they can do their job safely and clear the track safely when a
vehicle approaches.
There are several types of work zones:
NON-ZERO SPEED MINOR WORK ZONES
Used for small jobs that are performed by workers who need protection from rail bound
vehicles but are able to clear the track safely.
NON-ZERO SPEED MAJOR WORK ZONES
Used for larger jobs that are performed by workers who need protection from rail bound
vehicles in both directions (not including tunnel areas) but are still able to clear the tracks
safely.
Non-zero speed major work zones are not typically used after revenue service.
ZERO SPEED IMPASSABLE WORK ZONES
Used for work which will not allow vehicles to pass while the work is in progress, such as
disassembled rail or traction power faults or interruptions.
NON-ZERO SPEED LONG-TERM WORK ZONES
Used for track or road works with durations greater than 8 hours, to control rail and road
traffic. (Region 3)
ADJACENT LANE SHORT-TERM AND LONG-TERM WORK ZONES
Used for protecting non-revenue vehicles or equipment parked adjacent to the guideway
to access work areas. (Region 3)
Note: For additional details on the type of work zone to use, see “Determining Type of
Work Zone”.
Note: Transit Control must implement an S&TCS-WZ for any type of work zone required
by track maintainers or other personnel.

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8.3 Recognizing Work Zones

Work zones may be marked individually or by a combination of any of the following
devices:
 Work Area Warning device (i.e., flashing blue light), is used to signal a non-zero
speed work zone or walking inspection ahead in the exclusive guideway
(tunnel/elevated) during hours of revenue service. (see 4.6 Work Area Warning)
 Track level safety devices. (see Section 4.0 Guideway and Yard – Safety)
 Traffic control and construction warning markers. (see Section 4.0 Guideway and
Yard – Safety)
 Presence of traffic control persons (TCPs). (see Subsection 8.6 Traffic Control Person
Duties)
The first indicator at track level of the start of minor or major work zone is a flashing
yellow safety light, placed between the running rails, attached to overhead catenary
system (OCS) poles, or placed on the guideway walkway.
Note: Work zones require implementation of an S&TCS-WZ. Communicating trains will
display “WZ” on the TOD when departing the previous station/stop. This is not a
track level indicator.
Note: A Work Area Warning device when used provides a warning of a work zone
ahead—it does not indicate the start of a work zone.

8.4 Determining the Type of Work Zone

Table 4 Determining the Type of Work Zone provides guidance to the planning process or
supervisor in determining what type of work zone is required and outlines the minimum
requirements. If any of the criteria for a more restrictive work zone are met, the more
restrictive work zone is required.

Table 4 Determining the Type of Work Zone

Note: This table does not include adjacent lane short and long work zones.
Non-Zero Non-Zero Non-Zero
Zero Speed
Work Description Speed Speed Speed Long-
Impassable
Minor Major Term
Takes more than 2 hours (inside revenue
service only).

Requires more than 5 crew members. 
Requires work to be performed in a
station or stop area where no safe refuge 
is possible.
Requires track to be disassembled. 
Requires a power cut. 
Needs work vehicles on either track. 
Needs equipment on either track that
cannot be cleared quickly and safely 
upon vehicle approach.
Requires work in non-clearance zones. 

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Non-Zero Non-Zero Non-Zero

Zero Speed
Work Description Speed Speed Speed Long-
Impassable
Minor Major Term
Requires the control of both rail and road
traffic for a duration greater than 8 hours.

None of the above apply. 

8.5 Person in Charge Duties

PERSON IN CHARGE
A PIC is a competent person who is responsible for directing specific work activities that
take place at track level.
PIC RESPONSIBILITIES
8.5.1 The PIC has the following responsibilities:
 Ensures the planned work zone is adequate to provide the crew the protection they
need to do the job safely.
 Requests authority from Control to enter the track.
 Oversees setting up of the work zone.
 Communicates the limits of the work area and ensure personnel remain in the work
area.
 Communicates with Control.
 Ensures work zones are properly established and cleared.
 Oversees work crew activities.
 Oversees contractor activities.
 Assigns tasks based on work e.g., designate a TCP.
 When work is complete and all personnel are safely clear of track level, immediately
calls Control and advises that all personnel and equipment are safely clear of track
level and track level access is no longer required.
8.5.2 The PIC communicates with the work crew by:
 Giving safety talks, job briefings, and regular updates.
 Advising the work crew of barriers to mitigate hazards.
 Advising work crew of work scope including equipment.
 Responding to and reporting on incidents.
 When the work is completed, ensuring that all equipment, tools, and track level safety
devices are removed from the track.
LEAD PERSON IN CHARGE
A designated, competent person in charge (PIC) of a shared work zone.
LEAD PIC RESPONSIBILITIES
8.5.3 The lead PIC has the following responsibilities:
 Liaises with the PICs in each independent work area within the shared work zone.
 Becomes the single point of contact with Control.
 If work associated with the lead PIC is completed, transfers PIC duties to the
other PIC.

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8.6 Traffic Control Person Duties

The TCP is assigned to their duties by the PIC and must be given a job briefing prior to
beginning work.
8.6.1 The TCP has the responsibilities:
 Watches and listens for approaching vehicles (guideway and roadway) and warns the
work crew.
 Gives approved hand signals.
 Makes sure that all workers are clear of the tracks when a vehicle is approaching.
 Ensures all workers have taken safe refuge.
 When the vehicle has stopped and everyone is clear, extinguishes the solid red safety
light before giving the proceed hand signal.

8.6.2 The TCP must:

 Be ECLRT Rule Book qualified.
 Have a minimum of two weeks experience with the work.
 Receive a job safety briefing which includes a review of the work zone set-up as
required.
 Watch and regulate approaching vehicles, other road traffic, and pedestrians.
 Not participate in the work.
8.6.3 Except for zero speed impassable, all work zones must have TCPs.

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 9

Track Level – Setting Up and

Using Work Zones
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9.0 Track Level – Setting Up and Using Work Zones

This section applies to everyone involved in the administration, control, operation, and
support of all work at track level.

9.1 General Rules

9.1.1 To establish track level worker protection within the ECLRT mainline, call Transit Control
Line 5 Eglinton Tower at 416-393-3104.
Setting up a work zone includes:
 A crew safety briefing delivered by the person in charge (PIC) prior to the start of work
 Determining what is required to set up the planned work zone (see Subsection 8.2
Types of Work Zones) including where track level safety devices are needed and
determining the need and location for a Work Area Warning device.
Note: A Work Area Warning device is required for track access in the exclusive
guideway during revenue service hours.
 Getting authorization from Transit Control to place the Work Area Warning device, if
required.
 Getting authorization from Transit Control to go to track level and establish a work
zone i.e., placing the required track level safety devices.
Note: Transit Control will not give authorization to go to track level until they have
established an S&TCS-WZ.
 Assigning dedicated traffic control person (TCP) responsibilities to a member of the
crew.
9.1.2 If the approach end to a work zone is in a tunnel section near the beginning of the
elevated guideway or the semi-exclusive guideway, or vice-versa, place the track level
safety devices (i.e., safety lights) as follows:
 If exiting a tunnel, place the safety lights farther inside the tunnel ahead of the normal
work zone.
 If entering a tunnel, place the safety lights outside the tunnel farther ahead of the
normal work zone.
Note: This makes it less likely that the vehicle operator of an approaching vehicle will
miss the safety lights due to the change in light levels as the vehicle enters or
leaves a tunnel.
9.1.3 In the tunnel, elevated guideway, and semi-exclusive guideway, place track level safety
devices (i.e., safety lights) in one of the following locations, listed below in descending
preference:
1. Between the running rails.
2. On the OCS poles (if applicable).
3. On the guideway walkway.
4. On the head of the rail (solid red safety light).
5. In the devil strip.

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9.1.4 To provide an unobstructed view for the vehicle operator, do not block wayside signs,
operating signals, or warning markers with safety lights.
9.1.5 Place all construction markers on the roadway that provide a clear indication of work
ahead to road users.
9.1.6 Ensure all obstructions (e.g., tools, materials, etc.) are clear from the track area before
allowing vehicles to proceed.

9.2 Preparing to Set Up a Work Zone

Be aware that in all areas of the ECLRT, trains can operate bi-directionally and can
approach from any direction at any time.
PERSON IN CHARGE
9.2.1 Before you start to set up a work zone you must:
 Perform a job safety briefing.
 Determine what is necessary to set up the work zone to give your crew the protection
they need to do the job safely.
9.2.2 If you are unsure about the work to be performed, discuss with your immediate
supervisor.
PREPARING TO SET-UP A WORK ZONE
9.2.3 For permission to set up a work zone:
1. Call Control.
2. Tell Control:
 Your name and ID.
 Your work activity number.
 The type of work zone you require.
 Why you need the work zone.
 The specific location of the start and end limits of the work zone.
 How long you are scheduled to be there.
 Your radio ID.
 Your mobile phone number.
 Number of persons in your crew.

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9.3 Establishing a Work Zone in the Exclusive Guideway

Within the tunnel or elevated guideway sections, three types of work zones are used:
 Non-zero speed minor work zones.
 Non-zero speed major work zones.
 Zero speed impassable work zones.
See the following table for typical examples of work zone layouts for specific locations and
scenarios within the tunnel and elevated guideway sections.
For work zones during revenue service hours there is a requirement for a Work Area
Warning device. (see Subsection 4.5 Work Area Warning – ATO Territory)

Table 5 Work Zone Examples in Exclusive Guideway – Revenue Service Hours

Type of Work
Track Level Safety Devices TOD Indication LRV Mode
or Work Zone
Walking Work Area Warning device at previous WZ – Speed Non-ATO,
Inspection station. Reduction mode switch
Handheld Flashlight. needed

Non-Zero Work Area Warning device at previous WZ – Speed Non-ATO,

Speed minor station. Reduction mode switch
work zone Flashing yellow safety light followed by needed
(Figure 9-1) solid red safety light with a TCP.
Opposite Bound:
Flashing yellow safety light with a TCP.
Non-Zero Both Bounds: WZ – Speed Non-ATO,
Speed major Work Area Warning device at previous Reduction mode switch
work zone station (required on both bounds on needed
(Figures 9-2 & elevated and special track areas).
9-3)
Flashing yellow safety light, followed by
two solid yellow safety lights, followed by
solid red safety light with TCP.
After work area, two solid yellow safety
lights followed by a solid green safety
light.
Zero Speed Flashing yellow safety light. WZ – Zero Speed NONE
Impassable Solid red safety light.
(Figures 9-4,
9-5, 9-6, & 9-7)

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Table 6 Work Zone Examples in Exclusive Guideway – Non-Revenue Service Hours

Type of Work
Track Level Safety Devices TOD Indication LRV Mode
or Work Zone
Walking Handheld Flashlight. WZ – Speed Non-ATO,
Inspection Reduction mode switch
needed
Non-Zero Flashing yellow safety light followed by WZ – Speed Non-ATO,
Speed Minor solid red safety light with a TCP. Reduction mode switch
Work Zone Opposite Bound: needed
Flashing yellow safety light with a TCP.
Non-Zero Both Bounds: WZ – Speed Non-ATO,
Speed Major Flashing yellow safety light, followed by Reduction mode switch
Work Zone two solid yellow safety lights, followed by needed
solid red safety light with TCP.
After work area, two solid yellow safety
lights followed by a solid green safety
light.
Zero Speed Flashing yellow safety light. WZ – Zero Speed NONE
Impassable Solid red safety light.

SETTING UP A NON-ZERO SPEED MINOR WORK ZONE

9.3.1 Upon confirmation from Transit Control that an S&TCS-WZ has been implemented, only
then will you receive authorization to enter track level.
PERSON IN CHARGE
1. Only descend to track level after receiving authorization from Transit Control.
2. Prior to descending to track level during revenue service, confirm with an LRV
operator operating through the area that their train is displaying “WZ” (i.e., S&TCS-
WZ) on their TOD and that they are forced to operate in non-ATO mode.
3. Descend to track level and place a flashing yellow safety light at the approach end of
the work zone, at least 150 m ahead of the work area.
4. Place a solid red safety light immediately ahead of the work area.
TRAFFIC CONTROL PERSON
5. Take up a position opposite the solid red safety light and give a stop hand signal to
the approaching vehicle.
6. Ensure that the workers have safely cleared track level and have taken safe refuge.
7. When safe to do so, give the proceed hand signal to the vehicle operator.

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Figure 9-1 Non-Zero Speed Minor Work Zone Exclusive Guideway – Tunnel

SETTING UP A NON-ZERO SPEED MAJOR WORK ZONE

9.3.2 Upon confirmation from Transit Control that an S&TCS-WZ has been implemented, only
then will you receive authorization to enter track level.
PERSON IN CHARGE
1. Only descend to track level after receiving authorization from Transit Control.
2. Prior to descending to track level during revenue service, confirm with an LRV
operator operating through the area that their train is displaying “WZ”
(i.e., S&TCS-WZ) on their TOD and that they are forced to operate in non-ATO mode.
3. Descend to track level and place a flashing yellow safety light at the approach end of
the work zone, at least 150 m ahead of the work area.
4. Place two or more solid yellow safety lights at evenly spaced intervals between the
flashing yellow safety light and the approach end of the work area.
5. Place a solid red safety light immediately ahead of the work area.
6. Place solid yellow safety lights at 50 m and 100 m past the leaving end of the work
area.
7. Place a solid green safety light at 150 m past the leaving end of the work area.
TRAFFIC CONTROL PERSON
8. Take up position opposite the solid red safety light and give a stop hand signal to the
approaching vehicle.
9. Ensure the workers have safely cleared track level and have taken safe refuge.
10. When safe to do so, give the proceed hand signal to the vehicle operator.

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9.3.3 In locations where there is no physical or grade separation between bounds:

 Place a solid yellow safety light on the opposite bound adjacent to the leaving end of
the work zone.
 Place a solid green safety light on the opposite bound adjacent to the entering end of
the work zone.
Note: Safety lights are not required past the solid red safety light at end terminals.
9.3.4 At crossovers and centre track locations, additional TCPs may be required on the
opposite tracks.

Figure 9-2 Non-Zero Speed Major Work Zone Exclusive Guideway – Tunnel

Figure 9-3 Non-Zero Speed Major Work Zone Exclusive Guideway – Elevated

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SETTING UP A ZERO SPEED IMPASSABLE WORK ZONE

9.3.5 Upon confirmation from Transit Control that an S&TCS-WZ zero speed impassable has
been implemented, only then will you receive authorization to enter track level.
PERSON IN CHARGE
1. Only descend to track level after receiving authorization from Transit Control.
2. Place a solid red safety light, 150 m away from each end of the work area, where
distances are available.
3. Place flashing yellow safety lights at least 150 m ahead of the solid red safety lights,
where distances are available.
4. For an impassable on both bounds, repeat the above steps.

Figure 9-4 Zero Speed Impassable Work Zone Exclusive Guideway – Tunnel Crossover

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Figure 9-5 Zero Speed Impassable Work Zone at Kennedy End Terminal – Double Track Occupied

Figure 9-6 Zero Speed Impassable Work Zone Exclusive Guideway – Tunnel Centre Track

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Figure 9-7 Zero Speed Impassable Work Zone at Mount Dennis End Terminal – Single Track Occupied

9.4 Establishing a Work Zone on the Semi-Exclusive Guideway

Within the semi-exclusive guideway, typically there are several types of work zones used:
 Non-zero speed long-term work zone intersection maintenance.
 Non-zero speed minor work zone.
 Non-zero speed major work zone.
 Zero speed impassable work zone.
 Short-term work zone on an adjacent roadway.
 Long-term work zone on an adjacent roadway.
See the following for instructions and typical examples of work zone layouts for specific
locations and scenarios for the semi-exclusive guideway.

Table 7 Work Zone Examples in the Semi-Exclusive Guideway

Type of Work
Track Level Safety Devices TOD Indication LRV Mode
or Work Zone
Walking Handheld Flashlight. WZ – Speed Reduction Non-ATO, no
Inspection mode switch
needed

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Type of Work
Track Level Safety Devices TOD Indication LRV Mode
or Work Zone
Non-Zero Flashing yellow light followed by a solid WZ – Speed Reduction Non-ATO, no
Speed long- red safety light with a TCP. mode switch
Term Work “Construction” sign, 150 m back in each needed
Zone quadrant of the intersection as required.
Intersection
TC-54 markers or vehicles to block the
Maintenance
appropriate lane from through traffic.
(Figure 9-8)
“Left Turn Closed Ahead” signs, 100 m
back in each quadrant for the
intersection, as required.
TCPs in the middle of the tracks 3–5 m
ahead of the intersection on both bounds
with a solid red safety light.
Non-Zero Flashing yellow safety light followed by a WZ – Speed Reduction Non-ATO, no
Speed Minor solid red safety light with a TCP. mode switch
Work Zone Opposite Bound: needed
(Figure 9-9)
Flashing yellow safety light with a TCP.
Non-Zero Both Bounds: WZ – Speed Reduction Non-ATO, no
Speed Major Flashing yellow safety light, followed by mode switch
Work Zone two solid yellow safety lights, followed by needed
(Figure 9-10) solid red safety light with TCP.
After work area, two solid yellow safety
lights followed by a solid green safety
light.
Zero Speed Flashing yellow safety light. WZ – Zero Speed Stop
Impassable Solid red safety light.
Work Zone
(Figures 9-11 &
9-12)
Short-Term Non-revenue vehicle stopped with WZ – Speed Reduction Non-ATO, no
(< 8 hr.) Work vehicle hazard lights as close to the mode switch
Zone on an guideway curb as possible. needed
Adjacent Traffic cones placed behind the vehicle
Roadway on a 30-degree taper towards the open
(Figure 9-13) lane.

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Type of Work
Track Level Safety Devices TOD Indication LRV Mode
or Work Zone
Long-Term “Construction ahead” marker 150 m WZ – Speed Reduction Non-ATO, no
Work Zone on away. mode switch
an Adjacent “Left lane” closed marker at 100 m on needed
Roadway curb opposite the guideway facing traffic.
(Figure 9-14)
Non-revenue vehicle placed as close to
the guideway curb as possible, with
vehicle hazard lights on.
TC-54 markers placed across the lane
behind vehicle on a 30-degree taper
towards the open lane.
TC-54 markers placed in closed lane
immediately beyond work area for 20 m.

ESTABLISHING A NON-ZERO SPEED LONG-TERM WORK ZONE – TRACK MAINTENANCE WITHIN

INTERSECTIONS
9.4.1 Upon confirmation from Transit Control that an S&TCS-WZ has been implemented on
both bounds, only then will you receive authorization to enter track level.
PERSON IN CHARGE
1. Only descend to track level after receiving authorization from Transit Control.
2. Prior to descending to track level during revenue service, confirm with LRV operators
(on both bounds) operating through the area that their train is displaying “WZ”
(i.e., S&TCS-WZ) on their TOD.
3. Appropriately place the following signs:
 “Construction” sign, 150 m back in each quadrant of the intersection as required.
 TC-54 markers or vehicles to block the appropriate lane from through traffic.
 “Left Turn” closed ahead signs, 100 m back in each quadrant for the intersection,
as required.
4. Place a flashing yellow safety light 150 m ahead of the intersection. (see Figure 9-8
Non-Zero Speed Long-Term Work Zone – Intersection Maintenance)
5. Direct TCPs to take up a position in the middle of the tracks 3–5 m ahead of the
intersection on both bounds and place a solid red safety light.
6. Set up TC-54 markers and locate maintenance vehicles to protect and delineate the
work area, as required.
7. Direct TCPs to take up positions on both bounds at the approach end of the work
area.
8. When work is complete and all personnel are safely clear of track level, immediately
call Control to advise all personnel are safely clear of track level and that track level
access is no longer required.

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TRAFFIC CONTROL PERSON

9. At the first sight or sound of an approaching vehicle (train), instruct all workers to clear
the track and take safe refuge (e.g., step into the opposite bound if it is safe to do so)
until the vehicle has passed.
10. Signal the train to stop, only giving the proceed hand signal when it is safe to do so.
Note: When there are two TCPs, movement of trains on the two bounds must be
coordinated to ensure safety of workers taking refuge in one of the two
bounds.
11. The TCP must remain in position performing their duties until such time as otherwise
authorized by the PIC.

Figure 9-8 Non-Zero Speed Long-Term Work Zone – Intersection Maintenance

ESTABLISHING A NON-ZERO SPEED MINOR WORK ZONE – SEMI-EXCLUSIVE GUIDEWAY

9.4.2 Upon confirmation from Transit Control that an S&TCS-WZ has been implemented on
both bounds, only then will you receive authorization to enter track level.
PERSON IN CHARGE
1. Only descend to track level after receiving authorization from Transit Control.
2. Prior to descending to track level during revenue service, confirm with LRV operators
(on both bounds) operating through the area that their train is displaying “WZ”
(i.e., S&TCS-WZ) on their TOD.
3. Place a flashing yellow safety light at the approach end of the work zone, on both
bounds.

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4. Place a solid red safety light at the approach end of the work area on both bounds.
5. Direct TCPs to take up positions on both bounds at the approach end of the work
area.
TRAFFIC CONTROL PERSON
6. At the first sight or sound of an approaching vehicle (train), instruct all workers to clear
the track and take safe refuge (e.g., step into the opposite bound if it is safe to do so)
until the vehicle has passed.
7. Signal the train to stop, only giving the proceed hand signal when it is safe to do so.
Note: When there are two TCPs, movement of trains on the two bounds must be
coordinated to ensure safety of workers taking refuge in one of the two
bounds.

Figure 9-9 Non-Zero Speed Minor Work Zone Semi-Exclusive Guideway

ESTABLISHING A NON-ZERO MAJOR WORK ZONE – SEMI-EXCLUSIVE GUIDEWAY

9.4.3 Upon confirmation from Transit Control that an S&TCS-WZ has been implemented on
both bounds, only then will you receive authorization to enter track level.
PERSON IN CHARGE
1. Only descend to track level after receiving authorization from Transit Control.
2. Prior to descending to track level during revenue service, confirm with LRV operators
(on both bounds) operating through the area that their train is displaying “WZ”
(i.e., S&TCS-WZ) on their TOD.
3. Descend to track level and place a flashing yellow safety light at the approach end of
the work zone, on both bounds.
4. Place solid yellow safety lights at 50 m and 100 m at the approach end of the work
area.
5. Place a solid red safety light ahead of the work area on both bounds.
6. Direct TCPs to take up a position beside the solid red safety light on both bounds.

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7. Place solid yellow safety lights 50 m and 100 m past the leaving end of the work area.
8. Place a solid green safety light at 150 m past the leaving end of the work area on both
bounds.
TRAFFIC CONTROL PERSON
9. At the first sight or sound of an approaching vehicle (train), instruct all workers to clear
the track and take safe refuge (e.g., step into the opposite bound if it is safe to do so)
until the vehicle has passed.
10. Signal the train to stop, only giving the proceed hand signal when it is safe to do so.
Note: When there are two TCPs, movement of trains on the two bounds must be
coordinated to ensure safety of workers taking refuge in one of the two
bounds.

Figure 9-10 Non-Zero Speed Major Work Zone Semi-Exclusive Guideway

SETTING UP A ZERO SPEED IMPASSABLE WORK ZONE SEMI-EXCLUSIVE GUIDEWAY

Treat every direction from which a vehicle could possibly enter the work area as an
approach, even if vehicles are not normally allowed to approach from that direction.
9.4.4 Upon confirmation from Transit Control that an S&TCS-WZ zero speed impassable has
been implemented, only then will you receive authorization to enter track level.
PERSON IN CHARGE
1. Only descend to track level after receiving authorization from Transit Control.
2. Place a solid red safety light no closer than 150 m away from each end of the work
area.
3. Place a flashing yellow safety light at least 150 m ahead of both the approach and
leaving ends of the work zone.
Note: A TCP is not required.

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Figure 9-11 Zero Speed Impassable Work Zone Semi-Exclusive Guideway Crossover

Figure 9-12 Zero Speed Impassable Work Zone Semi-Exclusive Guideway Centre Track

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SETTING UP A WORK ZONE ON AN ADJACENT ROADWAY – SHORT-TERM (LESS THAN 8 HRS)

Often a work zone will be required on the roadways adjacent to the guideway as a means
of protecting non-revenue vehicles or equipment parked to access work areas.
9.4.5 To set up a short-term work zone on an adjacent roadway:
PERSON IN CHARGE
1. During the job safety briefing, discuss the work zone set-up.
2. When on site, bring the non-revenue vehicle to a stop as close to the guideway curb
as possible, and turn on the vehicle hazard lights.
3. To direct traffic away from the stopped vehicle, place traffic cones from the guideway
curb across lane behind the vehicle on a 30-degree taper towards the open lane.
Note: Traffic control signs and construction markers are to be used on the semi-
exclusive guideway in adherence to Book 7.

Figure 9-13 Short-Term Work Zone on an Adjacent Roadway Semi-Exclusive Guideway

SETTING UP A WORK ZONE ON AN ADJACENT ROADWAY – LONG-TERM (GREATER THAN

8 HRS)
9.4.6 To set up long-term work zone on an adjacent roadway:
PERSON IN CHARGE
1. During the job safety briefing, discuss the work zone set-up.
2. On the way to the work site before the work area place a “construction ahead” marker
at 150 m and a “left lane” closed marker at 100 m on the curb opposite the guideway
facing traffic.
3. When on site, bring the non-revenue vehicle to a stop as close to the guideway curb
as possible, and turn on the vehicle hazard lights.

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4. To direct traffic away from the stopped vehicle, place TC-54 markers across the
travelled lane behind the vehicle on a 30-degree taper towards the open lane.
5. Place additional TC-54 markers in the closed lane immediately beyond the work area
for 20 m
Note: Traffic control signs and construction markers are to be used on the semi-
exclusive guideway in adherence to Book 7.

Figure 9-14 Long-Term Work Zone on an Adjacent Roadway Semi-Exclusive Guideway

9.5 Establishing a Work Zone on EMSF Lead Tracks

The EMSF lead tracks are in Region 1 and can be operated in the following modes:
 Automatic train operation (ATO) in the EMSF lead tracks to and from mainline –
normal.
 Automatic train protection-manual (ATP-M).
 EMERGENCY (MAN).
The ATP-M zone is where trains are driven by line of sight by LRV operators and shunters
and protected by the S&TCS.
From the handoff platform is an ATO zone under the control of the S&TCS by personnel
in Transit Control.
Warning: Trains can operate bi-directionally on the EMSF lead tracks; therefore, caution
is required.

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9.5.1 The EMSF lead tracks are under the control of Transit Control. To establish track level
worker protection within the EMSF lead tracks, both Transit Control and Yard Control
must be called.
1. Transit Control Line 5 Eglinton Tower: phone number is 416-393-3104.
2. Yard Control: phone number is 647-255-9001.
Note: Within the EMSF there will typically be two forms of track level worker protection
used:
 Full yard shutdown.
 Partial yard shutdown.
Note: Within the EMSF lead tracks, typically there will be three types of work zones
used:
 Non-zero speed minor work zones.
 Non-zero speed major work zones.
 Zero speed impassable work zones.

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10
at Track Level
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10.0 Operating a Vehicle with Workers at Track Level

10.1 General Responsibilities
This section applies to all persons operating a vehicle into or within a work zone and how
to respond appropriately to track level safety devices.
10.1.1 When operating into or out of centre tracks, turnback areas and tail tracks, operate as if
you are expecting to see workers at track level. Begin normal operation after passing
through a station or stop.
10.1.2 When you are operating under Rule 10.1.1:
1. Sound one long blast on the horn.
2. Be prepared to see workers at track level.
10.1.3 When you see a Work Area Warning device at track level:
1. Sound one long blast on the horn.
2. Stop and immediately call Transit Control if you did not receive a work zone (WZ)
warning on the train operator display (TOD).
3. Obey all work zone rules and regulations.
4. Be prepared to see workers at track level up to and including the next station.
5. Resume the authorized operating speed once the train has cleared all crews at track
level or the work zone.
10.1.4 If an S&TCS-WZ is displayed on your TOD during revenue service in ATO territory, but a
Work Area Warning device is not present, remain stopped and immediately call Transit
Control for instructions.
10.1.5 Stop your vehicle when you reach a solid red safety light.
10.1.6 Stop at once if you observe:
 Unusual track level safety lights on or near the track.
 Unauthorized person at track level (absence of safety vest).
 Hand signal you do not clearly understand.
 Object of any colour waved violently.
 Object of any colour waved back and forth horizontally in front of the body.
 Arms held up and waved.
 Conflicting signals.
10.1.7 If you see anything unusual in a work zone, report it to Control.

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10.2 Vehicle Movement past Walking Inspections in the Exclusive

Guideway
LRV operators will proceed normally into the station platform but before they exit, they will
be provided notice via the TOD of the existence of an S&TCS-WZ.
10.2.1 Switch to automatic train protection-manual (ATP-M) mode and operate by line of sight
with train speed within the limits of the walking inspection limited to a maximum speed of
40 km/h.
Note: Prior to descending to track level, the person in charge (PIC) will confirm with an
LRV operator operating through the area that their train is displaying “WZ”
(i.e., S&TCS-WZ) on their TOD and that they are forced to operate in non-ATO
mode.
10.2.2 Be prepared to see workers at track level prior to arriving at the next station.
10.2.3 At the first sign of workers at track level:
1. Sound one long blast of the horn, reduce your train speed, prepare to stop, and follow
any hand signals given.
2. Prior to reaching the personnel, stop your train and follow directions from the TCP.
Note: Once personnel have taken safe refuge, the TCP will give the proceed hand
signal.
3. Once the TCP has given the proceed hand signal, acknowledge the hand signal with
one gong, and operate your train at 15 km/h until clear of the personnel.
4. Once clear of the personnel, return your vehicle to a maximum speed of 40 km/h until
you reach the next station.

10.3 Vehicle Movement past Walking Inspections on the Semi-

Exclusive Guideway
LRV operators will proceed normally into the station platform but before they exit, they will
be provided notice via the TOD of the existence of an S&TCS-WZ.
LRV operators must switch to ATP-M mode at the preceding station, or the train will not
be able to enter the S&TCS-WZ.
Note: The walking inspection is established on both bounds.
Note: Prior to descending to track level, the person in charge (PIC) will confirm with LRV
operators (on both bounds) operating through the area that their train is displaying
“WZ” (i.e., S&TCS-WZ) on their TOD and that they are forced to operate in
non-ATO mode.

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10.3.1 At the first sign of workers at track level:

1. Reduce your train speed, sound one long blast of the horn, and follow the directions
provided by the TCP.
2. Prior to reaching the personnel, stop your train and follow directions from the TCP
and the proceed hand signal.
Note: Once the personnel have taken safe refuge, the TCP will give the proceed
hand signal.
3. Once the TCP has given the proceed hand signal, acknowledge the hand signal with
one gong, and operate your train at 15 km/h until clear of personnel.
4. Once clear of the personnel, return your vehicle speed to a maximum of 40 km/h to
the next station.

10.4 Operating a Vehicle with Workers at Track Level – Exclusive

Guideway
LRV operators will proceed normally into the station platform but before they exit, they will
be provided notice via the TOD of the existence of an S&TCS-WZ.
10.4.1 Once you have received notification from the TOD, switch from ATO mode to ATP-M
mode, and operate by line of sight, with train speed within the limits of the work zone
limited to a maximum speed of 40 km/h.
Note: Prior to descending to track level, the PIC will confirm with an LRV operator
operating through the area that their train is displaying “WZ” (i.e., S&TCS-WZ) on
their TOD and that they are forced to operate in non-ATO mode.
10.4.2 Be prepared to see personnel at track level prior to arriving at the next station.
10.4.3 At the first sign of personnel at track level:
1. Reduce your train speed, sound one long blast on the train horn, and follow directions
from the traffic control person (TCP).
2. Prior to reaching the personnel and the solid red safety light, stop your train, follow
directions from the TCP, and only move when given the proceed hand signal.
Note: Once the personnel have taken safe refuge, the TCP will give the proceed
hand signal.
3. Once the TCP has given the proceed hand signal, acknowledge the hand signal with
one gong, and operate your train at 15 km/h until the front of your vehicle reaches the
solid green safety light.
4. Once clear of the personnel at track level, continue at a maximum speed of 40 km/h
to the next station.
10.4.4 After clearing the work zone limit and arriving at the destination station, place the MSS
back to the previous operating mode.

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10.5 Operating a Vehicle with Workers at Track Level – Semi-

Exclusive Guideway
LRV operators will proceed normally into the station or stop platform but before they exit,
they will be provided notice via the TOD of the existence of an S&TCS-WZ.
Train speed within the limits of the S&TCS-WZ will be limited to a maximum speed of
40 km/h.
Note: The non-zero speed work zone is established on both bounds.
Note: Prior to descending to track level, the person in charge (PIC) will confirm with LRV
operators (on both bounds) operating through the area that their train is displaying
“WZ” (i.e., S&TCS-WZ) on their TOD.
10.5.1 When you approach a work zone:
1. Sound one long blast of the horn at the flashing yellow safety light and reduce your
speed.
2. Follow the direction of the traffic control person (TCP) and be prepared to stop.
3. Prior to reaching the personnel and the solid red safety light, stop your train and
follow directions from the TCP.
Note: Once personnel have taken safe refuge, the TCP will give the proceed hand
signal.
4. Proceed only under the direction of the TCP, acknowledge the hand signal with one
gong.
5. Once the TCP has given the proceed hand signal, operate your train at 15 km/h until
the front of your train reaches the solid green safety light.
6. Once clear, resume speed to a maximum speed of 40 km/h until you reach the next
station or stop.
TRAIN OPERATED ON THE OPPOSITE BOUND
LRV operators will proceed normally into the station or stop platform but before they exit,
they will be provided notice via the TOD of the existence of an S&TCS-WZ.
10.5.2 Operate the train in automatic train protection-manual (ATP-M) mode operating by line of
sight, expecting to see workers at track level within the limits of the S&TCS-WZ on either
bound, and be prepared to stop.
10.5.3 Train speed within the limits of the work zone will be limited to maximum speed of
40 km/h.
Note: The non-zero speed work zone is established on both bounds.

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10.5.4 On the opposite bound to work zone:

1. Sound one long blast of the horn at the flashing yellow safety light and reduce your
speed.
2. Follow the direction of the traffic control person (TCP) and be prepared to stop.
3. Proceed only under the direction of the TCP, acknowledge the hand signal with one
gong.
4. Once the TCP has given the proceed hand signal, operate your train at 15 km/h until
the front of your train reaches the solid green safety light.
5. Once clear, resume at a maximum speed of 40 km/h or the permitted speed until you
reach the next station.

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 ECLRT Signalling &
Train Control System

11
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11.0 ECLRT Signalling & Train Control System

11.1 The Signalling & Train Control System
This section applies to light rail vehicle (LRV) operators, maintenance vehicle drivers
(MVDs), and shunters using the Eglinton Crosstown Light Rail Transit (ECLRT) tracks
and signals.
11.1.1 You must know the purpose of the signalling & train control system (S&TCS) and how
it operates.
11.1.2 Unless directed by Control or by an authorized person at track level, always obey the
S&TCS signals and train operator display (TOD) instructions.

11.2 Wayside Markers

11.2.1 Obey all wayside markers.
ALL TRAINS SPOTTED
The all trains spotted marker is displayed at the ends of the platform.
LRV OPERATOR
11.2.2 When you approach an all trains spotted marker, stop your train with this marker between
the front of the train and the first set of doors.

Figure 11-1 All Trains Spotted Marker

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TURNBACK SWITCH CLEARANCE

11.2.3 To ensure that your entire train is clear of the switch, you must ensure that the front of
your train lines up with the turnback switch clearance marker.

Figure 11-2 Turnback Switch Clearance Marker

SOUND HORN
11.2.4 When you approach a sound horn marker, sound one long warning blast on your vehicle
horn as you enter a platform in the reverse to normal direction of travel.

Figure 11-3 Sound Horn Marker

ATO MARKER
11.2.5 Operate in automatic train operation (ATO) mode.

Figure 11-4 Automatic Train Operation Marker

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NON-ATO MARKER
11.2.6 Downgrade from ATO mode.

Figure 11-5 Non-Automatic Train Operation Marker

TUNNEL VENTILATION SYSTEM MARKER

This marker shows the beginning of the tunnel ventilation system (TVS) zone that is a no-
stopping zone.
11.2.7 Unless it is unsafe to do so, do not stop your train within a no-stopping zone as indicated
by the TVS begins marker.

Figure 11-6 Tunnel Ventilation System Zone Begins Marker

Note: The TVS ends marker shows the end of the TVS.

Figure 11-7 Tunnel Ventilation System Zone Ends Marker

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11.3 Responding to Signal Indications

Signals are coloured lights that give information to the operator about speed, route, and
other vehicle operations.

Figure 11-8 Signal Legend

Some figures show both a non-interlocking and an interlocking signal.

Interlocking signals are used to control vehicle movement through switches (by indicating
the route and authority to proceed).
CLEAR ON PRIMARY ROUTE
11.3.1 When you approach a clear on primary route signal, operate at the authorized speed on
the primary route.

Figure 11-9 Clear on Primary Route Signal

CLEAR ON SECONDARY ROUTE

11.3.2 When you approach a clear on secondary route signal, operate at the authorized speed
on the secondary route.

Figure 11-10 Clear on Secondary Route Signal

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STOP AND STAY SIGNAL

11.3.3 When you approach a solid red signal, stop and stay.
11.3.4 Never operate past a red signal without permission from Control.

Figure 11-11 Stop and Stay Signal

CALL-ON
The original aspect of the route has been overridden. The call-on signal can be used to
allow a train in EMERGENCY mode or non-communicating train to enter a route when
failure conditions are present.
LRV OPERATOR
11.3.5 When you approach a call-on signal:
1. Stop your train.
2. Call Control.
3. After receiving authorization from Control, switch to EMERGENCY mode.
4. Stop and check the position of any switch encountered on your route
5. Operate at no more than 15 km/h, unless authorized by Control.
6. Be prepared to stop within line of sight.

Figure 11-12 Call-On Signal

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MAINTENANCE VEHICLE DRIVER

11.3.6 When a maintenance vehicle (MV) approaches a call-on signal on the mainline:
1. Stop your MV.
2. Call Control.
3. Check the direction of the switch before proceeding.
4. Operate at no more than 15 km/h unless authorized by Control.
5. Be prepared to stop within line of sight until the front of your vehicle has passed the
next less restrictive signal.
6. When the front of your vehicle has passed the less restrictive signal, call Control.
11.3.7 Never operate past a red signal without permission from Control.

11.4 Switch Position Indicator

Switch position indicators (SPIs) display the position of each switch and are located in the
Eglinton Maintenance and Storage Facility (EMSF) Yard, and on the EMSF lead tracks to
the mainline.
VERTICAL INDICATOR
Switch is set and locked for normal (N) (i.e., straight) direction of travel.

Figure 11-13 Switch Position Indicator – Vertical

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DIAGONAL LEFT INDICATOR

Switch is set and locked in the reverse (R) (i.e., divergent to left) direction of travel.

Figure 11-14 Switch Position Indicator – Diagonal Left

DIAGONAL RIGHT INDICATOR

Switch is set and locked in reverse (R) (i.e., divergent to the right) direction of travel.

Figure 11-15 Switch Position Indicator – Diagonal Right

11.5 Improper Signal

The following are improper signals:
 Improperly displayed signal indication.
 Dark (unlit) signal.
 Improper aspect change sequence.

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11.5.1 If you see an improper signal:

1. Stop and stay.
2. Call Control and if safe to do so, follow all instructions from Control.

11.6 Incorrect Routing

11.6.1 If a routing signal displays a route aspect that is different from the schedule:
1. Stop your vehicle.
2. Call Control.
3. Follow all instructions from Control.

11.7 Red Signal not Clearing

11.7.1 If you have been stopped at a red wayside signal for more than one minute:
1. Call Control to report the delay.
2. Set the master controller (MC) to brake position.
3. Advise passengers of the delay.
4. Do not move your train until one of the following occurs:
 The signal clears.
 Control or authorized personnel at your location gives you permission to operate
past the red signal.
Note: If you are in the exclusive guideway or the semi-exclusive guideway and cannot
call Control within 3 minutes, see step 3.1.3 or step 3.1.4 for instructions to call
Control.

11.8 Operating past Blank Signal Aspects

The S&TCS will recognize a blank aspect (red) and will apply brakes and stop the train
before the signal. The LRV operator does not have to change operating modes.
The S&TCS will recognize a blank aspect (yellow or green) and allow the train to proceed
as normal.
If the S&TCS has failed, it will be indicated on the TOD.
11.8.1 If you approach or pass a blank wayside signal, stop your vehicle immediately, call
Control and follow their instructions.

Figure 11-16 Blank Signal

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OPERATING A MAINTENANCE VEHICLE PAST A BLANK SIGNAL

11.8.2 If operating an MV and have been given permission to proceed past a blank
wayside signal:
1. Stop and check the position of any track switch encountered, and ensure it is set for
the intended direction of travel before proceeding.
OPERATING A VEHICLE PAST A BLANK SWITCH POSITION INDICATOR
11.8.3 If you approach a dark SPI:
1. Stop your vehicle immediately.
2. Call Control.
3. If you have been given permission to proceed, check the position of the track switch
and ensure it is set for the intended direction of travel before proceeding.

Figure 11-17 Switch Position Indicator – Blank Aspect

11.9 Signal Passed at Danger

11.9.1 If you pass a red signal aspect:
1. Immediately stop.
2. Call Control.
3. Do not move your vehicle until Control gives you permission.

11.10 Non-Communicating Train

11.10.1 When a train has lost communication with S&TCS, only move the train:
 With permission from Control.
 Within the limits of movement authorized by Control.
 Without exceeding the speed restrictions indicated on the DDD.
 By operating by line of sight with caution using TOD indications and wayside markers.

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11.11 Responding to Train Operator Display or Dedicated Diagnostic

Display Failures
11.11.1 If the TOD or dedicated diagnostic display (DDD) fails while in operation:
1. Call Control.
2. If safe to do so, follow all instructions from Control, which may include one of the
following:
 Continue in revenue service until a change-off at the next end terminal.
 Offload passengers at the next station or stop platform and deadhead to the
handoff platform at the EMSF.
 Offload passengers at the next station or stop platform and take the train out of
service and stow it at a specific location.

11.12 Responding to Stop All Trains, Derailer, and End of OCS

Markers
STOP ALL TRAINS MARKER
11.12.1 Stop your train when you have reached the end of the track just before the bump stops at:
 The tail tracks (mainline).
 End of the Canadian Pacific Railway (CPR) track at the EMSF Yard.

Figure 11-18 Stop All Trains Marker

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AUTOMATIC DERAILER MARKER

11.12.2 If you are operating a non-communicating vehicle and approaching a derailer:
1. Stop your vehicle.
2. Call Control.
3. Check that the derailer is in the non-derailing position.
4. If safe to do so, proceed upon authorization from Control.
11.12.3 If you are approaching a derailer and it is in the derailing position, stop immediately and
call Control.

Figure 11-19 Automatic Derailer Marker

END OF OCS MARKER

11.12.4 Stop your train before the end of OCS warning marker.

Figure 11-20 End of Overhead Catenary System Warning Marker

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General Train Operation

12
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12.0 General Train Operation

12.1 General Responsibilities
GENERAL
12.1.1 Do not modify, remove, or disconnect any controls, safety features, or equipment.
12.1.2 If you see any person too close to the platform edge or on the yellow edge tiles:
1. Sound one long blast of the horn as a warning.
2. Prepare to apply brakes as required.
UNSAFE CONDITIONS
12.1.3 If you observe an unsafe condition, stop or do not move your train as applicable.
12.1.4 Report unsafe conditions to Control as soon as possible, when safe to do so, and
maintain communication, describing your actions and present conditions.
12.1.5 If your vehicle becomes disabled or equipment stops working properly, ask Control for
authorization before you do anything that can affect the safety of equipment.

12.2 Riders in the LRV Cab

12.2.1 Do not allow anyone to ride in the light rail vehicle (LRV) cab who is not authorized.
Personnel who may ride in the LRV cab include:
 Eglinton Crosstown Light Rail Transit (ECLRT) instructors and divisional trainers.
 Supervisory, management, and safety staff.
 Employees assigned to emergency duties.
 Trainees when supervised by an ECLRT instructor or divisional trainer.
 A person authorized by a special permit or notice issued by TTC management.
12.2.2 Call Control if you are unsure whether someone is authorized to ride in your cab.
12.2.3 Do not allow the authorized rider in your cab to distract you from your duties.

12.3 Speed Regulations

12.3.1 Receive authorization from Control before operating in any mode lower than automatic
train protection-manual (ATP-M).
12.3.2 When operating in EMERGENCY mode or automatic train protection-bypass (ATP-
Bypass), operate your train in accordance with dedicated diagnostic display (DDD)
indications, wayside markers, and signals.
12.3.3 Operate at a maximum speed of 5 km/h when entering or exiting tail tracks and be
prepared to stop.
12.3.4 Operate at a maximum speed of 25 km/h when bypassing a station or stop.

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12.4 Responding to Traction Power Interruptions

12.4.1 If traction power goes off while your train is moving:
1. Coast to the next platform, if safe to do so.
2. If the train cannot coast to the next platform, stop as close to an emergency exit as
possible.
3. Sound repeated long blasts of the horn at regular intervals until stopped.
4. Proceed with caution.
5. Watch for people at track level.
6. Watch for hand signals or any unusual movement.
12.4.2 After traction power is restored, do not proceed until instructed by Control.

12.5 Sealed Switches

12.5.1 Do not break any seal unless authorized by Control.
12.5.2 Immediately report to Control if any bypass switches are missing their seal or the seal has
been broken.
Note: Control is responsible for reporting to maintenance personnel seals which are
broken or found broken.
Note: Instructors are authorized to break seals and reseal switches for training
purposes.

12.6 Water and Flood Conditions

During severe weather conditions excess water may cause flooding to occur. Vehicle
operators are to be vigilant and if water is accumulating and is approaching or even with
the head of the running rail, report it to Transit Control.
WATER LEVEL BELOW 40 MM
12.6.1 Operate at normal speeds in pools of water less than 40 mm deep.
WATER LEVEL BETWEEN 40 MM AND 100 MM
12.6.2 Operate at a speed no greater than 8 km/h if the head of the running rail is covered by
water between 40 mm and 100 mm.
12.6.3 Call Control to advise and follow any instructions given.
WATER LEVEL GREATER THAN 100 MM
12.6.4 Do not operate into an area of pooling water more than 100 mm deep. If you are in an
area of pooling water that increases to a level more than 100 mm deep, operate slowly
out of the water at a speed no more than 8 km/h.
12.6.5 Call Control to advise and follow any instructions given.

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NOT ABLE TO DETERMINE WATER LEVEL

12.6.6 If significant pooling of water exists at a location and you are unable to determine water
depth:
1. Stop and stay.
2. Call Transit Control so that a supervisor can be dispatched to assess the extent of the
flooding.
3. Observe the tires of other vehicles to determine water depth.
Note: A standard sidewalk is approximately 150 mm above the roadway; 100 mm is 2/3
the height of a typical sidewalk.

12.7 Guideway Sweep

12.7.1 While conducting a guideway sweep:
1. Operate in a non-ATO mode.
2. Be vigilant for any unusual or abnormal conditions.
3. Stop and call Control if you observe any unusual or abnormal conditions along the
tracks including any obstructions.
Note: A guideway sweep must not be performed in ATO mode and may be performed
on either bound in either direction.

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 13

Train Operation
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13.0 Train Operation

This section applies to LRV operators and shunters that operate any train that uses the
tracks and signals.

13.1 General Operation

13.1.1 Operate the train safely and efficiently as described in all operator manuals, rules, and
notices.
13.1.2 Operate within the speed limits enforced.
13.1.3 If operating a non-communicating train, operate within the speed limited by Control or
wayside markers.

Figure 13-1 Speed Limit Marker

13.1.4 At all times, be alert and prepared to stop for hand signals, work zones, and persons at
track level.
13.1.5 If the emergency brakes are activated for any reason, immediately call Control.
13.1.6 Use the seat belt at all times that the train is in operation.

13.2 Blind Spots

13.2.1 Before moving a light rail vehicle (LRV), ensure the seat is adjusted so the field of view
marker is visible to minimize your blind spots.
13.2.2 Before moving an LRV, always scan your blind spots.

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Figure 13-2 Operator’s Optimal Seating Position

13.3 Operator’s Position

13.3.1 When the train is in motion, remain in the cab with the cab door closed.
13.3.2 While operating the train, only leave the cab after the train is stopped and secured.

13.4 Mode Selector Switch

13.4.1 Place the mode selector switch (MSS) in the unattended train operation (UTO) position
when shutting down a lead cab.
13.4.2 Only place the MSS in the OFF position when directed and authorized by Control.
13.4.3 If you have been advised by Control to operate in any mode other than the normal mode
of operation, stay in that mode until authorized by Control to change modes.

13.5 Operating Modes

UNATTENDED TRAIN OPERATION MODE
Unattended train operation (UTO) mode is used exclusively in the Eglinton Maintenance
and Storage Facility (EMSF) Yard.
AUTOMATIC TRAIN OPERATION MODE
13.5.1 Always remain vigilant when in ATO mode, watch for any unsafe condition at track level
and be ready to assume control of the train or apply the emergency brakes.

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13.5.2 Do not use automatic train operation (ATO) mode if:

 In work zones.
 Workers are at track level.
 There is danger at track level e.g., unauthorized persons or suspicious objects.
 Visibility is poor.
 Traction power has been cut.
 There is fire or smoke, or a burning odour.
 In non-ATO areas i.e., Region 3.
 Operating forward in the reverse to normal direction of travel.
Note: The ATO area is Region 1 between the mainline and the handoff platform, and
Region 2 (Mount Dennis Station to Laird Station both bounds).
AUTOMATIC TRAIN OPERATION-STANDBY MODE
13.5.3 Whenever the train is in ATO mode, and the LRV operator moves the MC from the
COAST position, the train will default to ATO-Standby mode.
13.5.4 In ATO-Standby mode, the LRV operator will be operating the train based on directions
from the TOD.
13.5.5 The train will remain in ATO-Standby mode until the LRV operator brings the train to a
stop (no motion) by placing the MC into the COAST position and pressing the ATO-Start
pushbutton to return to ATO mode.
AUTOMATIC TRAIN PROTECTION-MANUAL MODE
13.5.6 Operate in automatic train protection-manual (ATP-M) mode if:
 Approaching or travelling through a work zone.
 Workers are at track level.
 There is danger at track level e.g., unauthorized persons or suspicious objects.
 Visibility is poor.
 Traction power has been cut.
 There is fire or smoke, or a burning odour.
13.5.7 If you have been advised by Transit Control to operate in ATP-M mode, stay in ATP-M
mode until authorized to proceed in ATO mode.
EMERGENCY MODE
13.5.8 Only operate in EMERGENCY mode if you have authorization from Control or supervisory
personnel at the scene in an emergency.
13.5.9 If an emergency threatens the safety of passengers and you are required to immediately
move a stopped train using EMERGENCY mode, call Control as soon as possible and tell
Control the actions taken.

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13.5.10 When operating in EMERGENCY mode:

1. Operate at a maximum speed of 15 km/h.
2. Operate by line of sight, with caution.
3. Offload passengers at the first station or stop, if required or directed to by Control.
4. Only open doors on the platform side.
Note: In RM mode (Restricted EMERGENCY) ATP supervision is available and the train
is operated with train protection.
Note: In NRM mode (Non-Restricted EMERGENCY) ATP supervision is not available,
and the train is operated under the full control of the LRV operator.
AUTOMATIC TRAIN PROTECTION-BYPASS MODE
13.5.11 Only operate in automatic train protection-bypass (ATP-Bypass) mode if you have
authorization from Control or supervisory personnel at the scene in an emergency.
Note: The LRV operator moves the MSS to the EMERGENCY mode position to operate
the train in ATP-Bypass.
13.5.12 When operating in ATP-Bypass mode:
 Operate within the limits of movement authorized by Control.
 Operate at a maximum speed of 15 km/h.
 Operate by line of sight with caution.
 Offload passengers at the first station or stop.
 Only open doors on the platform side.
 When leaving the LRV cab, switch the ATP-Bypass mode to normal operation.
RESCUE MODE
Rescue mode is used for train recovery (train to train) not for train rescue (rescue vehicle
to train).
13.5.13 Operate in Rescue mode only if you have authorization from Control.
13.5.14 When operating in Rescue mode, the recovery and the LRV operator/shunter of the
disabled train must:
 Communicate using vehicle radio.
 Operate by line of sight, with caution.
 Offload passengers at the first station or stop platform, if applicable and safe to do so.
 Stop at all switches and crossovers.
 Check each switch to ensure it is set for the proper route.
 If in the EMSF Yard, also check each switch position indicators (SPI) to ensure switch
is set for the proper route, if applicable.
REVERSE MODE
13.5.15 Operate in Reverse mode only if you have permission from Control.
Note: When in Reverse mode, speed will be restricted to 5 km/h.

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13.6 Door Operation

13.6.1 Do not operate door controls while the train is in motion.
13.6.2 Only close the doors after ensuring passengers are clear of the doorways.

13.7 Defensive Driving

GENERAL
13.7.1 When operating a vehicle, practise defensive driving techniques.
13.7.2 Make every effort to avoid a collision regardless of track, switch, road conditions, and the
actions of others.
SEMI-EXCLUSIVE GUIDEWAY
13.7.3 If you are deadheading or bypassing a station or stop, be prepared to stop for roadway
users and pedestrians that may assume you will be servicing the station or stop.
13.7.4 Always stop for emergency vehicles, roadway users, and pedestrians that are crossing
the semi-exclusive guideway.

13.8 Approaching a Stationary Disabled Train

13.8.1 If advised by Control that a train on the opposite bound is stopped due to mechanical
failure (disabled), reduce train speed.
13.8.2 When your train is approaching a stationary train on the opposite bound between stations
or stops, you must:
1. As your vehicle passes the front of the LRV, slow down.
2. Move your master controller into coast, if power or braking mode are not required.
3. Sound your gong twice as you approach the middle of the stationary LRV.
4. Sound your gong twice again as you approach the rear of the stopped LRV.
5. Watch for pedestrians at the rear of the stopped LRV.
6. Be ready to stop immediately if anyone steps out onto your path.

13.9 Getting On or Off a Train

EXCLUSIVE GUIDEWAY
13.9.1 When getting on or off a train between stations in the exclusive guideway:
1. Ensure your train is fully stopped and secured.
2. Look both ways for moving vehicles and other dangers.
3. If applicable, exit your train using the crew switch to access the guideway walkway.

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SEMI-EXCLUSIVE GUIDEWAY
13.9.2 When getting on or off a vehicle between stations and stops in the semi-exclusive
guideway:
1. Ensure your train is fully stopped and secured.
2. Look both ways for moving vehicles and other dangers.
3. As applicable, exit your train using the crew switch on the track side.
4. Immediately move to the space ahead or behind your train between the running rails.
5. Walk between the running rails to the nearest and safest station or stop or controlled
intersection, whichever comes first.
6. Watch for any oncoming vehicles.

13.10 Operating through Intersections and Pedestrian Crosswalks

13.10.1 Use caution when operating through intersections and pedestrian crosswalks.
13.10.2 Enter intersections at a speed no greater than 25 km/h.
Note: This rule includes the signalized crossing at the Wynford stop.
13.10.3 On approach to intersections and pedestrian crosswalks:
1. Coast and be prepared to stop.
2. Scan for:
 Pedestrians.
 Cyclists.
 Stopped vehicles.
 Oncoming vehicles.
 Turning vehicles.
 Crossing vehicles.
 Emergency vehicles.
 Obey transit signals.

13.11 Bidirectional Operation

Under a degraded mode of operation (e.g., single track operation and light rail transit
shuttle), the ECLRT permits bidirectional movement in the exclusive guideway and the
semi-exclusive guideway, which means that trains can enter a station or stop from the
opposite direction to normal.
Passengers on the platform or members of the public who are at-grade may not expect
the light rail transit vehicle to arrive from the opposite direction. Passengers may be
rushing to get to a stop or crossing tracks on the semi-exclusive guideway and not be
expecting a train approaching from the opposite direction.
Vehicular traffic approaching a level crossing may not be expecting a train approaching
the intersection from the opposite direction.

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OPERATING REVERSE TO NORMAL

13.11.1 When you approach a platform in the reverse to normal direction of travel, sound one long
blast of the horn as you enter with caution, being prepared to stop.
13.11.2 Stop prior to entering any intersection in the reverse to normal direction of travel, sound
one long blast of the horn, and only proceed on a green transit signal if safe to do so.
Note: For example, a train entering an eastbound station or stop in the westbound
direction.
13.11.3 When you operate in reverse traffic:
 Operate in the non-ATO mode specified by Transit Control and follow their
instructions.
 Obey S&TCS and/or transit signal indications.

13.12 Traction Power Off

13.12.1 If you are operating a train and there is a loss of traction power, if safe to do so, attempt to
coast to the next station, stop, or emergency exit then call Control.
13.12.2 Do not attempt to move a train into a section where there is a loss of traction power.
13.12.3 If operating a train and you are stopped and a loss of traction power occurs, do not
attempt to move the train.

13.13 Operating Conditions

13.13.1 Adjust your vehicle operation to weather and vehicle conditions.
13.13.2 Use extreme caution when operating on slippery rail.
13.13.3 Immediately report damaged rail to Control if you:
 Notice damaged rail without temporary speed restriction (TSR) zone signs.
 Approach damaged rail that is unsafe to cross even with a TSR zone sign.
13.13.4 Do not use sand when braking or accelerating normally on clean dry rail.

13.14 Service Adjustments

CHANGING DIRECTIONS
13.14.1 Receive authorization from Control to operate in any direction other than the normal
direction of travel.
13.14.2 Do not accept a routing into a centre track, tail track, or the EMSF Yard if there are
passengers onboard your train, unless instructed to do so by Transit Control.

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BYPASSING STATIONS OR STOPS

13.14.3 If you are going to bypass a station or stop:
1. Tell passengers of the intent to bypass the approaching station or stop.
2. Reduce speed to 25 km/h before entering the platform.
3. Sound two short blasts on the horn, as you enter the platform.
4. Operate through the platform at 25 km/h.
5. Resume normal operating speed when indicated on the train operator display (TOD).
UNSCHEDULED MAINLINE OPERATION
13.14.4 Receive authorization from Control before making any unscheduled train movements.
DOOR EMERGENCY BYPASS SWITCH
13.14.5 When given authorization from Control to use the door emergency bypass switch.
1. Offload all passengers at the next station or stop.
2. When leaving the LRV cab, switch the door emergency bypass switch to its normal
position.

13.15 Train Recovery

Depending upon the estimated time to recover the disabled train, Control may advise the
LRV operator of the disabled train to evacuate all passengers, following all procedures
and will provide the routing for the evacuation.
13.15.1 Use your intercom to communicate with the operator of the recovery train.
13.15.2 If your train or intercom fails, use portable radios.
13.15.3 Ensure the recovery train has an equal or greater number of LRVs as the disabled train.
OPERATION WITH ISOLATED BRAKES
13.15.4 Before you isolate any brakes, get authorization from Control.
13.15.5 Never isolate the disk brakes on more than two trucks (bogies) on the disabled train (two-
car consist) unless the disabled train is coupled to the recovery train.
13.15.6 If the brakes must be isolated on more than one LRV on the disabled train, you must:
 Offload the passengers at the next station or stop as instructed by Control.
 Follow instructions from Control and proceed out of service.
 Allow for extra braking distance.
 Operate your train with caution.
Note: The spotter in the lead cab, must be in constant communication with the operator
of the trailing train.
COMMUNICATING WITH A COUPLED DISABLED TRAIN
13.15.7 Use your portable radio on the talk group specified by Control.
13.15.8 Test and confirm that the radios are both working on the talk group specified by Control
before moving vehicles.

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13.15.9 If the recovery train is pushing the disabled train, continuously transmit instructions to the
operator on the recovery train.
Note: If the disabled train is being pushed by the recovery train, the operator of the
disabled train must convey to the operator of the recovery train what is visible in
front of the train as it is moving. If the disabled train is being pulled by the
recovery train, the operators would communicate as required.
13.15.10 The operator on the recovery train must:
 Continuously listen to and follow instructions.
 Not transmit while moving, unless necessary.
 Immediately stop the coupled vehicles until communication is re-established if
communication is interrupted or lost.

COUPLING ELECTRICALLY
13.15.11 Authorization from Control is required before performing an emergency recovery.
13.15.12 The operator on the recovery train must:
1. Stop the recovery train to check brakes and rail conditions.
2. Operate the recovery train in ATO or ATP-M as close as possible to the disabled train
as allowed under ATO or ATP operations.
Note: The TOD target distance will reach zero once the train has reached its conflict
point of train movement.
3. Operate using the TOD to close up to the disabled train.
4. Couple electrically.
5. Call Control for instructions before moving the coupled trains.
COUPLING MECHANICALLY
13.15.13 Authorization from Control is required before performing an emergency recovery.
13.15.14 The operator on the recovery train must:
1. Stop the recovery train to check brakes and rail conditions.
2. Operate the recovery train in ATO or ATP-M as close as possible to the disabled train
as allowed under ATO or ATP operations.
Note: The TOD target distance will reach zero once the train has reached its conflict
point of train movement.
3. Operate using the TOD to close up to the disabled train.
4. Couple mechanically.
5. Call Control for instructions before moving the coupled trains.

13.16 Train Rescue

Control will advise the LRV operator of the disabled train to evacuate all passengers
following all procedures and will provide the routing for the evacuation.
OPERATION WITH ISOLATED BRAKES
13.16.1 Offload the passengers at the next station or stop or evacuate the passengers as
instructed by Control.

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13.16.2 Before you isolate any brakes, get authorization from Control.
13.16.3 Never isolate the disk brakes on more than two trucks (bogies) on the disabled train (two-
car consist) unless the disabled train is coupled to the MV.
13.16.4 Follow instructions from Control and proceed out of service.
COMMUNICATING WITH A COUPLED DISABLED TRAIN
13.16.5 Use portable radios on the talk group specified by Control.
13.16.6 Test and confirm that the radios are both working on the talk group specified by Control
before moving vehicles.
Note: If the disabled train is being pushed by the MV, the operator of the disabled train
must convey to the MVD what is visible in front of the train as it is moving. If the
disabled train is being pulled by the MV, the MVD and the operator of the disabled
train would communicate as required.
13.16.7 The MVD must:
1. Constantly listen to and follow instructions.
2. Not transmit while moving, unless necessary.
3. If communication is interrupted or lost, immediately stop the coupled vehicles until
communication is restored.
COUPLING MECHANICALLY
13.16.8 Authorization from Control is required before performing a rescue.
13.16.9 The MVD must:
1. Stop the MV to check brakes and rail conditions.
2. Operate the MV as close as possible to the disabled train.
3. Couple mechanically.
4. Call Control for instructions before moving the coupled vehicles.
5. Isolate the brakes, lower the pantograph and power down the disabled train.

13.17 Rear Cab Operation

LRV OPERATOR
13.17.1 During rear cab operation, the LRV operator must:
1. Receive authorization from Control to perform rear cab operations.
2. Have a spotter in the lead cab before performing rear cab operation.
3. Operate according to directions from the spotter.
4. If communication with the spotter is interrupted:
a. Stop at once.
b. Do not resume operation until communication is restored.
Note: When operating in REV mode the maximum speed is:
 Normally, 5 km/h.
 In rescue mode, 40 km/h.

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LEAD CAR SPOTTER

13.17.2 Always maintain communication with the LRV operator.
13.17.3 Remain in the operating position of the lead cab of the disabled train and provide clear
instructions to the LRV operator, while the LRV operator operates the train from the rear
cab.
13.17.4 Be prepared to tell the LRV operator to stop the train, and if circumstances warrant, be
prepared to stop the train yourself.

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 14

LRV Operator Revenue Service Duties

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14.0 LRV Operator Revenue Service Duties

14.1 General Duties
14.1.1 Ensure you carry:
 Address and occurrence information cards.
 Lost articles book.
 Staff key.
 Vehicle key.
 Valid driver’s licence.
 Pen.
 Reliable watch or timepiece.
14.1.2 When you leave the operating cab, ensure the cab door and windows are closed and
locked.
14.1.3 Tell your supervisor or Control at once if you:
 Notice a passenger being harassed.
 Are being harassed.
 Observe any contraventions to TTC By-law No. 1.
14.1.4 Advise passengers of trip irregularities and trip interruptions.
14.1.5 When a passenger requests your identification, provide your employee ID.

14.2 Departure from and Return to the Handoff Platform

DEPARTURE
14.2.1 Wait in the handoff platform dispatch room until your train is stopped and spotted on the
handoff platform.
14.2.2 Be in position to take over your train and depart at your scheduled departure time.
RETURN
14.2.3 As your train enters the EMSF lead track, call Yard Control, and provide:
1. Run number.
2. Employee ID.
3. Any defects with your train.

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14.3 Preparing for Revenue Service

14.3.1 When taking a train from the handoff platform into revenue service:
1. Board the assigned run.
2. Enter your employee ID on your train radio.
3. Depart on a favourable signal.
14.3.2 When taking over a train from another LRV operator on the mainline:
1. Board the assigned run.
2. Enter your employee ID on your train radio.
14.3.3 When being relieved by another LRV operator on the mainline:
1. Log off your employee ID.
2. Confirm the relief person is present.
3. Report any damage or train defects to the relief person.
4. If the relief person is late, not present, or unfit for duty, do not leave your train and call
Control for instructions.

14.4 Servicing Stations and Stops

14.4.1 Stop your train at all stations unless you are instructed by Control to bypass a station.
14.4.2 Stop your train at all stops, unless you are instructed by Control to bypass a stop, or there
is no stop request onboard your train and there are no persons at the stop.
14.4.3 If instructed to bypass a station or stop, tell passengers of the bypass.
14.4.4 Stop at the stopping marker on the platform.
14.4.5 While stopped in a non-ATO mode, apply enough braking effort to ensure your train does
not move.
14.4.6 If held on a platform by a red signal:
 Leave doors open at a station.
 Leave doors enabled at a stop.

14.5 Monitoring for Unsafe Platform Conditions

14.5.1 To ensure an unsafe platform condition does not exist at each station or stop before train
movement:
1. Monitor the auxiliary video camera system (AVCS) display (door view) and when safe
to do so, close the train doors.
Note: If the camera angle does not provide an adequate clear view of the doors, the
LRV operator can change the view by using the AVCS button.

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2. Monitor the AVCS display to ensure that no one is trapped in the train doors.
Note: Once the train starts to move, the AVCS display view changes from the door
view to the driving view.
3. View the platform coupler gap monitor (PCGM) to observe the coupler area between
the LRVs to ensure no intrusions i.e., persons or obstacles.
14.5.2 When the train is leaving a station or stop, continue to monitor the platform for at least 1
car length or, if at a near-side stop, until the front of the train reaches the intersection stop
bar.

14.6 Undershooting or Overshooting a Station or Stop

The S&TCS will only allow the doors to be opened when the train is properly spotted and
will only allow the doors to open on the correct side.
If operating in the ATO or ATP-M modes, the S&TCS recognizes that the train has
stopped short (undershot) and will not allow the doors to open.
In ATO mode the doors open automatically when the ATO door switch is in the AUTO
position.
In ATO mode the doors will be opened by the LRV operator when the ATO door switch is
in the MANUAL position.
In ATP-M mode the LRV operator can open the doors or enable the doors so that the
passengers can open individual doors by pressing the interior or exterior open doors
pushbutton.
The LRV operator always closes the doors in all modes.
UNDERSHOOTING IN THE EXCLUSIVE GUIDEWAY
14.6.1 In ATO mode, if your train stops short of the platform stopping marker location, call and
advise Transit Control.
14.6.2 After receiving authorization from Transit Control, place the MSS in ATP-M mode and
move your train forward to the correct platform stopping location.
14.6.3 Enable and open the doors.
14.6.4 Place the MSS back to ATO mode and proceed as normal.
UNDERSHOOTING IN THE SEMI-EXCLUSIVE GUIDEWAY
14.6.5 If your train stops short of the platform stopping marker, slowly move your train up to the
stopping marker location.
Note: Be aware of passengers at the station or stop encroaching on the dynamic
envelope of your train.

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OVERSHOOTING A STATION OR STOP PLATFORM

14.6.6 In ATO mode if your train overshoots the platform stopping marker, call and advise Transit
Control.
14.6.7 If Transit Control advises you to travel to the next station, make an announcement to the
passengers that the train is unable to service this station or stop, and proceed to the next
station or stop.
DOOR OBSTRUCTION BY PLATFORM BOLLARDS
14.6.8 When servicing a platform, if your train is stopped in a location where a door is partially or
fully obstructed by platform bollards and the train cannot be safely moved and properly
spotted, call Transit Control and follow their instructions if safe to do so.
14.6.9 If a door is opened and is partially or fully obstructed by platform bollards, attend the
affected door and assist passengers as required.

14.7 Station and Stop Announcements

14.7.1 Ensure station or stop announcements are made.
14.7.2 If the onboard automatic announcement system fails, make verbal station or stop
announcements.
Example: As your train leaves a station.
“The next Station is Eglinton Station. (Pause), Eglinton Station.”
Example: As your train enters the next station.
“Arriving at Eglinton Station, (Pause), Eglinton Station.”

14.8 Responding to an Unsanitary Condition on a Train

14.8.1 If one of the LRVs in your train is unsanitary or otherwise not fit for passengers, call
Control to report the condition.
UNSANITARY CONDITION ON A TRAIN
14.8.2 If you become aware of blood, biohazardous materials, or sharps on your train in revenue
service:
1. Immediately call Control and report the condition.
2. Make an announcement to passengers that your train will be going out-of-service at
the next station or stop.
3. Ensure all passengers have disembarked your train.
4. Proceed out-of-service as instructed by Control.
14.8.3 If you become aware of blood, biohazardous materials, or sharps on your deadheading
train:
1. Immediately call and report the condition to Control.
2. Operate to the change-off location or handoff platform, as directed by Control.

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14.8.4 If you become aware of sharps in the cab:

1. Immediately call and report the condition to Control.
2. If safe to do so, follow all instructions from Control.

14.9 Responding to LRV Disablements

14.9.1 Report any mechanical issues to Control after stopping and securing your vehicle.
14.9.2 If your train is disabled on the semi-exclusive guideway, turn on four-way hazard lights.
14.9.3 Be cautious of vehicular traffic when dealing with disablements on the semi-exclusive
guideway.

14.10 Responding to an LRV with Defective Brakes

LRV OPERATOR OR CTS AUTHORIZED EMPLOYEE OPERATING THE VEHICLE
14.10.1 Report any brake issues to Control.
14.10.2 Reduce speed and increase following distance if any brakes on your train are cut out.
14.10.3 If the LRV brakes fail to apply, use the emergency stop pushbutton to apply the
emergency braking (security brakes).

14.11 Responding to Emergency Alarms

14.11.1 If the emergency alarm (EA) is activated on your train, immediately call and tell Control.
14.11.2 If stationary at a station or stop platform, and an EA is activated on your train, but the
doors are not already open, open the doors.
14.11.3 If an EA was activated while departing a station or stop and your train is not fully clear of
the platform:
1. Stop your train.
2. Confirm no one is trapped in a train door.
3. Call and tell Control.
4. Continue to the next station or stop.
14.11.4 If the EA was activated between stations or stops, do not stop, continue to the next station
or stop.
14.11.5 When investigating the activation of the EA:
1. Use onboard closed-circuit television (CCTV) to determine the nature and location of
the emergency alarm activation.
2. Shut down operating controls.
3. On exiting the cab, close the cab door.
4. Go to the incident LRV and, if safe to do so, enter the LRV to investigate and to
provide assistance.
5. If you cannot resolve the emergency, call Control.
6. On resolution, reset the alarm, and call Control.

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14.12 End of Day Procedures

RETURNING A TRAIN TO EMSF YARD
14.12.1 Do not accept a routing into the EMSF Yard if there are passengers onboard your train.
14.12.2 Call Control to request assistance if any passengers refuse to leave your train before
departing on an EMSF Yard routing.
14.12.3 Upon arrival at the handoff platform, log off from the train radio.
14.12.4 Submit any required reports to the wicket clerk at the end of your shift. (see Subsection
1.11 Reporting Incidents)
14.12.5 Submit all lost articles to the wicket clerk at the end of your shift.
14.12.6 Submit a completed lost article slip with the lost article.

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Operating and Working in the EMSF 15
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15.0 Operating and Working in the EMSF

This section applies to everyone who works within the shop floors of the Eglinton
Maintenance and Storage Facility (EMSF) buildings, at track level, and operates any LRV
or maintenance vehicle (MV).

15.1 General
Track level is considered as the areas wall to wall in the exclusive guideway (excluding
station platforms) and beyond platform end-gates, guideway curb to guideway curb on the
semi-exclusive guideway, and fence to fence including the EMSF Yard (excluding the
aprons and the non-tracked asphalt on the north side of the Maintenance Building).

15.2 Modes of Operation

The EMSF Yard and mainline delineation will be at the handoff platform. Mainline includes
the EMSF lead tracks up to the handoff platform.
The ECLRT system is comprised of three regions.
Region 1: Eglinton Maintenance and Storage Facility (EMSF) Yard
 Manual section.
 Transition section – at the hostler platform (manual, ATP-M, and UTO).
 Unattended train operation (UTO) section.
Region 1: EMSF Lead Tracks
 Transition section – handoff platform UTO to ATO.
 Automatic train operation (ATO) section in the EMSF lead tracks to and from mainline.
There are three normal modes of operation in the EMSF Yard:
 Unattended train operation (UTO) (blue).
 Automatic train protection-manual (ATP-M) (navy blue).
 EMERGENCY mode (orange).
Note: Automatic train operation (ATO) mode (green) is used for exclusive guideway
operation only.

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Figure 15-1 EMSF Modes of Operation

15.2.1 Always sound the gong twice before moving an LRV.

15.2.2 All manually operated vehicles in the EMSF Yard operate within the limits of movement
authorized by Yard Control.
15.2.3 Operate at a maximum forward speed of 10 km/h in the EMSF Yard.
15.2.4 Operate at a maximum forward speed of 5 km/h in EMSF buildings.
15.2.5 Operate at a maximum speed of 5 km/h for any vehicle operating in reverse or coupling in
the EMSF Yard and buildings.
15.2.6 Operate with caution and be prepared to stop before the next signal, vehicle, or crossing.
15.2.7 Stop or park vehicles clear of crossings.
15.2.8 When approaching a stopped vehicle, bumping post, or rail stop within one LRV length
(30 m), reduce speed between 3–5 km/h and proceed with caution to the final
stopping position.

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15.3 Movement in the EMSF Yard

UNATTENDED TRAIN OPERATION AREA
Authorized persons may only work or be in the unattended train operation (UTO) area
once authorization is granted by Yard Control and with appropriate worker protection
procedures based on work being performed.
GETTING ON AND OFF A TRAIN IN THE EMSF YARD
15.3.1 When getting on or off an LRV in the EMSF Yard:
1. Use the handoff platform or the hostler platform, under normal circumstances.
2. If anywhere else in the EMSF Yard, call Yard Control and ensure all vehicle
movement has stopped.
3. Ensure the LRV is fully stopped and secured.
4. Exit the LRV using the crew switch to access track level, ensuring there are no
oncoming vehicles.
5. Look both ways for moving vehicles and other dangers.
MAINTENANCE BUILDING
15.3.2 Vehicle movement in to and out of the Maintenance Building is within the limits of
movement authorized by Yard Control.
VEHICLE MOVES
15.3.3 Receive authorization from Yard Control to perform a manually operated vehicle move.
15.3.4 Any vehicle movement that will occur on EMSF lead tracks must be coordinated and
authorized by Control.

15.4 LRV Entering and Exiting the EMSF Maintenance Building

LRV ENTERING A MAINTENANCE BUILDING
15.4.1 To operate into the Maintenance Building, you must:
1. Stop one LRV length (30 m) before entering the Maintenance Building to verify track
conditions and brake functions.
2. If the building doors are closed, sound the gong twice, proceed and stop again 4 m
outside of the building doors.
3. Ensure the building doors are fully open and route is safe before entry.
4. Ensure the overhead catenary system (OCS) power is live, and the OCS power cable
runs into the building.
5. Sound the gong twice, proceed and stop again 2 m outside of the building doors.
6. Sound the gong twice as you enter through the doorway, stop just inside doorway.
7. Check the way is clear of any obstruction or personnel, sound the gong twice and
proceed.
8. Ensure your vehicle is clear of all doors and correctly positioned in the building.

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15.4.2 Do not coast an LRV into or out of the Maintenance Building.

15.4.3 An LRV must be operated into and out of the Maintenance Building under OCS power or
be moved using a rail car mover (RCM).
LRV EXITING A MAINTENANCE BUILDING
15.4.4 To exit the Maintenance Building, you must:
1. Receive authorization from Yard Control before moving an LRV.
2. Check the way is clear of any obstruction or personnel.
3. Ensure Maintenance Building doors are fully open.
4. Sound the gong twice before moving the LRV.

15.5 Track Switches

15.5.1 LRV operators, maintenance vehicle drivers (MVDs), and shunters must obey all routing
signals and switch position indicators (SPIs) within the EMSF Yard before travelling
through switch points.
15.5.2 Trailing points with dark SPIs may be crossed within the limits of movement authorized by
Yard Control.
15.5.3 Be prepared to stop if the switch is not aligned for your movement.
FOULING POINT
A fouling point is a location which if not clear inhibits safe vehicle movement and may
result in vehicles colliding.
The fouling point marker below provides:
 FP is the point of fouling.
 5206 is the switch number.

Figure 15-2 Fouling Point Marker

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15.6 Reversing Vehicles in the EMSF Yard

15.6.1 If sight lines are obstructed, use a spotter when reversing.
15.6.2 If on an LRV, before selecting reverse (REV) on the mode selector switch (MSS), sound
four gongs.
15.6.3 If operating in reverse, position a spotter at the non-driving end of the LRV or MV, and
maintain a constant line of communication via vehicle or portable radio.
Note: A spotter is not required if there is line of sight. However, if there are personnel at
track level in the vicinity of the vehicle, a spotter is required.
15.6.4 If not on the vehicle, the spotter is to stand clear of the path of the vehicle’s direction of
travel.
15.6.5 At any time, when communication with the spotter is lost, immediately stop your vehicle
until communication is restored.

15.7 Disabled Trains in the EMSF Yard

COUPLING OR UNCOUPLING
15.7.1 Coupling or uncoupling is done in communication with Yard Control.
TOWING A DISABLED TRAIN
15.7.2 A disabled train should be pulled wherever possible, but may be pushed only if all the
following conditions apply:
 It is not possible to operate from the lead cab end of the disabled train.
 The train is required to move to a different area of the EMSF Yard or into a building.
 A second qualified and authorized employee is present and acts as a spotter from the
lead cab of the disabled vehicle.
15.7.3 When recovering or rescuing a train, the shunter/MVD and spotter must always maintain
communication via your vehicle radio or a portable radio.
15.7.4 If radio communication is lost:
1. Immediately stop your vehicle.
2. Attempt to restore radio communication.
3. If radio contact cannot be restored, call Yard Control, and if safe to do so, follow all
instructions from Yard Control.
ISOLATING DISC BRAKES
15.7.5 Do not isolate all disc brakes on a train unless one of the following is true:
 Wheels are chocked, or
 Coupled to an LRV with functioning disc brakes.

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DISC BRAKE SAFETY CHECK

15.7.6 Ensure that disc brakes are working before operating any train.
15.7.7 Perform a brake test:
 As part of a vehicle check.
 After coupling or uncoupling vehicles.
 After repairing or restoring a disabled or isolated vehicle.

15.8 Vehicle Testing

15.8.1 Dynamic testing of brakes or traction systems must only be done on the designated test
track.
Note: Vehicles on this track may go faster than on other tracks in the EMSF Yard.

15.9 Canadian Pacific Railway Spur Track

The Canadian Pacific Railway (CPR) spur track is used for LRV delivery to and return
from EMSF Yard via CPR.
A derailer is installed on the CPR spur track.
15.9.1 Yard Control will remotely set the Y108 switch in the reverse position under normal
operations.
15.9.2 No unauthorized personnel are permitted beyond the EMSF boundary.
15.9.3 All personnel that need to access the CPR spur track must have appropriate training and
authorization.

15.10 Working in the EMSF

This section applies to everyone who works within the shop floors of the Eglinton
Maintenance and Storage Facility (EMSF) buildings, at track level, and operates any LRV
or maintenance vehicle (MV).
15.10.1 To walk or work at track level in the EMSF Yard, obtain authorization from Yard Control.
15.10.2 Report all emergencies to Yard Control.
15.10.3 To walk or work on the EMSF lead tracks or at the handoff platform, all calls are to be
placed through Yard Control and Transit Control.
15.10.4 At any time, when radio communication is lost, immediately stop your vehicle until
communication is restored.

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15.11 Establishing Worker Protection in the EMSF

The EMSF is part of Region 1 and is comprised of the four distinct train operating zones:
 Unattended train operation (UTO) i.e., driverless – normal.
 Automatic train operation (ATO) i.e., test track.
 Automatic train protection-manual (ATP-M).
 EMERGENCY mode not controlled by the S&TCS – normal in the EMSF Maintenance
Building.
The UTO zone is where trains are under the control of the S&TCS by personnel in the
Yard Control. The UTO zone includes the Vehicle Cleaning and Inspection Facility (VCIF)
and the Train Wash Facility. A shunter is not required to operate the train.
The ATP-M zone is where trains are driven by line of sight by shunters and protected by
the S&TCS.
The manual zone within the Maintenance Building is where trains are driven by line of
sight in EMERGENCY mode (not under the control of the S&TCS), by a shunter.
Warning: Trains can operate bi-directionally on all EMSF tracks; therefore, caution is
required.
The EMSF is under the control of the Yard Control and under the direction of the yard
control operator.
15.11.1 To establish track level worker protection within the EMSF call:
 Yard Control: phone number is 647-255-9001 or prefix 8-9001.
Within the EMSF there will typically be two forms of track level worker protection used:
 Full yard shutdown.
 Partial yard shutdown.
See the following table.

Table 8 EMSF Track Level Protection Methods

Closure Activities Work Protection EMSF Yard Impact

Full yard Short-term or minor access Region all stop.  All areas of the yard
shutdown maintenance shutdown - no
e.g., inspections, switch vehicle movement
cleaning, minor corrective. allowed.
Typically, less than 2 hrs.  Excludes the
Maintenance
Building.
Partial yard Partial yard shutdown, Select zero speed  Partial yard/service
shutdown including maintenance S&TCS-WZ, with switch shutdown.
facilities. clamping and  Excludes the
Long-term access for major maintenance vehicles as Maintenance
maintenance e.g., switch, required. Building.
switch machine, tie, or rail
replacement.

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ESTABLISHING A FULL YARD SHUTDOWN

Under a full yard shutdown, Yard Control will activate the region all stop button (RASB),
the S&TCS immediately places a vital zero speed under each train. This forces an
emergency braking condition for each communicating train in the region across all zones
of the EMSF (Region 1).
Note: The inadvertent release of the region all stop button key (RASBK) will be
protected through a lock out tag out (LOTO) procedure undertaken by Yard
Control.
15.11.2 To establish a full yard shutdown:
1. The PIC will call Yard Control to request track level access providing the necessary
details.
2. Immediately, prior to the start of the maintenance activity, the PIC will coordinate with
Yard Control regarding any necessary prepositioning of vehicles away from proposed
work areas.
3. Workers must never walk to or from the work area before calling Yard Control and
receiving permission to do so.
4. Yard Control will activate the RASB (full yard shutdown), advise the PIC of the
activation of the RASB and the implementation of the LOTO process, and grant
authorization to access track level.
5. Prior to accessing track level, the PIC will visually confirm train movement has come
to a full stop.
6. Upon completion of the work, the PIC will ensure track level is clear and advise Yard
Control of the all-clear.
7. Yard Control shall conduct a broadcast radio announcement over all channels
advising of the imminent resumption of train operations within the EMSF.
8. Yard Control will then reinstate UTO operations throughout the EMSF.
ESTABLISHING A PARTIAL YARD SHUTDOWN
Under a partial yard shutdown, select areas of the EMSF are isolated using the S&TCS
with other protection methods such as switch clamps or maintenance vehicles. A partial
yard shutdown allows areas of the EMSF to continue to operate while maintenance
activities are being conducted in an isolated area. The automated train supervision (ATS)
system also allows Yard Control to isolate individual tracks and switches using zero
speed work zones.
15.11.3 To establish a partial yard shutdown:
1. The PIC will call Yard Control to request track level access providing the necessary
details.
2. Immediately, prior to the start of the maintenance activity, the PIC will coordinate with
Yard Control regarding any necessary prepositioning of vehicles away from proposed
work areas.
3. Yard Control will implement an RASB (full yard shutdown) to allow the personnel to
access the work area with equipment and personnel, to establish worker protection,
including switch clamps or maintenance vehicles.

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4. When established, with all workers and equipment in the work area, the PIC calls
Yard Control from the work area to request the implementation of a zero speed
impassable work zone on the affected tracks or switches, so that Yard Control may
restore train movement in the remainder of the EMSF Yard.
5. Yard Control will implement the appropriate S&TCS-WZ.
6. Within full or partial yard shutdowns, workers must not enter or leave a work area
before calling and receiving permission from Yard Control to do so.
Note: The full yard shutdown will need to be implemented, should any personnel
need access or egress to the work area.
7. If used, LRVs will have pantographs lowered and wheels chocked.
8. At the completion of work, the PIC calls Yard Control to implement an RASB to allow
the personnel to breakdown the work zone, remove equipment, and exit the UTO
area.
9. The PIC will ensure all workers are accounted for and clear from track level.
10. When clear of the UTO area, the PIC notifies Yard Control to resume normal
operations.
11. Yard Control shall conduct a broadcast radio announcement over all channels
advising of the imminent resumption of train operations within the EMSF Yard.
VEHICLE CLEANING AND INSPECTION FACILITY WORKER PROTECTION
The VCIF is located within the UTO zone of the EMSF and is considered as track level.
Staff protection key switches (SPKSs) are located inside the VCIF to protect employees
who are working in and around trains, by preventing movement of S&TCS protected trains
while the staff protection key (SPK) is removed. Each track of the VCIF (VC01, VC02) and
the Train Wash Facility (BA03) is associated with an SPKS.
SPKs should not be confused with the train emergency stop buttons (TESBs) also located
inside the VCIF. The TESBs are only to be used to stop communicating trains in the event
of a track level emergency.
ESTABLISHING VEHICLE CLEANING AND INSPECTION FACILITY WORKER PROTECTION
15.11.4 When protection is required, the appropriate SPK is removed from the SPKS by the PIC,
the S&TCS will apply a zero speed work zone on all segments associated with the
location of the activated SPKS.
Note: This will prevent movement of any communicating train at this location and will
stop trains on approach to this location from entering the S&TCS zero speed
work zone.
15.11.5 Workers must never leave the safe refuge area until receiving permission from the PIC to
do so.
15.11.6 When removed from the SPKS, the SPK shall not be passed among employees, and
must be removed and replaced by the same qualified and authorized employee.
15.11.7 At the completion of work, the PIC will ensure all equipment is removed and all workers
are accounted for and clear from track level.

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15.11.8 When all workers have taken safe refuge and protection is no longer required, the PIC will
place the SPK into the SPKS, providing input to the S&TCS to remove the zero speed
work zone.

Figure 15-3 Limits of the Staff Protection Key Switch

Note: At this point, UTO trains can be routed into or out of the VCIF automatically.

15.12 Emergency Power Cut in the EMSF Maintenance Building

Power cut-off switches (PCSs) are located in the Maintenance Building at track level,
upper platforms, and in pit areas on:
 Track VM02.
 Track VM03.
A PCS is below a red indicator light and consists of a red pushbutton that when pressed
will isolate OCS and stinger power in the Maintenance Building.
Note: The red light when illuminated indicates stinger (auxiliary) power in use.
Note: The red light does not indicate the status of the OCS power.

Figure 15-4 Power Cut-Off Switch

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15.12.1 In an emergency, the PCS may be used to de-energize the OCS and stinger power in the
Maintenance Building.
1. At the PCS:
i. Lift the cover and press the red pushbutton.
ii. Call Yard Control.
iii. If unable to reach Yard Control and emergency personnel are required, directly
call 9-1-1. If emergency personnel are not required, advise your supervisor (or
designate).
iv. If you have placed a call to 9-1-1, as soon as possible inform Yard Control of the
incident and advise them that you called 9-1-1.
2. Tell Yard Control:
 Your name and ID.
 Your location.
 The PCS number.
 Why you cut the power.
 If you will be going to assist with the emergency.
3. Prior to restoring power to the OCS, if safe to do so, the PCS pushbutton must be
reset with a key by a qualified and authorized person.
Note: The key resides with Yard Control.
4. The qualified and authorized person who restores power to the OCS must advise
Yard Control.
15.12.2 The PCS is not to be used as a form of power isolation for work purposes.
Note: Activating the PCS will cut 750 Vdc power for the Maintenance Building only.
15.12.3 If using an emergency telephone (ETEL), leave the line of communication open, until the
incident commander (IC) has cleared the emergency.
Note: An IC is a supervisory employee or other qualified employee designated by Yard
Control to be in charge at an emergency incident.

15.13 Vehicle Cleaning and Inspection Facility

The Vehicle Cleaning and Inspection Facility (VCIF) includes the Train Wash Facility and
is located north of the EMSF Maintenance Building within the unattended train
movement (UTO) zone and is considered as track level.

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15.13.1 Due to unattended train movement (UTO mode), entry into the VCIF or track areas is
strictly prohibited without authorization.
STAFF PROTECTION KEY SWITCH
A staff protection key switch (SPKS) is a device that when the key is removed protects
personnel working in track areas or on trains in the VCIF and Train Wash Facility by
preventing UTO movement.
Authorized personnel are allowed to perform their duties when the key is removed.
When personnel have completed their duties and have moved to a safe refuge area, the
PIC will replace the SPKS and then the train control will return to UTO.
There are five SPKSs at:
 SPKS VC02: Stairway No. 2 Platform 3.
 SPKS VC02: Stairway No. 3 Platform 2.
 SPKS VC01: Stairway No. 3 Platform 2.
 SPKS VC01: Stairway No. 4 Platform 1.
 SPKS BA01: Stairway No. 4 Platform 1.
15.13.2 Receive authorization from Yard Control to enter the Train Wash Facility.
TRAIN WASH FACILITY
There are eight emergency stop buttons, two on each wash gantry.
The Train Wash Facility presents the following hazards:
 Trips, slips, and falls on a wet surface.
 Moving gantries (automatic operation).
 Unattended train movement.
 Pressurized systems.
 Chemicals.
 Airborne substances due to the air dryers.
 Noise.
TRAIN EMERGENCY STOP BUTTON
15.13.3 If anyone at track level is in danger in the Vehicle Cleaning and Inspection Facility (VCIF),
including the Train Wash Facility area:
1. Activate the nearest train emergency stop button (TESB), by immediately pushing the
TESB.
Note: If the train is driven in EMERGENCY mode, the TESB will not stop it.
2. Call Yard Control.
3. Tell Yard Control:
 Your name and ID.
 Location and direction.
 Whether there are injuries.

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Figure 15-5 Train Emergency Stop Button

15.14 Automatic Vehicle Inspection System

The Automatic Vehicle Inspection System (AVIS) Facility inspects the trains and is
located on track BA01, on the north side of the VCIF.
Trains can automatically be sent through the AVIS in either direction in UTO mode, and
the system will perform pre-maintenance “wear and tear” checks of the trains using lasers
and cameras.
The AVIS uses Class 3B lasers and infrared sensors in the facility, and only qualified and
authorized personnel are permitted to enter the facility.
15.14.1 The AVIS Facility is located within the UTO area of the EMSF Yard, and personnel must
ensure proper work protection is in place before entering the area.
15.14.2 Personnel entering the AVIS Facility on foot, must have authorization from Yard Control.
15.14.3 Personnel approaching closer than 3 m of the AVIS Facility on foot must wear appropriate
PPE, including the appropriate laser protective eye wear when the AVIS system is active
15.14.4 When operating through the AVIS Facility, the train must be operated in EMERGENCY
mode, and you must operate at a speed between 5–10 km/h.
Note: While the laser is active, it is safe for personnel to be onboard a train while it is
travelling through the AVIS Facility.
15.14.5 At no time are personnel allowed to exit a train while it is travelling through the AVIS
Facility.

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AVIS WARNING INDICATORS

The east and west entrances of the facility demonstrate yellow and black warning
indicators.
These yellow and black warning indicators are painted beyond the 3 m safe distance as a
warning that you are entering a restricted area. The white circle is at the 3 m distance
from the entrance.

Figure 15-6 East and West Entrances to the AVIS Facility

15.14.6 Personnel approaching the AVIS Facility must proceed with caution and follow proper
procedures due to hazards associated with the active lasers.
15.14.7 You must not enter this area with a maintenance vehicle (MV), or on foot without
authorization from Yard Control.
LASER ISOLATION SWITCH (EMERGENCY CUT-OUT SWITCH)
The east and west entrances of the AVIS Facility have a laser isolation switch
(i.e., emergency cut-out switch).
This area requires personnel to remain 3 m away from the entrance unless they are
wearing the appropriate laser eye protection.
Pressing the laser isolation switch pushbutton will disable the AVIS system.

Figure 15-7 Location of the Laser Isolation Switch

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Figure 15-8 Laser Isolation Switch

ISOLATING THE AVIS SYSTEM

15.14.8 When entering the AVIS Facility on foot, personnel will need to:
1. Receive authorization from Yard Control.
2. Proceed to the AVIS laser isolation switch and press the laser isolation switch
pushbutton located on the exterior of the AVIS Facility by the entrance.
3. Verify that the laser enabled blue light is no longer illuminated.
NON-LRV OPERATIONS THROUGH THE AVIS FACILITY
If an MV or rail car mover (RCM) is required to travel through the AVIS Facility, for their
safety, the MVD must follow the steps below:
15.14.9 When entering the AVIS Facility with an MV, RCM, or maintenance equipment, the MVD
must:
1. Request and receive authorization from Yard Control.
2. Irrespective of the direction of travel, stop the MV or RCM 3 m before the entrance of
the AVIS Facility.
3. On foot, proceed to the laser isolation switch, and press the laser isolation switch
pushbutton.
4. Verify the laser enabled blue light is no longer illuminated.
5. Operate the MV or RCM through the AVIS Facility at no more than 5 km/h.
6. When clear of the AVIS Facility, call, and inform Yard Control.
Note: Yard Control will advise Alstom maintenance personnel to reset the AVIS
laser isolation switch.

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15.14.10 The laser isolation switch pushbutton (red pushbutton) is a capture style button, after
receiving permission from Yard Control, Alstom maintenance personnel insert a key into
the key switch and rotate the key switch to release the pushbutton.
Note: A second key is required to open the isolation panel.
Note: If the lasers are enabled, the blue light on the panel will illuminate.
Restricted areas for MVs and RCMs at the AVIS Facility entrances are identified by
restricted area markers.

Figure 15-9 Restricted Area Marker

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Maintenance Vehicle Operation

16
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16.0 Maintenance Vehicle Operation

This section applies to maintenance vehicle drivers (MVDs), and spotters for movement in
the Eglinton Maintenance and Storage Facility (EMSF) Yard and on the mainline.
Maintenance vehicles (MVs) are dual-purpose road-to-rail (hi-rail mode) vehicles that can
operate on both conventional roads and trackways.
MVs are not equipped with signalling & train control system (S&TCS) capabilities.
The S&TCS, via axle counters, detects all MVs but cannot stop them.
The maintenance vehicle used for train rescue is a multi purpose unit which is equipped
with a crane and OCS work platform.

16.1 General
16.1.1 Unless you are qualified and authorized, do not:
 Operate a maintenance vehicle (MV).
 Adjust or repair an MV.
16.1.2 Follow all instructions, rules, notices, regulations, and procedures.
16.1.3 Be in communication with Control for movement within the EMSF Yard and on the
mainline.
16.1.4 All vehicle movements on track, within the EMSF Yard, or mainline must be authorized.
16.1.5 Ensure that the equipment on the MV functions properly before using it or releasing it for
another person’s use.
16.1.6 Ensure the MV is properly secured before leaving your vehicle.

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16.1.7 Use wheel chocks when parking an MV on the guideway, including yard and EMSF lead
tracks.
16.1.8 Where possible, position the MV on level ground and at a lower elevation than work
personnel.
16.1.9 Unless authorized by Yard Control, and it is safe to do so, do not operate an MV with any
safety equipment that is disabled or bypassed.
16.1.10 Immediately notify Control if there is any malfunction or damage to the MV.
16.1.11 Before moving an MV, have either a working vehicle radio or a portable radio.
16.1.12 When your MV is coupled to a train, ensure:
 Couplers are connected properly.
 Functional braking is assessed to ensure rescue towing and braking can be achieved
safely.
16.1.13 Fasten your seat belt while operating an MV, if so equipped.
16.1.14 If you cannot operate the MV with a clear view of the signal system, track area ahead, or
the walkway, position a spotter to monitor the MV movement.

16.2 Pre-Trip Inspections

16.2.1 Before operating an MV:
1. Perform a pre-trip inspection.
2. Complete the appropriate documentation, including daily inspection reports.
3. Pre-trip inspection shall be conducted before leaving the work location to ensure all
tools and equipment, including cranes and lift tables are properly stowed and secured
before departing from the work location.

16.3 Maintenance Vehicle Spotter Responsibilities

16.3.1 You must use a qualified spotter to perform MV spotter duties when your line of sight is
obstructed.
16.3.2 The spotter must:
 Stay in a safe position clear of the vehicle operations and pinch points, watch for
tripping hazards.
 Always establish and maintain communication with the MVD.
 Be prepared to stop the MV operations at any time using your radio or hand signals.
 Watch wayside markers.
 Watch the track ahead.
 Give directions to the MVD.
 Always maintain voice communication with the MVD.
 Remain clear of the MV path.
16.3.3 If communication with the spotter is lost, immediately stop.

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16.4 Authorizing Movement of Non-Communicating Maintenance

Vehicles
On track entry and movement of maintenance vehicles must be authorized by Control.
MAINLINE TRACK ACCESS TO AND FROM THE EMSF
Movement authority into and out of the EMSF from and on to the mainline will be
coordinated and authorization from both Transit Control and Yard Control.
MAINTENANCE VEHICLE DRIVER
Note: All maintenance vehicles must have movement authorized by the appropriate
Control.
16.4.1 For planned events, to establish movement authority call both Transit Control and Yard
Control prior to track access and confirm the details on the run sheet.
16.4.2 In an unplanned event, provide the following:
 MVD name and ID.
 Phone, and radio ID.
 MV(s) number.
 Multi-vehicle fleeting, if required.
 Starting location (track and switch number).
 Destination (platform station to station, chainage, work zone).
 Description of work.
 Duration.
16.4.3 In an unplanned event, Control will provide the following:
 Work activity number.
 Active TSRs, work zones and other activities that the MVD should be aware of.
16.4.4 Yard Control will verify the following information from the MVD and provide routing within
the EMSF Yard to and from the handoff platform:
 Starting limit of movement authority.
 Starting time of movement authority.
 Direction of travel.
 Destination.
 If working on the mainline, the end point of authority for Yard Control is the handoff
platform.
 Ending time and exit point.
16.4.5 When moving between the handoff platform and the mainline Transit Control will verify the
information provided by the MVD and will provide the following information back to
the MVD:
 Starting limit of movement authority (track, switch, platform, facility, or semi-exclusive
guideway intersection).
 Starting time of movement authority.
 Confirmed EMSF entry point.

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 Direction of travel, track identification.

 Destination.
 End point of movement authority (track, switch, platform, facility, or semi-exclusive
guideway intersection).
 Active TSRs, work zones, and other activities that the MVD should be aware of.
 Ending time and exit point.
 Authority to occupy the mainline within stated limits.
 Confirmed mainline entrance point or track.
16.4.6 Yard Control will coordinate with Transit Control for the safe handoff of MVs destined to
and from the mainline.
MAINLINE TRACK ACCESS OTHER THAN THE EMSF
16.4.7 Accessing and disembarking from locations other than at the EMSF requires authorization
from Transit Control, not Yard Control.

16.5 Track Access Points of Entry

Various access points will be considered to determine the ideal routing to the
maintenance location.
Determining the access location through dialog with Transit Control, shall factor clear
routing, service level, and road traffic and environmental conditions in determining where
and how the MV will enter the mainline with authorization from Transit Control.
THE TUNNEL
Mount Dennis Station to Laird Station will be accessed from:
 EMSF.
 Laird Portal - located east of Laird Station.
SEMI-EXCLUSIVE
There are 15 at-grade intersections between Laird Station and Kennedy Station that can
be used as points of entry for MVs.
Typically, MVs will travel in rubber tire mode to the point of entry closest to the work
location.
16.5.1 Traffic control measures (work zone protection) will be required to protect personnel from
trains and road vehicle traffic when transitioning the MV to hi-rail mode within the
intersections.
16.5.2 When traversing signalized intersections in hi-rail mode, the operator will adhere to the
transit signals.

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16.6 Operating Speed

MAINLINE
16.6.1 In hi-rail mode, the maximum operating speed is 40 km/h; however, the hi-rail must
always be driven so that it can be stopped within one-half the range of the MVD’s line of
sight.
16.6.2 The maximum operating speed diverging routes through turnouts is 10 km/h.
EMSF
16.6.3 In hi-rail mode, the maximum operating speed is 10 km/h or when necessary, at a
lesser speed that will allow the MV to stop within one-half the range of the operator’s line
of sight.

16.7 Non-CTS Maintenance Vehicles

16.7.1 Prior to accessing the mainline and EMSF, non-CTS MVs must obtain proper approval
that would include ensuring the vehicle is safe for use on ECLRT tracks.
16.7.2 Approval will be confirmed through the normal planning process and the run sheet
process.
16.7.3 A PIC will be assigned to oversee the applicable run sheet and associated work activities,
including work zone protection.

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ECLRT Alignment

A1
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Attachment 1 – ECLRT Alignment

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 A2

ECLRT Addresses
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Attachment 2 – ECLRT Addresses

Table 9 ECLRT Addresses

Station, Stop, Building, TPSS Address

Mount Dennis (Main Entrance) 3520 Eglinton Avenue West
Mount Dennis Station (Secondary Entrance) 3506 Eglinton Avenue West
Service Access Road 9 Hollis Street
EMSF (Bus Terminal) 70 Photography Drive
Mount Dennis (Building No. 9 / Kodak Building) 60 Photography Drive
EMSF (Main Maintenance Building) 85 Industry Street
EMSF Yard Traction Power Substation 90 Photography Drive
EMSF / Mount Dennis Parking Lot 75 Photography Drive
Black Creek Division Building 80 Photography Drive
Keele / Keelesdale (Main Entrance) 2660 Eglinton Avenue West
Keele / Keelesdale (Secondary Entrance) 2666 Eglinton Avenue West
Keele / Keelesdale (Tertiary Entrance) 2615 Eglinton Avenue West
Keele / Keelesdale (Traction Power Substation Building) 2641 Eglinton Avenue West
Keele / Keelesdale (Bus Terminal) 111 Yore Road
Caledonia (Main Entrance) 2320 Eglinton Avenue West
Dufferin / Fairbank (Main Entrance) 1815 Eglinton Avenue West
Dufferin / Fairbank (Secondary Entrance) 2370 Dufferin Street
Dufferin / Fairbank (Service Building) 1845 Eglinton Avenue West
Oakwood (Main Entrance) 1580 Eglinton Avenue West
Oakwood (Secondary Entrance) 1615 Eglinton Avenue West
Allen / Cedarvale (Main Entrance) 1350 Eglinton Avenue West
Allen / Cedarvale (Third Entrance) 1335 Eglinton Avenue West
Allen / Cedarvale (Secondary Entrance) 1250 Eglinton Avenue West
Bathurst / Forest Hill (Secondary Entrance) 870 Eglinton Avenue West
Bathurst / Forest Hill (Main Entrance) 842 Eglinton Avenue West
Chaplin (Main Entrance) 574 Eglinton Avenue West
Chaplin (Secondary Entrance) 647 Eglinton Avenue West
Chaplin (Third Entrance) 625 Eglinton Avenue West
Avenue (Main Entrance) 340 Eglinton Avenue West
Avenue (Secondary Entrance) 276 Eglinton Avenue West
Avenue (Secondary Entrance - Retail Space) 274 Eglinton Avenue West
Yonge / Eglinton (Main Entrance) 15 Eglinton Avenue West
Yonge / Eglinton (Northeast Entry Point) 6 Eglinton Avenue East
Salvation Army 7 Eglinton Avenue East
Mount Pleasant (Main Entrance) 256 Eglinton Avenue East
Mount Pleasant (Secondary Entrance) 282 Eglinton Avenue East
Berwick Portal Building 25 Berwick Avenue
Bayview / Leaside (Main Entrance) 615 Eglinton Avenue East
Bayview / Leaside (Secondary Entrance) 658 Eglinton Avenue East
Laird (Main Entrance) 811 Eglinton Avenue East
Laird (Secondary Entrance) 819 Eglinton Avenue East
Don Mills / Science Centre (Main Entrance) 1175 Eglinton Avenue East
Don Mills / Science Centre (Secondary Entrance / Bus Terminal) 817 Don Mills Road
Kennedy (Main Entrance) 2439 Eglinton Avenue East
Kennedy (Secondary Entrance) 2461A Eglinton Avenue East
Kennedy (GO Transit Ticketing, GO Transit Building, GO Transit 2461B Eglinton Avenue East
Parking Lot)

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Station, Stop, Building, TPSS Address

Kennedy West Commuter Parking Lot 70 Transway Crescent
Kennedy South Commuter Parking Lot 155 Transway Crescent
Keelesdale Portal Near 2800 Eglinton Avenue West
Laird Portal Near 815 Eglinton Avenue East
Emergency Exit Building No. 1 1B Little Boulevard
Emergency Exit Building No. 2 389 Eglinton Avenue East
Emergency Exit Building No. 3 661 Eglinton Avenue East
Traction Power Substation No. 1 (Mount Dennis) 60 Photography Drive
Traction Power Substation No. 2 (Keelesdale) 2643 Eglinton Avenue West
Traction Power Substation No. 3 (Fairbank) 1815 Eglinton Avenue West
Traction Power Substation No. 4 (Forest Hill) 874 Eglinton Avenue West
Traction Power Substation No. 5 (Avenue) 1024 Avenue Road
Traction Power Substation No. 6 (Mount Pleasant) 282 Eglinton Avenue East
Traction Power Substation No. 7 (Laird) 250-256 Laird Drive
Traction Power Substation No. 8 (Science Centre) 1189 Eglinton Avenue East
Traction Power Substation No. 9 (Wynford) 1601 Eglinton Avenue East
Traction Power Substation No. 10 (Victoria Park) 1800 Eglinton Avenue East
Traction Power Substation No. 11 (Warden) 795 Warden Avenue East
Traction Power Substation No. 12 (Birchmount) 2270 Eglinton Avenue East
Traction Power Substation No. 13 (Kennedy) 2439 Eglinton Avenue East
Traction Power Substation No. 14 (EMSF Yard) 90 Photography Drive
Traction Power Substation No. 15 (EMSF) 85 Industry Street
Stop – Sunnybrooke near 1075 Eglinton Avenue East
Stop – Aga Khan near 1200 Eglinton Avenue East
Stop – Wynford near 1611 Eglinton Avenue East
Stop – Sloane near 1700 Eglinton Avenue East
Stop – O'Connor near 1800 Eglinton Avenue East
Stop – Pharmacy near 1896 Eglinton Avenue East
Stop – Hakimi Lebovic near 1911 Eglinton Avenue East
Stop – Golden Mile near 1941 Eglinton Avenue East
Stop – Birchmount near 2225 Eglinton Avenue East
Stop – Ionview near 2283 Eglinton Avenue East

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