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Articulated

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  1. 98/99 does tend to have a fairly aggressive running time, in order to minimize the number of buses required for the service. I have also tended to find that Viva schedules have more padding in the evening; this might be because of a number of factors, including a philosophy of having little change in travel time throughout the day due to the dedicated lanes, with most of the time savings due to fewer stops for passengers (and fewer red lights at cross-streets), as well as a general holdover of runtimes from early evening service (it's logistically impossible to be continuously modifying the schedule to match traffic conditions at each individual hour of the day). The long-term plans for Viva do have an extension of Viva Blue north and east to East Gwillimbury GO; the timelines for future expansion have been in flux for a number of years due to budgetary constraints, and COVID has pushed any further expansions (including Viva Silver and the realignment of Viva Green onto Don Mills/Leslie) further into the future with no fixed dates for implementation. Route 52 Holland Landing currently serves the area north of Green Lane, although it's been reduced to rush hours only as a result of COVID-related cutbacks. North of Green Lane, Yonge Street/Highway 11 becomes a thoroughfare with very little development along it, and is very inhospitable to pedestrians; the community area is to the north, along Yonge Street rather than Highway 11, which is why both YRT 52 and GO 68 routes divert off of Highway 11 through this part.
  2. That bus is from Area Transportation Authority of North Central Pennsylvania. I've seen some of their Gillig buses undergoing midlife refurbishment at MTB in previous years, so that fits with the location.
  3. Noticed a new tender on the City of Sault Ste Marie's website: Downtown Trolley / Alternative Novelty Transportation Not much more information is available, as it is a "Request for Information", so just looking for proposals at this point. But it sounds like the City is interested in setting up some sort of a downtown tourist shuttle.
  4. The service is operated by Great Canadian Coaches, based out of Kitchener and London. Ottawa is slightly out of their range. There's already plenty of competition along the Toronto-Kingston-Ottawa express corridor, there isn't a need for another operator.
  5. Yes, the Richmond Hill line has been using 4-car trainsets since May. Even with the service increase back to 5-6 trains per direction, the majority of those trains are 4 cars.
  6. We will find out after the contract has been awarded. Not until then. Production and delivery dates will likely only be finalized after staff finalize the contract with the manufacturer; they won't guarantee space on their production lines for buses they aren't sure they would be building.
  7. I've heard from other sources that there were 6 XE40 units expected for this year (so 2101-2106). They are supposed to be "long-range" eBuses with extended battery life, hence why we're seeing it deployed on longer routes like the 50 and 96; the first order (1911-1914) were "short-range" buses that require on-route charging after a few hours of service, which is why they are only assigned to short routes like the 44, 55, and 56, and more recently to other rush-hour runs that are only out in service for 2-3 hours. Despite a couple of people complaining, I have purposefully not made a Wiki page for the new units until the full fleet range is determined. YRT has an unfortunate tendency in recent years of having a different number of buses show up than what was initially ordered or approved in Council reports. It's just more annoying in this case because, unusually for YRT, one pilot bus arrived well in advance of the rest of the order.
  8. Yeah, this is very good news. Western University will be a much better access point than the Flying J. It looks like Megabus is now operating 4 round trips on the corridor; all seem to be timed to operate London->Toronto->London.
  9. It would actually be more likely to see a new bus sitting at a dealership than an old one. New buses would have most of their repairs performed under warranty; the manufacturer would do those warranty repairs themselves using their own techs. Once out of warranty, the transit agency is free to use whichever shop they want, for whatever price.
  10. That was a Victoria bus, and the collision was already posted in the Victoria thread.
  11. Been a while since I've done a roll-up of MIA buses, but based on daily observations on Transsee, here are the buses that have not seen service in the past three weeks (since the start of the month), indicating long-term absences: 1022, 1053, 1090, 1110, 1222, 1605, 3147, 3165, 3168, 3173, 3188, 3194, 3258, 3259, 3264, 3266, 3276, 3297, 3317, 3368, 3403, 3408, 3415, 3428, 3439, 3449, 3452, 3458, 3460, 3470, 3471, 3479, 3486, 3494, 3508, 3511, 3520, 3525, 3537, 3538, 3539, 3543, 3545, 3550, 3624, 3728, 3736, 3738, 3739, 3745, 3757, 7924, 7930, 7945, 7946, 7975, 8065, 8069, 8216, 8311, 8438, 8451, 8457, 8460-8468, 8470, 8480, 8526, 8530, 8532-8542, 8548, 8552, 8577, 8599, 8604, 8613, 8615, 8625, 8645, 8667, 8696, 8730, 8757, 8873, 8879, 8883, 8944, 9143, 9214, 9219. Of note, there are currently 14 of the 31xx series of LFS and 25 of the 34xx series of LFS HEV buses that have been MIA for 3+ weeks, and 5 of the Proterras (20% of the 25-bus fleet). Honourable mentions go to the following buses that have recently returned to service after extended absences: 1076 returned to service today; it was last seen on August 18. 1676 returned to service on September 3; it was last seen on May 28. 3105 returned to service today; it was last seen on August 6. 3213 returned to service today; it was last seen on July 13. 3512 returned to service yesterday; it was last seen on July 22. 3564 made one appearance on September 1, and has not been since; before the 1st, it was last seen on August 13. 8031 returned to service on September 15; it was last seen on August 12.
  12. The Viewliners serve high-level platforms in the US without issue. All rolling stock in the US for decades have been built with the understanding that 48" is the North American standard for high-level platforms.
  13. Yes. The Siemens Venture cars are built to a 48" platform height, which is the standard high-level platform height in North America. Amtrak's versions of the cars are(/will be) using high-level platforms in the US, and I sincerely hope VIA did not order cars that wouldn't work with their platforms.
  14. Both those answers depend heavily on the route taken, and the amount of stops made... Using the highway, Toronto to London is about a 2 hour drive. Google is currently showing ETAs of 2:38-2:43 but that's because we're near the peak of rush hour. As mentioned in previous posts, VIA on the faster train corridor currently takes 2:15 to 2:30 to go between Toronto and London. The route via Kitchener/Stratford has both lower-quality tracks and a longer distance; existing VIA trains take around 3:30 to make the trip on this corridor.
  15. Large sections of your post are illegible, with lots of black text on a black background. Not everyone is using the dark theme.
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