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IRT_BMT_IND's Achievements

  1. You're in luck, because GO actually has the old timetables for the York Region local services (Yonge B and C as well as the Bayview local) on it's special 50th anniversary website. The Yonge C and Bayview services had their own flat fares (and accepted Richmond Hill transit and Markham transit transfers I think), while the Yonge B used the regular GO transit zone system (and I'm not sure if it carried local passengers south of Bernard). The Yonge C was very frequent, every 5-7 minutes in the peaks south of Major Mackenzie. The current Viva service on Yonge is barely any better 20 odd years later, and this is with heavy capital investment in dedicated infrastructure.
  2. Full time service on the Kingston Road streetcar is a big deal. This route always felt like the most neglected streetcar line and I'm kind of surprised it's survived at all. The current service pattern where the Coxwell bus is extended up Kingston road on evenings and weekends is probably close to 100 years old.
  3. The slow order on the southbound track just north of Bloor station is bad too, the train has to enter the station at a walking pace because of it.
  4. Would this be for a shift change at one of the factories there? Traditionally that was a big reason the TTC operated a lot of seemingly "weird" or one-off services. They even used to advertise they would do it on request for large employers if the demand was enough.
  5. The switch control problems are really the worst, and the TTC has been putting off replacing the switch electronics for what seems like 10 years. Didn't the TTC go as far as to get reverse engineered clones made of the old electronics because the original supplier (ITT/Lorenz?) no longer exists? It seems like even old school power on/off controls would be better at this point. And I'm surprised Tory didn't fire Rick Leary after the incident in the subway in early 2020.
  6. In my experience I've seen the Gateway stores closed more than they've been open since the pandemic started.
  7. The Cs (and the As were worse IIRC) had some terrible problems, like issues with road salt getting into the electrical system, and derailments with the (European designed I think) trucks not cooperating with the street trackage (some of which was in pretty rough shape in the early 80s) and the single point switches. Remember there was no internet and no real 24 hour news cycle in the 70s and 80s though so there would have been less discussion in the media, though you can find old newspaper articles about the problems online through the Toronto Public Library.
  8. I think this is more snow in one day than 1999 (Though 1999 was more cumulative snow over several days IIRC) so it's not surprising.
  9. Yep, they mostly operate freight service (I think mostly bulk commodities) now, and they interchange with CN at North Bay. There's a daily(?) CN interchange (trains 450/451) between the ONR in North Bay and Mac Yard. Historically the major customers were mines but I'm not sure this is true anymore. The provincial government has considered privatizing it on a few occasions but never went through with it. Currently their only passenger service is a remote access service to Moosonee, which has no road access, but they once operated an intercity train service between Northeastern Ontario and Toronto, and yes this was completely separate from VIA.
  10. The washout is on the CP, not the CN line on the other side of the canyon, which apparently has washouts too, though if they're not as severe the CN side may go back into service sooner than CP. Aside from the former BCR the only other plausible detour is on BNSF via Chicago, which I suspect will be how containers bound for the GTA will get moved out of the Port of Vancouver if the Fraser Canyon is blocked for an extended period of time.
  11. The TTC actually had live vehicle tracking as part of the old CIS system (I think it first went live in the early 80s and was rolled out on a per-division basis, someone here probably knows more details) through an IVR telephone system (and I think fax too). This was actually cutting edge technology for the time (A lot of it came from Bell and I think either Nortel or companies in Nortel's orbit) and the TTC was one of the first transit agencies in the world to have anything like this. It was shut down in the late 90s for Y2K compliance reasons and not replaced until the nextbus system went online in the 00s.
  12. The new Toronto schedules are in extranet, schedules are 2761-2766, even numbers inbound from Toronto and odd numbers outbound. They do show a stop in Niagara Falls, though the website makes it seem as if you can't book this segment locally within Canada. Seeing how GLC is no more, I'm guessing American GLI drivers will take the buses all the way to Toronto, unless GLI is hiring or contracting out for Canadian drivers (FWIW American drivers would be exempt from all the COVID border measures going into Canada even if passengers aren't). The deregulation in Ontario means they could easily set up a subsidiary in Canada to hire drivers to take the buses into Canada, and they'd (probably) be allowed to carry local passengers without having to get running rights. The Greyhound website shows the old Bay and Front Union Station Bus Terminal (which no longer exists) as the stop in Toronto, which I'm assuming is an error and they mean the new one at Bay and Lakeshore, unless they're planning for curbside loading. I'd expect to see at least one pilot run with no passengers just so drivers can get familiar with the street layout and the new terminal.
  13. Yes, it's not good that the ATC system seems to have at least one corner case where a SPAD can happen without the train being stopped. Assuming there's nowhere else in the system where this can happen.
  14. Transit control must have lined the facing switch manually, the interlocking would not have allowed two conflicting routes to be set. Even if 123 wasn't there there still would have been an incident and potential derailment if 114 trailed a closed switch. Is there a "sweet spot" where a train can be positioned in the pocket track to not see the signal but still far enough in to not foul the switch? And it seems like serious oversight if the interlocking can be put into an unsafe configuration with seemingly not a lot of effort (at least with the old system someone would have had to go to track level and tie down the trip arms).
  15. I don't get how the train wasn't tripped when it entered the interlocking, even if there was no ATC on the pocket track.
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