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IRT_BMT_IND

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  1. 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.
  2. 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).
  3. 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.
  4. I used this service fairly regularly to get to and from UW about 12 years ago, it was always packed (even during the week) and it was mostly regulars. They usually operated a dedicated section for UW (even if it wasn't shown in the schedule) that would take Highway 85 and avoid King Street and the Cambridge stop, if you were lucky you'd make the trip in bit over an hour. The explosive growth in the 905 probably didn't help, for a lot of people in the GTA getting to Square One (or one of the many suburban locations the UW FedBus served) would be more convenient than going to the coach terminal in downtown Toronto. And changing the ticketing system really was stupid. Being able to buy tickets in advance without a specific time was one of the big advantages of Greyhound over VIA Rail for instance. Most routes were frequent enough that you could show up at the terminal and expect to get a bus in a reasonable amount of time.
  5. Google street view has almost complete set of photos of the 510 before the big rebuild and you can clearly see K&M overhead on the tangent sections that was probably pan compatible. Not so for the special work though. I think the TTC was considering buying new LRVs from Europe for the line before the service cuts created a streetcar surplus, so maybe the TTC was thinking about pantograph compatibility at one point?
  6. Wasn't there two stages of overhead work? The initial stuff in the late 90s was SOGR to replace life expired Ohio Brass parts with Wabco/IMPulse. The pantograph conversion was later in the 2000s as part of the fleet replacement. I remember the upside down U shape fittings on some special work into the mid 2000s. Also the OB design insulators were standard until about 10 years ago. And wasn't the 510 built (at least partly) with "modern" overhead from the start.
  7. I assume those private shuttles are only available to workers in those office buildings, AFAIK private services like this don't require an intercity bus license as they do not sell tickets to the general public. This is the same reason why only U of T students can ride the UTM shuttle buses. I think at least one of the banks (TD?) operates similar employee shuttles between Toronto and a few other cities.
  8. I assume you're using an SDR to monitor TETRA? I've had some success at getting it working with an RTL-SDR but I need to get a better antenna setup to get it to work reliably.
  9. I wonder if this means we'll see private bus companies in the GTA serving parts of Toronto from the 905 (I could see routes feeding the subway, especially Finch and Kipling stations). This would be stepping into GO Transit's and the suburban systems' turf (especially YRT and Mississauga Transit). I don't see why this wouldn't be allowed as long as no local passengers are carried within one city, unless the GTA is defined as a single municipality for operational purposes. The 12 passenger vans that run between Manhattan and New Jersey would probably be what such services would look like.
  10. Go Transit has released it's list of coronavirus related service cuts. A lot of frequency reductions, some highlights are a return to weekend hourly service and the elimination of weekday express services on Lakeshore, the elimination of the Niagara trains, the apparent elimination of the Hamilton-Toronto express with the exception of a few late night trips (willing to bet this one doesn't come back), and weekend Milton buses going hourly for each branch.
  11. Aside from major excavation work, the only possible fix I see at Spadina station is removing the glass panels at the west end of the platform.
  12. Apparently the TTC is modifying the 504 King platform at Broadview to fit two Flexities. They're installing a second curb cut but I can't visualize how the modifications will work unless they're extending the platform onto the curve.
  13. How is Windsor-London-Toronto operating if there are protestors at Bayview? Are they rerouting over the Guelph sub?
  14. No different than all the other loops without room for two flexities.
  15. They were transit models, not tourist coaches. Aside from being left hand drive (and larger FMVSS spec bumpers) they looked mostly identical to contemporary JDM Hino buses. IDK if they had any typical American transit bus specs like floor mounted turn signals and stop request cords.
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