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IRT_BMT_IND

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  1. Keep in mind that by July 1, 511 should be back to streetcars and the only route with CLRVs will be the 506.
  2. If you want to ride the 506 you should try to ride the whole line, it runs through lots of different and interesting neighbourhoods.
  3. 2. 506 is the only all CLRV route. 501 is mixed, and the rest are all Flexity now. 505/511/502/503 are currently running with buses, and you can catch the oldest buses in the fleet on these routes. 4. The busiest bus route in the downtown core is 6 Bay, keep it mind that since it mostly serves M-F commuter traffic it's very frequent during the day but not on evenings and weekends. South of Bloor the 29 Dufferin (which has Novabus artics) and 63 Ossington are busiest and most frequent bus routes, but they are a bit outside downtown. Everything else downtown is either peak only (the 14X express routes) or lower frequency services like the 121, 75, and 72A routes). You'll also be able to catch GO transit buses (MCI D4500 and Enviro500 double decker) coming in and out of the Union Station bus terminal, generally north on Bay and south on Yonge from the Gardiner Expressway. 5. My favourite stations are Davisville (outdoors and next to the Davisville Yard) and St. Clair West (1970s brutalist architecture and a pretty big underground bus and streetcar terminal). You also might want to check out Finch, it serves the Finch and Steeles bus routes, some of the busiest and most frequent in the system (Finch East has <2 minute headways in rush hour) and suburban YRT and GO buses. Also, technically not a station, but the Queen/King/Roncesvalles intersection and Roncesvalles carhouse (try to go in the early afternoon when the PM rush runs leave the carhouse). If you have the time, you might also want to visit Humber loop (where the Long Branch section of the 501 meets the main section) and ride all the way to the end of the line at Long Branch loop. This is part of an old interurban route, it takes you all the way to the city boundary and has a very different feeling (almost like a small town main street) than the rest of the streetcar system.
  4. IRT_BMT_IND

    TTC in the news

    I would assume it's going to be something similar to the Canada Line in Vancouver or the REM in Montreal.
  5. IRT_BMT_IND

    Miscellaneous TTC Discussion & Questions

    The TTC actually has a decent amount of historical artifacts scattered around it's various facilities.
  6. I believe it was a similar reason that the H6s had reliability problems, the UTDC used more unreliable local content.
  7. IRT_BMT_IND

    Miscellaneous TTC Discussion & Questions

    A lot of the control gear for the H trains was British sourced (Brush Traction was a major supplier). I think there was also an experimental set with Japanese made (Hitachi?) control packs.
  8. If the province does take over the subway I absolutely could see stations like Chester, Summerhill, and Glencairn being closed rather than making them accessible. I doubt Ford's cabinet would be super enthusiastic about spending millions of dollars making stations with low ridership accessible when they are focusing so heavily on spending cuts, especially in ridings the PCs will never win. The PC base certainty would't care, they could even spin it as making the subway faster for commuters from the suburbs.
  9. IRT_BMT_IND

    TTC Trolley Coach reminescing

    AFAIK the trolleybus system had a mix of Power On/Off and Directional/Selectric switches (mostly the latter).
  10. IRT_BMT_IND

    TTC Trolley Coach reminescing

    The overhead was in terrible condition when the trolleybus system was closed and a lot of it needed to be totally rebuilt, which was a tall order in the early 90's. I also recall reading in old usenet posts that at the time it was difficult to get parts for the Ohio Brass special work (this was when Wabco was making them, before IMPulse in North Carolina bought the line) and there were concerns about long-term availability.
  11. IRT_BMT_IND

    Life After Greyhound

    Time for a Rider Express deadpool? It's going to be hard to build ridership with one trip per week (and their PTB license requires at least daily service, and if they lose it they're done), which costs more rt from Calgary to Vancouver than flying. I think that Pacific Western, which has lots of experience in the industry and didn't think it was worthwhile operating services from BC to Alberta is pretty indicative. The structural problem is that airfares between most major cities in Western Canada are cheap enough that it makes no sense for most people to take the bus (The exception are routes like Calgary-Edmonton and Vancouver-Kamloops/Kelowna which are still well served despite the loss of Greyhound). That just leaves smaller communities in between, which isn't really a lucrative market.
  12. IRT_BMT_IND

    Durham Region Transit

    Transit App might be scraping the data without DRT's permission. They've done it before with other agencies.
  13. Greyhound Canada runs Toronto Chicago crossing the Detroit/Windsor Tunnel, and Toronto New York crossing at the Peace Bridge (Trentway Wagar/Megabus also runs the same route). These are USA/Canada interline services with a US driver for the local sections in the US. New York services also interline with NY Trailways (I think this is a legacy of Grey Coach) though I don't think Trailways buses run into Canada anymore. Canadian buses used to run all the way to New York and Chicago but likewise I don't think this is done anymore. There's also very limted service from Ottawa to Syracuse at the 1000 Islands Bridge (this is a stub of a much more extensive service in the past). Quebec is Montreal-New York and Montreal-Boston, these are Greyhound USA services and AFAIK don't carry local passengers in Canada. The Ottawa\Toronto\Montreal routes used to be owned by Voyageur (they were forced to sell the Toronto Montreal route to Trentway-Wagar as a result of the merger). The other primary Greyhound corridors in Ontario are Toronto to Niagara (crossing into the US, mentioned above), Toronto-London-Windsor-Detroit (also above), as well as Toronto to Kitchener/Waterloo, Guelph and Cambridge (inherited from Grey Coach I believe). These are probably the busiest routes in the system and run approximately hourly. There are also few ex-PMCL services left to Barrie and Owen Sound but these have been scaled back drastically, and the once daily transcontinental service which will soon be truncated.
  14. IRT_BMT_IND

    Life After Greyhound

    IRP/IFTA means it doesn't matter where the bus is registered. Parts of the old Cha-Co, PMCL, and Voyageur subfleets used to have Ontario plates but everything is Alberta now AFAIK. In Ontario they even run Texas plated US buses on domestic schedules.
  15. IRT_BMT_IND

    Miscellaneous TTC Discussion & Questions

    The terminals are used for turning vehicles all night but are closed to passengers after the subway closes. Either regular on street stops or special Blue Night stops are used instead. The exceptions are Union and Spadina, which have gates that keep a limited part of the station open for streetcar users only. Regarding your second point, the TTC doesn't consider night service warranted on those routes for whatever reason. Part of the 70 has night service with the 322, though parts of East York between Coxwell and Vic Park (especially in the Woodbine Bridge and Parkview Hills area) are either outside or just barely in the 15 minute radius for night service.
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