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Everything posted by IRT_BMT_IND

  1. 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.
  2. In my experience I've seen the Gateway stores closed more than they've been open since the pandemic started.
  3. 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.
  4. 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.
  5. 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.
  6. 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.
  7. 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.
  8. 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.
  9. 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.
  10. 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).
  11. 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.
  12. 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.
  13. 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?
  14. 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.
  15. 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.
  16. 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.
  17. 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.
  18. 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.
  19. 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.
  20. 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.
  21. How is Windsor-London-Toronto operating if there are protestors at Bayview? Are they rerouting over the Guelph sub?
  22. No different than all the other loops without room for two flexities.
  23. 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.
  24. There were a few Hino demonstrators in New York in the early 1980s.
  25. The delays on Spadina could be mitigated if the TTC wasn't either unwilling or unable to get the switch controls and white bar signals working properly at the Spadina/Queen and Spadina/King intersections. I've seen multiple near miss accidents at Spadina and Queen during other diversions from streetcars attempting to turn across traffic from the inside lane, to the point where I'm surprised operators haven't made formal work refusals.
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