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Streety McCarface

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About Streety McCarface

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    Not an ICQ but https://www.flickr.com/photos/185540767@N05/

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  • Location
    Hell MI
  • Interests
    Streetcars, Rail Transit, Public Transit, Subways

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  1. The A320s (ceo and Neo) are both also seeing the same shrinkages that are occurring on the 737 series. I'll take a Boeing sky interior any day over the Airbus hard product, even if it means sacrificing half an inch of width.
  2. Question regarding streetcar Gongs, specifically for the CLRV/ALRVs, but the PCCs will do. What's the mechanism that actually sounds the gong, and how is the signal from the operator transmitted to the gong mechanism?
  3. Blue coat red cap on the 501 - 4178 right now.
  4. 4057, 4081, 4124, 4178, 4179, 4184, are tracking on queen.
  5. These days, you can turn your phone into a contactless reader, so I can understand why some people would expect them to accept debit/credit. That being said, people shouldn't have that mindset, given how it can get you in trouble.
  6. Or good for us because we got some more CLRVs on the 506 for a few days 😏😏 😏
  7. I get the general sentiment that things in Toronto feel 'run down' per say, but it's nowhere near the level of Chicago, NYC, Boston, Portland, Baltimore, Montreal, DC, Cleveland, Detroit, Hamilton, Windsor, Montreal, or dare I say Pittsburgh and Philadelphia (and I absolutely love those cities with a passion). Yet I find all these cities have a defined character (except Windsor and Hamilton). Cities are strapped for cash, so the perceived wearing down will happen, but most of these cities have always kept their heritage with them. The only North American cities that hold the perceived notions of being "Modern and Kept Well" are Vancouver, Portland Oregon, Seattle, Denver, Calgary, Dallas, Houston, Atlanta, the Toronto suburbs (excluding Hamilton) (I made the differentiation here because of the stark differences between Toronto proper and the suburbs) and perhaps Waterloo. I hate to say it, but these cities don't have a fifth of the characteristics of the aforementioned cities IMO. Old, and run down isn't necessarily bad, so long as it's kept well. Toronto is somewhere in the middle — a city of history and an aged aesthetic, while still succumbing to the blandness that is modernity. The CLRVs made Toronto extremely unique, even if they weren't as well kept as they should have been in their late years, seeing them gone, to me, only makes the city seem more and more modular and bland. Come to think of it, I'm really starting to see Toronto more of as Canada's San Francisco, rather than Canada's New York — A streetcar city with out of control housing issues, struggling to balance the needs of housing, culture, history, infrastructure renewal, citizen neighborliness, and happiness in general. Worst of all, it's not just the transit-fan stuff (though they royally fucked up by not saving any H series stock. Sure the PCCs barely run, but at least they have some). All the attractions here are outrageously expensive and honestly far less impressive than their US counterparts (though to be fair, a lot of it has to do with the stark population differences of Canada and the US in general). The streetcar suburb identity is constantly under attack by Metrolinx, the TTC (moreso the board), and suburbanites. Gentrification is absolutely everywhere (while I don't mind gentrification as a whole, it's done in all the wrong areas. Sheppard and Eglinton is where they should focus the majority of it. Throw in the Portlands as well, but the Beaches, Humber bay shore, the harbor front, etc?). The parks are all bland as hell and dilapidated (seriously, why is it that we spend so much time and effort focusing on the sakura in High Park while letting the park look like shit the rest of the year?), etc etc etc. Sorry for the mini rant.
  8. Lol, for the record, I'm not at all arguing that we should have redundant lines for the sake of redundant lines, even the express tracks on all NYC subway lines or the BSL have a purpose. The point is that alternatives should exist, and they are lacking in Ottawa at the moment. Real redundant services are likely to increase ridership elsewhere in the system, so there is a benefit there that has to be accounted for. It's worth noting that these alternatives are redundant in the sense that someone can easily alter their commute if something goes sour. If the system craps out during the week on the Bloor subway, you have numerous alternatives for getting downtown (the 504, 505, 506, the 94, etc). If the Yonge line craps out, you can take the Spadina subway, the bay bus, the Bathurst bus, etc. You don't have those alternatives with the Confederation line, not even a dependable bus. In the event of a peak-hour failure, I would rather have the option of taking numerous routes to my destination (even if I end up being 30+ minutes late) over being a sitting duck waiting for the failure to clear. Sure, weekend maintenance isn't akin to a peak failure, but you have viable options form conducting maintenance in order to prevent those peak failures. Again, Line 1 is really a routing of 2 separate lines, the Yonge subway, and the University-Spadina subway. You can use the opposite ends in the event of a failure in most cases. Where the TTC is really lacking is the presence of reliable connections between the Spadina subway and the Yonge subway. The crosstown will help mitigate this and Sheppard West will solve this, but the latter isn't on the horizon for the foreseeable future. The Relief line is literally one big redundant line. It's supposed to reduce crowding on the Yonge subway, and provide an alternative transfer point from the Danforth Subway. Contrary to what the tories are trying to do with the Ontario Line, the line's primary focus isn't to increase development or densify a corridor. The crosstown acts as a redundant line for East York residents living north of Bloor street. Anyone south of Bloor can take the streetcars or GO. While it's true it's not explicitly a redundant line, it still acts as an alternative for Line 2 users, adding redundancy to the system. The important thing to remember about Toronto is that most trips start on a bus. Riders in areas around transit lines take those buses to the subways. If Line 2 craps out, commuters simply have to take their local bus north to Eglinton to access the system. Many people riding the ossington bus think of the 504 as an alternative to Line 2. So much so, a bunch of people transfer between the two on a daily basis just to get to Downtown. It's definitely not the most efficient route for everyone, but if a section of the Bloor subway craps out (and it closes Ossington station), you can still use the 504 to get to Bloor GO, Downtown Toronto, and Broadview station. The 504 isn't the only part, if you need to go west, the 506 and the 501 will take you to high Park, and further than Kipling. Ottawa has the highest per-capita transit ridership in the country. It deserves better than 6 downtown full-service bus routes. You don't need another confederation line (yet) to create alternatives. Downtown Edmonton and Calgary see dozens of bus routes criss-crossing the core. They're also both building a third light rail line to ease east-west pressure and improve systemwide connect-ability. I'm literally agreeing with @smallspy as well, my point is that Toronto has the network he described to provide commuters with alternatives. Ottawa does not. If Waterloo can do it (the bus integration argument is a separate issue as a whole), Ottawa should be able to as well.
  9. Not saying I disagree with you, but the system you described is the system in Toronto, with the lack of paralleling rapid transit along the Bloor-Danforth line, and a lack of enough paralleling rapid transit along the Yonge subway. There are 2 projects in the works to better enhance the network (Relief Line and Crosstown), so assuming we're actually going to get those built, Toronto has its network with sensible redundancies down. Comparing this to Ottawa and we see a huge difference in redundancy planning — there are a total of 6 decent bus routes serving Downtown Ottawa, with the majority of those exist to serve downtown, and the areas directly surrounding Downtown. The Confederation line is the only real through-transit corridor serving downtown. We have to remember that it is a subway (or at the very least rapid transit), meaning the vast majority of the 200K passengers coming into downtown (~170K) really only have once choice. While Toronto has 3* the population as Ottawa, it has a streetcar network to supplement its 3 downtown subway lines. There are surface lines in Downtown Toronto with decent frequency, of which 7 are buses and 9 are streetcars (501, 502/503, 504A, 504B, 505, 506, 509, 510, 511). With an adjustment factor of 3 for the streetcar lines, Downtown Toronto Is served by an equivalent of 34 frequent bus routes — 5.7* that of Ottawa. Even though the Yonge streetcar was ripped up the minute the subway went in, there were still plenty of alternatives (Church, Parliament, Harbord (Spadina), Bay, Bathurst, St. Clair/Earlscourt, and those are just the streetcars. Direct redundancy can be achieved with local-express subway lines, however, ridership on those corridors are generally much higher than typical Confederation line (or even Yonge line) loads. Personally, I think Ottawa's mistake was opening up the central transit way to cars, and stop running [infrequent] parallel bus services.
  10. I wouldn't be surprised if it was simply a publicity stunt by Metrolinx to improve their image to the public (not like they don't do that enough already). Sure, there were concerns about whether the vehicles would get here on time, but at this point, both the crosstown and the FWLRT are either delayed or likely to be delayed.
  11. But the Spadina Subway is a redundancy to The Yonge Subway, and Vice Versa. During weekend closures, they would direct buses from the spadina branch to the yonge branch. They really can’t do the opposite because yonge is too crowded, but it’s a viable alternative for many people. and about the streetcars, I’d argue that’s disingenuous. The streetcar network carries over 500K people per day, and while one line may not be able to cover all users, the inclusion of the 504A, 504B, 506, and 505 can easily cover a significant portion of riders if the subway goes down. It just can’t do it as well as another subway. Once the crosstown opens, you’ll get your redundant line. montreal has the orange/green lines running downtown, New York and philly have express tracks, etc. ottawa doesn’t really have anything.
  12. I still say Don't Stop Me Now is the CLRV/ALRV theme.
  13. I'm wondering if they could extend the 77 to the Humber loop, or perhaps create a route that runs strictly on the Kingsway. Perhaps it can be a more direct link between the 501 and the Bloor Subway. Problem with this is accessing the Eastbound Queensway. I have a feeling Humber will see other uses in the future, whether it's as a bus/streetcar terminal, or an alternative short-turn location.
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