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  1. Thought I'd share this... The City of Owen Sound has hired Voyago to provide two daily bus roundtrips between Owen Sound and Guelph (with seven stops in between). According to the article below, the buses will seat 20-22 passengers (so they are probably cutaways). The service will start this coming January, and run until March 31st, 2023 per the contract. https://www.owensoundsuntimes.com/news/local-news/owen-sound-hires-voyago-to-provide-daily-bus-service-to-guelph
  2. I've never found an answer to your question online (I myself have wondered about it for sometime). The Ontario Railway Map on Google Earth does not display this spur (see the screenshot below), and I've found it to be quite reliable in the past. If you look at the angle at which this track approaches the Beltline (in green on the map), it does not appear to be set up for a switch. Additionally, after looking at photos of this track, I seem to get the impression that it is built to some sort of broad gauge, which further suggests that it was never physically connected to the CN Beltline spur. That being said, it almost certainly has something to do with the nearby railway ROW. Does anyone know when the portion of the Beltline west of the Allen Road was abandoned? I suspect that this mysterious track was built to move large pieces of electrical equipment from a regular railcar to the Hydro facility across the street. And as to why the tracks do not appear to have been connected... perhaps they couldn't squeeze the required turning radius for large flatcars into the land that was available. Anyway, someone else might know more...
  3. Kawasaki apparently wants to exit the railcar market (at least certainly the North American market), because it isn't terribly profitable. They aren't one of three builders who are reportedly interested in the 8K contract. Regarding the 2000s and 3000s, I suspect they will hang around for a little while longer than we were initially told. Its now looking like the first 8000s will enter service in 2024 (at the earliest), so unless 200+ subway calls are placed into service that year, the Breda rehabs will probably make it into 2025 or 2026. Additionally, WMATA's decision to add certain components (such as local content requirement) to the 8K contract will probably draw out the delivery and testing timeline even more.
  4. Yep, stuff popping out like that is never a good sign. Unsurprisingly, the interior damage is very close to where the carbody bolster connects to the center portion of the railcar. The following image tells us all we need to know about 3008... The monocoque body buckled, so its a write off. We'll see what happens to the others.
  5. I never saw any clear notices about the Maple Leaf online, but the Amtrak website suggested the bus bridge would be happening from September 9th to November 1st. Does anyone know more details about the bridge work?
  6. I suspect the 3Ks will linger around until at least 2025, based on the delays with the 8K procurement. As for what will be repaired, it usually comes down to how much damage was done. If its anything major, repairs probably don't make sense (and if the carbody structure has failed, repairs may not even be possible). However, if the drawbars and couplers are the only things that need replacing, some of these cars may eventually be returned to service. I think Alstom is the best option for the 8000s. Hyundai Rotem has had issues with some of their other US contracts, and there are obviously a bunch of concerns surrounding CRRC.
  7. It could be that they put 3009 and 3207 together, if 3008 and 3206 are damaged beyond repair. Anyway, I'm glad nobody was seriously hurt, because the 3Ks aren't that solidly built. Speaking of Metro Rail, I'm wondering when we'll hear an update about the 8000 Series procurement. The bids for that contract were supposedly submitted a few months ago. I know one complicating factor is the federal opposition to CRRC bidding on US contracts (although currently, none of the proposed legislation on this subject has been signed into law).
  8. I can't find any info about it online. I'd say there's a good likelihood that what's left of it has already been (or will soon be scrapped). The UP ES44AC involved (5359) was apparently written off a couple of months ago.
  9. While on TTC 4204 yesterday, I noticed someone who was riding it in a slightly different way...
  10. Flexity without a front number at Hillcrest.
  11. Charm City Circulator will be receiving additional Novas over the next few years, which will allow them to replace the Orion VII NGs. https://www.bizjournals.com/baltimore/news/2019/07/18/updating-charm-city-circulator-buses-will-take-six.html
  12. Lol the LFAs are like diesel pickup trucks modified to "roll coal". They've been smoking for years, and while I don't know the exact cause, here's my two cents... Diesel Particulate soot (Black Carbon) is caused by the incomplete combustion of diesel fuel. All of WMATA's LFA buses were built to the EPA 2007 emission standard. Now I'm no engine expert, but I understand that many engines built to this standard use an EGR system to control NOx. The downside of this, however, is that EGR decreases the efficiency of the combustion cycle. While these buses are equipped with Diesel Particulate Filters, an EGR valve that isn't working properly is enough to produce more soot than the filter can handle (and thus, an outburst of particulates can occur). Older buses don't have such substantial EGR systems (because NOx limits weren't as strict before 2007), while EPA 2010+ buses use more efficient SCR systems to meet stricter NOx limits.
  13. Spotted the following TTC buses at Hillcrest: 1087, 1301, 1338, 1526, 8127, 8385, 8495, 8499, and what's left of 8573.
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