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meltingtomato's Achievements

  1. Not in the rear though. The change made in the rear with NGs made much easier circulation of customers (especially with standees). Still, the 7s as a whole just more spacious, even if it was just 2-3 feet more space behind the wheel wells compared to the LFS.
  2. Doesn't seem necessary. They're probably doing what they always did at night, which is end and start their trips at Howard Park and Parkside, and go into High Park Loop without customers.
  3. I'm a bit confused by this. So will only the southbound track be available, or will the trains headed to Highway 7 use that, while trains terminating at Pioneer Village use the northbound track? The reason I ask if that, assuming the headway on the rest of the line isn't changing, would it only take 6-8 minutes to do the roundtrip from Pioneer Village to VMC, including terminal time?
  4. Correct me if I'm wrong, but seeing as it's been consistent over the last few days, is that 112/900 trip not a scheduled Mt Dennis tripper? Like 32A > 112B > 900 > 32A/Deadhead? Or is it purely a coincidence?
  5. In theory, that would be visible in Transsee by enabling run numbers, showing up as "Vehicle 9046 Artic Run 89_2_20", even on the 312. It's for this very reason it's kinda fun to watch the buildup on the 300 and 320 between 1-2am, seeing buses deadhead to Steeles and Yonge from Birchmount and Lansdowne. Edit: so 31 run from the 79, 30 run from the 26, and 32 run from the 89 provide the service for the 312.
  6. Are you thinking of GO Transit? Because the only freeways that the TTC use (in service) are Highway 427 and the DVP.
  7. Combined, the 86/116/905/986 use 59 buses in the AM peak. Even if it was a weird play to get the artics on there, to take the entire Steeles East and Sheppard East routes would require 71 buses. If what you are saying is true, that would also require Malvern to take some north/south routes from Eglinton, just to balance out the buses between the two. I just don't see this happening.
  8. Correct me if I'm wrong, but isn't La Pocatiere served by CN? If so, wouldn't the interchange cost from CN to CP be more expensive then the cost of just using the truck the whole way?
  9. Well I can't find this for the TTC, for some of Miway's all day runs (on the 19 and 39, 5am to after midnight), you're talking about 350-370km total, whether it's a 2003 D40LF or a 2017 LFS Artic. So at 220km, while not quite enough for an all day run, they certainly can still go quite a distance.
  10. Not sure if this has been answered, but seeing as the 79xx/80xx VII are staying around for at least a few more years, will they be repainted in the LFLRV scheme once the NGs are done, or will they be left alone in favour of working on the 40ft Novas?
  11. It's nice and all to centralise all of the bus routes in downtown Hamilton around a single terminal (or parallel terminals in the case of putting a new one on the north side of the Hamilton GO Centre), rather than the current mishmash of terminals, layover points, and chaotic layout that is available today. However, something gets lost in this discussion - the route network itself. Would it not make more sense, given the existence of both the Mohawk College and Limeridge Mall terminals, to terminate most Mountain services there, and run beefed up (express?) service from downtown to those terminals? So that in theory, the only routes going downtown from the Mountain are the 5A/C (which is a mess in its own right), 20, and one of the routes on the Jolley Cut to Limeridge. I'm thinking of what Miway did with Renforth station, so as to substantially cut down on mileage to Islington station on everything that isn't the 35 & 109, while still getting riders where they want to go.
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