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  1. I have to admit, I didn't even think about that possibility. Makes sense, especially given how many operators CMBC is going to need for September!
  2. Saw an unidentified XDE60 pulled over NIS on Dunbar at about 39th pointing NB. Odd place for an artic...
  3. On V9563 on a WB #49 now. Running the regular route, but TMAC is skipping all the stops between Arbutus Corridor and Dunbar Loop. That diversion's not for a couple weeks, I thought?
  4. Could you realign the #504/#514, to have one route going from Dundas West to Distillery and another route going from Broadview to Dufferin Gates? Would that ease the pressure on the terminals at all?
  5. And why they didn't just merge the #50 into the #15 completely escapes me.
  6. Part of it is also tunnel ventilation issues in systems that were designed and built well before modern A/C was a factor. Basically, you vent the heat/humidity from the cars using A/C, and it has nowhere to go except into the tunnels. Unless you can ventilate the tunnels adequately, all you do is make the tunnels/stations wickedly hot and make the A/C work even harder. But a modern system shouldn't have this problem, or at least not to the same extent. Agreed 100%. And I will comment no further on that, because any such comment will be political and that's not allowed in this part of the boards.
  7. Yes, and yes. A/C takes a great deal of power to run, and InTransitBC are motivated by fiduciary duty to squeeze as much cost as they can out of the Canada Line's operations; in that calculation, passenger comfort doesn't matter as long as they're complying with the terms of the agreement.
  8. Was it that obvious? (I lived in Toronto for a few years, and I always found their bus signage and route nomenclature much better than ours.) Well, there's a certain extent to which this is actually a problem with route design. You want to have routes follow specific corridors rather than running all over the place. But obviously the road network doesn't necessarily support this perfectly all the time, so what do you do? In some cases, you may have to pick a major part of the route, or a neighbourhood through which it runs, just to have a name to attach. It doesn't have to describe the route perfectly, but just to have some name to attach to a route that a.) isn't just a random number, b.) is not completely disconnected from the geography of the route.
  9. IMO it is. When you're trying to grow the idea of a transit system as civic infrastructure rather than social services, and especially if you're trying to capture discretionary riders, matters of signage and wayfinding actually become quite important. The best service becomes less useful if it's more difficult to understand and navigate. Really, the signs should be: 3 MAIN / WATERFRONT STN 3 MAIN / TO 65TH AVE 3 MAIN / MARINE DR STN 8 FRASER / WATERFRONT STN 8 FRASER / TO MARINE (Either as two-line sign programmes, or using two separate exposures. I'd advocate the former, but you might get disability advocates pushing for the latter on legibility grounds.)
  10. Just saw V2566 wearing the "8 WATERFRONT STN" exposure. Why is this not the standard exposure for NB #3/#8 trips?
  11. Not Kinkisharyo, but Hyundai Rotem out of Korea. Is it the same over there? Also, let's not forget that the private operator has an incentive to squeeze every dime of "unnecessary" expense out of the system that he can, including by reducing A/C power.
  12. I'm surprised TransLink hasn't tried to get NFI to build an XTE60 using Vossloh Kiepe's In-Motion Charging. It would seem a natural fit for our system.
  13. I saw it on the ICTS fleet as well. My favourite part: no "Evergreen Extension" malarkey! It's just the Millennium Line. I really hope they do the same to the strip maps sooner rather than later.
  14. For now. The 1991/1995 expansion orders will get their turn in another couple years, unless TransLink decides to retire them on schedule rather than extending their lifespan.