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306 Carlton

CPTDB Wiki Editor
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    Toronto, ON

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  1. As of this writing they are not a contractor for them and I’m unaware of anybody who is. What they are trying to pull off will be financially challenging, we will see how it plays out.
  2. Currently only Rider Express and Megabus are running Ottawa-Toronto service. Onex is supposed to be a company providing service but not owning buses. Similar concept to how Flixbus works.
  3. Please stop spreading misinformation about who will be running the service. I have my doubts this will even get off the ground.
  4. I'll do it! I may consider joining the dark side now that big rona has devastated my industry.
  5. Wiki is out of date, they have many buses newer than 2009. MC9s likely are almost all gone if not gone already.
  6. As somebody who does have experience with the Volvo D13, specifically in Prevost applications, as well as factory training, I can tell you you're wrong. While the D13 is quite reliable as far as engines go, the cooling system can be a weak link. Water pumps going bad often and coolant hoses bursting being the biggest issues. The owner of the vehicle and set preferences in the ECM telling the engine what to do in certain situation, eg. low coolant, oil pressure, overheating, and so on. Shut down protection can be disabled if so desired. Coolant is vital to every engine and functions exactly the same regardless if it's a Volvo, Detroit, Cummins or whatever. If you have a major coolant leak, the engine will overheat and break down. Thermal expansion doesn't discriminate...
  7. The initial purchase price is not what is going to be expensive, it's the upkeep. What do you plan on doing with it? People have tried and failed when it comes to preserving a bus on their own. Not trying to be discouraging, just realistic.
  8. Great to hear more people are getting into the trade! Welcome aboard.
  9. Go for a 1999-2002 Prevost H3-45. It'll fit your needs. The Series 60 in those will go on forever, Allsion B500 will also not be an issue... Tons of storage space and parts are cheap and available.
  10. Based on their milege when OC Transpo traded them in, 90,000km-100,000km annually per bus.
  11. That sounds right, I haven't seen a S50 EGR in a while so I wasn't sure. Maybe it had something to do with the manufacturer or type of turbo that they were using. The set up on the S60 EGR has the turbo running with quite a bit of boost at idle and I've never seen one fail early or suffer lots of wear and tear from that.
  12. Haha, really. Personally I'd only trust info like that directly from the mechanics, not what somebody heard. I wouldn't know any of them though..............
  13. Where have you heard this?!?! There was nothing wrong with the D60LFs that warranted the retirement. Yes because a bus in Canada, the frame holds up longer simply because it is in Canada... Drivers drive buses hard EVERYWHERE. Why? Because they don't care. Its not their vehicle. 'Drive it like you stole it' Sidelined for mechanical issues? More like waiting for them to get back from Harper's for every little thing. You'd think that the mechanics were swamped or something and couldn't do any work... You can't simply 'configure' a traditional turbo to provide boost at idle, maybe if you had a VGT Turbo this would be the case.... The engine wasn't horrifically unreliable, the downtime was so long because all the work was contracted out. Nothing was done in house. As for the brakes, you can thank the drivers for that. The original set up for those buses was throttle activated retarders which was ideal for the Transitway. Every bus in Ottawa had heavy wear on their brakes, not just these buses. Going from 100km/h to 0km/h every few minutes with nearly 100 people on board takes its tole. The articulated joint in those buses was made by Hubner. Nothing overly wrong with them. Compare them to the ATG made joint in the D60LFRs though, the older bus's joints were at least 50% more reliable. There was no issue with the rear axle. The original Meritor rear axle had been retrofitted for a MAN axle and all buses had been converted and working without issue when retired. The original air dryer set up was retrofitted to utilize a dual air dryer set up which fared to work well. All buses had been retrofitted before retirement. Regardless, none of these components were actually made by New Flyer themselves. The body and frame which is all New Flyer was fine, normal corrosion for the age and mileage of those buses. They looked brand new compared to the swiss-cheese frame Orion VIs still running.... When air is compressed, it can condense into water. The air that is brought into the air compressor, gets compressed, gets sent along to the air dryer, which then purges the water out of the system before the air is sent to the tanks
  14. Heard from who? edit: Never mind, my head has already imploded from reading these last few pages.
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