Jump to content

dowlingm

Member
  • Content Count

    1,322
  • Joined

  • Last visited

Contact Methods

  • Website URL
    http://
  • ICQ
    0

Profile Information

  • Location
    Toronto, ON

Recent Profile Visitors

6,413 profile views
  1. Given the fondness for graphs in CEO Report, it would be fair for a journo to ask whether previous figures were not going to recalculate to reflect the going forward metric... but that would spoil the lovely upward trend...
  2. Bear in mind that the folks there were mostly assembling what other folks elsewhere were supposed to have built correctly.
  3. Let's send all the legacy cars to Halton they can handle along with the blacksmith, the CLRV electronics dudes and a bus load of cash, and clear out Hillcrest for refit into a Flexity shop. There is not a moment to be lost. (During the early years of Irish Rail's 22000 Class rollout, Rotem took over the Heuston Station Valeting Shop to perform warranty work. Maybe it's time to work with BBD to recruit some of the folks in Thunder Bay who are about to be laid off to move south and do likewise.)
  4. Can someone in the know advise how we could possibly need to train ALRV operators right now?
  5. What you have posted there is the Freedom which operates to "standard" setups. The downtown cars have both tight curve radius and steep grades to contend with. Question is whether a 3 segment Flexity could have enough powered bogies to go everywhere it needs to, and round every curve it needs to without derailing, and interoperate within Leslie Barns and elsewhere with respect to lifting jacks, and whether it would be more cost effective to operate artics on some downtown routes instead. Have a look (in person if possible) at Main St. between Kingston Road and Gerrard. Tight, curving, steep. A platform at the subway would be least of its problems. But that only gets you to the AODA deadline. What then?
  6. Trying to figure out how the two bolded statements make sense in the same paragraph. For me one of the issues with 502/503 is Bingham - it's a bit in the middle of nowhere as a terminus and makes me wonder why TTC has bothered to retain and maintain this branch (especially when it so often bustitutes it). Unfortunately the narrow streetgrid in the area doesn't help in a reroute to Main or Victoria Park subway, and expanding further up Kingston passes through more low density areas. If streetcar service was withdrawn because the Flexity fleet is needed elsewhere, one option could be to reroute the 143 so that it continues up Kingston Road (and drop the extra fare).
  7. Not sure what you classify as short - Transsee trip history has it in service from 12.30 to 8pm. https://www.transsee.ca/triplist?a=ttc&fleet=4563&date=2019-08-17 It is heading out of Leslie Barns signed in as 511 right now.
  8. 4566 testing near Sunnyside loop. Looks like 4563 just went into service on 504 https://www.transsee.ca/trippath?a=ttc&id=109719444
  9. I wonder about the impact on VIA on some of these changes - like this new evening service at 20.57 from Kitchener. I have taken the VIA 88 in the past when doing work in our Waterloo office and it was a bummer to have to hang around waiting for a train and to be back in Toronto after 11. Some people will still prefer the faster trains and the more comfortable seats but it will still chip away at the economics of the VIA service, especially if it also loses outbound customers from 85 to the new GO mid-day train.
  10. Testing runs: 4564 at Bathurst Station and 4565 on St Clair - latter is showing 501 sign in on transsee
  11. Revenue Protection Unit is how the fare enforcement office/personnel are referred to in one of Verster's previous stops, Irish Rail. Not sure if the same term was used at ScotRail. https://www.thejournal.ie/fare-evader-irish-rail-1917212-Feb2015/
  12. https://stevemunro.ca/2019/07/29/ttc-service-changes-effective-sunday-august-4-2019/ https://stevemunro.ca/2019/07/29/streetcar-network-changes-coming-in-september-2019/
  13. Just like we have artics and standards co-existing, I don't think it's unreasonable to have TTC operate on the basis that e-buses will work better in some contexts in the short term and not others. At present it may be their charging cycle lends itself particularly to reinforcing routes, in a charge-AM peak-charge-PM peak fashion, and in operating peak only services such as 503 or 143. Yes, that makes life a little more taxing for dispatching, but if it reduces deadheading buses from the suburbs, the resulting savings in time and energy cost might end up paying for a little more headcount to make it work.
×
×
  • Create New...