Robert Lubinski

  • Content count

  • Joined

  • Last visited

About Robert Lubinski

  • Rank
    At home at Davisville

Contact Methods

  • ICQ 0

Profile Information

  • Gender Male
  • Location Toronto
  • Interests Toronto transit, subway historical info, subway fleet data and spotting reports.

Recent Profile Visitors

4,779 profile views
  1. You got it. The original duct covers were the concave green ones which were replaced by the generic industrial stainless steel ones.
  2. Not a comprehensive list but here are some highlights: G cars had the ventilation ducts removed and replaced with underseat heaters right behind the grilles, blank panels in the ceiling where the ducts used to be, along with overhauls of trucks, motors etc. plus bodywork and repainting. interior (doors, various trim) and exterior, floor covering replaced. G car overhaul lasted from 1967-73, didn't originally include the ventilation duct removal which was added later. M cars had the first overhaul in 1974-75 where the door control buttons in the cab were moved from the rear wall to under the cab window, otherwise, similar to G cars except for exterior painting. M cars second overhaul, 1986-88ish, had the cab enlarged and equipment overhauls, plus painting of the interior of platform and intercar doors. Originally they were brushed aluminum, some had the bottom half of the doors painted, some had all the doors painted. H-1 cars had overhauls ongoing due to heavy use but not a specific program for them until early 1990s after motor mount problems - car ends and roofs painted, equipment overhauls. plus door interiors repainted. H-2s and H-4s - ongoing overhauls, but nothing really noticeable to the passengers. H-2 conversion of six cars to chopper control was done at Greenwood in 1973, and the removal of the same equipment in 1984 would have been done at Greenwood. H-4s had a late overhaul around 2001 where just under half got a more thorough refurb. Those could be identified by the grey painted ends. H-5s had a rebuild in the late 1990s - door frame corrosion repaired, repainting of car ends and door interiors, equipment overhauls. Hard to tell with a/c, it still smelled like a musty basement. H-5s repainting original black ends to silver and then repaints were done at Greenwood. H-6s - similar to H-5s, plus various replacements of inferior original equipment as approved. H-6s also had all trucks replaced at some point around 2000 maybe. Stuff like the fleet number panels, decals in the door windows, Staff door decals, etc, were probably done at the carhouse, while stanchion installation and replacement were likely done at Greenwood. Any other comprehensive equipment replacement that would be done on the whole fleet was probably done at Greenwood as one could always see cars of all types parked outside the shops.
  3. The truck was turning south onto Third Line from Upper Middle so possibly the scrap yard on Bronte Rd ?
  4. Observed Novas 971 and 974 on a flatbed in the west end of Oakville on Friday afternoon. Don't know where they were heading.
  5. 64 was the number of units purchased that was quoted at the time so that jibes.
  6. No, there's no rhyme or reason to the numbers, they're all scattered. I think the program was approved to do a certain number and that's all they did. I think initially they did something like 30 and then it probably got expanded but didn't come up to the total fleet. ALRVs getting rebuilt now are getting the 2&1 seating. Only 4239 had the revised seating until now.
  7. Signal bell was for MU operations. CLRVs had this button on the dash when new as well. It was so the ops could signal when they were loaded and ready to go. Another obsolete switch would be Adv. Lights, which controlled the dash lights. I think this was disconnected in the 1970s when the dash lights came on with the headlight. The dash lights were not to illuminate the ads as people thought, but as a safety feature to illuminate the area in front of the car. The CLRV track lights are the equivalent. Some 4400s had an extra forced air cab heater installed. I don't know if this had an extra gang switch though.
  8. About 35 or so CLRvs never got the 2&1 conversion. 4000 was the only SIG car to be done.
  9. Spotted 5190-91 at Davisville yesterday afternoon (Oct 4) parked on Track 15.
  10. Basically the middle 1/3 of the of 7300s and then all buses (GM and Flyer) from 7510 through to 8158 had water bumpers when they were delivered. Some of them were replaced by Help or Transafe bumpers in the 1980s after collisions. A few older buses had water bumpers installed after collisions replacing the chrome/steel bumpers, maybe up to a dozen in each number series.
  11. It's just payback for Line 1 passengers that got to ride old Gloucester trains and H-1s while Line 2 passengers got to enjoy new H-4s and H-5s back in the day.
  12. Around 1991 I think Danforth and Birchmount were supposed to swap the 20 and 113 as the very last rollsigns out of Birchmount had 20 added to the bottom right above GARAGE. I don't know if Danforth actually took over the 113 at that time. Danforth picked up more routes to the west when Davenport closed in 1993, such as Parliament and Sherbourne, so 113 might have gone back to Birchmount after only a short time.
  13. Cliffside ran out of Danforth in the 1980s and possibly back into the mid-1970s so that's out.
  14. Please keep a lookout for the 610x set which should be in service any time.
  15. The following T-1 pairs were observed at Davisville on August 31: 5002-5003 (departed northbound from the build-up platform early afternoon) 5016-5017 (parked on Track 15) 5036-5037 (coupled to 5002-5003 in the same train) 5114-5115 (outside the south door on track 5) 5146-5147 (parked on Track 15) 5150-5151 (outside the south door on track 6) Another pair was inside the carhouse on track 5.