doug_oak

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About doug_oak

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  • Location Oakville, ON

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  1. Given that the Line 1 stop announcements now refer to "Bloor-Yonge" station, I would suspect that this anomaly will go away at some time over the next few years.
  2. King St (e/b) and Queens Ave (w/b) are certainly wide enough. The question though is how they will deal with the much larger number of routes needing to access the existing stops, unless the stops are going to be lengthened. London may have already lost the battle with its downtown core, particularly south of Queens along Richmond to Horton. As a former resident, sorry to see that happening. Like Seashore, I really question the removal of buses on Dundas and the impact it could have on the smaller retailers remaining there between Wellington and Ridout.
  3. It appears that you are correct about the recovery time at the Airport end of the route. Based on the public timetable for Monday to Friday service, there is 21 minutes of recovery time there. IIRC the charging time is approx. 10 minutes. I also looked at a Saturday run but there was only 13 minutes of time there. Question for the locals - does that mean that the XE40s are currently not being scheduled on the weekends? I agree that these dwell costs could be significant for an operation with a large number of electric buses, although there would also be a large offset from fuel costs. If the technology would support a reduction in charging time in the future, that would also make a difference.
  4. So the range between charges is quite impressive. Route 20 Watt-Academy is a crosstown route, operating through downtown. Not sure about the round trip mileage, but the running time in the am peak is approximately 2 hr 10 mins.
  5. Looks like 163 has been assigned. IIRC Sarnia usually numbers by build year.
  6. Noted from the New Flyer website yesterday's announcement of a large order for 2017 delivery to London - 27 XD40s (379-405 ?) and 1 XD60 (34 ?). While I would assume that some of these would be expansion buses, and it will result in the end of the few Inveros remaining, this order will result in a number of the early D40LFs (numbered at 450 and above) being retired. Since the D40LFs to be retired are 2004s, this is another example of Ontario properties moving to a 12 year life replacement cycle. https://www.newflyer.com/rss/773-london-transit-commission-awards-new-flyer-a-contract-for-28-xcelsior®-buses
  7. There are already two other topics on this subject open in the Greater Toronto Area section of the board.
  8. That's correct, but I think you might have misunderstood JRM1000's point. My reading of it is that he's saying the he would prefer the Oakville front doors, which are 50/50, to the HSR configuration which is 2/3 / 1/3.
  9. I assume the intent of this posting was to show a 40 foot bus on routes that would normally be assigned a D30LF. Perhaps this is a test by WT to determine if the 911-925 series of D30LFs, which I believe are from 1997, can be replaced by new XD40s.
  10. Also, the 2014 RFP for the 192 bus multi year contract, to which New Flyer and NovaBus responded, did not include a request to respond to a requirement for 30 or 35 foot buses. I do not know whether there is a 30/35 foot option included in the New Flyer purchase agreement that would have been entered into following the RFP award, because that agreement would probably not be a matter of public record.
  11. Let me understand this better. If the "word is going around Winnipeg" right now, that means there must be some credibility attached to the source of this information. What is this source? And BTW, what is "mini' mean? If it is a New Flyer product, I think you mean the MD-35.
  12. No need for your continuing speculation on stuff like this -- all of the info is in the quoted post. There were two qualified bidders, New Flyer and Nova, and New Flyer was the successful bidder, being approx $1.0 mm lower for the 196 buses. The first 64 buses referred to above actually became the 58 XD40s that were received in recent months (fleet numbers 831-888).
  13. I do not consider myself to be a local historian by any means, but I did live in Winnipeg at the time these buses (801 to 815) entered service. There was a requirement in 1965 for 45 buses, and the order was split between these buses and 30 GM TDH-5303s (201-230). Like many properties, Winnipeg was looking for an alternative to what was essentially a GM monopoly situation at the time. (While 50 Flxible new looks were ordered by Montreal in 1965 for 1966 delivery, they were built by Canadair under license from Flxible US, and the Flyer D700 model was not available until 1968). I understand that the Mitsubishis were troublesome, not really used more than necessary, and only lasted about 7-8 years. Now over to the real Winnipeg historians to correct /add to this.
  14. Given that the C$ is at US$ 0.728 today, I would suspect that NFI would currently be trying to maximize C$ input costs, particularly for Canadian orders. The large and relatively recent exception was the 150 bus XD-40 order for Calgary of 2013-14, which were totally built in St. Cloud, MN. However, the C$ was relatively stronger at that time and IIRC Alberta did not specify any Canadian content requirements for transit equipment.
  15. Looks like the updated version with the two piece doors has not yet made its appearance as a demo. I believe that when Oakville receives its three Vicinitys this summer, it will be one of the first properties to receive that version.