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doug_oak

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  1. There will be a service increase, effective Sunday, September 5. Mon-Fri peak service increases from every 30 to every 15 minutes on routes 5/5A, 14/14A and 24, requiring an additional 11 buses at that time. In the case of route 5/5A this will be the first time for 15 minute peak service over its history since a shorter version of that route was implemented in Sept 2009. Also, the pulse times at Oakville GO will be adjusted from 10 and 40 after the hour to 22 and 52, as a result of the implementation of 15 minute weekday service on Lakeshore West, east of Oakville. These new pulse times are the meets for the trains that operate only to Oakville, rather than for the "through" trains operating to and from Aldershot or West Harbour. The additional peak service on 14/14A and 24 will also depart at 07 and 37, along with peak hour only routes 26 and 120 which both have 30 minute headways. During weekdays, routes 18 and 28, serving the Glen Abbey area of northwest Oakville will now have different pulse times, with the 18 departing at 07 and 37 and the 28 departing at 22 and 52.
  2. Brought this forward. So yes, a total capital budget amount of $13.4 million for new buses (including charging) would be by far the highest annual amount ever. The two highest previous years would likely be 2009 (15 New Flyer D40LFRs) and 2019 (11 Nova LFS). I suspect it would not be a multi-year contract at this time, but perhaps in a few years if there is a preferred choice by then. As far as the initial tender is concerned, it is helpful to have the TTC nearby and hard testing 60 buses from three different vendors. Agree that the 2021-2027 numbering for the new LFS is strange, particularly given that for the past 10 years the YY2x number series has been assigned to the specialized (Arboc) units used for Care-A-Van and Home to Hub. Given OT's commitment to electric buses going forward, perhaps there is a new plan to have the BEBs use the 01-20 numbers, with the diesels numbered 21 and above. Not sure where the specialized BEBs would fit into that plan.
  3. The answer to all that can be inferred from what has just happened - service adjustments to two routes that were identified as being needed and that took place five days after a previous change. So, planning horizons will continue to be short for at least the next several months. Even after that, I would anticipate that transit service levels would be gradually restored based on demand levels as they develop over time. A "minimum 30 minute service at all times" approach post-COVID seems to be very doubtful, particularly given that was not nearly the case prior to March 2020.
  4. Oakville has added back three peak Mon-Fri buses to the schedule, two to 5/5A-Dundas and one to 3-Third Line. This improves the peak headways on those two routes, which serve Oakville-Trafalgar Memorial Hospital, from 60 to 30 minutes. All off peak service continues to be at 60 minute intervals.
  5. As a former WInnipegger (prior to 1967) and therefore one of the older members on this Board, perhaps these comment are helpful. Note that there are no route number references, because it is many years before the introduction of route numbers in 1984. * The Stafford to Pembina connection on Grant was not completed until after the 1962 timetable that shows the Corydon-Stafford routing. * There was not a lot happening on Grant, even west of Stafford, at that time. Prior to 1962, GRANT buses operated both ways from/to Confusion Corner via Corydon, Stafford, Dudley, Rockwood, Lorette and Cambridge to Grant. * GRANT-Kenaston buses terminated at a loop at the south east corner of Grant and Kenaston. While there was some housing immediately west of Kenaston between Grant and Tuxedo, service to that area was provided by the CHARLESWOOD bus from Polo Park via Kenaston and Corydon, by the ACADEMY trolley bus on Kenaston and Tuxedo to/from Edgeland Loop, and by GRANT-Polo Park buses Monday to Saturday.
  6. The provincial lockdown effective December 26 has again resulted in a significant reduction in Oakville service levels effective Sunday, January 3. These reductions are from the September service levels, which were already well below pre-COVID levels. Starting January 3, all routes will operate on 60 minute headways at all times during the week. As a result, peak Mon-Fri requirements will be 23 buses, and off-peak requirements at all other times will be 17 buses (the difference results from the six routes that provide only Mon-Fri peak hour service: 10, 11, 12, 26, 34 and 120). Operating a fleet of 100 conventional buses, the spare ratio is approx. 75% - clearly a sign of these difficult times.
  7. A couple of interesting items noted from the 2021 Town of Oakville operating and capital budgets: * Total Oakville Transit ridership for 2020 is projected at 1.09 million (boardings, which exclude transfers), compared to 2.97 million in 2019, a 63.3% decrease. Not surprising given the COVID impact, particularly for a system that has a reasonably high dependence on GO train traffic. * A significant capital budget ask for 10 conventional electric buses (7 replacement, 3 expansion) at at cost of $10.4 million, one expansion specialized electric bus costing $0.5 million, and electric bus charging infrastructure $2.5 million. Not sure as to the status of the 7 diesel NovaBus LFS that were scheduled to arrive in 2020 to replace the 7 D40LFR from 2007. Perhaps a more knowledgeable person on this Board can advise.
  8. Several of the Grande West Vicinity 30 footers are out today (Sunday). They are the first I've seen in six months, although there may have been some in service previously. Here are the assignments - 3-Third Line 1803 * 4-Speers-Cornwall / 6-Upper Middle 1610, 1708, 1806 5-Dundas 1801 * Routes 4 and 6 are interlined at Bronte GO station on Sundays.
  9. Compared to the current schedule, there is no additional running time added to either of Union to Aldershot (65 minutes) or Union to Oshawa (60 minutes). The additional 30 minutes of round trip schedule time (increase from 300 to 330 minutes) is allocated as follows when there are 11 trains providing 30 minute service: +18 minutes layover at Aldershot (17 increased to 35 minutes), +8 minutes layover at Oshawa (27 increased to 35 minutes), +2 minutes dwell time in both directions at Union (3 minutes increased to 5 minutes). In my previous post I referred to 11 minutes of recovery time at Aldershot. That was the case for the pre-COVID schedules.
  10. Yes, much more recovery time with the new schedule. The off-peak round trip running times between Oshawa and Aldershot have been increased from 5 hours (300 minutes) to 5.5 hours (330 minutes). This requires an increase from 10 to 11 train sets to provide 30 minute headways, and an increase from 5 to 6 train sets when service is hourly during evenings and weekends. This extra round trip time permits the increase in recovery times at both ends noted above. I agree with Articulated that schedule adherence for eastbound Lakeshore West trains has been a past issue at times, given the previous off peak recovery time of only 11 minutes allowed for at Aldershot.
  11. Oakville Transit has announced some service improvements effective September 6 here - https://www.oakvilletransit.ca/tsu-20aug17.html These represent a partial move towards the pre-COVID service levels, with upgrades to 30 minute service midday Mon-Fri on routes 3 and 4, Mon-Sat on route 5/5A, and Mon-Sun on routes 14 and 24. Some routes will also have extended evening service hours Mon-Sat. The 26-Falgarwood returns with Mon-Fri peak service only, while the 190-River Oaks Express has not yet returned. There will be 30 minute service during peak hours Mon-Fri on all routes except for 11-Linbrook and 15-Bridge. Prior to COVID, there was 15 minute peak service on routes 3, 4, 13, 14, 19/20 and 24. High school trippers will return on September 8, scheduled for the shortened school day - departures are between 11:15 and 11:30 am, versus the 2:45 to 3:00 pm departures previously.
  12. Oakville announced at 4 pm today that they are going to a Sunday level of service on weekdays, starting Monday. No weekday service later than 7:40 pm, with hourly service on all routes except 3, 4, 14 and 24 which will run every 30 minutes. Peak only service on 11 and 12. The currently peak only routes (10, 33, 34, 120 and 121) will continue to operate. Curiously, there is no service at all on the 26 to Falgarwood – those folks will have to walk to the 20 on Eighth Line.
  13. No indication from the article whether there are plans to retain the two D35LFR - a very rare bus in Canada with only 9 ever purchased. If their work in Thompson is over, they might be a fit in Brandon, where the other 7 are located.
  14. doug_oak

    Milton Transit

    Yes, hard to accept that there is now no direct transit connection between these two communities with populations totalling 325,000. The closest connection would be along Regional Road 25, to close the gap between Milton route 9 at Britannia / Reg. Road 25, and Oakville route 5 at Bronte Rd / Dundas, a distance of 7.5 km. If that connection is extended to Oakville Trafalgar Memorial Hospital (OTMH), which provides better connectivity, the gap distance is 9.3 km. If the connection point in Oakville is OTMH, then there would be direct service onward via OT route 5 to Uptown Core, Sheridan College and Oakville GO, and via OT route 3 to Bronte GO and Bronte Village. Filling the gap with Milton route 9 would make the most sense, but there would need to be discussions between the two municipalities. It will be interesting to see what happens, if anything.
  15. 601-630 were new D901A-10240s from Flyer Industries in 1986 and did not come from Calgary. Source is David W's (excellent) all-time roster.
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