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Everything posted by doug_oak

  1. 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.
  2. 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.
  3. 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, Lore
  4. 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). Opera
  5. 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
  6. 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.
  7. 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
  8. 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 pre
  9. 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 ex
  10. 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.
  11. 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.
  12. 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, Sherida
  13. 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.
  14. Correction : 941-962 were 30 foot and 971-982 were 35 foot. Although they existed elsewhere (Windsor, London, Oakville, ON and GO Transit come to mind) Winnipeg did not have any 40 foot Orion I's.
  15. Some random comments on the Mar 3 service changes: * Eliminating the route 14/14A and 15 duplication in the southwest makes sense, as well as route1 (temporary). * With the removal of route 14/14A service along Reynolds St and replacement by the southeast Home to Hub, I could not see any mention of expanded service hours for the southeast Home to Hub, which currently is only available during Mon-Fri peak hours. * The changes result in three fewer buses required Mon-Fri - 1 on each of routes 1, 15 and 17. I would assume that over time these hours would be reinvested in the gr
  16. 8428 on display at the CUTA Transit Show yesterday (Nov 20).
  17. Subject to confirmation by the OT folks here, I would assume that it is because a UTM U-PASS is acceptable MiWay fare media and there is a "free transfer" agreement between those two transit systems.
  18. Yes, 1100-1123 had rear doors, but Bayview was not designated the 'B' line ('B' was the limited stop service along Yonge from Finch Terminal to Newmarket.
  19. Good for Simcoe County for getting this underway! I see that the southern terminal for Route 1 (Barrie-Midland-Penetanguishene) is Georgian College and Royal Victoria Hospital in Barrie rather than the Barrie Transit Terminal (BTT) downtown. For passengers trying to connect to southbound GO trains at Barrie-Annandale or to Ontario Northland or Greyhound at BTT, the gap between the southern end of Linx route 1 and downtown Barrie seems to require a trip on Barrie Transit route 3B or 8B. While I guess this makes sense from a cost standpoint, since the Barrie service is already there, and
  20. It appears that the new Vicinity buses (1801-1808) have yet to enter service. Any indication as to when this is to happen?
  21. Confused about how many 2015 Arbocs are in the fleet. The Wiki shows them as 1521-1524, but I have seen 1525 out in service recently.
  22. The 40 buses on property are 9200-9239! There are 335 more to come this year - 271 diesel plus 54 hybrid plus 10 electric. Why can't you take the time to read the posts above??
  23. Route 6-Upper Middle and 33-Palermo schedules are being decoupled effective March 4, coincident with an improvement in Mon-Fri peak headways on each route from 60 to 30 minutes. This is an increase of two peak buses. At other times, the 33 will not operate, and the 6 headway is reduced from 60 to 45 minutes except for evenings when it remains at 60. Most OT routes operate on strict 15-30-60 minute headways, so the 6 will be off that. However, because Bronte GO does not have timed pulses and the other routes serving Sheridan College are fairly frequent, the 45 minute headway should work o
  24. Yes -- agree. The ZEV 50 year claim can be supported because the first TTC 1947 Brill T-44 trolley coach sent to Western Flyer Coach in Winnipeg in 1967 to be redone as a "new" trolley was 9020. It reappeared on July 22, 1968 are the first of the TTC's E700s *. * Source - Fifty Years of Progressive Transit, Bromley and May (1975)
  25. I have an OT Arboc question. The TTS Oakville-Burlington charter in 2015 included a visit to the Oakville garage. There I recall seeing some of the then new Arbocs, of which I thought there were seven, numbered 1521-1527 (Oakville's numbering scheme uses XX 21 and up for Care-a-Van vehicles). But I have not seen 1525-1527 since then, and the CPTDB Wiki indicates the 2015 Arboc vehicles to be 1521-1524. I do have my senior moments and this may be one of them. Am I missing something here?
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