Jump to content

M. Parsons

CPTDB Wiki Editor
  • Content Count

  • Joined

  • Last visited

Everything posted by M. Parsons

  1. M. Parsons

    Regina Transit

    Figured I'd stick this here... Just checked out the Regina website... apparently they have been experimenting with putting 100% low floor buses on a few routes... And, it seems they are already working on preparing for their 100th Anniversary in 2011. http://www.reginatransit.com/1_Rts_whats_new.html#lowfloor
  2. Live! From highway 1!! At least 3 new buses.749 and 750 are D40LFRs and 781 is a EZ Rider II. They also have a new paint scheme. 2 tone orange wavy stripes. Classic 766 was at the garage. Appears active.
  3. M. Parsons

    2016 Edmonton and Area spotting and news

    They are from Vapor. As Ashton noted, there is a retractable portion like a power window in a car door. https://www.wabtec.com/products/7296/driver-protection-door https://globalnews.ca/news/5281831/safety-shields-edmonton-transit-buses/
  4. M. Parsons

    ETS History

    Something that's been on my To Do list for along time.. write up some sort of history on ETS. Started off with the articulated bus. I already have an (out dated) section on Barp with a history of artic buses in Edmonton... this is an update/ rebuilding of that. Not complete yet... but I decided I should probably go to bed at some point... Presently, all 3 transit agencies in the Edmonton area operate articulated buses. St. Albert Transit was the first to purchase any articulated buses, but Edmonton Transit tested a number of articulated buses from the late 1970's through to the 1990's. The first articulated buses to operate on Edmonton streets were 3 foreign built buses. 1 was a Volvo/ Hess #101 used from August 1977 until about July 1978. #101 then headed off to Calgary for a period of time, while 2 MAN buses were tested in Edmonton. These 2 were #102 a SG 220- 16.5, and 103 a SG 220- 18. 16.5 and 18 referred to the buses length in meters. Both buses were powered by a MAN 6 cylinder 220 HP diesel engine, mounted horizontally underneath the floor, and a 3 speed automatic transmission. While Edmonton would purchase neither MAN or Volvo buses, however, a number of US systems would. King County Metro (Seattle) purchased 2 batches of the diesel version, and one batch of trolleybuses. Chicago also purchased a fleet of MAN articulated buses, among other US systems. Edmonton Transit's next articulated bus was a GM model TA-60102N bus. The bus used for this demo was Mississauga #5001 which at the time was being used on a cross Canada demo tour. This bus was demoed in Edmonton during at least a part of August 1982. This bus appears to have been used on the route 9, the route that ETS's first articulated buses would run on. The TA-60102N was only purchased by Ontario transit systems and was partially funded by Ontario government. The last TA-60102N was retired from service in 2007 by the Hamilton Street Railway after the arrival of DE60LFR buses. 2 are so far persevered. #XXXX by OC Transpo, and ex Mississauga #5034 by Scott Richards of Regional Transit Services of Riverside California. Sometime around 1985 Edmonton Transit had on demo a Crown/ Ikarus articulated bus which was built as Portland Tri-met #781. This bus was equipped with a wheelchair lift, probably making it the first accessible bus that Edmonton Transit ran. Ikarus partnered with Orion to market an articulated bus in Canada that was known as the Orion III. The Orion III was only purchased by the TTC and OC Transpo. The next articulated bus to visit Edmonton was the New Flyer D60 demo fueled by methanol. This bus was also involved in a cross Canada tour. This particular buses ended up being converted to diesel and sold to Community Transit of Everett, Washington. It was retired and sold to 911 Film Cars of BC where it resides today, being used in movies. In 1991 St. Albert Transit received 3 New Flyer D60's, #801-803, followed by a further 3 more in 1995, #804-806. The 1995's had only 1 exit door vs. the 2 on the 1991's, wheelchair lifts, and larger destination signs. All 6 buses were rebuilt, with the 1995's receiving the new StAT logo. The 1991's were slated for retirement with the delivery of the 2006 D60LF's. However, growing ridership and the general poor condition of a number of earlier D40LF's prompted St. Albert Transit to retire #843-845 instead. Strathcona County Transit was the next system to purchase articulated buses. The prototype D60LF was purchased from New Flyer, built in 1995. It was numbered as Strathcona #950. This bus originally operated with a roller destination sign, which was replaced with a Bailos sign in 2000. #950 also sported a vinyl wrap for XXXX for a period of time. In XXXX the bus was rebuilt, ensuring it's operation for at least a few more years to come. It does have one obvious difference than any other D60LF ever built- all of the hoses and cable running above the articulation joint. This bus has almost always been limited to peak hour work. Once articulated buses started holding down the midday departure from Edmonton on the hour, the 2001 D60LF's had been delivered. Following 950, Strathcona County Transit purchased a D60 that was numbered 951. This bus was an ex New Flyer demonstrator, built to Mississauga specs including the 4 leaf double stream exit doors, A/C and parameter seating in a large portion of the bus, with brown vinyl seat inserts. The bus did run in it's blue/ red stripe paint scheme before eventually being repainted into the Strathcona colours. As delivered, the bus had a 6V92TA engine and ZF 4HP500 transmission. The transmission has since been changed to a Allison HTB-748. Window cards were used for route identification until a Bailos destination sign was installed. After retirement, it's believed this sign ended up in #953. In 2001 #951 was involved in a minor accident which required the replacement of a body panel that was never repainted. These 8 articulated buses were the only ones operating into Edmonton until 2001. In 2001 ETS's first order of articulated buses arrived. 6 New Flyer D60LF model buses, #4900-4905. They arrived during April/ May 2001, with 4901 being the last one to arrive close to the end of May. These buses entered service on June 11, 2001. Until they entered service they were easy to find along the route 9 where they would be doing driver training. ETS also took the opportunity of testing the buses along other routes, including the route 66. Imagine my surprise to look out a window at school and watch a D60LF turn onto Mill Woods Road from Lakewood Rd. South!! These 6 buses are powered by the Detroit Diesel Series 50 engine, Allison XXXX transmission and Bailos destination sign. ETS followed up the first 6 D60LF's with 7 more #4906-4912 that were delivered during August 2004. These buses had the Cummins ISL engine, the first ETS buses to have this engine. They also had Luminator destination signs that were now standard for ETS buses. ETS's articulated buses originally operated on the route 9, Monday to Friday from the start of service until after the afternoon peak hour, as well as Park N' Ride services. With the additional vehicles, ETS operated two route 100 morning peak trips with articulated buses, as well as every regular 9 (non peak hour or short turn). The articulated buses are now used on every second trip on Saturday's on the route 9 as well.
  5. M. Parsons

    2016 Edmonton and Area spotting and news

    They weren't. Nothing in the news to indicate that. As I already said, it was a part of an overall $20 million safety and security package which include everything from security guards to more inspectors, vehicles for inspectors, vehicles for peace officers, more peace officers etc...
  6. M. Parsons

    2016 Edmonton and Area spotting and news

    Remember folks, this is because of driver shields being installed. They're going to turn the drivers workstation into a largely enclosed area. The drivers shields they're using actually look like a really good design in my non-driver opinion and readily allow interaction customers. And this is far from a cost cutting measure as Dunlop suggests. It's a $20 million package around safety and security $4.5 million for the driver A/C upgrades. If these shields weren't being installed there would be no driver A/C being installed.
  7. M. Parsons

    Feature Photo Submissions

    The new look of sorts for the ETS fleet- driver cabin HVAC. As a result of an accelerated installation of driver shields in all buses ETS there was an identified need to provide drivers with air conditioning, and as a result ETS has a contract with Mississauga Bus Group for the Grayson eComfort 100 units. 4508 and 4639 are the first two units done, believed to have been done "down east" at MBG. 4639 is seen departing Downtown Edmonton as a route 81 with the historic McDonald Hotel in the background. The bus is running -27 minutes on account of a Valley Line LRT construction detour on it's first day which didn't go too smoothly.
  8. M. Parsons

    2016 Edmonton and Area spotting and news

    And the LFR retrofitted is 4639. The first two of about 635 buses to be retrofitted. Get used to it, it's the new look for the legacy LF/ LFR fleet, save for 2000 and old LF's, and the D60LF's. The A/C unit is a Grayson eComfort 100. Mississauga Bus Group is the vendor for this retrofit, and we believe these two buses were done down east. We're not sure if the intention is to send all units down east, or, if ETS will do the work themselves now that the first two prototypes have been done. ETS has an aggressive timeline of April 2020 to complete the HVAC/ driver shield work, so, I suspect it will be in house.
  9. M. Parsons

    2016 Edmonton and Area spotting and news

    4508 and an LFR have been fitted with air conditioning for the driver as part of the driver shield retrofit project. From my brief glance, it just looks like a white box on the driver side at the front.
  10. M. Parsons

    ETS History

    Manual doors could have been a TDH-5301, TDH-5303, TDH-4521, or T6H-4523N. 531 was off the road in November 2001.
  11. M. Parsons

    Edmonton LRT Expansion

    Edmonton has a history that has ramped up over time when it comes to snow and ice control on the LRT line. For the most part the simple answer is there is no specific snow and ice control for the majority of the line. Turnouts have switch blowers that help keep the switch points clear of snow. Originally the blowers installed at turnouts were hot air, however, in later years the heating portion was discontinued and newer units are just straight blowers. In the early day of LRT, I suspect that the Kal Trac was equipped with a rotating boom, purely based off of text in Edmonton's Electric Transit, and would have been employed as needed. The majority of open track areas received no specific snow and ice control and simply trains passing help keep the tracks clear. After a snowfall (and during for that matter) crews will attend to certain areas of the system with backpack blowers to completely remove some for all areas of a turnout (the cold air blowers mainly keep the switch points clear). In particular some of the more important turnouts/ crossovers at DLM/ Clareview, Century Park, NAIT, and Health Sciences. This would mainly be done if the LRT is still in operation for the day. If it's after service hours, then the MoW snow removal fleet hits the rails and takes care of the turnouts. In addition to turnout clearing, crews used to manually do snow and ice control at grade crossings with hand equipment and backpack blowers. Usually at just some point when it was deemed necessary, and with flangeways that could be after a freeze/ thaw cycle. As the system has expanded manual equipment no longer cuts it. ETS has a fleet of 2 Typhoon snow blowers, one rebuilt in house. I'm not sure when 3860 arrived, but 3861 was rebuilt from a Union Pacific unit and it's arrival more or less coincided with the SLRT opening. During the daytime these machines will be used to clear the DLM yard trackage, and after the end of service they'll hit the rails and start clearing turnouts along the mainline. A lot simpler and quicker with 1 machine than a bunch of people with backpack blowers! They will also clear track which trains won't generally keep clear themselves, like the South Campus pocket track, E Track, Clareview tail track. In addition to the 2 Typhoon's, ETS also has 2 RPM Tech Forced Air One blowers. These have a movable nozzle to direct the stream of air. These are hi-rail equipped, so, unlike a Typhoon with is entirely railborne, they can be positioned where needed and on track immediately after the last train, and clear just before the first train. I have seen 3591 clearing Century Park late at night, I've seen it clearing the ex CN (non-wired) trackage, and Clareview tailtrack. Once I saw it clearing the Coliseum switches from trackside. It had to move the boom out of the way for passing trains of course. I've never seen 3590 in use. I suspect these two get used more than I realize. It is quite possible ETS does remove snow at stations in certain conditions, but, I've only ever seen it once. For flangeway clearing ETS has a pair RPM Tech Cameleon flangeway cleaners. They have a main rotating boom plus smaller rotating brushes to get into flangeways. The concept actually came from an ETS employee. https://www.youtube.com/watch?v=RsA2huewV90 https://transformingedmonton.ca/inventor-sweeps-up-city-savings-of-700kyr/ As Edmonton's LRT went north to NAIT, they went with embedded track for a portion of the route. This, I think it's fair to say, has caused a lot of extra work for snow removal. The one time I watched snow removal late a night they had both Camelons out, plus a front end loader and skid steer to remove snow. Overall, snow has affected Edmonton very little. The biggest problems apparent to a rider were actually at the Century Park switches for a winter or two. The switch blowers just didn't seem to do a good job and there would be switch problems that would delay trains. The other problem with snow that affected trains was snow being sucked into the traction motors on the U2's which would then melt and cause problems. ETS would limit U2's to 50 km/h when there was a fine, powdery snow that could be kicked up by the train. This problem was eliminated when the U2's were refurbished. Pics of some of the equipment: http://barp.ca/bus/alberta/ets/lrt/3000/indexa.html I have a hell of a lot more but it's a work in progress.
  12. M. Parsons

    Edmonton LRT Expansion

    Ummmmm..... you meant that they were cold air but said heated instead????
  13. M. Parsons

    Edmonton LRT Expansion

    Wrong, forced air. More to follow tonight.
  14. M. Parsons

    Modifying a page title

    Lots of incorrect garage assignments... Westwood has no XD's... T55 assigns garages only when the data is available. Therefore, if an XD is changed over or is used as a change over it could well end up at the wrong garage. Eventually it will move back to it's correct garage, often times probably pretty quick, however, it can take awhile for T55 to register the change. There are still Vicinity's that don't have a garage assignment!
  15. M. Parsons

    Bombardier Flexity Deliveries and Spottings

    Additionally, any compensation for late cars would be different than in Toronto's case as this is a P3 project. Overall, the construction is behind. Some areas are as much as 1 year behind, although, that doesn't necessarily mean the entire project is that late. Other parts could be a year early I supposed, but, I don't think that's the case.
  16. 1001 in Bissell Yard waiting to be unloaded. More photos at: http://www.flickr.com/barpca
  17. M. Parsons

    2016 Edmonton and Area spotting and news

    7109 entered service May 15, yes, we noticed.
  18. M. Parsons

    Bombardier Flexity Deliveries and Spottings

    The schedule only called for 9 cars delivered in 2019. Lots of time left. Track is starting to show up at the OMF. I don't believe the building is ready yet... 1001 was still stored under a tarp at last observation.
  19. M. Parsons

    Hybrid Spottings and News

    6006 showed up between the Ferrier tents with bike rack and farebox intact. Time will tell.
  20. M. Parsons

    Mobile Fare Payment & TVM Replacement

    Not just that, but if the system shits the bed and causes delays, better on a quiet route vs. a busy route.
  21. M. Parsons

    Zack "Busdude" Willhoite

    Given the recent passing of Zack, I figure it might be a good idea to have a specific thread to remember him in. It would be unfortunate if all of the wonderful posts in the King County Metro thread about Zack eventually became lost in over 200 pages of KCM posts. Feel free to suggest a change to the topic if anyone thinks of something perhaps a bit more fitting or creative. In the mean time, below is a modified and updated version of what I had in the KCM thread. I can't remember when I first communicated with Zack, however, it was probably 2002 or earlier. Even before I met him, I had certainly seen his website. Zack's original "Busdude's Page O' Buses", along with TMX, were among the strongest inspirations for me to learn HTML and build my own website. Unfortunately, I can't find the original website, but, one of the newer version can still be accessed via archive.org: https://web.archive.org/web/20041120220448/http://busdude.tripod.com:80/ Yes, that was along time ago. I would chat with Zack through AOL's AIM, Zack created the GMFishbowl group on egroups.com, later a part of Yahoo Groups. This was in a time before Facebook existed. Facebook has meant a shift in how we communicate on the internet, and myself, I've never really embraced Facebook so and as a result we did drift apart over the years. Never the less, I had the pleasure of meeting Zack twice in the US when Peter and myself (2002) and Peter, Ashton and myself (2009) visited Seattle and area. It was in 2002 that I took the below photo of Zack. I can't believe that was over 15 years ago. My condolences to Zack and JIm's family and friends. RIP Zack - Martin Parsons
  22. M. Parsons

    Route 747

    It's going quite well. There is some ridership data from the last 1-2 years if you dig through the council minutes that relate to changes of the past year that at first lead to a $10 fare, back down to $5, and a transfer arrangement with Leduc Transit route #10. I've certainly been on a bus that was standing room only (although sort of misleading as luggage took up some space). But at other times I've seen strong passenger loads. Since you mentioned the 590, Leduc Transit #1 does quite well as well, to the point of standing room only on some trips.
  23. M. Parsons

    General WTF Moments

    Careful on terminology. Most food doesn't have an "expiry date" but rather a "best before" date. An expiry date is what is required on products such as medications, baby formula, meal replacement drinks etc.
  24. M. Parsons

    CP Power

    And of course, some of these modernization programs to avoid having to purchase Tier 4 locomotives in the first place. It's really interesting times in that sense, I can only imagine this is sort of what it was like when railways started turning out GP7/9 rebuild programs.
  25. M. Parsons

    Delete / Remove Account

    Lol. You two are sounding like a pair of foamy kids. "I quit" "Me too" *basketcase changes avatar to say his account is no longer active, yet keeps posting in the TTC thread* "I might actually stay" "Me too but probably not" Leave or not up to you (unless admin forces that decision, and one can only hope they will) but if you leave we don't have to worry about such bullshit as "3700 will be out this afternoon" which naturally was false.