Jump to content

Ed T.

  • Content Count

  • Joined

  • Last visited

Everything posted by Ed T.

  1. That takes me waaaaay back. Older GM New Looks had seats that were one shade, I think a light grey. Then we got seats with orange and black. I think this changeover, as well as some other interior aesthetics (wall and ceiling colours) happened when the TTC stopped ordering standee windows. My memory says that only the very early 3500s had standee windows, and later 3500s did not. It's surprisingly hard to find evidence of this--a lot of rosters plop all 3500s into one bunch. I think this is wrong. When I look at this: 3500-3519 1964 GMDD TDH-5303 C211-C230
  2. I have read on Steve Munro's blog that there are weight restrictions on the tracks to the airport. The trains need to be frequent, every 10 minutes max. It's not like travellers arriving at Pearson will have chosen their flights to connect them with hourly service. Obviously you don't need 12 bi-level cars to handle this, at least not at the start. Maybe GO can get back some of the Ontario Northland ex-GO single-level cars!
  3. Learning from the best! Steve Munro has a long posting about the technical details and limitations of Presto, based on, amongst other things, actual discussion with Presto's Executive Project Director: http://stevemunro.ca/?p=4170
  4. You kind of diffused that one yourself. The TTC will lose revenue with free cross-boundary transfers. The TTC is not exactly sitting on a pot of money, and the City of Toronto, which subsidizes the TTC, isn't sitting on a pot of money either. So who will pay for the free or subsidized cross-boundary travel? It's not about PRESTO, it's about "who will pay?" If this doesn't get solved, the only free cross-boundary travel will be where there isn't enough cross-boundary travel to have a significant revenue impact. By the way, Steve Munro has said a few times that GO is not interested in having
  5. Yes, 905 is growing. How fast transit usage will grow there is different question. Obviously all those people getting off the GO buses at Yorkdale etc. are mostly already doing so, and coping in the primitive pre-PRESTO world. I assume that, having coped this long, they could continue to cope. Obviously, everyone's preference (including mine) to make things easier, but "easy" and "PRESTO" aren't identical things. There are at least three problems I can think of when discussing cross-boundary travel in the GTA: 1) Excessive cost--need to pay more to cross an arbitrary line 2) Need for diffe
  6. If the trains do hit Steeles southbound (or northbound, for that matter) standing-room-only, then Vaughanites will jump up and down saying "See! Demand is there!!" I suspect that it will be unlikely, as it's a whole bunch of new big-garage suburbia. The Yonge subway extension to Thornhill or Richmond Hill (or Sutton or whatever the current plan is) is more likely to pick up a lot of north-of-Steeles riders. (GO buses feeding in from Aurora/Newmarket....there's nothing much north of Major Mackenzie but protected Oak Ridges Moraine.) But even it was standing-room-only, that's not good. The thi
  7. The "average commuter" in the GTA is a TTC-only rider. Yes, the non-average, small minority of commuters who use two transit systems, one of which is the TTC, AND who are using Presto might be frustrated. Heck, will GO make Presto use mandatory for all GO riders? I have no interest in getting a Presto card to take a few GO trips per year. And a lot of the GO Presto users probably walk to/from Union station, and don't use the TTC.
  8. With the new rail construction system, surely the replacement intervals will grow, and the noise will just get worse? It's a good way to get residents on a streetcar line to ask for bus substitution. I wonder if Transit City lines will be getting rail grinders? I remember the old single-truck grinder; it would pass by my school on Howard Park Ave. The red and green lights on the back were neat to see in an age of PCCs.
  9. At Finch station, the "Fire Ventilation Upgrade" notice says that automatic doors are part of this upgrade. Does this mean that the powered sliding doors can be remotely controlled to be open or closed in case of a fire, overriding the sensors? I would guess that "all open" would be best for sucking in fresh air; hopefully without feeding a fire too much more.
  10. What causes noisy running? On Lake Shore, the faster the streetcars go, the more wheel/track noise they make--a lot more noise. It's a growling/howling, whoop-whoop-whoop ch-ch-ch-ch noise. I've heard the same noise from PCCs running quickly back in the day, so it's not just an ALRV disintegrating from going faster than 50km/h or anything. Is this "running on the flange", or is it corrugated rail, or what? Even the section west of Kipling, which was rebuilt only a few years ago, is starting to get noisy, but the worst part seems to be between "downtown" Mimico and Royal York. It's one long c
  11. Uh, maybe I was stoned in the early '90s? I dunno. I definitely knew what a D901 was. The 8400 D901s were my favourite bus on the York U 106 when they were introduced in the early '80s. Back then, it was otherwise a GM and more GM world (except for the sprinkling of D800 and D700 I'd see out of Islington/Kipling). The D901s with their big windows and high ceiling felt a lot more airy than a New Look....especially an old New Look with the single central flourescent light, on a dark winter evening, packed with people who had had garlic sandwiches for lunch....stuck in non-moving traffic in a sno
  12. When were Orion Vs on Wellesley 94? I lived on Wellesley between 1984 and 2006, except for 1993-1995. In the early years, it was all GMs....7300s, 7900s, etc. By the mid '90s, high floor Flyers of the mid-6000 series. (I don't recally any D901s.) Then it was the RTS buses, I think around Y2K. After living on Wellesley, and then moving out into the Queensway domain (Long Branch) I was utterly amazed when I got an Orion V a year or two ago on Steeles East. "What is this strange bus?" I thought. (It was part of my "one lap of Toronto" trip, where I went from Long Branch to Rouge Hill, north,
  13. Good point. I was mainly looking at short turns. The thing is, what's really rare is a new turn that's good for both diversions and short turns. The TTC is trying to do both with one curve (so to speak), and the results vary, from pretty good (the Bathurst/College and Broadview/Gerrard curves) to poor (adding curves at King/York without figuring out what exactly this is going to do). Ideally, you make up separate lists for "ideal short turns" and "ideal diversions", and merge them. I will note that most of the aproved changes are more for short turns, while the not-recommended changes are mo
  14. A long time ago, I stopped reading newspaper columnists who would put forward "provocative" positions. That's because they almost all use those tricky debating techniques that a course in rhetoric and argument teach you to watch out for--ad hominem, slipperly slope, straw man, et. al. That being said, let's examine the whole article paragraph by paragraph. Opening two paragraphs: "Streetcars suck" Nice, but an opinion. "Do you ever wonder why you don’t see them grinding through Manhattan and other major North American centres? They’re a disaster in mixed traffic, slow-moving and costly to o
  15. Which points are those? He spends a lot of time on streetcars' lack of speed, quoting 13.5 km/h for a Queen car. Now, where he gets 13.5 km/h I don't know; the service summary shows a slowest service speed of 14.5 km/h for a Neville-Humber car in afternoon peak. Wellesley buses are as slow as 10.7 km/h. The Dufferin bus runs about the same speed as a Queen car. The Pape bus is slower than the Queen car. There is no evidence that buses would operate any faster than streetcars on what he calls the "less urban intensified sections" of routes like Carlton. On narrow streets with parked cars, b
  16. Some additional thoughts: Ideally, downtown short-turns on E-W routes should service Yonge and University stations, both ways. Less ideal, serve Yonge before turning, University and Yonge after turning Minumum: serve Yonge before/after turning In my opinion, any short turn which does not let passengers get off at Yonge before turning, or does not pick up at Yonge after turning, is unacceptable 95% of the time. (The 5% where it might be acceptable is if it puts an empty car ahead of a packed car that has picked up at the subway.) I'm using http://transittoronto.org/archives/maps/tt..
  17. Umm, yeah, I did mean eastbound Adelaide. I didn't have a really good mental picture of Victoria, except that it's one-way northbound. Toronto St. might run into opposition from denizens of the few very fancy old buildings left on that street. I think Conrad Black used to hang out there. He's in jail now, but I bet there would be other influential opponents. At least it shouldn't be a *really* busy short-turn.
  18. TTC is looking at adding options to the streetcar system for turns/diversions: http://www3.ttc.ca/About_the_TTC/Commissio...Turnarounds.pdf Summary (see the report for costs and justifications, i.e. "shortens Rogers Rd. diversions, allows new short turn for Harbord car" (well maybe not those exactroutes) 1) Northbound Bathurst to Westbound College 2) Eastbound College to Southbound Bathurst 3) Westbound Carlton to Southbound Church 4) Eastbound King to Northbound York 5) Northbound Broadview to Westbound Gerrard 6) Full T installation Ossington North & South to both ways on Colleg
  19. For quite a while, there were six-car trains in peak periods and I think midday; by 7 PM they were four-car trains. On the Yonge line, 8-car Gloucesters had two cars uncoupled on the right side of the southbound platform of Davisville; if you chose the right train/car you could watch them do it through the end window because the trains didn't go out of service. Something the subway rider learned in those days was not going too close to the end of the station on off-hours. The train might stop waaaaay back there and you had to run. Operators would honk their horn to alert you that they were a
  20. This morning, just before 8 AM, I travelled east through Humber loop on a 508. There was a CLRV sitting in the loop to turn back eastbound, signed up as a 508. Whether it really was a 508 or not, it would not have provided any service along Lake Shore. Was this an extra, or a really bizarre short turn?
  21. At St. Patrick, a bit of the station-sized tunnel liner is exposed on the southbound platform at the south access. You can see what appear to be date codes on the segments. It's pretty neat to get a close-up view of the station construction details.
  22. 1. This is a wishlist of route changes, so "tradition" isn't very convincing here. The 123A variant appears on a 1990 route map but not 1986. However, the 123 didn't go beyond Sherway to Long Branch loop until some time after 1993--the routing via Brown's line appears on a 1998 map. If we are going to argue tradition, then running Shorncliffe to Sherway only is the traditional route. (I suppose the route was created in the early 1980s; it's shown on a 1985 route map anyway.) 2. I have *no* idea why afternoon peak service is so bad, unless the buses are assigned elsewhere. The other possibilit
  23. Well, let's see: The current alternating-branching arrangement (123/123C and 123/123A) means double-headway waits on the differing segments (East Mall/Evans vs North Queen west of East Mall--yes there are people boarding and alighting at those stops) The 123A in the afternoon peak periods (which alternates with 123) only goes to Sherway, which means service to Long Branch is worse in PM peak than at any other time of day at an 18-minute headway (and yes I've complained to the TTC about this): as good an argument for separate Sherway and Long Branch services as any (in the PM peak, I'll go to
  24. Of course 110A and 110B go to Lake Shore as well. Just not anywhere close to Islington and Lake Shore.... The mess of alternately-branching routes in S Etobicoke could use a cleanup. Two problems are: 1) Sherway Gardens is a more major terminal than demand really requires; 2) It's a long stretch between Kipling and Brown's Line; if you want to get to the subway anywhere in that stretch, you can catch the 110B (peak hours weekdays) or walk or take a Queen car to Kipling (or Brown's Line). Oh, and my pet peeve: I'm always going to Long Branch loop; the Shorncliffe takes me on a scenic side-tour
  25. How special is it to spot two vehicles which have some connection, such as consecutive fleet numbers? It wasn't today, but a few days ago I saw 2392 (on a Keele 41 run) immediately followed by 2393 (presumably on a York U. express run). As GM buses are retired, it will be increasingly "special" to spot consecutive numbers running in order. I remember quite a while ago seeing 4000, with 4001 immediately following, on Spadina. (Squint and it's Lake Shore Blvd. in 1978.) Of course, these special sightings are an accident both of vehicle assignments and timing. Oh, and actually noticing things l
  • Create New...