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Les Broughton

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About Les Broughton

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  1. The morning 17 trip is a single half leg of the route which is part of a larger paddle--- after arriving at UVic it continues onto other routes. it will disappear on the next sign up, but, cancelling it would have meant having the bus just layover somewhere.... but where??
  2. A wise purchase, but bold move is a bit of an overstatement. BC and BC Hydro before it have both bought and sold used farebox equipment over the decades.
  3. Well for starters, I started paying attention to such things back in the 1970s. Have subsequently done a lot of digging into the history of the Victoria systems--mediocre is a kind term for the published accounts out there about local transit history.
  4. The old ten mile point service (Tudor Rd) was a limited service extension of the 11 Cadboro Bay route initiated in 1946. Likely 4-6 trips, Monday to Friday, One AM and one PM peak for the commuters, and some mid day shopping trips for the housewives. Back then Ten Mile Point was a well to do neighbourhood, but few families owned more than one vehicle and way fewer women worked, so transit demand even in a low density area like Ten Mile would have been significant The 11 became the 16 Cadboro Bay in the late 1950s, and the Ten Mile Point service continued through to at least the 1980s. In 1985 route 16 service from Downtown was discontinued, and for the rest of the decade service to Cadboro Bay Village and Ten Mile Point was provided either by a local 16 running from UVic Exchange, or by extended runs of the 26 from same. This arrangement was eventually replaced when the 11 Uplands was extended through Cadboro Bay Village to UVic via Arbutus and Finnerty. Ten Mile Point service was dropped around this time. As for the 13, and the 12, they were hatched in the days of the Community Bus (cheaper part time class 4 drivers) program. Might have made more sense to simply extend the 24 to UVic via the 12 route, or simply have a few 11 trips divert up through Arbutus loop. but having a little bus out there for the 12 route meant there was an opportunity to do the 13 with the same bus.
  5. archive.org has been saving bctransit.com since the beginning. A major caveat, though..... many links are lost, and often a link in a given page in a given year will lead to a page from a different year. there are some gems of documents to be found in here though, such as this 2003 route description list. https://web.archive.org/web/20030708130612/http://www.busonline.ca/regions/vic/schedules/pdf/20030327_april_routedescriptions.pdf
  6. likely the rest of the decker order is replacements for 9001-9010 and 9507
  7. In Victoria as of this week: 8105, 8107, 8112 and 8117 9746 and 9748 for sure, 8098 is in the shop AFAIK, 9734 never made it to service, flunked inspection and was last seen Friday night at VTC wearing scrap tires.
  8. The 12-13 year lifecycle is a fleet management decision that applies to 2009 and newer conventional vehicles. Based on American practices related to federal funding for new equipment every 12 years, the theory behind the change is that it saves one power train rebuild, and avoids potential mid-life rehab work such as had to be undertaken with the D40LFs Tridents and Darts. And Nova offered a 12 year warranty on the shells, which shields BCT from structural repair costs. But, the 2006-08 Novas are on the old 20 year lifecycle model, and Translink units are slated to run (is it) 17 years (?). So Novas don't last 12 years, they last as long as you run them and if necessary rehab them...... I suspect if the shells are still viable the 2009 and newer Novas will be life extended to 18- 20 years if there is not a technological reason to replace them (ie electric or other propulsion) since after 13 years they will be bought and paid for. It would be similar to the case back in the late 80s and 90s for retaining BC Hydro fishbowls, which were wholly owned, vs. replacing with new equipment. which had annual finance costs. 762 and 767 were rebuilt as the first units in a program which would have seen all the 1966-72 victoria fishbowls rebuilt for another 15 years of service. (yes, 15). But, Vic had no accessible conventional service, and the D40LF was coming on the market, and New Flyer gave BCT a pretty good price to get them on board, so the rebuild program was scrapped. In 1997 the guidelines for retaining or retiring a pre-1978 Fishbowl were: annual review of condition of bus. if the cost of keeping a unit active was less than the annual finance/depreciation cost of a replacement unit, (about 15K) the bus was retained. If cost was estimated as more, it was recommended for retirement. Which usually, but not always, happened.
  9. Did a walk past at VTC the other day; IIRC 0223 and 0227 looked like CVIP'd, fareboxes installed, waiting for plates and sign codes programmed. 0221 also being worked on; Williams Lake Dart with fleet # decals removed red tagged.
  10. Since there is a 12 year warranty on the bus shell, this would be on Nova's tab.
  11. Built in a rush?? explain, and give evidence. Make an FOI request to get the RFP (which was issued c.2007) if necessary. If you do, I will split any costs. From an operational standpoint: 1/. crappy old darts beats crappy new(ish) Arbocs 2/. Victoria has more flexibility in terms of deployment (ie service hours/Kms) 3/. costs of repairs easily buried in a flexible budget Manny the CEO pushed BCT toward a 13 year life cycle for its conventional fleet in the late 2000s. There were several reasons Nova won the contract(s), apart from price, they agreed to 1/. substantial penalties for late delivery, and 2/. a 12 year warranty on the body shell. Very important at the time, since BCT had been dealing, and was still dealing with, major structural issues with its D40LFs.
  12. 9705 is in Victoria. Returned to service this month after a summer off, and my impression is it is a bit of a heap. Has a lot of odd bumps and rattles like the worst of the the 8040s.
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