from Jack May (with permission)
Toronto Part 1 Clare and I went to Toronto on the 19th and 20th of July. We drove, arriving at the Hotel Victoria on Yonge Street between King and Wellington on Sunday evening. Since we were not going to use the car until our departure on Wednesday, July 21, we left it in a municipal garage on Front Street, east of Union Station only a few blocks from our hotel, at a surprisingly good $15 for 24 hours rate. The Victoria is a full service hotel, but can also be characterized as a budget lodging, due to its low rates for some smaller rooms. In that sense it is similar to the nearby Strathcona, which I can also recommend. While Clare was visiting with a long-time friend from college during daytime hours, I rode and photographed trains and streetcars. On the second day John Thompson of nearby Hamilton joined me on these railfan pursuits. Both days had clear weather from dawn 'til about 2 p.m., when cumulus clouds began to roll in, so after that time it was catch as catch can regarding sun shining on the scenes I photographed. Clare and I spent the evenings together, having dinner and visiting with her friend, who began a successful career as a novelist at the age of 70 (list of books on request). This report is split into 4 parts, based on subject matter, not the chronology of my activities. I should mention that I used scratch-off TTC day-passes for traveling on both days ($11.50 each), which I purchased at Yonge Street subway stations. Clare used paper senior tickets, costing $2.00 each. --------------------------------------------------------------------------------------------- Part 1 deals with the DMU express service inaugurated this past June 6 between Union Station and Pearson Airport, Toronto's main commercial air field. Called Union Pearson Express (or UPX), it is a premium service, with rather expensive ticket prices. The 14.5-mile line predominantly runs over Canadian National rails (that are also used by Via and GO Transit's service to Kitchener), with a short, exclusive 2-mile elevated spur leading to the airport. There are two intermediate stations, Bloor and Weston, where ticket prices are less expensive than those for an end-to-end journey. Various discounts are offered, however. For example the through regular one-way rate is $27.50, but that is reduced to $23.40 for Seniors, and if the fare is paid with a new Metrolinx Presto smart-card, the prices are $19.00 and $16.50, respectively. Similarly, fares for two stops (e.g. Bloor-Pearson or Union-Weston) are $22.00, $18.70, $15.20 and $12.90, respectively. For comparison, fares on GO Transit for a trip from Union to Weston are $5.65, $2.85, $5.09 and $2.74 for the same categories. Running time is 25 minutes and trains leave every 15 minutes from 5:30 a.m. to 1 a.m. (17 minutes running-time between Bloor and Pearson). The DMUs stop on Union Station's northernmost track 2, at the far western end of the station, beyond where the Skywalk to the CN Tower begins. In fact the UPX station is accessed through that passageway. This makes it a very long walk from the Union Station stops of the subway, Harbourfront streetcar, and Via/GO Transit trains. I decided to buy a Senior Presto card before riding the DMU operation, so I went to the station, where I had to show proof of age (my New Jersey driver's license sufficed) to get the chip-equipped card, which cost me $6.00 (a one-time charge). I bought it with $14.00 worth of fares on it, so I ended up having $20 charged to my credit card. I should mention that all amounts mentioned are in Canadian currency, where there was (and still is) an approximate 25 percent discount compared to American currency; as a result we considered many of our expenses "north of the border" to be a bargain. The station-within-a-station is air conditioned and quite attractive, with plenty of attendants to assist passengers with questions and luggage. I asked one of the ticket sellers whether I could stop over on a trip to the airport at either or both of the way stations. Of course he had no idea, but said that the tickets are good for one hour after validation (tapping), but when I get off I must tap off and then on again. He then realized what that would cost and said I should tell him when I was going and he would alert the ticket inspectors not to bother me. I thought that was very nice, but did not take advantage of his offer. Passengers board the trains from high-level platforms through platform screen doors (like on JFK Airtrain and various other people movers and automated metro systems). The Presto card works on UPX and GO Transit as follows. You tap the card on a device at the station where you're boarding and tap it again where you alight. The appropriate fare is deducted from the balance on the card. At present the card is virtually useless on the TTC transit system, as devices for tapping exist only on the new TTC LRVs and at most rapid transit stations. So if you use a bus or regular streetcar you must use other fare media (like cash, tokens, day passes and paper transfers). That, of course, will be remedied when every last piece of rolling stock is equipped with a device, no doubt a major task. Money may be added to card balances easily at ticket machines and Presto service centers. After I purchased my Senior Presto card, I went over to the western end of track 4's platform and photographed one of the DMUs in the station. I decided to wait for it to leave and shoot the next one coming in, as that wouldn't take too much time considering they operate at a 15-minute frequency. But during the interim I was spotted by a Metrolinx security officer. He came over and first told me to leave. But I explained what I wanted to do (photograph an incoming DMU) and he decided that my objective was OK, and stood schmoozing with me while I waited, no doubt justifying his presence by insuring that no GO or Via trains would jump the track and kill me. I then headed for the subway and rode a Spadina train to St. Patrick (Dundas) and a 505-Dundas car to Bloor, one stop before its Dundas West terminal. I walked a long block to the GO Bloor station, which has an agent plus both UPX and GO Transit ticket machines. I then waited on the platform for photos of both an inbound and outbound DMU. (I should mention that Bloor is served by GO Transit trains only during rush hours--and because of construction I could not access the low-level GO platforms at this time.) It was easy to photograph the trains, as there are no platform doors at the 2 way stations. After my photos and just before the arrival of the next outbound train I tapped my card. When it was inspected using a hand-held electronic device aboard the train, I told the attendant that I'd be stopping over at Weston for photos. She wasn't sure whether that was OK, but then must have thought, "what, me worry," and said go ahead. My ticket was not inspected when I boarded the next train 15 minutes later at Weston, so the issue became moot. I tapped off at Pearson Airport and the right amount ($12.90) was deducted from my card. I found the Nippon-Sharyo equipment to be very attractive inside, with comfortable seating, and it provided a smooth fast ride while on CN rails, but for some reason it crawled on the viaduct that accesses the airport. The cars, which are similar to those built for the soon-to-be-opened Sonoma-Marin Area Rapid Transit (SMART) line outside San Francisco, are outfitted with ample space for luggage, electric outlets, a bathroom and advertise free Wi-fi. The enclosed luggage space above the seats is supplemented by racks along the sides of the cars. It is said that the cars can be converted to full electric operation if so desired. The train ran about five minutes late. The big problem with the operation is the ridership; there were hardly any people aboard either DMU on the outbound post noontime runs I sampled. With the service started only two months earlier, one could postulate that it will take time for the public to become aware it is available. But I think the real problem is its cost. I returned via the frequent TTC 192 express bus (actually called the Airport Rocket) to Kipling and then the Bloor subway for "free" on my day pass (regularly $3.00 adult or $2.00 senior), which was quite a bit cheaper, although slower, but not aggravatingly so. Actually, with a travel time of about 45 minutes to Toronto's city center via this TTC route, it should be noted that the 25-minute running time for the UP Express gets you only to the far reaches of Union Station. If your destination is on, say, Queen Street, the time via the express train is probably not much shorter than the bus-subway combination. This is probably not an issue for those traveling on expense accounts, who may become the prime customers of the DMU service. At the airport I rode the cable-operated people mover (Terminal Link) to a long-term parking garage and took some photos from its roof, before riding the TTC back to downtown. On the next morning, Tuesday, I took some pictures of the DMUs from the Bathurst Street bridge. Here is a photo. The Union Pearson Express at its Union Station terminal. The fleet consists of 18 DMUs, configured in four 3-car sets and 3 two-car units, with the former shown above. In the 3-car configuration, the center cars are numbered in the 3000-series, while the outer ones are in the 1000s. All cars have operating cabs, which allows operational flexibility. Note the high-level platforms and platform screen doors, the latter helping to control temperatures in the station.
Toronto Part 2 One of the main reasons I wanted to visit Toronto was to see and ride the Toronto Transit Commission's new 100-percent low-floor streetcars. These 5-section articulated cars are being built by Bombardier and it was said that eight to ten of them were on the property by the middle of July. Indeed, I saw eight of these units on my two days of exploring the TTC's streetcar system. It turned out that my visit was during the Pan-American Games and the TTC's network was adjusted to ramp up service to the events, many of which were being held at the Exhibition. As a result frequencies on the 511-Bathurst and 509-Harbourfront lines, which terminate at that locale, were boosted at the expense of other streetcar routes. For example, the 510-Spadina line was modified to operate only between Bloor Street and Queen's Quay to prevent congestion in the trolley subway that runs from Queens Quay to Union Station, which during my stay was being used exclusively by the Harbourfront line. Similarly, to make more streetcars available to serve the Exhibition, the 502-Downtowner was operated as a bus line, and the 504-King Street route used buses for tripper service between Parliament and Dufferin Streets. It looked like every other Spadina car was a short turn from Bloor to King Street. (I think I have this correctly; it is mostly based on my observations.) Nevertheless, the new cars were operating on the Spadina, Harbourfront and Bathurst lines, mixed in with regular CLRV and ALRV units (the ALRVs only on Bathurst of the three routes). The excellent, very frequent service operated on Spadina had alternate cars turning back at King. The single-ended bright red "Flexity Outlook" cars are part of an order for 204 such units and the first appeared on Toronto streets during the last half of 2014. Unusual when compared to similar cars operating elsewhere, but necessary for Toronto, are their gauge of 4 feet 10 7/8 inches and their use of trolley poles rather than pantographs to gather electric current. The new LRVs are equipped with both devices for now, but eventually will run with pantographs only. In fact on my journeys over the TTC's car lines, I saw a number of places where overhead had already been modified to allow the use of either. (I should mention that Metrolinx, the agency that runs GO Transit and the UPX line, has ordered 182 similar cars from Bombardier for its future Eglinton Avenue Crosstown and Finch West lines, but these new "Flexity Freedom" units will be double-ended and run on standard gauge rails. There are other differences, but I will leave discussion of the issue of having two different, non-upwardly compatible streetcar--or light rail--systems in the Toronto area to a different forum.) I thought the cars rode very well--smooth and quiet, and was pleased they operated at the usual traffic speeds intermixed with older units that are half as long. I noticed a slight hesitation leaving stops and starting up at traffic lights, but that could be my imagination. Their operation through the tight subway curves on the Spadina line at Bloor and at Union Station did not seem to differ from CLRVs. My only objection is their knee-to-knee seating, with half of the seats facing backwards, odd for a single-ended car and something I think is very passenger-unfriendly. I understand why this arrangement may have been chosen for the Metrolinx double-ended cars (which will be longer but have a lesser number of seats), but surely the TTC could have done better, despite what might be an infinitesimal amount of savings from volume compatibility. Proof of payment is required on the new cars, as the operator is enclosed in a cab. The LRVs are equipped with fare vending machines, accepting cash and tokens. Called FTVMs for Fare and Transfer Vending Machines, they issue paper receipts, which constitute the proof of payment and can also be used as transfers. They also have equivalent validation machines that date-and-time stamp reduced-rate paper tickets and, of course, devices for tapping Presto chip-enabled cards. It appears to me (but I could be wrong) that Presto card users who want to transfer must first tap their cards to pay their fare and then tap them again on an FTVM to get their paper transfer. So kludge lives on in Toronto, but I suspect that will end in the long term, when all TTC vehicles and stations are equipped with Presto readers. I'd say there is no hurry to get to Toronto if you want to ride pole-equipped LRVs or CLRV/ALRV cars, as deliveries of the new low-floor units is way behind schedule, partly because of a quality issue. Apparently the TTC has shown that the cars were so poorly manufactured (in Mexico) that Bombardier has had to retool its factory in Cd. Sahagun, delaying construction and delivery. A strike at Thunder Bay, where the cars are being assembled, did not help delivery either. Here are some of my photos. Flexity 4404 eastbound on Fleet Street has just crossed Strachan Avenue. This trackage, which starts at the Exhibition, is used by cars on both the Harbourfront and Bathurst routes. In the background a CLRV lays over at Fleet loop (which surrounds an iconic lighthouse outside this photo), probably to be resequenced for Exhibition departures. Flexity 4400 eastbound toward Union Station on the Harbourfront route along Queens Quay at Lower Simcoe Street. Note the plethora of traffic signals. At this moment they were green for auto and bicycle traffic, but red for streetcars. Flexity 4405 southbound on Spadina Avenue about to turn left onto Queen Quay, where it will drop its last passengers before looping to return for a northbound trip to the Bloor-Spadina subway station. Flexity 4405 southbound on the Spadina Avenue route approaches College Street (and the 506-Carlton streetcar line). The streetcars on this route circle 1 Spadina Crescent, the 1875-built Gothic Revival structure that houses the Fine Arts faculty of the University of Toronto.
Love Toronto. Streetcars galore in all their glory. Being at a corner and being able to see over eight streetcars in all four directions.
But when I click on the photo button, I get:
Description: You are not allowed to access the document you requested.
Help.
When I get that message I assume I've been looking at too many internet photos and it's time to go to bed or work.
Patrick Boylan
Free yacht rides, 27' sailboat, zip code 19114 Delaware River, get great Delair bridge photos from the river. Send me a private message
When I post using the past button on my computer, I do see the photographs. When I try to pull them up later, on this thread. I have the same problem.
I think a revision of the website for direct posting of jpg photos is long overdue. The present arrangement certainly does mean a hardship for those of us that lack time to find a website, then post photos, and then transfer them here. Anyway, here is Jack's third installment.
In part 2 I wrote about my dislike of knee-to-knee seating for a single-ended car. In response I received a comment by Wally Young's friend, John Day. He indicated that the backward facing seats might be required because the LRV's wheels intrude into the cars' interior. With John Thompson's help I inquired of the TTC, and this was the response.
Stephen Lam, P.Eng. Head of Streetcar Department Toronto Transit Commission O: (416) 393-3168 C: (416) 886 1569 Toronto Part 4 This section of my report contains some of the photos I took while riding Toronto's streetcars. The residents of Canada's largest city have never called these vehicles trolleys, although the phrase "trolley pole" is used. I took these photos not only to illustrate locations of specific interest, but also incidentally as I traveled from point to point along the large network. Looking back at the 4 portions of this report has me realizing that there are aspects to Toronto's rail transit system that have not been illustrated, so I'm going to add a Part 5, to show scanned slides from previous trips, including the subway cars that currently run on the Bloor-Danforth line, the excellent reserved track of the St. Clair streetcar, and more. Here are the Part 4 photos:
A view of CLRV 4094 looking west at Dundas Street and University Avenue. Note the sign indicating an entrance to the Yonge-University-Spadina subway. I was en route to the Bloor station of the Union-Pearson Airport Express when I snapped the photo. Southbound CLRV 4072 is shown navigating the Bathurst Street bridge over the Canadian National Railway tracks on a journey to the Exhibition. My main interest at the time was photographing the trains that operated below the structure. CLRV 4144 on the 509-Harbourfront line is running eastbound on Queens Quay en route to Union Station. The street has been completely reconfigured in the past three years. Now, from south to north (left to right) there is a sidewalk, a bikeway, the reserved track for the streetcars, two single lanes for motor traffic (with some latitude for an occasional left turn lane) and another sidewalk. The previous layout had the streetcars sharing street space with automobiles. Note the separate traffic lights for bicycles, streetcars and cars. Toronto streetcars still run along a few primarily residential thoroughfares. CLRV 4177 is shown on Gerrard Street East operating westward on the 506-Carlton line en route to High Park loop on the other side of the city. It is very doubtful that home values have been lowered because of excellent transit service. The last four views feature Queen Street between the city center and the eastern terminal of the 501-Queen streetcar line. Once the most heavily-patronized line in the city, it has now been overshadowed by the 504-King for that honor. The bulk of Toronto's Articulated Light Rail Vehicles serve this route, and Proof-of-Payment is required during base and rush hour periods.bove and Below: Looking east over Queen Street from the pedestrian overpass that connects the Sheraton Centre Hotel with Nathan Phillips Square between Bay and York Streets. The upper photo shows an ALRV heading west with the old City Hall sharply contrasting with the large number of skyscrapers that now populate the Toronto landscape. The glass-and-steel building behind the 1899-built landmark is the Cadillac-Fairview Tower. Queen Street was very busy with rush hour traffic, in the late afternoon and a number of streetcars and buses can be seen in the lower photo. The square, which lies in front of the new City Hall, was also busy, packed with Torontonians and visitors enjoying musical performances from the stage, but also just appreciating the weather.
bove and Below: Looking east over Queen Street from the pedestrian overpass that connects the Sheraton Centre Hotel with Nathan Phillips Square between Bay and York Streets. The upper photo shows an ALRV heading west with the old City Hall sharply contrasting with the large number of skyscrapers that now populate the Toronto landscape. The glass-and-steel building behind the 1899-built landmark is the Cadillac-Fairview Tower. Queen Street was very busy with rush hour traffic, in the late afternoon and a number of streetcars and buses can be seen in the lower photo. The square, which lies in front of the new City Hall, was also busy, packed with Torontonians and visitors enjoying musical performances from the stage, but also just appreciating the weather. Looking east at the Queen Street Viaduct and bridge over the Don River Valley. The steel truss bridge was built in 1911, but renovated in the 1990s, when public art was added to the superstructure. The phrase, "this river I step in is not the river I stand in" is taken from the writings of the Greek philosopher Heraclitus. Another version, "No man ever steps in the same river twice," is more familiar to me, as its meaning was a question on the final examination in my college Epistemology course almost 60 years ago. Perhaps you want to think about it. The clock below the inscription no longer functions. The span carries a great deal of streetcar traffic. In addition to the westbound CLRV on the 501-Queen Street line passing an eastbound ALRV on the same route shown in this view, one can see cars on the 502-Downtowner, 503-Kingston Road and 504-King Street lines also using this trackage. The rails in the foreground come from King Street, which ends at its junction with Queen on the viaduct. The Corktown neighborhood is adjacent the bridge shown in the previous photo. Possibly named after its original occupancy by natives of County Cork in Ireland (although some attribute its name to the manufacture of alcoholic beverages capped by corks that once took place in the area), it is undergoing restoration and redevelopment--including gentrification--with abandoned factories being replaced with town houses and old workers' quarters being rebuilt and modernized. Just like Corktown is being transformed, the mural shows a traditional streetcar morphing into an LRV. Toronto's Articulated Light Rail Vehicle of many colors. Advertising Vitamin Water, ALRV 4230 is shown leaving Neville Park loop at the eastern end of the Queen Street line. It will travel over 15 miles to Long Branch, a suburb well outside Toronto's western boundary. Knowing that the line uses POP, I was surprised to be asked for a fare by the motorman when I boarded. When I asked why, mentioning that I thought that was unnecessary because the line uses Proof-of-Payment, he educated me in the intricacies of the system: Passengers entering through the front doors either must pay a fare or show the operator a pass or transfer. They obviously need not do so when using any of the other doors, which are opened at busy stops to speed up service by reducing dwell time. You learn something new all the time.
Toronto Part 5 This is the conclusion of my Toronto trip report, and as mentioned in Part 4, covers additional items of rail interest that I was unable to see or photograph on my recent trip. A stainless steel train on the Bloor-Danforth line (now route 2) is shown heading west approaching Old Mill station. The new Rocket cars shown in Part 3 run only on the Yonge-University-Spadina line (route 1). It seems like yesterday, but it was 1968 when this subway line was extended to Islington, concomitant with the abandonment of the last streetcar operations on Bloor Street and Danforth Avenue (PCC shuttles). Jane Bloor lived a fine and productive life though, and will always be remembered by those in our fraternity. Two CLRVs on Dundas, crossing Spadina in the heart of Toronto's traditional Chinatown. The photo was taken from an outdoor terrace adjacent to a fourth-floor restaurant. When I returned to that location for photos of the new LRVs in 2015, the door to the terrace was sealed off with a phalanx of vending machines. The next three photos illustrate parts of the western end of the Queen route, which has been through-routed to Long Branch. My first visit to Toronto was in July, 1958 and I was astounded when I saw the beautifully-landscaped trackage along the Queensway between Roncesvalles Avenue and the very attractive Humber loop. The line no longer looks as well-manicured as it did then, when it was the showpiece of the TTC. And the streetcars don't seem to travel as fast on the reserved right-of-way. Time marches on though, and Articulated Light Rail Vehicles now provide most of the service--but not for long. They will eventually be replaced by low-floor, pantograph-equipped light rail cars. Unfortunately, in 2015 the ALRVs did not look as well cared for as they did in 2012. Long Branch loop, which almost always has a car or two laying over, is always a good photo location. Here a CLRV shares the turnaround track with an ALRV. The Humber Loop underpass in 2012, with an ALRV passing a CLRV. The two loops, used for turning back westbound and eastbound cars, are on either side of this spot. In 1958 it was almost brand new, but it is now showing its age. But why not? I too, am 57 years older. A 2012 view of an eastbound ALRV approaching the Kingsway stop under an overpass along the Queensway. Now to St. Clair Avenue, where the center lanes were converted from mixed auto and transit use to a private reservation for the streetcars. Much maligned at the time for being a waste when it was completed (in 2010), in 2012 this rider was impressed by fast running times despite a lack of traffic signal preemption, much less priority. James Bow of transit.toronto puts it this way: A study taken late in 2011, comparing traffic and ridership levels along the route, suggested that the final outcome of the St. Clair project was [hardly the] disaster as its critics had claimed. The average daily ridership on the line had increased from 28,500 in 2005 (before construction started) to 32,400 in 2011. The average morning rush hour round trip was eight minutes shorter in 2011 than 2005. On Saturday mornings, the average round trip had been shortened by fourteen minutes. Thanks in part to the increase in ridership, the TTC had actually increased frequencies along the line by anywhere from 7% to 45%. On average, the St. Clair streetcar is scheduled to operate at frequencies of 2 minutes, 55 seconds. For most of the route, vehicular congestion had also decreased, by as much as 40% in certain areas at certain times of the day, and accidents were down. An westbound St. Clair CLRV at Dufferin Street. Note that the thoroughfare still accommodates parking, which is vital to the businesses along its length. Further east, after stopping at Tweedsmuir Avenue, a westbound St. Clair streetcar dives toward the St. Clair West station of the Bloor-Danforth subway, where an underground loop allows virtually seamless transfers for passengers. Buses also use this right-of-way to access the station, and there is a matching portal and set of tracks on the west side of the underground section. Now, a transition from one portal to another. While the Spadina Avenue entrance and exit of the tunnel to the Bloor station was previously illustrated in Part 2, here is the access trackage to the last of these underground portions of TTC's streetcar system, which illustrates the 509-Harbourfront's access to Union Station from Queens Quay. Then we continue along Queens Quay, showing "before" views of the street prior to its total rebuilding, which was also discussed in Part 2. Toronto has certainly taken advantage of the flexibility of the Light Rail Transit mode with these tunnels. Looking east at Queens Quay between York and Bay Streets in 2012. A 509-Harbourfront CLRV emerges from the portal on its way from Union Station to the Exhibition. This trackage is shared with the 510-Spadina line to Bloor Street. Looking east along Queens Quay at Lower Simcoe Street, a 509-Harbourfront car is shown en route to the Exhibition. This 2012 view contrasts with the photo from 2015 in Part 3, which shows how the street was rebuilt to calm traffic and present a friendlier face for pedestrians, bicyclists and transit users.
Dave, sadly the photos still don't show up. Can you give us web addresses so we can look at them in their native environment?
Here are the error messages for troubleshooting from the first of the 'broken' images in that last post:
URL: https://us-mg5.mail.yahoo.com/ya/download?mid=2_0_0_1_331051_AOzkimIAAC0LVeG1YQFEOGZI%2fvQ&m=YaDownload&pid=1.2.2&fid=Inbox&inline=1&appid=yahoomail
Content: {"result":null,"error":{"code":"EC-4008","message":"Authorization failed","requestId":"2ed1ef90-4f26-11e5-c000-f904355a1656","resource":"/ws/ya/download"}}
Hey, Wiz, your computer skills are better than mine, and maybe you have a better computer too. Thanks!
May I have your regular email address or can you email me at daveklepper@yahoo. I wish to suggest something to you privately that can benefit this and other threads.
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