Tramlines 2016-3 Fall

Shop Rags...........................................................3
Hello, Hamilton!..............................................10
Shiny Shovel.....................................................17
Membership Had its Reward............................19
Why I Love Driving 4612… .............................20
BC Seniors Games............................................22
The monthly newsletter of our predecessor
organization, the BC Transit Society,
often included a specially printed ‘real’
photograph. One Christmas, probably in
1966, the production team included this
card showing BCER M.65, a 1942
Fageol Twin Coach 30G.
(Continued on page 5)
January 6 th 2017
Future: February 3 rd , March 3rd

Departures:
Dec 16,17,
18, 21, 23,
and 30.
Fares:
Adult: $25
Senior / Student*: $15
Children (2-13): $5
Child under 2: Free
7.00pm
Family Rate: Pay for 2
children bring up to 4!
Christmas
Lights
A two hour tour of
some of the Lower
Mainland’s best decorated
buildings and
homes aboard our
Rudolph-themed bus
Departs 22 nd St.
SkyTrain Station
Reservations:
www.trams.ca
Members of the Transit Museum Society receive a $2
discount for all members of their travelling party. *14 to
18 Exact fare requested if paying by cash. Visa &
MasterCard accepted on website and onboard bus.

S
A column featuring the
“goings-on” at the
Roseberry Shop
The Christmas Lights Tour committee
has been planning this years tour which
means our reindeer bus must be readied.
Our 1982 GM Newlook #4107
has been off the road for a few months,
however Mike Muncaster, our mechanic
has given it the green light and she’s
ready to go for Commercial Vehicle
Inspection. The shop crew has installed
Christmas lights and the reindeer
nose and antlers are ready to go.
The first event is the Santa Parade in
New Westminster.
The Canadian Urban Transit Association
(CUTA) conference asked us to
display 3 of our vintage buses at the
Convention Centre this year. We decided
to dust off the 1947 Fageol
#M852 but the bus required a good
cleaning and a road test to see if the
rebuilt carburetor was working properly.
The bus has been parked for six
years. Over that time the shop crew
removed the gas tank to clean out the
many years of sludge.
The crew modified a fuel filter system
and James Pearson worked on the carburetor
rebuild. We had diagnosed
that a fuel supply problem was preventing
the bus from getting up to
speed so that the transmission would
shift. After all that work, the bus failed
the road test. James made several adjustments
and Dale Laird tried the road
test again with only moderate success.
We decided that the remedy might be
to drive the bus to see if all the systems
would start working after six long
years. Dale drove bus to the BC Model
Train Expo at the PNE Forum and it
was their centrepiece display for two
days.
After that he took the Fageol straight
down to the Convention Centre where
it was a big hit at the CUTA conference
along with our 1964 GM New
Look and 1991 New Flyer D40. After
being away from the shop for 5 days
the road test home proved to be inconclusive.
The bus seems to shift when it
feels like it, not always when it’s supposed
to. Possibly a governor adjustment
is needed. The story continues.

Bryan Larrabee changes the transmission
oil filter on 4276 with the
help of Harry Vagg (off camera)
(Photo:Editor)
TRAMS dues are kept purposely low, not because
we don’t need money, but because we realize
that not everyone can afford higher
membership rates. We would appreciate it if
those who can afford to donate, do! As we are a
registered charity. you will receive a tax-credit
for your donation, typically around 20%. And
you can apply the credit to this years' income!
So you can either donate a larger amount, or apply
the credit to reduce your tax payable. Whichever
you choose, you can feel
good that you've helped keep our
buses on the road!

(Continued from page 1)
The uniquely identifiable design of these buses had
first appeared in 1934. But, where previous Fageol-designed
buses had featured front and then
mid-engine placements, this new model put the engine
transversely at the rear. It was a revolutionary
idea. Visible in the photo, even with just a cursory
glance, is the lack of rear overhang. This feature
was necessitated by the inclusion of a simple ‘90
degree turn’ transmission. This unit was bolted onto
the left side of the engine and drove vertically
down to the rear axle. The ubiquitous
Yellow/GM/Spicer ‘angle-drive’ transmission
would not appear until the 1940 model year. This
would drastically change the design of buses. The
Twin Coach, however, was looking decidedly dated
by the time M.65 was delivered in 1942.
The engine compartment was contained within the
body outline, separated from the passenger compartment
by a floor to ceiling bulk head. The upper
half of this partition was glazed. Whether there was
a cover normally in place over the engine is unknown,
certainly this video (Continued on page 6)

(Continued from page 5)
of a smaller but related model doesn’t
include one:
Youtube
Motive power could be provided by either
diesel or gasoline powered engines
and one assumes, given the company’s
decision to stay with gasoline postwar,
that the BC Electric’s vehicles were gasoline
powered. Both engines were manufactured
by Hercules Manufacturing
Company of Canton, Ohio, though the
gasoline version incorporated several
Fageol-inspired modifications and was
known as Fageol-Hercules.
This choice of engine supplier may appear
surprising since Fageol and Hall
Scott --which also produced gasoline engines--
were under common ownership.
The answer lies in the complex web of
takeovers, buyouts and financing that
happened in the late 1920s.
The Fageol brothers, having sold their
company to American Car & Foundry,
became disillusioned with their position
within the new combine. They left to design
and build a new transit bus with
‘twin-engines’.
The new company was known legally as
the Twin Coach Co. Within a few years,
American Car & Foundry would cease
using the Fageol name, it would begin
design of the famous Brill range of transit
and intercity buses, and, after WW2,
Twin would try to compete against it
with a new ’Bomber-nose’ bus.
Incidentally, in this later Twin Coach
design, the engine would return to its
mid-ship position; some buses would
even be produced with twin-engines (including
some for BCER), and most
would be gasoline or propane powered.
The Twin Coach company recognized
the supremacy of the diesel engine —
championed by GMC— much too late.
It tried a joint venture with Canadian
Leyland to fit one its’ diesels below floor
in much the same way as CCF/Brill’s
English-sourced AEC.
But it was not a success, failed to arrest
the downward trend in orders, and eventually
Twin Coach would be absorbed by
GMC’s only real competitor in the sixties
and seventies- Flexible.

The Canadian Urban
Transit Association
(CUTA) held
its’ 2016 Fall conference
November
5-9 th at Canada Place. Entitled “Inspiring Sustainable Change”, it was
hosted by TransLink. On November 8 th , exhibitors displayed their latest
vehicles, technology and infrastructure. TRAMS partnered with
the Canadian Transit Heritage Foundation to showcase the industry’s
past by displaying three of our vehicles.
(Photos: Paul Darrow,
CUTA;Rob Chew)

Our Fageol Twin Coach generated a lot of interest, and was used for a
number of CUTA photographs. Far right is Chris Prentice, President of
the Canadian Transit Heritage Foundation. Two visitors to the coach
were Translink CEO Kevin Desmond and Federal Liberal MP Amarjeet
Sohi. Sohi is the Minister of Infrastructure and Communities, which includes
Transportation. He was also a transit operator for Edmonton
Transit System before becoming a city counsellor. (Photos: Paul Darrow,
CUTA) .

Harry Vagg on the way back from an event to welcome new residents in Coquitlam . (M.
Walker);Rob Chew organized two fan-trips to tie-in with the CUTA conference, using
3106 and 4612 (Rob Chew);Looking out from 3106 (S. Walker);M852 on way home
from CUTA (A. McIntyre)

Hello, Hamilton!
TransLink’s newest transit centre
replaces the two oldest.
Labour Day this year marked the opening
the third new transit centre built by
TransLink — Richmond (2000) and
Vancouver (2007) had preceded construction
of new Hamilton Transit Centre
at the eastern tip of Lulu Island. Planning
for the facility at 4111 Boundary Road
began in 2009, with a view to closing
North Vancouver garage — some 30 kilometres
distant!
North
Vancouver,
in
contrast,
was the
smallest
currently
operating
depot —
and the oldest. This depot had been
opened in 1906 to service the city’s new
Here we are on HTC opening morning! It’s a huge undertaking to get things
moving. Everybody is in unfamiliar surroundings, with new procedures. But
thanks to everyone’s professionalism, to bus riders, it was just another day.
Background:The first conventional bus leaves.(Elena Klein);Clockwise from
top:Transit Supervisor Janet Friesen;Operator Richard Ross. Note that the ex
PCT CNG’s still have ‘P’ depot prefix (Elena Klein);Nova B9446, the first conventional
to leave hasn’t had its prefix changed either (TransLink)
streetcar network,
which
began running
the same year.
During World
War 2, an unsafe
trestle
meant
that one streetcar
line had to be replaced by a
motor bus. The allocation, in
October,1943, could be said to mark the
establishment of a bus-oriented North

uses! Such was the
cramped space that
NVTC was the only
depot where operators
were not allowed
to park their
bus on returning to
the depot at night. They were left at the
entrance, ready to be fuelled and parked
—which required reversing— by service
personnel.
Though originally built in an undeveloped
area, the depot was eventually sur-
Vancouver Transit Centre. The buildings
were probably then constructed between
1944 and 1946 when bus service began
in earnest with the replacement of all
streetcars.
Those buildings had been augmented
over the years with portables housing
administration and service delivery. The
facility was designed to hold sixty buses,
though at the time of closing it often was
home to upward of 90 modern forty-foot
Looking north up St.David’s Ave at Third St. The
line travels up to 4 th St and veers right on its way to
Lynn Valley. The building is a power substation,
later demolished. Streetcar barns to right. Bus depot
built further to the right along 3 rd St. BC Hydro
would build a substation further north on St. David’s
at 4 th St. (North Vancouver Archives; Editor);

Fuel Island.
Additional
land behind
was leased and used
for employee parking;
NVTC service
personnel were resourceful
when receiving
inter-garage
transfers; Signs
posted at NVT, indicated
the limitations
of NVTC as an efficient
and secure
depot. (Editor)
rounded by
residential construction.
It was perhaps
inevitable that conflict
between the
new neighbours and
the transit centre
would occur. While
most new neighbours
realized the
streetcar depot existed
nearby, many did
not appreciate the
extent of the noise
and pollution a facility
housing buses
would generate at all
hours of the day and
night. According to
the North Shore
News, the depot also
annoyed residents
by its bright lights.
This tension would
only add to the calls to replace the ageing
garage.
Back in the early 80s, there had been discussions
about building a combined
West and North Vancouver Transit Centre
on Lloyd Avenue in North Vancouver.
The idea was not pursued and when
the garage opened in 1986 it housed only
West Vancouver buses. The idea would
be later revisited but the transit centre
now existing was unable to be expanded
to house the current NVTC fleet.
In 2005, TransLink reached a tentative
deal to buy a portion of former rail Yeats
on West First Street. That deal collapsed
when the District of North Vancouver
refused to approve the plan. Neighbours
were up in arms about pollution and
noise emanating from the depot. Since
that time, TransLink has been unable to
find another suitable site in North Vancouver.
Port Authority lands, Squamish
First Nation, and Capilano University

property have been considered and rejected
for being too small, or inaccessible.
There was even a proposal to expand
Lloyd Avenue by building a double
deck parking structure.
In the final
analysis, an
obvious solution
was to
move North
Vancouver operations
to Burnaby
Transit Centre. Already,
some service
on the North Shore
was provided by Burnaby.
To make room,
some Burnaby operations
would be moved to a
new depot built in the
Hamilton neighbourhood of
Richmond. The acquired site
sits on the border with the
Queensborough area of New
Westminster. Planning began in 2009,
with construction commencing in 2013.
It won’t be fully completed until next
year, but
enough
was finished
to
allow it
to begin
operations
on
September
5th,
2016.
The designed capacity is
300 forty-foot bus equivalents
(FFE),which could
include articulated 60-foot
coaches. The current allocation
is 194 FFE: 13 CNGs,
75 hybrids, 75 diesels, and
43 Community Shuttles.
Clockwise from Left: Kenny Kwan drove the first
Community Shuttle to leave HTC, while Terry Mc-
Conochie drove the first Conventional bus.
(TransLink); Lisa Gervais waits to leave shortly
after Terry with her bus. (Elena Klein).

would certainly help TransLink
finances — if a new home could be
found for the Shuttles and other
activities at OTC.
Coach N9775 (right) pulled in at North Vancouver Transit Centre at 4:21am this
morning (2821 hrs on the transit clock), officially marking the end of the line for
NVTC after 73 years of service! Second last coach to pull in was N9742 (centre)
at approximately 4am (2800 hrs) (David Lam)
An earlier plan envisaged construction
of a new “Kent Transit Centre”
on vacant industrial land at the
foot of Heather St. This would help
with overspill from nearby VTC,
house the Shuttle fleet, and even
provide a home for TRAMS. The
financial uncertainty of the post-
Olympic period scuttled the plan.
But with the move of Shuttles to
HTC, the Oakridge depot could
finally be sold for redevelopment.
The Community Shuttles provide service
for downtown Vancouver, Richmond,
North Vancouver and Burnaby. They
were transferred from Oakridge Transit
Centre. OTC had been opened in 1948
on the site of a former military base. It
provided storage and maintenance for
most of Vancouver and Richmond’s buses.,
as well as acting as “head office” for
the transportation division. It had been
kept open after conventional service
moved to the new Vancouver Transit
Centre in 2007. The revenue earned from
the sale of the valuable land at Oakridge
So on the night of September
4th/5th, the two oldest depots passed the
torch of providing transit service to the
newest. Service personnel ferried coaches
to their new depots – ending NVTC’s
73 years of bus operation, and 68 at
Oakridge.

Moving
House
So Hamilton Transit Centre (HTC)
opened for business on Monday, September
5th. This was not a "soft" target: let's
just move house when the construction is
finished. The date, Labour Day, is the
day when new bus operator's signed sheet
and the Fall schedules take effect. Traditionally,
the sheet marks the end of summer
and restoration of service levels to
cope with "back to school". It was important
the three dates coincide. To open the
operating depot after the "sheet change"
would need another sign-up since Operators'
work would change due to differing
route assignments for the new transit
centre. Another complication would arise
because the Fall sign-up is the only one
(of the four per year) that allows Operators
to change depots. So the opening date
must be a "hard" target. Planning for the
big day began well over 2 years before.
Moving the buses was accomplished over
the three days of the long Labour Day
weekend. The majority of HTC's 206 buses
and CUBs (Community Shuttles) were
moved in that weekend with the occasional
odd ball bus moved within the first
couple of weeks of business. CMBC authorized
25 overtime positions for Service
personnel. These positions were in addition
to regularly scheduled work during
that time. Unifor Local 2200 put out a
special sheet to allow service people to
indicate their preference in working specific
days and times: day shift 0630-1500
or night shift 2000-0530. As the shifts
required driving on the road as the primary
work, adherence to NSC safety regulations
also had to be taken account of.
Once all choices had been filled, the
Union assigned work based on seniority
and preferences. Several open positions
were available, and were allocated as
"spares", similar to a Spare board for
Operators. These spare positions would
fill for any last minute cancellations or
sick staff.
All staff would start and finish at the same
location assigned for their shift. Buses
were not only sent to HTC that weekend
but were also transferred between other
properties. My work that weekend would
be similar in nature to other crew's work.
My usual regular signed shift is 2000-
0530 but for the weekend bus moves, I
worked a day shift of 0630-1530, starting
at Burnaby Transit Centre with three other
workers assigned to the overtime work.
Like a good game of chess, the moves
were well choreographed. First, we took
four buses to HTC from BTC. At Hamilton,
a CUB was available to bring us back

to Burnaby, albeit after a delay due to a
slight error in communication. This CUB
would act as a shuttle with one service
person driving to take the rest of us
around the system as needed. After our
return to BTC, we took another four buses
to HTC. Repeat the cycle once more, then
a small break at HTC. At this point 12
buses had now got to their new home.
Then it was back to BTC where we
moved a 2015-model artic and 3 Nova
buses to Vancouver Transit Centre. We
returned with four buses to HTC. Next, it
was back to Richmond where we delivered
2014 model Articulated buses to
VTC. Return to RTC for another round of
artics to VTC. We then took four Vancouver
Nova buses to HTC. By now, it was
time for lunch.
After our meal, we departed for Surrey,
and from there took buses to HTC. Next
we returned for another round of buses
from STC. Upon arrival at HTC we returned
to BTC to bring one more round of
buses back to HTC and at that point we
called it a day. The CUB returned us to
BTC. I clocked out and drove home after
12.5 hours working. Because it was important
that all moves be completed as
planned, we worked until they were. So
all in all, our crew moved 44 buses during
that shift, if I've counted right.
Previous to my shift, other crews moved
CNG buses from PCT, and a number of
CUBS moved to HTC from Oakridge.
More buses were moved that evening
when the night shift came for their OT.
The next day another two shifts completed
the rest of the moves. Because of this,
HTC was able to open for business with
not a single hitch. All buses scheduled to
be moved around had been moved
around, save for a handful that were BO
(Bad Order). These were moved over the
next few days after opening.
Just which vehicles would be assigned to
HTC was planned well in advance. A
master list was given to the crews and a
simple "check off" system used. Buses
that were BO were noted, and we even
had a few "no starts" in VTC, and STC.
But since we were making multiple trips,
these issues were rectified and the buses
were usually fired up and ready to go
upon our return. An important detail was
that most buses would require to “pretripped”
as required by law before departing
the yard. This inspection, necessary
if the vehicle had not been in service that
day, added to the time taken for each
move.
A variety of buses was moved, and although
the work involved a lot of driving
on different equipment, it went smoothly,
efficiently, and was actually fun. HTC
opened up with a full compliment of
CNG, Diesel and CUB vehicles, thanks to
your friendly neighbourhood Bus Services
Department. Now, all that remained
for us to do was change the depot code to
'H'.

Shiny Shovel
In the last issue of TramLines there appeared
a photo feature spotlighting All
Together Now, a tribute to collectors in
Vancouver. The exhibit included the
transit collections of Angus McIntyre
and Lynne Smith, both former transit
employees. It was held at the Museum
of Vancouver. In the main exhibit halls
and part of the museum’s permanent collection
are a number of transit artefacts:
a farebox, conductor’s hat, a signalling
staff, and… a shovel.
Well, it isn’t just any shovel, but the one
used by BC Electric General Manager,
R.H. Sperling on August 26th 1907. The
occasion was the turning of the first sod
for the construction of the interurban rail
line to Chilliwack. The ceremony was
held at Old Yale Road, near presentday
125th Street (approximately a one
kilometre south of the Scott
Road Skytrain Station). Having
done its duty, the shovel
was then presented to the
Mayor of New Westminster,
W. H, Keary.
Almost 21 years
later, Keary was
the city clerk.
When a groundbreaking
ceremony
for Pacific
Coast Terminals
was being
planned, he decided
to use that same shovel
to remove the first sod.

On July 30th, 1928
dignities gathered
on the New
Westminster
waterfront
near where the Public Market is today. Federal Cabinet minister, Dr. J.H. King turned
the first ground with the shovel. The terminal was opened in September, 1929.
PCT expanded over the years, but as the nature of ship-borne freight changed, the
owners decided to open a new bulk terminal in Port Moody. Traffic through the
New Westminster dock declined as the trend to container traffic accelerated. In
1979, a log salvage boat, on fire, drifted besides the creosote covered dock pilings, igniting
them. The terminal was not rebuilt. The buildings were demolished in 1983, being cleared
for construction of the New Westminster Quay project.
Photos: Editor, New West. Archives

Membership Had its
Reward
Often, families take their members for
granted. And just like broader society,
our Society, the Transit Museum Society,
may be a
little guilty of
taking our family
members for
granted! Recently,
we decided to
show that we do appreciate that you give
both time and money to the aid in the
restoration and preservation of our vehicles.
The Board of Directors asked David
Lam and George Prior to organize a
“Member Appreciation” fan-trip. To add
to the event’s attractiveness, it was also
decided to use #4612, our 1964 GM fishbowl.
Until very recently, it has been
incommunicado, banished to our satellite
parking facility in the Fraser Valley.
The Directors had decided to broaden the
Outside the new Hamilton Transit Centre (David
Lam); on board (Rob Chew)

ange of buses able to carry fare-paying
passengers. This requires a CVIP — a
Commercial Vehicle Inspection. Thanks
to the work of our shop crew, 4612 was
certified and and now has begun running
charters. The “members only charter”
was offered at a “rock-bottom” fantastic
rate of $10. About 20 members took up
our offer to tour Lower Mainland places
of transit interest on October 9th. A similar
tour for the general public was offered
on November 6th as an adjunct to
the 2016 CUTA Conference and Exhibition.
(And later, the coach was exhibited
alongside modern buses.)
All photos: Rob Chew
Why I Love Driving
4612…
I chose 4612 because we have never
done a proper "fan-trip" with that bus in
a long time. In addition,
its’ BC Hydro
livery of blue and
green would contrast
beautifully with the
autumn colours. Those
photographers
amongst our fan-base would appreciate
the opportunity to capture memorable
compositions.
4612 is a bus I happen to love,
and, hate. Compared to the
buses I drive as a CMBC
Operator,there is a special nostalgia
with being on-board that
clunky old bus. It’s allays gratifying
getting thumbs up and
waves by surprised pedestrian
and motorists on the streets of
Vancouver. The BC Hydro
colours on the outside and inside
the interior of the bus are
attractive for photos, while also
enhancing the theme of
"past vs present", with colours

from the ‘60s and
‘70s clashing and
blending in with the
lively modern
colours and pacing
atmosphere of the
present. But I can't
possibly imagine
having to drive that
bus for anything
more than 5 hours
without killing off my shoulders for the week; I wonder how
did the older generation do this job, five days a week, working
with that seemingly impossible Armstrong steering!
Organizing a fan-trip is a lot of fun but also requires a lot of
time and creativity. It's a little more than just "let's go here,
here, here and there". During the process, I think about how
and where to create photo stops, which requires photogenic
backgrounds and decent sunlight conditions. At the same time,
I have to incorporate certain measures in order to minimize
chances of interrupting regular transit service, creating unsafe
conditions for participants trying to get their perfect photos,
and doing all that while creating a reasonable schedule that can
meet the designated end time agreed with TRAMS. I try to
drive through the route on my own time before the actual fan
trip day, just to make sure everything is in place and in order.
I have to say I am very happy with the most recent fan trip on
4612; we hit all the hot spots as planned, and even created a
few other spontaneous stops along the way. We kept to our
schedule in a very relaxed pace with extra time to spare. Our
group of enthusiasts included three fellow CMBC operators: I
decided to create a rotation that allowed each of us to take a
turn at driving.
I look forward to planning and
driving more fan trips with
TRAMS buses in the future, I
believe there's a certain charm to
attending fan trips created by bus
fan operators. We started out as
bus fans before becoming operators
ourselves, and we try to deliver
what we think they'd like to
see. I'm hoping our next fan trip
will go a little further beyond
Vancouver. But wherever it
goes, I'm sure will be a lot of fun
and exciting to say the least!
The “Young Guns: David Lam,
Michael Seid, George Prior

On September 21, our GM TDH4512, #730 spent the
day at the 2016 BC Seniors (55+) Games in Coquitlam.
Not surprisingly, given the demographic of the
event, we had several visitors who recognized and admired
the bus. One was an ex-BC Hydro operator from
Victoria; others remarked about riding on similar buses
in their childhood.
BC Seniors Games
The event was held at the Poirier Sport & Leisure Complex
in Central Coquitlam. Throughout the day, we received
waves and honks from Coast Mountain bus
drivers working services 151, 152, 153 and 157 that
passed by. This area was known as the Sports Centre
Loop when public transit came to Coquitlam in 1973.
Being centrally located (at the time) it was ideal for a
transit exchange. But while many routes passed by on
Winslow Ave, none entered the newly constructed loop.
The story —according to a BC Hydro source— is that
the city built the loop without any involvement from
the bus company. Only after was it realized that the
buses couldn’t actually fit in the loop. And to this day,
though the importance of the transit exchange has diminished
over the years, buses still call at the on-street
stops.

M852 appeared at the 2016
Vancouver Train Expo at
P.N.E.; 3106 transported members
of the North Vancouver J.P
Fell Pipe Band again this year.
They were travelling to Remembrance
Day ceremonies in North
Vancouver. Here they are near
the Cenotaph. Angus: “There
was another 15 playing elsewhere,
and then I had all 30 on
the bus!” (A. McIntyre)

Neil Pepper supplied these two
photos of M148, a Fageol Twin
41-S, after a mishap. It’s likely
in Cambie Overhaul, and the
licence plates suggest a date of
1957 or 1960. It returned to
service in Vancouver, and ended
its days as 4835 in North
Vancouver. Just for comparison
are two shots of Jason
Sharpe and Bryan Larrabee
polishing up M852 (ex M138)
for its public shows. (Unknown;
Rob Chew)

Donor Bus
In 2006, when the last “hillclimber” fishbowls
were due to be retired, sister vehicle
to 4107, 4112, was “loaned” to
TRAMS. Over the next few months, it

was raided for useful parts, including windows, seat covers and drive train. In early
2007 it was returned to TransLink, and towed away for scrap. Some of these parts
are available for purchase - see website. (Photos: Bryan Larrabee)