Category: Our Vehicles

While cataloguing some newspaper clippings, we came across these two. Being dated 1983 they are likely from the in-house newsletter Commuta. (In case you missed the clever use of the portmanteau pun, the transit authority at the time was the Urban Transit Authority or UTA. But despite the creative title, it was soon retitled Commuter when BC Transit took over the Authority.)

Both cars operated on a demonstration track the length of Terminal Avenue. Vancourites lined up for the opportunity to have a ride on this roughly 1 km long track.

(For the record, BC1 and BC2 were shipped back to Kingston, where conventional wisdom is that they were modified to the production standard Mark 1 SkyTrain cars . They then returned to Vancouver. ) So one would be tempted to call these test vehicles — but no! They were pre-production prototypes. The real test vehicles led a sheltered life, unseen for the most part by commuters.

The TV fleet

Documentation is scare, but it appears from available descriptions that the first test vehicle was probably no more than a crude “sled” just to evaluate the concept of ICTS (Intermediate Capacity Transit System) and its’ LIM (Linear Induction Motor) power system.

We can see the genesis of the vehicles that would be become “SkyTrain” in this brochure cover. Likely these are TV-2 and TV-3. Now , in 1979, UDTC, the system builder, is moving towards full computer control.

Not much is known about TV-4, other than it is listed as a BC Transit demonstration build. TV-5 was essentially a standard Mark 1 modified for multiplex control. The Mark 1s in Vancouver had discrete wiring for all controls. Much like modern buses, UTDC prototyped the use of multiplex control, reducing the wiring by up to 50-60%. This vehicle wore BC Transit red and blue stripes, but there is speculation this was for publicity purposes. It was never used in service though it spent three months in Vancouver. TV-5 has been saved from the scrapyard and is housed at the  Canada Science & Technology Museum in Ottawa, which supplied the below photo.

On the museum website is the following description of the vehicle:

The Innovia ART 100 is an aluminium prototype rapid transit rail car. It was built in 1982 as a pre-build demo for Vancouver’s Expo Line or Intermediate Capacity Transit System (ICTS), later referred to as Advanced Light Rapid Transit (ALRT) or Advanced Rapid Transit (ART). It is one of the first prototypes built for use with the rapid transit version of the Automatic Train Control (ATC) System. The ATC System uses a computer program to automate transit networks, thus allowing for “driverless” operation of rail cars. The Expo Line, or Sky Train, was launched in 1986 and was the world’s first fully automated driverless system that used steel wheels on a steel rail. The first fleet had 114 UTDC Innovia ART 100s but later increased to 150 vehicles. The line ran for 49 km (30 miles) and had 11 stations. In conjunction with the Vancouver line, UTDC also employed ICTS for Detroit’s downtown people mover system and for the Toronto Transit Commission’s (TTC) subway system. However, the Vancouver project was the largest. The Innovia ART 100 was made and tested in Kingston, Ontario with a three month testing period in Vancouver. Afterwards, it was taken to the Bombardier testing facilities in Millhaven, Ontario where it was used as a general testing car. It was relabeled Test Car # 5 at this time.

This would appear to indicate that at least one of the two pre-build prototypes (BC1 and BC2) were not modified and sent back to Vancouver. It became TV-5. But I must point out that the citation appears to incorrectly identify the vehicle as Innovia ART 100. This is misleading, at the time it was built the Innovia branding was a product of Westinghouse, not UTDC.

Though the ICTS system was designed as a lower cost intermediate capacity transit system, there soon became a desire to increase its capacity. The standard Mark 1 capacity was 40 seated and 80 standing. UDTC produced TV-6, nicknamed “Fat Albert”, in the early 1990s. (“Fat Albert” was a cartoon character invented by comedian Bill Cosby.) TV-6 could carry 50 seated and 90 standing passengers. “Fat Albert” was soon overtaken by development of the longer Mark 2 trainsets. Their increased capacity was realized by longer length (68 seated, 110 standing) rather than wider width. Had the “Fat Alberts” been produced, guideway and platform realignments would be needed, the Mark 2s seemed to be an more elegant and cheaper solution.

(This picture of TV-6 is courtesy Bob Webster. It was taken in November 1993)

Courtesy of Rob Chew, here is a fare zone map from December 1965. You’ll notice that Zones 1, 2, & 3 are but a thought at the back of someone’s head. Instead they were named for points of the Compass, (no, not that Compass, but the geographical direction!)

Here are the details of each zone from a 1969 document:

And, from the same document, rules on how to punch transfers to identify the bus line (the letters and icons were printed on the transfer):

Of course, we should point out the absence of bus lines in the vast majority of Coquitlam, Delta and Surrey — they were yet to come! Not to mention Maple Ridge and Langley.

When you are as old as I am, you take the transit seniors discount for granted. Such discounts are an everyday fact of life, but do you know that as a matter of interest, the senior’s transit fare is a relatively recent innovation? July 1st 1972 to be exact. Which in terms of transit history, that’s pretty recent!

When Vancouver’s streetcars began operating in 1890, there was only one fare: 5 cents. Everybody paid that. Well, I’m not sure how much children paid — that’s a whole ‘nother story for another day. The five cent adult fare stayed in place until 1918, but in 1900, the BC Electric offered a discounted rate of 25 tickets for $1, or 4 cents per ride. In 1904 special “workmen’s” tickets were offered at 8 for 25 cents (3.1 cents/ride). As the First World War came to a close, soldiers were also given a one penny discount. To encourage passengers in newly developed areas, the company also offered “Settler’s” tickets. They were available in South Vancouver and Point Grey before amalgamation with Vancouver. There is evidence of such a fare being offered in Burnaby in 1918. It was an application to the council to increase the fare, so this fare would have been in evidence some years earlier. (Not much is known about this fare, but interestingly it was still being offered in North Vancouver in 1949! Where the adult Vancouver fare was 10 cents, residents of North Vancouver could buy 10 tickets for 90 cents or 9 cents/ride.)

The Senior concession fare was introduced was on July 1st, 1972 on all BC Hydro buses in the Vancouver and Victoria areas. (Also introduced on this day was a special pass for recipients of assistance payments. It cost $5 for 6 months.) Seniors could apply to the Provincial government for a “Courtesy Card” to allow payment of 15 cents for single zone ride, which would normally be 25 cents. This equated to a 40% discount– in the ensuing years this discount has averaged 30-33%. (Although with the introduction of Compass, the discount on a stored value fare can be as low as 15-20%)

When the subject of fares arises (if at all) in discussions of transit history, we seem to restrict discussion to adult fares. Throughout out “transit timeline” back to 1890, there were many attempts to appeal to other demographics or encourage transit adoption. It’s an area that’s sadly under-researched.

Last post, our mechanical consultant, Lawrence Walker, gave a few details about the maintenance of our eldest bus (indeed, BC’s eldest functioning bus), the 1937 Hayes ‘Teardrop’.

For this post, I talked with him about the project. He kindly filled in a few more details. Despite the “star” status of the vehicle in our collection, we have not had the time or resources to fully maintain it. As it was not being driven, little harm was done. But that is about to change. It will be its 90th birthday in 2027, and we would like it to hit the road again.

The project, sparked by TMS President Bryan Larrabee, seems to have found its catalyst in Lawrence, though he will strongly deny that. We can only hope that he’ll recognize his role!

Not so much work done, more exploring because
we have no manuals for the bus. (Lawrence Walker)

Lawrence admits we have to take this slowly — we only have one manual for the coach, and that’s for the clutch. So for now, the “work” is just examining the bus to see what work is needed — and exploring how to do it! As we pointed out in the last blog, Lawrence has realized that the steering box will need some maintenance, but gaining access may be difficult.

This week he told me that on further examination, he could see fluid leaking from the box. Now you may think that was a bad thing, but no! Lawrence says that may make the overhaul easier: the presence of fluid shows there may not be major damage due to the hardening of fluid. And, he has now discovered the presence of a grease nipple and tube attached to the box.

The front wheels of the coach will have to be removed: both king pins show wear. Our maintenance team will then move onto the drums, brakes, rear differential and electrical wiring. Lawrence says the underside of the bus is ‘more of a truck than bus.’ He has reached out to the BC Truck Museum for help with the Hercules YXC engine and Timken axle.

Mostly (we) need a corporate sponsor or rich benefactor to help fund people to do the much needed work or help us invent a time machine to bring some one back who knows something about this bus. (Lawrence Walker)

Halloween Tour

Also this past Saturday, we operated our second annual “Halloween Tour”. The route was planned by Maxwell Chang and Milan Streit.

Sue & Lawrence Walker acted as hosts, while coach 9753, suitably decorated by Milan Streit, was driven by Austin O’Keefe. Fantastic organisation guys! Twenty five “Wanderhaunts” were treated to a three hour tour of Surrey’s best decorated houses and buildings. (Tour photos courtesy Jacob Rubin.)

How do you overhaul the steering box?

In our technical library are many hundreds (if not thousnads) of service manuals, technical documents and how-tos for the vehicles we own (and some we don’t!). But there is one bus for which we have almost no documentation: our 1937 Hayes-Anderson ‘Teardrop’. And so when our mechanical advisor Lawrence Walker was asked “how to remove to steering box for overhaul”, he knew there would not be a simple answer.

It had been determined that there was no access available from underneath the vehicle. Lawrence then removed the radiator grill and road-side headlight to view the positioning of the box. His theory? the body was built around the steering box. Not good news. But he noticed that on that on the engine firewall in the driver’s compartment was a oddly positioned access panel. He believes that another unlucky mechanic had been tasked in years gone by with overhauling the steering box. Did they cut the panel? Were they successful in overhauling the box? Or was the panel cut and then it became evident the steering box was still unaccessible? That is for Lawrence to find out!

(Above from left: the steering box can be seen through the cutout to the right of the radiator. The view from the headlight opening. 2nd/3rd row: The panel in the firewall.)

This episode is probably the first of many as we prepare the Hayes for its 90th birthday in 2027. The bus can be driven, but it is not roadworthy. TMS would very much like to put the bus on public display during the celebration. Would you like to help accomplish this?

We are looking for someone who can oversee the restoration. Only a partial mechanical assessment of the coach has been completed. We have identified issues with steering, front end, oil leakage, and electrical wiring problems. Our goal by mid 2027 is to be able to drive the bus to shows and events in the Metro area (avoiding high speed running on freeways.)

The scope of the volunteer restoration manager would include assembling a small team of advisors; assessing the mechanical problems; proposing an action plan; sourcing parts or find machine shops able to fabricate parts.

Passionate about Hayes trucks? Or have project management experience? Please contact the TMS President, Bryan Larrabee (president@transitmuseumsociety.org)

You can read more in this document

Thank you for reading! Long live the oldest (operating) bus in BC!

Last Saturday, October 25th 2025 was the premiere of a documentary film entitled “The Bus Driver.” You may recognize the operator concerned – long time TMS member Angus McIntyre!

“(The film) tells the story of an extraordinary man who dedicated his life to his passion for buses. From an early age to this date his interest has not changed. Besides his passion for driving the buses he also documented the changes in
transportation history through the lens of his camera. His motto was to preserve the moment in time and space that will not be repeated.”

Hossein Fani & Milos Jakovic (Filmmakers)

MILOS JAKOVIC and HOSSEIN FANI are awards winning independent documentary filmmakers, story tellers and urbanists that have been in love with urban and architecture inspired topics. Their documentaries engage, educate
and impact audience in a knowledgeable way.

“We are trying to give broader space for audience to re-think the reality and get academic knowledge on subject matter. We believe there are an infinite number of urban subjects to explore, and we are determined to continue creating the art of urban observation.”

Hossein Fani & Milos Jakovic (Filmmakers)

The event was attended by TMS President Bryan Larrabee with TMS Member Rhonda Larrabee.

“There was quite a large crowd in attendance. And the film was awesome. So proud of him.”

Rhonda Larrabee

The film is available on DVD. Contact micatonac@hotmail.com for details!

TMS member Angus McIntyre retired from Coast Mountain Bus Co. in 2010. His career as a bus driver spanned forty-one years. During that time he witnessed many changes in Metro Vancouver’s transit, its organization, its equipment. Not to mention the myriad people he helped live their lives, some through notable and memorable episodes.

Now, Angus recounts his experiences in a new documentary film by Hossein Fani & Milos Jakovic. The premiere takes place on October 11th at the H.R. MacMillan Space Centre Auditorium. Admission is free, but you must reserve your seat!

John Day writes about the BC Transit Society which was a predecessor of our Transit Museum Society.

Before the Transit Museum Society, there was the “BC Transit Society”. We even attempted to incorporate it but the name was not allowed as you cannot use “BC” in a name if it might be confused for a government entity. This was long before BC Transit came into being.

The club was quite active though with very few members as it was not really a “thing” to be a bus fan in the 60’s. We did put out a fairly decent monthly magazine “Canadian Coach”, which morphed into Transit Canada when it was discovered that there was another “Canadian Coach” magazine dedicated to athletic coaches. Publication of that magazine moved to Toronto after no-one in Vancouver was willing to take it on; some of the players from that day are still active in the CTHF.

And we did fantrips. One of the simpler events was a visit paid to the 39th & Cartier firehall one day to have the Hayes rolled out for us. Yes, THE Hayes in her old incarnation. Had it not been sold to the fire department there is no doubt it wouldn’t have survived.

 

The club also attempted to save a vehicle or two, without success I’m afraid. We did acquire M.89 (aka 3189), the very first of the post-war Twin Coaches delivered to BCER and the very first bus to wear the all-over cream livery (predating even the trolley coach No. 2001). Storage was an issue, we moved from gas station to gas station and struggled to find the $25/month rent. Eventually it was moved to a farm on Sea Island but the locals found it and thoroughly trashed the bus, which was sold for scrap.

Our members included Brian Kelly, Peter Cox, Wally Young, Ian Graham, Angus, myself.   Peter was the master photographer in the group and he taught the rest of us quite a bit.

This past weekend, we received a collection of transit artefacts. After a family member passed, relatives cleared out a storage locker. We are still cataloguing the items, but there were some 35mm slides. I have digitized them and I am posting some here. The views I have chosen are of Larwill Park Bus Terminal which was at the intersection of Dunsmuir and Cambie Sts, across from the rear of the Queen Elizabeth theatre.

“The Larwill Park bus terminal in Vancouver was opened in 1947. It was constructed by Charles Bentall of the Dominion Construction Company and was considered the most modern bus depot in Canada at the time. The terminal served Pacific Stage Lines, Greyhound, Squamish Coach Lines, and others until it was closed in 1993, when operations moved to Pacific Central Station.” (They Paved Paradise and put up a Parking Lot: Larwill Park | Eve Lazarus)

Unfortunately, the transparencies are in very sad shape — the colours are faded, perhaps the result of the poor storage conditions. Why post them? Because they show the terminal in its final years. And I believe this is the first time I have seen the beautiful flooring which includes the Pacific Stage Lines logo, Pegagsus, the flying horse. I guess that is one vestige of Pacific Stage Lines it wasn’t possible to remove!

The day was quite the success, with consistent foot traffic throughout the day, quite a few fellow transit enthusiasts swinged by the bus enjoying the event as well. Sales were hot also with all the Orion heritage tour hats being sold off. As day turned to night. It only got busier. With the echoes of tunes from the stage down the block. Good people, good conversation, good times.

(Ewan Streit, who also provided photos of our mobile museum, GM #730)

Lawrence Walker reports that 1975 people visited 730 during the event on September 20th 2025. Special thanks, as always(!) to our volunteers: Anthony Sherst (Driver), Milan Streit , Matthew Walker, Michael Penco, Teddy Sun, Rian Fatemi, Steve Goodman,  Anthony August, Ewan Streit, Aden Wong and Martin Wu.

A special visitor was Anita Zaenker. She dropped off a donation. She says: “I won it in a silent auction a few years ago but no longer wish to keep it. ” Thank you, Anita! For now, it’ll hang on the TMS office wall.

And in closing, we would like to pass on this item from Milan Streit: As part of on-going research with the transmission of our 1964 GM TDH4519, we replaced the transmission oil pan gasket and cleaned the check valve in early March. Unfortunately, the cork from the gasket is starting to distinregrate, allowing some automatic transmission fluid (ATF) to seep through. When the bus returned from the Fraser fan-trip, Jason noticed Rainbow puddles and we immediately checked the dip-stick which showed “low”. Myself, Jason and our maintenance advisor added around three liters as a temporary measure. The leak only seems to intensify when the bus is in motion. On Sunday, September 21st, we drained the ATF, cleaned the pan and replaced the gasket on the transmission oil pan.

You can see the oil pan under the transmission on 4612, looking from beneath, in the lefthand photo. Looking from the top, the oil pan would be near the red filter. (Milan Streit)