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        <title><![CDATA[Toronto Transit Blog]]></title>
        <link><![CDATA[http://www.metronews.ca/blog/188799]]></link>
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                      <title><![CDATA[Transit & Election 2010: Promises threaten recent progress]]></title>
                      <description><![CDATA[What can Toronto transit riders expect if they vote for Rob Ford, George Smitherman or Joe Pantalone? Despite opinion polls that say transportation is a top voter concern leading up to the municipal election on October 25, the leading Toronto mayoral hopefuls have made a surprising number of half-baked promises. Rob Ford has also topped the opinion polls, but in my view his plan would not only make conditions worse for transit riders but negatively affect auto drivers as well. He wants to turn Toronto away from streetcars and the future Transit City network that places light rail vehicles in the centre of streets:&nbsp; See Ford's Youtube video and PDF . Instead he proposes to extend the Sheppard subway line to the east and west, and to convert the Scarborough Rapid Transit line into an extension of the Danforth subway. As for the rest of this massive city, with its growing congestion, Ford promises almost no transit improvements. For example, while cancelling the Eglinton line, a light rail route designed to run both underground and on the surface between Kennedy station and Jane St., Ford offers “express buses” as the alternative. Unless this means new exclusive bus lanes through what is now a very congested corridor, then existing and future transit riders get little more than they have now. Ford can’t create new bus lanes without taking away road space from cars. Displacing some autos -- each carrying an average of around 1.2 people -- with bus or streetcar rights-of-way means streets can actually serve more people per hour. But doing so is counter to the philosophy of his transport platform, which is aimed at motorists. Ford’s closest rival, George Smitherman , proposes to expand the transit network more in step with the existing regional transportation plan -- a plan being implemented by the provincial government he himself served in as cabinet minister. However both Smitherman and Ford would steer toward subways as the answer to Toronto’s transport backlog. The advantages of “heavy rail” trains are they travel faster and carry more people than street-level light rail and once built, do not interfere with car traffic. Their disadvantages are longer construction time and high cost -- the latter a key reason why so few have been dug in Toronto, or any North American city, in recent decades. Mayoral candidate Joe Pantalone favours a mix of routes and transit types to mirror what the Ontario planning agency Metrolinx is already implementing. “The Big Move” is a plan not seen before in Greater Toronto -- a network agreed upon by municipal leaders from Durham to Hamilton, in consultation with many stakeholder groups and the public. There are some projects I dislike in the Big Move, and it doesn’t adequately address the GTA’s serious backlog in transport investment, but for the most part it is pragmatic and cost-effective. It maximizes limited funds across a wider number of crowded corridors and has been scrutinized by many transit experts. Busways, light rail, subways and GO train improvements: it’s an acceptable mix. Refocusing on subways -- in a limited number of areas -- is how many want to deal with Toronto’s infrastructure backlog. However not only does this force us to wait while the Metrolinx plan is reopened, but the longer construction time means the new subways proposed by Ford and Smitherman cannot be ready during the four-year mayoral term. Pantalone’s transit platform would result in the most number of higher-order transit lines opening in the shortest time. Although he has little chance of being elected, I hope whoever is -- along with the new city council -- figures out that many of the new transport promises that have appeared during this election don't hold up to examination and may in fact be counter-productive.]]></description>
                      
                      <link>http://www.metronews.ca/toronto/blog/post/665238</link>
                      <author><![CDATA[]]></author>
                      <category><![CDATA[/Blog]]></category>
                      <keywords><![CDATA[Toronto Municipal Election, TTC, Toronto Transit, subway lrt ford smitherman pantalone]]></keywords>
                      <pubDate>Sun, 17 Oct 2010 22:59:32 -0400</pubDate>
                      <author>Ed Drass</author>
                      <guid isPermaLink="true">http://www.metronews.ca/toronto/blog/post/665238</guid>
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                      <title><![CDATA[More on Ford/Smitherman/Pantalone transit platforms]]></title>
                      <description><![CDATA[Discussion about the plan that inspired Ford’s transport platform: http://urbantoronto.ca/showthread.php?14230-Toronto-Party-Transportation-Plan Star: Polls including Torontonian’s transit views: http://www.thestar.com/news/article/876350--cut-waste-but-carefully-poll Post: Cost of Ford’s streetcar scrapping: http://news.nationalpost.com/2010/10/16/ford-transit-plan-could-cost-the-city-100-million/ Star: More details of Ford &amp; Smitherman transit plans: http://www.thestar.com/opinion/editorialopinion/article/873174]]></description>
                      
                      <link>http://www.metronews.ca/toronto/blog/post/665218</link>
                      <author><![CDATA[]]></author>
                      <category><![CDATA[/Blog]]></category>
                      <keywords><![CDATA[ttc transit subway lrt ford smitherman pantalone toronto transit commission mayoral election 2010]]></keywords>
                      <pubDate>Sun, 17 Oct 2010 22:22:55 -0400</pubDate>
                      <author>Ed Drass</author>
                      <guid isPermaLink="true">http://www.metronews.ca/toronto/blog/post/665218</guid>
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                      <title><![CDATA[Taking the temperature: Riders are hot, cold -- and just right -- about comfort aboard transit vehicles]]></title>
                      <description><![CDATA[&nbsp; I've asked readers for their comments about heat and air conditioning on board transit vehicles. Comments in bold indicate specific instances or key problems. I reported these to TTC media reps, but it does not appear they were passed along to the appropriate departments. &nbsp;A particular issue seems to be how long it takes for vehicles to warm up when first entering service. Some buses, trams and trains are quite old -- older than the average auto -- and the temperature delay may be lengthy. I worry transit brass are ignorant of the degree of problems, preferring to focus on incoming new vehicles as the answer. &nbsp;Despite my only moderate sense of faith in the complaints process, it is still worth officially reporting problems. (For links, see the Customer Service or Complaints section on this page .) Some transit authorities prefer riders not talk temperature directly with drivers but my experience is that when I approach them politely, drivers often appreciate the intel and make whatever changes are in their control. &nbsp;That said, more employees need to keep tabs on what's happening in the passenger areas. Yes, it can be difficult to monitor this when you are sitting at the wheel for upwards of an hour straight. Drivers also remind me this is their workspace so they have the right not to sit with a parka on. On the same token, employees get to know their vehicles and they can take a pro-active role in passenger comfort -- whether or not this includes pestering their fellow employees to keep the equipment in the best shape possible. Here are a selection of comments [Some of my edits are marked by brackets]: I travel from Queens Park station to Finch via Union at peak hour 16:50 .&nbsp; I board the second last [car of the] train. Sometimes the heater is cold. You can tell it is off. When the train opens the doors at those stops where it is out above ground, it is further cold. &nbsp; I think the driver has his own small heater so he does not care [about] the passengers behind.&nbsp; It could be [a case of] no maintenance. &nbsp; -- -- On a cold morning there is nothing nicer than stepping on to a nice warm bus - if you have a seat. If you don't however and are crammed onto an overcrowded bus with all your winter gear on it is easy to become lightheaded. This problem can be worse on the subway. &nbsp;I cannot for the life of me figure out why the [TTC] has not noticed that after a delay due to signals or equipment there are inevitably 4 or 5 passenger assistance alarms. The minute there is a delay ALL heat should be turned off and possible low air conditioning should be started EVEN in winter. When there is a delay you are crammed in like sardines - beyond capacity - and more and more people cram on in the aftermath. When you have all your winter clothing on it is easy to be overcome when the heat is pumped out as well. The operators are oblivious to the conditions in their compartments. &nbsp; -- -- The 143 eastbound express bus is almost always overheated . Everyone is wearing a coat, it's usually crowded, and the heat blasting just makes the ride miserable. &nbsp; -- -- Just taking advantage you asking if anyone &quot;noticed serious problems over last year with heating... on board of transit vehicles&quot; in your last column in Metro . &nbsp; If you use the transit at winter times, you sure notice when you get on, lets say, a streetcar there is very warm even hot inside. You are jumping from -10 degrees outside to +25 inside. Note that you do not undress inside - it's not comfortable and you are going to get off in 5 stops, so why? You could think how lovely are those guys managing TTC - so warm hugs! But if you think again, you can see the only passenger who needs this high temperature is the driver of the streetcar. Everybody else jumping out in hurry, sweaty - to freezing temperatures ... &nbsp; -- -- &nbsp; Thanks for asking!!&nbsp; Yes, I certainly have [noticed temperature problems] !! I'm using the streetcars 501 and 502/504 . I have for several years noticed that in winter, when we're all bundled up, the heat is often on full blast !! It's so bad, that when I've been sitting at the window (= the floor heater) it has been so hot, that I have had to move !! I have on occasions politely asked the driver if he could turn the heat down, but was told that the temperature was &quot;pre set&quot; and couldn't be adjusted !?!? Also, many drivers drive with their window open, so that when the car starts, and if you're sitting close to the front, you get a blast of - usually- cold air, which is very uncomfortable. &nbsp; -- -- I take the bus and both subway lines to get downtown each day.&nbsp; The bus is always warm / cold as appropriate to outside conditions. &nbsp; I cannot say the same about the subway.&nbsp; During this past Summer, when the days were extremely hot I got on a train that had no air, no fans and when I sat down I could feel heat coming from the heater.&nbsp; I bolted for the door and got off - I do not know how people could stay on the train and sweat it out.&nbsp; This Fall/Winter, I have&nbsp; noticed that they are using the older trains on a regular basis and that generally they are cold.&nbsp; I am riding the TTC between 7:30 a.m. to 8:30 a.m. so one would think that enough time has elapsed to heat them up.&nbsp; I don't think they put the heat on sometimes - I guess because they were using it in the Summer!! -- -- I have noticed, especially this winter that TTC buses and subways crank up the heat too much. This is a waste of energy and money that could be put into their budget (saving commuters from current and future fare hikes). During rush hours heating should not be used, there is enough body heat to keep warm, and plus people do dress for winter! Also in summer, they have the A/C on too high. I have to bring a sweater just to keep warm on the bus. Once again it's a waste of energy and money.&nbsp; -- -- &nbsp; &nbsp;Feel free to add comments below -- including whether temperature is not a big issue for you.]]></description>
                      
                      <link>http://www.metronews.ca/toronto/blog/post/425383</link>
                      <author><![CDATA[]]></author>
                      <category><![CDATA[/Blog]]></category>
                      <keywords><![CDATA[TTC, bus, streetcar, subway, train, transit, temperature, heat, cold, air conditioning, comfort]]></keywords>
                      <pubDate>Sun, 17 Jan 2010 18:38:13 -0400</pubDate>
                      <author>Ed Drass</author>
                      <guid isPermaLink="true">http://www.metronews.ca/toronto/blog/post/425383</guid>
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                      <title><![CDATA[Kudos to bar owners for free TTC service on New Year's]]></title>
                      <description><![CDATA[Here's who to thank:&nbsp; Toronto Entertainment Alliance Other GTA transit service during these holidays: Transit Toronto From the official media release: -- -- TTC New Year’s Eve service On New Year’s Eve, the Toronto Transit Commission will offer free, extended service after midnight to 4 a.m. on January 1, 2010 thanks to a partnership with Liberty Entertainment Group. Late night service on most routes will operate later than usual. The specific details are below: Thursday, December 31 - New Year’s Eve ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Reduced morning peak period service. ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Reduced afternoon peak-period service, operating from 12 noon to 5 p.m. ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Subway and most bus and streetcar service extended until approximately 4 a.m., Friday, January 1. ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Free service after 12 midnight to 4 a.m. on January 1, 2009. ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Last trains on the Yonge-University-Spadina Subway leave Union Station at 3:30 a.m. for Finch Station and 3:34 a.m. for Downsview Station. ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Last trains on the Bloor-Danforth Subway leave Bloor-Yonge Station at 3:37 a.m. for Kipling Station and at 3:37 a.m. for Kennedy Station. ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Last train on the Scarborough RT leaves Kennedy Station at 4:05 a.m. for McCowan Station. ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Last train on the Sheppard Subway leaves Sheppard-Yonge Station at 3:58 a.m. for Don Mills Station. Friday, January 1, 2010 - New Year’s Day ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Sunday service. ·&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Subway and most routes start at 9 a.m. From now to January 1, 2010, for $9.00 a day, a TTC Day Pass provides unlimited one day travel for a group of up to six people, maximum two adults and not more than 4 children/youths 19 years of age or under.&nbsp; The pass is valid from the start of service until 5:30 a.m. the next morning. &nbsp;-- end of TTC release -- &nbsp; Ed's compendium of transit links and resources:&nbsp; http://eddrass.com/links.htm]]></description>
                      
                      <link>http://www.metronews.ca/toronto/blog/post/408922</link>
                      <author><![CDATA[]]></author>
                      <category><![CDATA[/Blog]]></category>
                      <keywords><![CDATA[TTC, transit, New Year's Day]]></keywords>
                      <pubDate>Tue, 29 Dec 2009 18:10:05 -0400</pubDate>
                      <author>Ed Drass</author>
                      <guid isPermaLink="true">http://www.metronews.ca/toronto/blog/post/408922</guid>
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                      <title><![CDATA[Longer (and longer) trip times aboard GO trains]]></title>
                      <description><![CDATA[&nbsp;I recently asked Metro readers to provide questions for GO Transit’s Managing Director Gary McNeil. The first is from a long-time commuter. McNeil's response to In Transit and my comments follow. Des O'Callaghan of Georgetown: &nbsp;&quot;When I started riding the Georgetown train in 1986 the journey was scheduled at 48 minutes and usually ran 45-46 most days, both ways. Granted the trains are more crowded and there is one extra station, but now the journey is 63 minutes, an increase of 31%. It boggles my mind that the solution to their inability to run the trains on time is to lengthen the schedule. &nbsp;&quot;This is about the 6th or 7th increase in schedule time over the year and I guarantee they still won't perform well, because they never have. Their on-time performance is a long-standing joke. It’s interesting that on Fridays, especially on long weekends, the homebound journey is almost invariably on time or even early -- proving that the driver can do it, if motivated.&quot; Gary McNeil responds: &nbsp;&quot;Your reader's comment on service schedule and reliability reflects the reality of what happens in a mixed use rail corridor that operates at capacity in the rush hours. Most of the delays which are experienced are beyond GO's control, but we are constantly striving to improve our reliability across our network. We are also replacing our older locomotive fleet to further improve reliability. &nbsp;&quot;Most of the train tracks we use are owned by CN and CP and we are working with CN and CP to ensure their tracks and signal system are in good working order, when appropriate. In those areas owned by GO, we are also making improvements. &nbsp;&quot;The recent schedule adjustments on the Georgetown line reflected the fact that dwell times have increased due to increased passenger volumes. Our schedules have been adjusted to reflect the increase in loading time that is necessary for customers to safely, and effectively, board the trains. As well, the major construction at the West Toronto Diamond has introduced construction slow orders that will last for a number of years. A slow order is a local speed restriction, below the track's normal speed limit, that can be imposed while construction work is being performed. Wherever possible, we attempt to minimize construction delays for our customers. &nbsp;&quot;With respect to construction of the Georgetown South Corridor track improvements, this will be a very extensive project, involving outreach to the community to explain the project. Our goal is to minimize the construction impacts, keeping in mind the need to maintain service for existing GO, VIA and CN/CPR freight services. &nbsp;&quot;We now have the federal and provincial environmental assessment (EA) approval and we are proceeding with the design and assessing various construction staging options. &nbsp;&quot;One of the aspects of the project that we are currently assessing is the phased implementation of the infrastructure, relative to the service level necessary to meet the next service increase. The EA assessed the projected levels of service 25 years from now but we will not immediately operate this level of service. The service will be expanded as ridership demand and the budget allows. Therefore, to be fiscally responsible to both our capital and operating needs, we are determining the optimal infrastructure required to protect for this future, yet meet the needs of the next 10+ years. &nbsp;&quot;Our construction plans anticipate significant construction to start in early 2010. The majority of construction will be complete in early 2015, so service will be available for the Pan Am Games.&quot; Ed's view: &nbsp;According to GO Transit's &quot;past train on-time performance&quot; statistics at gotransit.com , 78 to 89 per cent of morning rush hour trains on the Georgetown line arrive &quot;within five minutes of scheduled time&quot;, presumably at Union Station. That's one of the worst records of all GO lines. &nbsp;Despite the glass being at least four-fifths full, I'd bet many Georgetown regulars feel as if trains are more often late than on time, or spend too much time going slow -- or stopping entirely. Padding schedules is one response to frequent delays and construction slow orders, but it seems to us non-experts like the easy way out. We would need impartial, independent observers to study whether all the extra time is justified -- otherwise it's up to riders to find novels that are so engrossing that one never notices how the train is doing. Or meditate upon acceptance as the train sways slowly through the &quot;Junction&quot; construction zone. &nbsp;It could be a long five years as GO and Metrolinx upgrade the Georgetown corridor for more commuter trains as well as the Union-Pearson express rail service. The current plan is not popular with residents along the line who fear the pollution of many extra diesel engines: http://www.cleantrain.ca/ &nbsp;Train regulars too may need long-term patience -- especially because so many years of pain may pass before any gain. GO's McNeil does not say explicitly whether riders can expect extra trains before 2015, but the last briefing I attended at GO Transit did not reveal any plans for new service before then. GO tends not to make promises about what customers can look forward to, preferring instead to announce service improvements only when they are imminent. &nbsp;One remedy for ever-longer run times is to introduce more express service as has happened on other GO lines. However until extra tracks are added to the corridor -- which is going to require some major rail bridge widening and other work -- I imagine additional expresses are not likely.]]></description>
                      
                      <link>http://www.metronews.ca/toronto/blog/post/389624</link>
                      <author><![CDATA[]]></author>
                      <category><![CDATA[/Blog]]></category>
                      <keywords><![CDATA[go transit, trains, georgetown, metrolinx, west toronto diamond, junction, on-time performance]]></keywords>
                      <pubDate>Sun, 06 Dec 2009 19:02:06 -0400</pubDate>
                      <author>Ed Drass</author>
                      <guid isPermaLink="true">http://www.metronews.ca/toronto/blog/post/389624</guid>
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                      <title><![CDATA[Controlling fraud with "new" fareboxes?]]></title>
                      <description><![CDATA[&nbsp;I recently asked TTC media rep Brad Ross about plans to require Metropass and token users to validate their fares upon boarding vehicles. (Read the Toronto Star story here .) See Brad's replies below, plus a supplementary question about delays and some relevant links. Ed: 1. Is the TTC losing about $3M a year due to both fake tokens and passes? And how much to pass-back cheating, or is that included in the $3M? BR: We don't have a precise figure. We don't know what we don't catch, if you follow. Pass-back can't be used on swipes, as there's a time-out of about 10 minutes. 2. I don't recall any report on this, nor authorization for the expenditure. Because it deals with fraud? BR: Monies were authorized in the 2009 operating budget. 3. Where is the modelling of loading and dwell times, i.e. measuring how long it takes for people to swipe passes instead of showing them? BR: I don't have that info, but it won't be onerous as there is no turnstile, just a simple-to-use swipe and token acceptor. 4. Would operators challenge bogus fares any more than they do now? Have such devices been shown to perhaps dissuade shy fare-evaders? BR: If a pass or token is fraudulent, there will be no dispute as to its authenticity. It will make it easier for Operators to challenge fare evaders. It is hoped this will be a deterrent. 5. Only $1.5 million for the whole fleet? Seems low -- must be super-basic technology. Steve Munro suggests it's $5M over several years...&nbsp; http://stevemunro.ca/?p=2830 BR: It's a modification to existing fareboxes. The mod costs about $1,000 each. This is a stop-gap measure, of course, until a fare card system is in place. Follow-up from Ed: I remain concerned -- the time that it takes to swipe could be demonstrably longer than to flash a pass. Multiply by twenty people getting on board... plus mis-swipes or malfunctioning cards or readers... There must have been a time estimate generated for this. Can you check? BR 1: I don't have that info, but it won't be onerous as there is no turnstile, just a simple-to-use swipe and token acceptor. BR 2: Hi Ed - the first boxes will begin to roll out in February (timing still being worked on). The entire system will be done by the end of 2010. No data [on] dwelling impacts. Yes, it will be longer, at least initially, but nothing on how long. We'll do those studies and impacts, but if it means weeding out fare evaders, that's a small price. &nbsp;Post Script: Hint to TTC: Look up a Transportation Research Board document called the Transit Capacity and Quality of Service Manual , for data on the length of time needed to verify fares. PPS: http://www.prestocard.ca/en/when/default.aspx]]></description>
                      
                      <link>http://www.metronews.ca/toronto/blog/post/363657</link>
                      <author><![CDATA[]]></author>
                      <category><![CDATA[/Blog]]></category>
                      <keywords><![CDATA[ttc transit toronto fares metropass token fraud fare evasion]]></keywords>
                      <pubDate>Sun, 08 Nov 2009 19:33:46 -0400</pubDate>
                      <author>Ed Drass</author>
                      <guid isPermaLink="true">http://www.metronews.ca/toronto/blog/post/363657</guid>
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