There was a period when we fretted over being a “world-class city.” Now, for better or worse, Toronto has achieved that status — and who really cares? We’re too busy preparing for the next big to-do.

In less than a week, the city will host its 30th Gay Pride celebration. In eight days, the Queen of England is expected to visit, as are hordes of Shriners from around the world. And the summer is going to roll on after that, with at least one major cultural event happening every weekend.

The list is impressive, and yet we’ve come to take our urban maturity for granted. This city has become so adept at handling crowds that if the Pride parade were to attract one million visitors July 4, people hanging out in the Annex or Little Italy would barely notice.

On July 6, one of our major thoroughfares will shut from Bloor to Front streets for the day. Queen’s Park Circle and University Avenue will be closed while the monarch visits the legislature and the Shriners come from around the world to put on a family-friendly parade.
Some drivers are bound to grumble, but a lot more people will be happy to see the Queen and the guys in tiny cars.

Motorists and transit riders are definitely affected by the growing number of street closures, but popularity rules. The city’s Angie Antoniou says approvals for major events have increased by a small percentage in the last five years, but “what we have noticed is the attendance itself has certainly increased dramatically.”

While Caribana and Taste of the Danforth may have reached capacity, newcomers like Nuit Blanche are growing just as huge. Give us an excuse to come out and we will.

It’s simply becoming very difficult to be bored in Toronto. Yes, the protests put us on the map, briefly, but it is the sheer concentration of music, art and festivals that signals our city has come of age.

– Toronto-based transport writer Ed Drass covers transit issues every Monday; transit@eddrass.com.

Italy’s third largest city, after Rome and Milan, is an urban shock for Toronto eyes. Traffic is chaotic and getting around by transit can be tough. Naples has many bus and train services, but, the buses can be hot, slow and crowded, and the various rail lines barely connect.

In fact, I spent hours understanding how the network fits together. It doesn’t help that there are decades worth of conflicting maps and diagrams scattered throughout the network. It does help that every form of transport in the region is covered by one fare system.

Construction at the main train station in Naples adds to the difficulty for visitors. Someone has forgotten to put up signs to the local rail and metro lines. (Toronto’s Union Station can be tricky but compared to Naples, it’s a cinch.) Finding your way downstairs, you may see system maps taped to walls. For some reason these comprehensive maps are sponsored by the service club Rotary International — but good luck getting one to take along.

While decoding the “Metronapoli” system, you make do. There are four funiculars (short, incline subways under the hills) although it’s not obvious how they connect with the trains. I eventually found open-air escalators that link these incline railways to the wider network.

Transferring between subway, urban and suburban rail lines requires sleuthing, plus some helpful Neapolitans. For example, one funicular meets commuter trains at a lovely new station. There is a subway station a block from this hub but I saw not one sign. A local pointed the way.

The main cross-city suburban rail line is gradually being integrated into the Metro network except it does not link well with the main metro route. Imagine transferring between Yonge and Bloor stations via moving walkways and a deep, graffiti-coated stairwell. I did not try the elevator.

A beautiful four-stop, orphaned Metro line runs far from the city centre, waiting to be connected to the rest of the network — but it could take a long time. Naples is old and much history lies beneath street level. I peered into a construction pit for the new downtown subway and men were sifting the near-black soil, pulling out shards of pottery.

Naples does have streetcars along the seafront, but service has been suspended. If the lines reopen, perhaps the authorities will have a way of keeping the city’s insane traffic from clogging the tracks.

Like other cities, Venice has a pretty extensive network. Unlike most places, this lovely, lively open-air museum can only be navigated by foot and boat. Trains and buses travel from the mainland to the edge of the old city, but that’s it. After that you must walk — and since the streets are narrow, winding and often crowded you use the vaporetti — translated as ferryboats or busboats.

The average vaporetto (in the singular form) is actually a lot like a bus. It’s long, narrow and low enough to pass under Venice’s famous bridges. Riders can sit inside, where the colour scheme may be the same light green as the water outside, or they stand in open areas near the pilot cabin. Some boats even have exposed seats at the stern – arranged similarly to the rear of a Toronto streetcar.

Riding public transit in Venice, one risks being splashed by other boats – or getting mildly seasick – but I’d say the continuous view of ornate, centuries-old edifices is probably worth it.

The network, known as “Actv” does use modern technology. It’s even ahead of the TTC in this regard. Digital monitors at most stops (which are T-shaped docks) show departure times for each route. The system map has the same graphics as elsewhere in the world, except the lines travel the Grand Canal and to scattered isles including the populated barrier island called Lido.

Both locals and tourists use electronic fare cards, but the latter pay a premium. A single ride for visitors – valid 60 minutes – costs about $8.50. A day pass costs 18 Euros, or almost 24 bucks. Residents are charged a similar fare to other Italian cities, where one ride is around $1.50.

Some Venetians have their own boats and rich visitors can afford to cruise the canals by fancy gondola, but everyone else gets around by vaporetto. Docking can be a bit bumpy – but the ride is like none other. Go to actv.it to see the Venice transit map.

To visit Toronto’s own car-free enclaves, go to toronto.ca/parks/island/ and consult the ferry schedule.

Transit riders can expect detailed updates leading up to the multi-government meeting June 26-27, but various construction projects are already slowing certain streetcar and bus routes. Thanks to a huge influx of federal stimulus funds, many roads and bridges will be rebuilt before March 2011.

It may help to become familiar with a new array of information sources. Up-to-date TTC streetcar arrival information is now available at nextbus.com. Each tram stop is assigned a unique number, and by late July it should be possible to get real-time arrivals via text message. Displays at some stops also show when the next car is due. The bus network gets similar treatment by next year.

A few TTC surface lines will divert just before and during the G20, but street demonstrations could mean wider disruptions and even affect subway service. Check ttc.ca to find out how to receive alerts. The unofficial site — ttcupdates.com — also posts instant route warnings via Twitter.

GO Transit riders can expect the unexpected during G20 as the security zone takes form on the western edge of Union Station. Train users will be able to use other street exits, but be ready for police and protesters. GO buses could be delayed by motorcades on key roads and highways.

The expansion of Union Station continues this summer and GO regulars may have to find alternate routes through the rail complex.

A new wave of online sources aimed at those driving vehicles can also help anyone using GTA streets. Look for detailed traffic maps, estimated road speeds and travel times at beatthetraffic.com, triptimes.ca and Google Maps.

The City of Toronto also has roadwork details at toronto.ca/torontostreets.

For a full list of transit and traffic websites, see my links page at eddrass.com.

Patience, many deep breaths, as well as modern technology are your best ways to cope — unless you’re planning to spend the season on an island far from here.

Transit riders can expect detailed updates leading up to the multi-government meeting June 26-27, but various construction projects are already slowing certain streetcar and bus routes. Thanks to a huge influx of federal stimulus funds, many roads and bridges will be rebuilt before March 2011.

It may help to become familiar with a new array of information sources. Up-to-date TTC streetcar arrival information is now available at nextbus.com. Each tram stop is assigned a unique number and by late July it should be possible to get real-time arrivals via text message. Displays at some stops also show when the next car is due. The bus network gets similar treatment by next year.

A few TTC surface lines will divert just before and during G20, but street demonstrations could mean wider disruptions and even affect subway service. Check ttc.ca to find out how to recieve alerts. The unofficial site — ttcupdates.com — also posts instant route warnings via Twitter.

GO Transit riders can expect the unexpected during G20 as the security zone takes form on the western edge of Union Station. Train users will be able to use other street exits, but be ready for police and protesters. GO buses could be delayed by motorcades on key roads and highways.

The expansion of Union Station continues this summer and GO regulars may have to find alternate routes through the rail complex.

A new wave of online sources aimed at those driving vehicles can also help anyone using GTA streets. Look for detailed traffic maps, estimated road speeds and travel times at beatthetraffic.com, triptimes.ca and Google Maps. The City of Toronto also has roadwork details at toronto.ca/torontostreets.

For a full list of transit and traffic websites, see my links page at eddrass.com.

Thanks to tight budgets, Mississauga Transit (MT) has been expanding very modestly. Although riders can experience long waits between buses on some routes and overcrowding at certain times, overall the network is serving current needs, says MT director Geoff Marinoff. “I don’t think there is a lot of (extra) pent-up demand.”

Although buses can get so full they run “closed door” and bypass patrons at stops, Marinoff states these occurrences are often random and cannot be easily solved by just adding vehicles.

Regular MT user David Fisher points out that wait times of every 30 minutes or more (in some areas), as well as a reduced Sunday network, means many residents will keep using their cars.

Marinoff says non-performing routes have already been pruned as much as possible, so putting out more buses on weekends, nights or along certain corridors would require cutting service elsewhere.

The city has been able to launch a fledgling express bus grid, but most lines run only in peak periods. Fisher says not only is MT’s express service too skimpy, but vehicles often move too slowly. Marinoff replies times have been revised and this is being monitored more closely.

However, he adds, until transit priority measures are implemented, such as exclusive Bus Rapid Transit (BRT) lanes, an express bus is not a lot quicker than a local one.

“The challenge of a limited-stop express service,” Marinoff says, “is that you’re going as fast as the traffic and the lights allow, and the only thing you really save is you’re not stopping (at every local stop).”

Mississauga’s first BRT route along Highway 403 and Eglinton Avenue is set to open fully in 2012. Next on the list for higher-order transit is Hurontario Street.

With the province short on funds, its planning agency Metrolinx is slowing implementation of the Big Move, which means Toronto’s transit deficit will take longer to close.

Various mayoral hopefuls say the plan has too many light rail lines and not enough subway tunnels. They have a point — underground trains are ideal, but these cost plenty. And in a period of belt-tightening, how smart is it to add to the cost of construction without proven financial resources?

By remaking the regional plan every time there is an election, we risk losing momentum. The focus should be on speeding up and adding to the Big Move, not stalling it.

If a new Toronto mayor shifts strongly towards subways, we all wait while new designs are drafted. No proposed lines would open during their four-year mandate as it takes longer to work underground.

And what about riders who take buses across the city? Even with one extra subway station opening every year starting in 2015, few bus commuters in 416 would see improvement for decades. Meanwhile, growing congestion adds to their journeys.

If you want the job of Toronto mayor, what do you offer hundreds of thousands of bus riders stuck in traffic over the next four years?

Transit users in North York, Scarborough and Etobicoke deserve faster and more reliable trips — in the near term. Ideally, we would see reserved bus or tram lanes along many arterials and subways wherever they can be justified. But for now we have a workable compromise called The Big Move. Let’s put it in place as fast as practically possible.

The ATU is also likely to ask TTC management to make changes — possibly around the tricky issue of enforcing fares as well as better communication technology to inform customers of delays.

However, union members need to focus on problems they have more control over. If a minority of employees are treating riders with indifference or disrespect, then their colleagues must show this is no longer acceptable. When some drivers or maintenance workers don’t do their job or take advantage of lax supervision, their peers can’t look the other way.

As for communication, Kinnear admits it’s one of the TTC’s biggest failings. The union has to recognize those situations where its own members keep silent and leave customers fuming.

To be fair, sometimes employees simply do not know why a subway delay has occurred or when service will resume. Likewise, bus and streetcar drivers may not have much control over short turns or bunching, but too many seem to offer little notice or apology.

Sometimes, just acknowledging the inconvenience can reduce frustration. There also has to be a way to inform riders when a vehicle is ahead of schedule and is required to wait — which can explain why the driver is killing time at a green light or running into a doughnut shop.

Better technology will improve communications somewhat, but it’s going to be individual employees who fill the gaps — and who have to keep their cool when riders demand more details than are available.

The ATU and TTC should continuously meet and discuss communication protocols for both subway and surface disruptions.

Brampton’s Justin Gonsalves had a comment that rings familiar: He says his complaints to Brampton Transit (BT) about unpaved bus stops and infrequent schedules “are never replied to.”

I can at least report that for riders in some parts of Brampton, service is about to get significantly better. The first of several Züm routes (pronounced zoom) is to open along Queen Street in September. It’s a limited-stop bus service much like York Region’s Viva.

Buses run with traffic but signal priority helps them stay on time — about every seven minutes in peak, 15 minutes off peak. Major routes that intersect with Züm will also be goosed to every 10 minutes in September. The Züm network expands to Brampton’s Main Steet in 2011 and Steeles Avenue in 2012.

BT director Sue Connor tells me her agency receives about 650,000 calls annually and “in 2009 we had 1,700 complaints.” She says BT aims to reply — at least initially — in five working days, and she is notified of all customer issues that are not “completed” promptly. Readers, tell me if you find otherwise.

Connor says being bypassed by a bus is a top grievance. (That’s also true at TTC.) This September, GPS technology should help Brampton Transit prove to callers whether a vehicle was ahead of time or not, or if it was in fact the one they wanted.

More crucially, BT riders can expect many new “SmartBus” features to predict when their next bus should actually arrive — via both computer and handheld devices. Also this fall, the Presto fare card comes to Brampton Transit. All these initiatives ought to boost what is an already fast-growing suburban system.

But typical low-density problems remain: Some routes still see buses only every 30 minutes. Plus, only half of BT’s 2,260 stops have concrete pads and there are currently just 380 shelters. That can mean mud and/or unpleasant waits in many areas.

Local transit riders in Mississauga, Oakville, Burlington and Durham: I’d like to hear from you next.

In May, the Presto pass debuts on three GO rail lines plus Burlington and Oakville Transit. The cost of each trip is deducted from a balance stored on the card.

In 2010 and 2011, Presto will become valid across the GTA but at only a few subway stations.
The TTC has delayed joining Presto for cost reasons but can now take advantage of the latest technological advances. Both Chicago and New York have been looking closely at how debit and credit cards or even cell phones might be used to pay at subway gates and on buses.

With the right technology and computer systems in place, U.S.-based expert Paul Korczak says transit agencies could save money by allowing riders to deduct fares from bank or other accounts  -- without having to use a special transit card. “Good customer service is about choice,” he says.

Presto’s David Smith tells In Transit, “We want to focus … on all payment mechanisms.”

The TTC needs several years and many millions of dollars to install new readers across the system. When a design is chosen it could possibly accept the Presto card as well as other payment types. Such devices are not to be confused with the anti-fraud fareboxes currently being tested on some TTC vehicles.

Not everything will change with new technology. Unlimited-use passes ought to remain available, though a points or “miles” scheme may be introduced. And you’ll still be able to use coins.

Despite wishful thinking, fare disputes won’t disappear either. People could try to pay student or senior fares for which they don’t qualify, or simply ignore a machine that says their pass is no good.

Expect to continue to pay extra to cross between 905 and 416. New cards or technology do not necessarily mean cheaper rates -- even as they re-open the debate about fare-by-distance on the TTC.

Also, removing the need for subway collectors is no excuse to banish staff from the system. For customer service and safety, we probably want at least one person at each station, ready to help riders.

The two-hour sessions, to take place three Sunday afternoons over the next few weeks, may be heavily covered by the media — and could end up looking like a public relations effort by the Amalgamated Transit Union.

And yet ATU local 113 has never reached out to riders like this — it is possible there is a shift in attitude among some in the union regarding “the travelling public.”

Criticism of TTC workers has been building after extremely unpopular strikes in 2006 and 2008, and burst out during this winter’s coverage of unseemly on-the-job behaviour. The ATU may be trying to restore some public support in advance of two events: The expiry next spring of its labour contract with the TTC; and a Toronto election where transit is a hot issue.

Another big concern is increased abuse of frontline staff — if overall rapport with riders improves then incidents of verbal and physical assault may drop.

The ATU’s aim of the town halls may be self-serving, but I feel there is also a real gesture being made. The true proof of this occurs in those brief moments at the farebox. Have employees seemed more attentive since the huge outcry of a few months ago?

I asked to speak with ATU head Bob Kinnear for this column but he never replied.

It’s worth noting that Kinnear won’t be the only one on stage at the Sunday events — several union members will be there to hear and respond to riders. Control of each meeting is being turned over to a moderator, including radio host and former Conservative politician John Tory.
TTC chief general manager Gary Webster tells me he plans to attend the April 11 session and, hopefully, April 18 and May 2 as well.

He says opportunities for the public to show up and share its concerns are “a good thing. I think good will come out of this.”

Webster also reports that the TTC’s panel on customer service has met several times and has now reviewed the agency’s complaint process. The panel is likely to announce its own series of public meetings soon.

They say the system is gradually becoming cleaner and if the City of Toronto approves funding, most damaged walls and floors should be fixed within six years.

I toured the work underway at Spadina and St. George stations with TTC superintendent Gary Shortt and agreed the renewed wall materials are a definite improvement. Yet so many flaws remain at these and other stops that it could seem a long six years.

Transit crews will respond quickly to certain issues such as graffiti, but everything else must wait. Riders can be forgiven if they feel some items have been forgotten entirely — like decrepit washrooms or that Don Mills station stairway with a wood step.

In contrast, I’ve used the new 311 service to report potholes and other problems on City of Toronto streets and sidewalks. I was offered tracking numbers and most issues were resolved promptly. Like the TTC, Toronto’s road system is underfunded but at least the city’s communication channels are open.

To the TTC’s credit, it has worked closely with Yonge Street businesses to track overdue repairs at key downtown stations. Alas, few have been fixed. If we are ever going to rejuvenate our aged stations the commission must enlist local residents and firms to help secure funding.

Correction - March 30, 2010, 7:16 p.m. EST: A previous version of this story incorrectly identified the regional transit plan that is the subject of this column. It is called the The Big Move, not Let's Move, as Metro originally identified it.

Supervisors are moving from individual bus garages to a single monitoring location while others are being sent to key observation spots across the network.

Allen Chocorlan of TTC bus operations says two trials in 2009 showed that increased eyes on the street resulted in less customer complaints, as well as fewer assaults on bus drivers.

Streetcars are particularly vulnerable to traffic disruptions including vehicle collisions that block tracks. Customers can also gum up the works, often by not having the right fare. Despite having its own newly-expanded right-of-way, the 512 St. Clair line is not immune to delay and on-site managers still must talk with drivers to determine what is causing gaps or bunching.

James Fraser of TTC rail transportation admits service on the 512 was poor in January, but has improved a lot. He says, “The supervisor does build a relationship with the folks on the line, and that’s why … we’ve put some of our most experienced supervisors up there (on St. Clair) to make sure that they can deal with some of our operators that potentially don’t have the experience of the rest, give them pointers and make sure that they change the way that they’re operating.”

Will the portable data devices being tested mean that TTC riders can expect less crowding or short-turns?

Fraser says the machines can “give the supervisor on the route a tremendous advantage to know what’s coming at him. He can actually see where all the vehicles are on the line and know what adjustments he has to make to the cars as they’re going by. Are we there yet? No. Will that provide significant advantages? Yes.”

Knowing how much trouble the TTC has had improving reliability on the 501 Queen car I remain skeptical — but we can hope.

– Toronto-based transport writer Ed Drass covers transit issues every Monday; transit@eddrass.com.

Most Toronto agencies include both elected and appointed members and, considering recent history, there is little evidence the commission should be different.

Another overdue development is the TTC’s new customer service advisory panel, made up of people with experience in the public and private sectors. They need to swiftly set up a series of public sessions across the city. For now, email them via advisory.panel@ttc.ca.

I’m curious if this group can discern if TTC failures in serving customers are due mostly to a culture of indifference, or to inadequate funding.

Not to be left out, the TTC’s largest union is also in the process of arranging public meetings — these should be very interesting.

Added to this mix is ongoing scrutiny in the media, plus talk of privatization and expense audits from campaigning municipal politicians, as well as a pilot project to include local residents in the operation of subway stations.

From bottom to top, the country’s biggest transit system is about to undergo more examination than it has ever experienced.

Quick Tip: Are you affected by upcoming cuts to GO bus service in York Region? See twitter.com/eddrass for links to details and petitions.

Are other transit agencies any more attuned to the morale of their ­passengers?

I don’t often hear from readers who use local systems in 905, but recently Neil Bruce of Markham contacted me about problems with York Region Transit and Viva, the local and express bus network north of Toronto.

He’s been sending YRT complaints about service problems and says the responses have not been helpful.

Sounds familiar — I hear the same from TTC and GO Transit users.

His beefs include ineffective countdown monitors at Viva stops as well as a high number of fare-vending machines that simply won’t vend fares.

For Richard Leary, the brand new manager of YRT/Viva, a key problem to tackle is one experienced by Mr. Bruce and transit riders everywhere: Vehicles that don’t stay on schedule.

The inconvenience of a bus running very early or late may be reduced now that YRT offers “real-time” estimates of when buses are expected at stops. Riders can get these via phone, email or the website yrt.ca.

Updated arrival times are a major help — if they are correct — but such technology doesn’t relieve transit operators from providing reliable service. Leary, who was previously a senior manager for Boston’s transit network, says talks with YRT and Viva staff have convinced him that one of the biggest needs is to give each bus enough time to complete its route.

He says routes that generate the most complaints could be first to have more minutes added.

YRT and the private companies that actually operate York Region’s buses now have a tricky balancing act: Stop asking employees to keep to impossible schedules — without giving so much extra time that buses plod along, well under the speed limit.

Riders of 905 transit agencies: Please send me your top complaints via email or on Twitter @eddrass.

Some areas can expect more disruption than others. Businesses and homes along the planned Transit City routes may be more difficult to reach by auto — permanently.

Higher land values are expected to accompany these new LRT routes as well as the Spadina subway extension to Vaughan, putting further pressure on low-rise, car-friendly areas to make way for urban-style development.

No matter how justified, heavy construction in the city is hard to take — especially after years of relative calm. Just ask people living near the Georgetown rail line — some of whom already hear the thud of pile-drivers. Residents along all GO Transit corridors must adapt to construction and then more trains.

There will be many complaints about all this heavy work in hopes that authorities can make it bearable.

Some opponents want to alter the transit projects themselves, such as building subways instead of light rail to reduce noise and surface delays.

Those following the latter strategy have a big job ahead. They would need to reopen the regional transport plan that is underway, as well as show their real aim is not to curtail transit expansion.

And someone must enunciate just how to pay the higher cost of tunnelling underground. There are ways to raise the money — including road tolls or higher taxes — but these also generate heavy opposition.

Let’s have this discussion, although with the aim of building the next phase of overdue transit projects, not stopping the ones already under way.

Note to commuters: See toronto.ca/stimulus_fund for maps of upcoming roadwork.

There may be times when the nearby 511 Bathurst car is faster, even though that route has no right-of-way to keep cars out. So, what’s holding up Spadina?

The 510 line is very heavily travelled but it does not have traffic signal priority at many key intersections. Almost all other streetcar routes (and some of the TTC’s top bus routes) are equipped with technology that can give transit vehicles a bit more time to clear intersections.

By extending green lights, transit vehicles can save an average 16 seconds per intersection.
Add that up along the length of a route and many more people can be moved every hour. 

By comparison, the transit priority system is now working on the entire 512 St. Clair corridor — just a month after the line re-opened.

In 2005, transit watcher Steve Munro asked the TTC why the technology wasn’t in place at major Spadina junctions. Years later, staff still have not provided a formal explanation.

However, both TTC and City of Toronto officials tell In Transit that things are finally moving. The city’s Bruce Zvaniga reports that most of the key intersections should be equipped by the end of 2010.

Of course, this doesn’t guarantee clear sailing. Signals at minor roads already have transit priority and streetcars can still get red lights.

Also, TTC drivers must stop before crossing complex track switches — which are found at those same major intersections.

As usual, it takes a crisis or other significant event to highlight fundamental weakness — and the TTC is having its moment. After a fare hike that far outstripped the general rate of inflation, many riders are asking why they are paying more to get the same service.

Actually, improvements have been made in recent years — for example, many more buses have been put on the streets throughout the day and two transit-only routes just opened.

But Toronto’s need for transit capacity surpasses what the TTC is providing. The system is inadequate and yet it is up to society to provide sufficient funds to make it adequate. Our governments chose not to do so, and now we’re all paying the price.

Many of us are tired of uneven service and continued crowding. And we notice when the organization or its employees seem to take us for granted.

The strong public reaction to images of sleeping workers amplifies a sense that this service, which is vital to the functioning of the city, has lost track of how to actually serve. After an 11 per cent fare increase, our expectations are suddenly much higher. And how will the TTC respond?

As the commission engages outside help in identifying the causes of weak customer relations and looks for ways to increase the percentage of staff who put riders first, managers must not avoid examining their own attitudes.

The unions that represent transit workers also have a crucial choice. Will they focus on protecting members from “the company” and a potentially unsympathetic public, or recognize that a key part of job satisfaction means treating customers as well as possible — including the rude ones who don’t seem to deserve it.

And what about riders? We pay a lot of money to get around Toronto, but if we begin to anticipate bad or indifferent treatment from employees, that could be all we see.

Toronto-based transport writer Ed Drass covers transit issues every Monday; transit@eddrass.com.

In general, transit drivers cannot set temperatures but often can decide if the heat or air conditioning is on or off.

TTC streetcars may have the worst record of all GTA transit vehicles. Two years ago, about 70 per cent had fully working heat but the TTC would not give me a current figure. Instead, I was just told cars without heat are sent in for servicing. This may indeed happen on very cold days — but the rest of the time too many Toronto trams have only partial heat.

Most transit vehicles now have air conditioning, although some days a breeze through the window is sufficient. This choice has not been available on the TTC’s newest buses.

The Orion 7 models from Daimler have already given us enough grief, particularly when their hybrid batteries failed, stranding riders. Last year, many of their windows were screwed shut after some fell out. The window manufacturer has finally come up with a fix, which may not be fully in place until this summer. Until then, you’ll have to hope the thermostat is working right.

My advice to the powers that be: Transit users may not formally complain about temperature problems — it often seems pointless. However, modern technology can be used to monitor whether vehicles are comfortable and automatically report extreme hot or cold. Don’t riders deserve this?

And it would be great if those responsible for maintenance could check into some of the comments In Transit readers sent me. I’ve posted excerpts on my blog at metronews.ca/eddrass.

•••

To riders on the 512 St. Clair streetcar: Has service been regular since the route opened? Please let me know.

Toronto-based transport writer Ed Drass covers transit issues every Monday; transit@eddrass.com.

Several major GTA highways got significantly slower between 2006 and 2008, according to the provincial ministry of transport. Thankfully, half of the roads that were measured did not show worsening congestion — but others practically coagulated.

Some stretches of road have special lanes for high occupancy vehicles, which means bus riders and carpoolers can bypass traffic — but this is not an option in many corridors.

As gridlock spreads across the GTA, transit users will be affected in two ways. Buses that travel in mixed traffic will move more slowly and become less evenly spaced — they will be more likely to travel in packs. To liberate transit vehicles from congestion, we need to build more dedicated lanes but these may have to be carved from existing roadway space. This in turn worsens congestion.

Also, a greater number of motorists will eventually have to leave their cars at home and try squeezing onto streetcars, buses and trains. Even though the province has embarked on one of the largest transport upgrades in the world, the planned road and rail expansion won’t offset the huge growth in car use that is expected in coming decades.

Queen’s Park needs to calculate what it will cost to ensure traffic does not come to a halt on key arteries. Then we as a society must decide how — or if — we’re going to pay for increased mobility.

Readers, over the last year have you noticed serious problems with heating or air conditioning onboard transit vehicles? Please let me know via transit@eddrass.com.

Toronto-based transport writer Ed Drass covers transit issues every Monday; transit@eddrass.com.

Transit watcher Steve Munro has noted that the cost to operate the city’s buses, streetcars and subways is set to rise by between six and seven per cent in 2010. Staffing and fuel head the list of TTC costs, but there is a huge array of other items that add to the pressure.

If that rate continues into 2011 and beyond, then the politicians and staff who oversee Toronto’s transit system have an obligation to project how much more it will need every year to operate and grow the system. And they need to explain why this is so far above inflation.

What kind of fare hikes can TTC riders expect every year, and will they get better service to go with it? GO Transit usually raises fares in March or April, and trumpets recent expansion at the same time.

Leaving aside overall improvements in schedule reliability and employee courtesy, the TTC can argue it is at least upgrading service. Two new transit-only routes opened recently — to York University and along St. Clair — and work is underway to build light rail lines across the city.

However, even if these lines attract more riders, the nature of public transit is that each new user still needs to be subsidized by tax dollars. When the Sheppard subway opened, it was an immediate drain on TTC finances and future lines will be too, unless a stable funding mechanism is worked out between governments.

During the fare hike drama of late 2009, several organizations came forward to voice concerns — some even formed a coalition known as TTC Riders (ttcriders.ca).

Transit advocates and user groups can be useful if they bring attention to the larger transportation funding picture, as well as demand specific improvements to the riding experience.

We need healthy ongoing discussion about making transit better — even while containing costs. Let’s have a rough idea how much fares are going up in January 2011, and 2012, instead of the usual last-minute debate and ensuing complaint binge.

After token hoarding and the inconvenient replacement tickets last month, many have asked why the commission can’t just implement a price change overnight. I would argue that as a tax-funded public agency the TTC must justify its policies — including pricing schemes — and allow the public ample chance to comment.

Toronto-based transport writer Ed Drass covers transit issues every Monday; transit@eddrass.com.

For cities to be walking-friendly and accessible, we all have to take responsibility for keeping sidewalks free of snow and ice. Governments clear much of the white stuff, but not all — and not immediately.

Depending on where you live, the municipality plows roads and sidewalks within specified periods of time after a snowfall. In the past, roadside transit stops were a low priority for GTA cleanup crews, but that may be improving. For example, Mississauga recently committed to clearing the areas where buses load and unload within 24 hours, down from 36.

Toronto’s time limit for bus stops is 72 hours. Senior transportation manager Peter Noehammer says most are done within two days.

If you think municipal authorities have forgotten to clear a transit stop — including near train stations — please report it.

Alas, getting to transit from one’s front door is even tougher when owners along local streets haven’t done their bit. This is especially critical in parts of 416 where sidewalks are too narrow for civic plows to reach.
Before being amalgamated, the old City of Toronto reminded residents of their duty to clear snow from the front walk so neighbours could pass safely. See YouTube for “Clear Your Ice” commercials.

Now, city hall barely mentions the topic, and thereby fails its citizens. Navigating slippery sidewalks is no simple task, particularly for the elderly and those who use mobility aids. A heavy snowfall forces some to stay at home for long periods.

Claiming tight budgets, Noehammer says a new “Clear Your Ice” campaign is a good idea, but costly. And yet the city does spend money on advertising and has in-house publicity tools — such as free poster space in bus shelters.

I’ve asked Toronto officials about this for years. Last week, Noehammer said of the shelter ads: “We didn’t do it this year, but it is something we will be putting forward” as a communications priority.

Instead, official statements about timelines for clearing your walk (within 12 hours of a snowfall) and fines for not doing so ($105) are buried in press releases or the official site toronto.ca — search under “snow.”

Toronto, it’s time to get off your tush and make sidewalks safer.

Toronto-based transport writer Ed Drass covers transit issues every Monday; transit@eddrass.com.

Now is also an opportune time to enjoy Toronto’s huge array of attractions — particularly museums, galleries and live shows. Metropass holders should visit ttc.ca because the TTC has added a bunch of discount offers to a list that already includes the zoo and the CN Tower.

A few new deals are the King Tut exhibit, Raptors basketball and some popular theatre productions.

Those who don’t have a Metropass can still save money by taking advantage of extended dates for the TTC day pass. For $9, up to six people (including two adults) can have unlimited one-day travel until Jan. 1. See the ttc.ca home page for the specifics, as well as holiday service hours.

It’s probably a good idea to buy your day passes in advance and keep them handy. The TTC tells me unused passes sold before the Jan. 3 fare hike will have to be exchanged — at no added cost — for new day passes. Stay tuned for details.

Just weeks after the TTC opened its new express bus lanes to York University, another transit-only route has begun service. Exclusive streetcar lanes are now open on St. Clair between Yonge St. and Lansdowne Ave.

Merchants along this wide boulevard have suffered during a prolonged construction period — not only have the tracks and roadway been replaced, but there has been a lot of utility work.
This is our cue to go explore the great variety of shops, restaurants and cafés that line St. Clair. It would be an excellent gesture for Torontonians to recognize the sacrifice of local business owners by visiting the street and spending some holiday cash there.

Keep in mind special transfers are issued along the 512 St. Clair route that allow unlimited use for two hours. Look up “Time-Based Transfers” at ttc.ca for an explanation. This deal should remain in effect at least until the entire 512 line reopens to streetcars past Keele St. some time in 2010.

My last shopping tip? I’ve added new items to the list of transit-related merchandise at eddrass.com — see the Trinkets page for links and descriptions. Geek alert: Spacing has more subway buttons — in 1954 colours.

Toronto-based transport writer Ed Drass covers transit issues every Monday; transit@eddrass.com.