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.

This occurred after hearing from a Metro reader who said his girlfriend witnessed a racist comment made by a subway collector at St. Clair station. When token sales were restricted in early November to five each, the booth attendant allegedly told a customer it was because Chinese people were hoarding token rolls. When told the comment was racist, the collector repeated it.

Just shy of 2010 — in one of the most diverse cities on the planet — how isolated are such incidents?

There is little formal recourse when a customer makes a discriminatory remark, but what if the words come from a uniformed employee working for a public agency?

In a largely positive review of the TTC, a Metro Ottawa transit columnist reported how a subway collector at Union station ridiculed his British accent.

Is there any point in reporting bigoted comments? As discussed here many times, the TTC is restricted by labour agreements from telling customers how personnel are disciplined.

Officially, complainants can be told only that the issue was “dealt with accordingly.” With no evidence, riders are basically told, “Trust us, we take your concerns seriously.”

That’s about what TTC spokesperson Brad Ross gave me when I followed up on the St. Clair case. He would not divulge how the specific allegation was processed, nor would he reveal general numbers about discipline, such as how many employees are reprimanded, suspended or fired.

I was unable to speak with transit union president Bob Kinnear for this column, but he has stated in the past that, for privacy and safety reasons, customers cannot be told details of discipline against individual workers. He has also complained that TTC customer representatives do in fact reveal more than allowed.

If nothing can be formally divulged, how are we to know if any real measures are taken? Ironically, it is Kinnear who offers the only indication: He has said that TTC supervisors routinely treat customer complaints as “gospel;” their validity is rarely questioned. 

Readers, if you have experienced what you believe is racial discrimination while using transit, let me know. If possible, send copies of official complaints.

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

"When I started riding the Georgetown train in 1986, the journey was scheduled at 48 minutes. Granted, the trains are more crowded and there is one extra station, but now the journey is 63 minutes -- an increase of 31 per cent. It boggles my mind that the solution to their inability to run trains on time is to lengthen the schedule."

McNeil responds: “Your reader's comment on service scheduling 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 are beyond GO's control, but we are constantly striving to improve our reliability across our network.

“The recent schedule adjustments on the Georgetown line reflected the fact that dwell times have increased due to increased passenger volumes. Our schedules 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.

“The Georgetown South Corridor track improvements will be very extensive, 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.

“We now have federal and provincial environmental assessment (EA) approval and are proceeding with the design and assessing various construction staging options.

“Service [on the Georgetown line] will be expanded as ridership demand and the budget allows.

“Our construction plans anticipate significant construction to start in early 2010. The majority will be complete in early 2015 so service will be available for the Pan Am Games.”

See McNeil’s full response plus my view at metronews.ca/eddrass:

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

If the experiment succeeds in moving more people and trains through the system’s busiest station, it could be extended past Friday and maybe tried at other passenger bottlenecks.

Launched during a fare hike process that has exposed many key flaws at TTC, riders have been skeptical about this test —- but it might actually work.

By blocking access to the last few subway cars at Bloor, transit officials hope passengers can board trains faster from the less-crowded southern end of the platform.

The TTC wants to shorten the amount of time trains “dwell” in the station and send more of them through per hour. Yonge line superintendent Collie Greenwood says that so far an average of 28 trains have been stopping hourly — more than normal.

The TTC must decide this week if this change justifies the extra personnel. I visited Thursday and there were far too many supervisors, special constables, as well as police.

The numbers will drop this week, but assigning the right number of people to crowd control requires a deftness the TTC may not possess.

That said, increased subway capacity is worth a try — as is having platform staff ask riders not to block train doors.

Readers, do you think this experiment will result in faster, more efficient boarding?

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

Now, token sales are being suspended in favour of temporary tickets. There won’t be a limit on the tickets, but they have a Jan. 31 expiry date. (For details, see today’s news section of Metro and ttc.ca.)

The challenge for riders is to make it to the new year with a minimum of difficulty. TTC spokesperson Brad Ross tells In Transit that collectors will sell their remaining supplies of tokens, and tickets are to be available by this afternoon.

Boarding buses and streetcars won’t be an issue — after all, the TTC issued tickets for decades — but subway stations could prove trickier. Paper tickets won’t work in turnstiles — students and seniors know this too well — so there could be more crowding at collector booths. Ross says officials will assess lineups in the coming days and may open extra “crash gates;” the temporary entrances often used in rush hour.

Meanwhile, passholders have been able to steer around the lineups. If I didn’t already subscribe to the Metropass Discount Plan, I would seriously consider buying a December card to avoid the token/ticket situation. If you don’t expect to be around the whole month, you can lend out the Metropass — or use weekly passes.

The TTC day pass is another hassle-avoiding option, and the ones currently on sale don’t have an expiry — they are valid beyond the January fare hike date.

If you were hoping to lock in a Metropass subscription at the current rate, sorry. The first month available is January, for the new price. The 100,000 TTC riders who already receive their pass by mail will continue to enjoy the same monthly charge until the anniversary date of their subscription.

Most of these details are at ttc.ca already — see Fares & Passes — and I trust special info about the tickets will be online very soon.

Other displeased riders have likely been contacting Toronto city councillors.

At tomorrow’s transit commission meeting, riders are likely to speak against a price increase, but can they propose constructive alternatives? The TTC budget is very complex, especially as it is closely tied to the financial health of city hall and Queen’s Park.

The website spacing.ca reports chair Adam Giambrone will move a Metropass price rise of 11 per cent instead of the proposed 15. Expecting a complete fare freeze is unrealistic, and yet we have every right to ask commissioners what they have done to contain costs.

As for those upset riders who want TTC budget cuts, do your homework first. Look up news stories or see well-researched blogs like stevemunro.ca to develop credible proposals.

It might help if the public were involved in an ongoing debate about transit efficiency throughout the year, instead of waiting until fare hikes are nigh. Given the opportunity, I bet riders can come up with balanced suggestions on how to streamline the system. Money is going to be tight for a while, so let’s talk about how we are going to pay for a good quality transit system that can weather economic storms.

To read Brad Ross' replies about the anti-fraud plan, see http://www.metronews.ca/eddrass

The idea of people not paying their fare is irksome, but what if detecting fraudsters slows down your trip? Comment at metronews.ca/intransit.

Fare hikes usually get heavy coverage as riders feel caught off guard — so maybe it’s time to talk about predictable fare increases, similar to GO Transit. Why not raise TTC fares once a year — roughly at the rate of inflation? Tell me your opinion at metronews.ca/intransit.

Despite billions of dollars going into subway, light rail and GO train projects, I fear road and transit congestion will be out of control by the time they come on line. Do I worry too much?

First case: Look at rail service between Toronto and Brampton. Metrolinx, the regional transit authority, is being closely scrutinized over plans to upgrade this major train line as well as build a spur to Pearson airport. Whether trains on this corridor end up using diesel or electric power, little extra commuting capacity is due prior to 2015.

It’s much the same for other big GTA projects — there’s a gap of four to six years before we ride them. For example, the soonest LRT service can begin on Sheppard Avenue East is 2013.

Metrolinx official John Howe says some “Quick Win” projects will be ready sooner, including major upgrades on the Barrie and Stouffville GO lines, plus 12-car trains on the Lakeshore corridor.

Metrolinx CEO Rob Prichard says steady “intensification” of GO Transit capacity will continue. “Those big transformational steps are … farther out in the horizon,” adding, “In the near term our emphasis is going to be on customer service, on-time service (and) reliability of service.”

As for commuter impatience, Prichard says, “My consistent reading is, right now people support the agenda of increased services but they don’t have unrealistic expectations of how quickly it will come.”

Miller often insisted, as he did in 2007, that the TTC was “a great system for a city of about 1.5 million people, not a city of 2.6 million residents which is the heart of a region of well over five million. It must be expanded.”

He’ll have just over a year to ensure projects such as Transit City, the network of light rail lines across Toronto, take root. There are a lot of other transit challenges during his remaining time in office, not the least of which is finding enough cash to keep the TTC operating amid serious budget constraints.

Miller did make transit a key priority but then, he had to. The transport network in the GTA had been badly neglected for over a decade before he first became mayor in 2003. The Toronto mayor actively developed the relationships with senior governments  that helped raise billions of dollars.

Although Miller has been criticized for expanding the city budget too fast, he managed to find support for improving TTC service in a most frugal way — simply adding more buses. Adding vehicles may seem a no-brainer, but you’d be surprised how many politicians ignore this approach in favour of sexy new subway lines.

 The Transit City LRT network also goes against this passion for underground trains — but I feel Miller correctly assessed the past failure of previous governments to build subways, and proposed a surface grid that can be completed faster and cheaper.

 It’s going to be tricky for potential mayoral hopefuls to try and upgrade Transit City into a subway network. Where would all the extra money come from, and can Toronto commuters afford to wait?

The City of Toronto and the Sierra Club host an event at Dundas Square. A short section of Yonge Street will be opened to the people. Mississauga is holding a bike race amid Smart Commute Week, and other GTA jurisdictions have contests.

I’m not suggesting the organizers of these local events should be taken to task or they’re somehow not radical enough. You need the support of municipal councils — and often car-friendly road departments. That takes patience.

It’s the Canadian way, I suppose — a gradual, polite effort to remind everyone that driving is not always in our best interest. But if New York City can hand over a major road like Park Avenue to bikers and walkers for three Sundays a year, we can, too.

And commuters may need a more consistent message — it’s time to co-ordinate World Carfree Day with “Clean Air Day” and the National Commuter Challenge — both held earlier in the year.

Sure, the whole idea of reducing car use provokes a few motorists to unreasonable anger; and there is a huge practical challenge: The GTA’s transit systems are crammed during rush hour.

But let’s get serious and support the idea that our quality of life can improve when we drive less.

For local events, see www.smartcommute.ca/carfreeday — and also visit worldcarfree.net. If you already ride transit to work, why not use it tomorrow evening, too?

For years I’ve been taking short vacations by VIA Rail and Ontario Northland. I can’t rave enough about the unexpected joys of discovering towns and cities that are close to home.

 I have also travelled each GO Transit rail line and tried to stay overnight in the historic town centres that often lie at the end of these corridors. With a bit of research this can be a genuine local “stay-cation” — thanks to the reasonable rates at local bed-and-breakfasts, many of which are in century-old homes.

By car, 905 may seem full of subdivisions and malls. Trains often travel to the heart of those older, walkable town centres that are scattered throughout the GTA. Add in the coming change of leaf colours, and even a quick GO train ride can become a real excursion. 

Toronto residents may have a hard time thinking of places like Stouffville or Milton as travel-worthy, or just how enjoyable it might be to dine in downtown Burlington and return the next morning — but just try it by train.

Thanks to recent expansions at GO Transit, southern Ontario is more accessible by rail than it has been in decades. GO has not only beefed up train service, but it’s now possible to return from most destinations by bus on weekends.

This kind of train and bus combo can also bring the Niagara peninsula or Muskoka within range of quick, inexpensive jaunts using GO, VIA, Ontario Northland as well as private bus companies.

And while modern traincars may not convey the traditional romance of rail, they can help you reach tourist trains in several Ontario towns, including a new line in Guelph.

Check my In Transit blog at metronews.ca for links to train information, B&Bs, as well as fall colour tours.

It seems GO thought single doors at each stairwell would be sufficient. Instead customers lined up to squeeze through one at a time — often exposed to rain.

Metro readers said security was increased to make sure no one crossed the tracks for other exits. Last week I asked about the status of the doors, and GO spokeperson Vanessa Thomas confirmed the bottlenecks are being fixed.

 She tells In Transit, “GO Transit’s decision to install double doors on platforms 26 and 27 will add more width for passengers to access the stairs.” Even before the new doors arrive, the busiest portals are being widened.

GO is also encouraging passengers to try alternate exits along Bay and York Streets — exits that are supposedly less crowded. Some riders may be shunning the Bay and York “Teamways” (named for old freight passageways that have been remodelled) in favour of their usual paths to work.

Union Station is undergoing a massive, multi-year expansion — imagine your house being renovated while you’re living in it. This means GO and TTC staff had better become adept in helping users find new ways through the rail depot.

This applies to the subway and light rail platforms, which will also be rebuilt.

Major changes are coming and we may have to break years-old habits when rushing for trains. Add in extensive track work across the rail network and GO is going to have to answer a lot of complaints — in a full and timely way.

 Margaret Fay of Oakville points out how GO can do a better job informing customers during the mega-rebuild. She writes, “The escalator that should service platforms 4 and 5 has been out of service for 20 months now! The first three to four months were for ‘regular maintenance’ and then the notices conveniently disappeared and someone said they were replacing the escalator with a stairway! Well — 20 months down the road —we have neither!”

GO does plan to replace escalators at many stations with stairs, for cost and safety reasons it appears.

Ms. Thomas reports new entrances from Bay Street are opening soon and platforms 4 and 5 should be fully accessible by late fall. She did not explain the two-year wait.