Smiffy
Active Member
This thread is for discussion of things that might make transit and subways better in the greater Toronto area.
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- Thread starter Smiffy
- Start date
crs1026
Superstar
In general - I hope this thread is about where to invest, and not just the minutae of where to put a station or what fantasy lines we can imagine.
oK, my take…. Two issues:
1) I’m not convinced there is a useful purpose served in extending the Ontario Line further west…. But… burying the 501 under Queen from Sunnyside over to Dufferin would be a gamechanger for transit connectivity to Humber Bay and South Etobicoke as well as making King/Queen more traffic friendly. Do it cut and cover, make better use of the 501 grade separated row west of Sunnyside, extend streetcar service along the Queensway, making that route a legitimate LRT instead of a very plodding streetcar… far better use of money.
2) I disagree that downtown is the only place that heavy rail is deserved…. We have a crying need for cross-city transit across the top of the city. Sheppard extension will help that, but really everything in our built form north of about Eglinton has been designed for the automobile, and it will take intensive investment to change that. Both east-west and north-south connectivity is needed, plus intensification of surface transit - especially smaller buses into more back streets and local suburban enclaves. We can debate what routes and what lines, but at a higher level the dollars need to be directed here and not towards downtown.
Oh…. Three….three issues
3) All of this is just drawing lines on a napkin if we don’t increase the linkage between development and density and transit investment. We do not too badly at linking tall building development to major transit lines, but we need to up the ante for 4-plex/6-plex planning. Currently half the city has accepted six-plexes, while half is resisting. Let’s reward the accepting wards but putting our transit investment into those wards, and let the resistors chike on road congestion (I’m looking at you, Ward 2)
And yeah, let’s remember that underground subway is the most expensive form of transit - so while we need some of that, let’s not underplay the value of other modes that can serve the purpose while saving a lot in construction time and cost.
- Paul
oK, my take…. Two issues:
1) I’m not convinced there is a useful purpose served in extending the Ontario Line further west…. But… burying the 501 under Queen from Sunnyside over to Dufferin would be a gamechanger for transit connectivity to Humber Bay and South Etobicoke as well as making King/Queen more traffic friendly. Do it cut and cover, make better use of the 501 grade separated row west of Sunnyside, extend streetcar service along the Queensway, making that route a legitimate LRT instead of a very plodding streetcar… far better use of money.
2) I disagree that downtown is the only place that heavy rail is deserved…. We have a crying need for cross-city transit across the top of the city. Sheppard extension will help that, but really everything in our built form north of about Eglinton has been designed for the automobile, and it will take intensive investment to change that. Both east-west and north-south connectivity is needed, plus intensification of surface transit - especially smaller buses into more back streets and local suburban enclaves. We can debate what routes and what lines, but at a higher level the dollars need to be directed here and not towards downtown.
Oh…. Three….three issues
3) All of this is just drawing lines on a napkin if we don’t increase the linkage between development and density and transit investment. We do not too badly at linking tall building development to major transit lines, but we need to up the ante for 4-plex/6-plex planning. Currently half the city has accepted six-plexes, while half is resisting. Let’s reward the accepting wards but putting our transit investment into those wards, and let the resistors chike on road congestion (I’m looking at you, Ward 2)
And yeah, let’s remember that underground subway is the most expensive form of transit - so while we need some of that, let’s not underplay the value of other modes that can serve the purpose while saving a lot in construction time and cost.
- Paul
Bojaxs
Senior Member
Extend it to Mimico and build a station at Park Lawn. This way we don't have to construct two GO stations right next to each other on the LSW line.
And now we have an LRT along Eglinton instead of a proper subway. Yet I some how doubt we saved any time & money.
A BRT along Finch would have been cheaper and quicker.
EDIT: And what about operating costs after construction? Ontario line will be automated while the LRT requires a driver.
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torontowest91
Active Member
I agree humber bay shores is very under serviced by transit
The park lawn go was originally supposed to open by 2025... now they are saying 2032-2035 which is crazy
The park lawn go was originally supposed to open by 2025... now they are saying 2032-2035 which is crazy
crs1026
Superstar
If we can't do better than we did with Eglinton, we should stop building transit altogether.
I'm not arguing against subways (I am however advocating for a sensible mix).... but just to be pedantic, I don't recall there being evidence that the LRT part of Line 5 is what has created the delay. That part seems to have come together fairly nicely, its the underground portion that has been problemmatic. And (per subsequent LRT on Finch) LRT construction is beginning to go a lot faster - the local construction industry is developing some depth in how to build LRT. (Ignoring Hurontario, perhaps)
- Paul
cateran
New Member
It might not be as flashy but I really believe that we could unlock multiple subways worth of capacity if we properly put in the effort to enhance our current systems. I believe that we have close to sufficient infrastructure to meet our transit needs but we mostly suffer on the execution and policy side.
TTC General
Signal Priority: No transit vehicle in Toronto should have to wait at red light unless it is doing so for another transit vehicle that is carrying more people or is more behind schedule (deciding what do to in this case would actually be a good use of AI, Chair Jamaal Myers)
Stop Spacing: Any stop with spacing less than 500m should be heavily considered for removal with leeway given for ones that offer important connections to other transit lines or are heavily used
TTC Buses
Express Bus Lanes: At a minimum every express bus route should run exclusively on bus lanes
Local Bus Lanes: Local routes should have lanes timed and where necessary to ensure that they are not regularly stuck in traffic
TTC Streetcars
Full Separation: All streetcar lines should be separated such that no private vehicles should be allowed on their tracks
Level Boarding: All boarding for streetcar should be from island platforms featuring level boarding (removing stops will make this part cheaper)
Track Switches: All switches should be updated to electronic dual switches to let them maintain speed through intersections
TTC Subway + LRT
Platform Screen Doors: All non street running stations should feature Platform Screen Doors to improve safety, increase approach speed and reduce disruptions
Reduced Speed Zones: We need as much attention given to the Reduced Speed Zones as the Gardiner construction and higher maintenance standards need to be imposed on the TTC to ensure this level of decay isn't reached again
Shuttle Bus Lanes: To ensure reliability even in case of an issue, we should implement a sort of shuttle bus lane. Normally these lanes would be standard vehicle lanes but through electronic signage could change to indicate to drivers that they need to exit the lane. These would only be in effect where and when a major transit line needs to be replaced by a shuttle line. This would ensure that even if there is a problem, that riders aren't stuck in the same traffic they were avoiding through the line
GO Train
Infill Stations: infill stations should be added across Toronto to allow the system to be useful for a wider variety of journeys and allow more connections to other transit lines including other GO lines (e.g. Stouffville and Lakeshore East lines should both stop at Scarborough GO and Danforth GO)
Electrification: All GO lines should be fully electrified and use EMUs to increase speed and reduce travel time
Two-Way All-Day: All GO lines should run two way all day to allow a much greater variety of journeys while still having express lines where possible for commuters
GO 2.0: If possible, unlocking the Midtown, Milton and Richmond Hill lines for the above upgrades would be a huge upgrade to transit in the city since right now they either don't exist or are not included in GO Expansion (basically I think we need to do GO 2.0 but with a more connections between lines and with EMUs)
GO Buses
Highway Transitways: I believe that 401, 407, 427 and Gardiner/QEW should feature busways and bus lanes to ensure that the GO Buses that run along these highways don't get stuck in traffic and would provide a good alternative for commuters from areas of the suburbs close to highways but far from other transit lines
TTC General
Signal Priority: No transit vehicle in Toronto should have to wait at red light unless it is doing so for another transit vehicle that is carrying more people or is more behind schedule (deciding what do to in this case would actually be a good use of AI, Chair Jamaal Myers)
Stop Spacing: Any stop with spacing less than 500m should be heavily considered for removal with leeway given for ones that offer important connections to other transit lines or are heavily used
TTC Buses
Express Bus Lanes: At a minimum every express bus route should run exclusively on bus lanes
Local Bus Lanes: Local routes should have lanes timed and where necessary to ensure that they are not regularly stuck in traffic
TTC Streetcars
Full Separation: All streetcar lines should be separated such that no private vehicles should be allowed on their tracks
Level Boarding: All boarding for streetcar should be from island platforms featuring level boarding (removing stops will make this part cheaper)
Track Switches: All switches should be updated to electronic dual switches to let them maintain speed through intersections
TTC Subway + LRT
Platform Screen Doors: All non street running stations should feature Platform Screen Doors to improve safety, increase approach speed and reduce disruptions
Reduced Speed Zones: We need as much attention given to the Reduced Speed Zones as the Gardiner construction and higher maintenance standards need to be imposed on the TTC to ensure this level of decay isn't reached again
Shuttle Bus Lanes: To ensure reliability even in case of an issue, we should implement a sort of shuttle bus lane. Normally these lanes would be standard vehicle lanes but through electronic signage could change to indicate to drivers that they need to exit the lane. These would only be in effect where and when a major transit line needs to be replaced by a shuttle line. This would ensure that even if there is a problem, that riders aren't stuck in the same traffic they were avoiding through the line
GO Train
Infill Stations: infill stations should be added across Toronto to allow the system to be useful for a wider variety of journeys and allow more connections to other transit lines including other GO lines (e.g. Stouffville and Lakeshore East lines should both stop at Scarborough GO and Danforth GO)
Electrification: All GO lines should be fully electrified and use EMUs to increase speed and reduce travel time
Two-Way All-Day: All GO lines should run two way all day to allow a much greater variety of journeys while still having express lines where possible for commuters
GO 2.0: If possible, unlocking the Midtown, Milton and Richmond Hill lines for the above upgrades would be a huge upgrade to transit in the city since right now they either don't exist or are not included in GO Expansion (basically I think we need to do GO 2.0 but with a more connections between lines and with EMUs)
GO Buses
Highway Transitways: I believe that 401, 407, 427 and Gardiner/QEW should feature busways and bus lanes to ensure that the GO Buses that run along these highways don't get stuck in traffic and would provide a good alternative for commuters from areas of the suburbs close to highways but far from other transit lines
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Northern Light
Superstar
Opening statement. I won't touch the issue of expansion, because we have lots of threads for line-drawing;and because I have some idea where the next lines will be drawn and it would be weird for me to pretend otherwise.
So my focus for the purpose of of this thread will be better operation of what we have (speed, reliability, frequency etc.) + amenity. Taken together, how do we make it more desirable to ride, and provide more capacity for that choice, other than by expansion.
****
Subway - Reliability:
1) Platform Edge Doors as soon as ATC permits (which it does on Line 1), prioritized by stations where intrusion to track level and/or suicide attempts are greatest.
2) More cross overs on Line 2 . The gaps between cross overs make for massive issues when there are shutdowns, scheduled or otherwise. With the caveat that I have not considered the engineering or cost in details, I believe Line 2 requires 3 additional crossovers. One at or west of Bathurst, One between St. George and Broadview (very challenging due to track geometry, but the the gap here is a real problem), Main Station. The last one is very specific, because Woodbine is a terrible place to turn trains. Its under-sized leading to extreme challenges with crowding, it also has no natural gap-fill bus routes, its shuttle or bust, whereas, at Main you have 2 routes that go to Broadview Stn, and 2 that hit Victoria Park and Danforth and 2 that terminate at Warden Stn and 1 at Kennedy. Providing much better ability to deal with shutdowns.
3) Better protocols for medicals on trains. Wherever feasible (and it isn't always) having an ill passenger exit the train, and then be minded by station staff, rather than train staff, until EMS arrives would help restore service more quickly.
Subway - Service:
1) Add service - it does not meet demand, or crowding standards and there is sufficient equipment and crew to do meaningfully better.
2) Consider high-rate operation, if feasible, over portions of Lines with long station gaps to reduce travel times.
Subway - Operations:
1) Make spot cleaning of seats daily.
2) Introduce Terminal Cleaning Crews (end of line) that due a Blue-Jays 7th inning stretch quick spot clean of the entire train post morning rush. Do it to music, it could be fun and the videos would go viral. TTC did this for a brief period in late Covid with streetcars. Crews of 4-5 boarding at Broadview with 1 on sweep, 1 on mop, 1 on seats, 1 on windows etc. and sometimes they had music going. For a train, 8 people, two crews of 4 start from opposite ends and meet in the middle.
3) Remove all dead signage, non-leasable retail units, abandoned ATMs, get rid of the damn pigeons in stations. Clean all light diffusers, repaint everything that's white/light.
Subway Amenities:
1) Vending machines for cold beverages and snacks at any station that lacks retail or where retail fails to open/operate 7 days a week.
2) Coffee shop/kiosk, where room permits, in every busy station, open 6-10am weekdays minimum .
3) Existing retail - better maintained, more self-serve, hours posted, minimum hours M-F 9-9, S-S 11-7.
4) Complete up escalator paths (up escalators available for all station levels) where feasible, without great expense.
Museum, Rosedale, Summerhill come to mind.
Complete down escalator paths where feasible.
Main is obvious (lots of room), Spadina (Line 2, proposed ), additional stations as room permits.
5) More second (and third) exits from Station platforms.
The original program still requires Greenwood and Dundas and I think Christie.
Every station from St. Andrew to Queen's Park would benefit from an additional exit/entrance to platform to alleviate crowding
Main requires at least one, if not two exit (the safety one would have to be at the west end of the existing platform, but would end up on the west side of Main Street, offering little added convenience. One from the extreme east that surfaced on Barrington would add more value.
6) Washrooms at all busy, high volume stations. Washrooms get maintenance checks every 30M or better, security checks multiple times daily.
Add washrooms at - York Mills, Yorkdale, Main, Dundas West due to GO connections, St. George and Spadina as TTC transfer stations. Main, Victoria Park, St. Clair West, Bathurst, due to passenger volume and sufficient space.
Add drinking fountains in stations with washrooms as cleaners can do both at the same time, and water connection is easy.
7) Add secure bike parking at more stations where room permits.
****
I'll offer thoughts on other modes below.
So my focus for the purpose of of this thread will be better operation of what we have (speed, reliability, frequency etc.) + amenity. Taken together, how do we make it more desirable to ride, and provide more capacity for that choice, other than by expansion.
****
Subway - Reliability:
1) Platform Edge Doors as soon as ATC permits (which it does on Line 1), prioritized by stations where intrusion to track level and/or suicide attempts are greatest.
2) More cross overs on Line 2 . The gaps between cross overs make for massive issues when there are shutdowns, scheduled or otherwise. With the caveat that I have not considered the engineering or cost in details, I believe Line 2 requires 3 additional crossovers. One at or west of Bathurst, One between St. George and Broadview (very challenging due to track geometry, but the the gap here is a real problem), Main Station. The last one is very specific, because Woodbine is a terrible place to turn trains. Its under-sized leading to extreme challenges with crowding, it also has no natural gap-fill bus routes, its shuttle or bust, whereas, at Main you have 2 routes that go to Broadview Stn, and 2 that hit Victoria Park and Danforth and 2 that terminate at Warden Stn and 1 at Kennedy. Providing much better ability to deal with shutdowns.
3) Better protocols for medicals on trains. Wherever feasible (and it isn't always) having an ill passenger exit the train, and then be minded by station staff, rather than train staff, until EMS arrives would help restore service more quickly.
Subway - Service:
1) Add service - it does not meet demand, or crowding standards and there is sufficient equipment and crew to do meaningfully better.
2) Consider high-rate operation, if feasible, over portions of Lines with long station gaps to reduce travel times.
Subway - Operations:
1) Make spot cleaning of seats daily.
2) Introduce Terminal Cleaning Crews (end of line) that due a Blue-Jays 7th inning stretch quick spot clean of the entire train post morning rush. Do it to music, it could be fun and the videos would go viral. TTC did this for a brief period in late Covid with streetcars. Crews of 4-5 boarding at Broadview with 1 on sweep, 1 on mop, 1 on seats, 1 on windows etc. and sometimes they had music going. For a train, 8 people, two crews of 4 start from opposite ends and meet in the middle.
3) Remove all dead signage, non-leasable retail units, abandoned ATMs, get rid of the damn pigeons in stations. Clean all light diffusers, repaint everything that's white/light.
Subway Amenities:
1) Vending machines for cold beverages and snacks at any station that lacks retail or where retail fails to open/operate 7 days a week.
2) Coffee shop/kiosk, where room permits, in every busy station, open 6-10am weekdays minimum .
3) Existing retail - better maintained, more self-serve, hours posted, minimum hours M-F 9-9, S-S 11-7.
4) Complete up escalator paths (up escalators available for all station levels) where feasible, without great expense.
Museum, Rosedale, Summerhill come to mind.
Complete down escalator paths where feasible.
Main is obvious (lots of room), Spadina (Line 2, proposed ), additional stations as room permits.
5) More second (and third) exits from Station platforms.
The original program still requires Greenwood and Dundas and I think Christie.
Every station from St. Andrew to Queen's Park would benefit from an additional exit/entrance to platform to alleviate crowding
Main requires at least one, if not two exit (the safety one would have to be at the west end of the existing platform, but would end up on the west side of Main Street, offering little added convenience. One from the extreme east that surfaced on Barrington would add more value.
6) Washrooms at all busy, high volume stations. Washrooms get maintenance checks every 30M or better, security checks multiple times daily.
Add washrooms at - York Mills, Yorkdale, Main, Dundas West due to GO connections, St. George and Spadina as TTC transfer stations. Main, Victoria Park, St. Clair West, Bathurst, due to passenger volume and sufficient space.
Add drinking fountains in stations with washrooms as cleaners can do both at the same time, and water connection is easy.
7) Add secure bike parking at more stations where room permits.
****
I'll offer thoughts on other modes below.
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dougtoronto
New Member
Can you shed any light on whether new lines south of Bloor are being considered? Any hints perhaps?
Northern Light
Superstar
On Streetcars:
Reliability:
1) Add all missing turns back to the system allowing maximum flexibility to navigate around construction/accidents.
2) Provide additional connections, particularly east of Broadview, between lines (current Queen car diversion has to nix service from Brodview to Coxwell, even though the construction is only at the GO Corridor. Connect Queen and Gerrard tracks at Carlaw or Logan, as a principle first measure. Consider additional connections as warranted.
3) Make sure every stop has an LED 'Next Vehicle Display' which can notify waiting passengers of delays and where to go for service if the route is on diversion.
4) Complete proposed expansion of Broadview Station streetcar platform.
5) Reduce superfluous stops on all routes. Hard minimum of 300m between stops.
6) Remove parking entirely from major street car routes between Bathurst - Broadview and the Lake to Carlton/College. Extend restrictions on other routes to be 6-10am and 3-7pm M-F, both directions. Enforce with vigour.
7) Employ additional left-hand turn restrictions as proposed on routes like Bathurst and Dufferin.
8) Physically block mid-block, non-regulated left turns to/from side streets where it is a known problem.
9) Add exclusive ROW on Bathurst south of Queen.
10) Remove intersection for vehicles , U-turns at Spadina/Nassaua, put curbs up, no vehicle movement across tracks, lights are pedestrian only.
Safety/security:
Stepped up patrols of streetcars for fare enforcement and inappropriate behaviors, open drug use, disturbing passengers, or lying across multiple seats, zero tolerance, people must be forced off the vehicle, repeated or severe bad behavior must necessitate police involvement.
Service: Keep the Mayor's every 6M or better promise, but instead of 7am-7pm, make it 6am-12am, all routes, except 503, which should manage every 10.
Reliability:
1) Add all missing turns back to the system allowing maximum flexibility to navigate around construction/accidents.
2) Provide additional connections, particularly east of Broadview, between lines (current Queen car diversion has to nix service from Brodview to Coxwell, even though the construction is only at the GO Corridor. Connect Queen and Gerrard tracks at Carlaw or Logan, as a principle first measure. Consider additional connections as warranted.
3) Make sure every stop has an LED 'Next Vehicle Display' which can notify waiting passengers of delays and where to go for service if the route is on diversion.
4) Complete proposed expansion of Broadview Station streetcar platform.
5) Reduce superfluous stops on all routes. Hard minimum of 300m between stops.
6) Remove parking entirely from major street car routes between Bathurst - Broadview and the Lake to Carlton/College. Extend restrictions on other routes to be 6-10am and 3-7pm M-F, both directions. Enforce with vigour.
7) Employ additional left-hand turn restrictions as proposed on routes like Bathurst and Dufferin.
8) Physically block mid-block, non-regulated left turns to/from side streets where it is a known problem.
9) Add exclusive ROW on Bathurst south of Queen.
10) Remove intersection for vehicles , U-turns at Spadina/Nassaua, put curbs up, no vehicle movement across tracks, lights are pedestrian only.
Safety/security:
Stepped up patrols of streetcars for fare enforcement and inappropriate behaviors, open drug use, disturbing passengers, or lying across multiple seats, zero tolerance, people must be forced off the vehicle, repeated or severe bad behavior must necessitate police involvement.
Service: Keep the Mayor's every 6M or better promise, but instead of 7am-7pm, make it 6am-12am, all routes, except 503, which should manage every 10.
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bearcat
Active Member
100% a fantastic idea!
lol, how about replacing the damn ceiling slats, these have pissed me off since I moved to Toronto in 2000....
this seems like such an easy thing to do and will definitely improve the experience riding the subway... Japan does a great job with this
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Northern Light
Superstar
On buses:
Reliability:
1) On time performance must be measured more frequently than just the terminals, if not stop by stop, then at least every 2km along a route, so that problems can be identified easily both in real time and for service planning.
2) The current on-time standard is zero minutes early, but up to 5 minutes late, when I was younger the standard was 3 minutes late, this would be better.
3) Enforce the standard, and give supervisors and operators reasonable tools to address problems in real time, For instance, for frequent buses, with low head way, A bus that is several minutes late, with another right behind could stop with the bus behind, and tell passengers 'This bus is going Express for the next 4km in order to get back on schedule, if you are not getting off at 'X ' or 'Y' please board the bus that is behind us.
4) For routes with infrequent service, Run-As-Direct buses must be summoned to get a route back on track.
5) Re-instate bus garages near the core. Removal of Danforth garage, Eglinton Garage, and Lansdowne has significantly lengthened times to get shuttle buses en route.
While better sites may need to be found in the medium term, the TTC still controls the Danforth and Eglinton sites, these should be reactivated unless better locations can be found, they would cut median response times for shuttle service by at least 10 minutes.
6) Employ a universal parking ban on major bus routes in the core. Same as streetcar, but extend north to St. Clair or Eglinton.
7) Outside the core, make parking restrictions (where parking is currently permitted) 6-10am, and 3-7pm M-F, in both directions, and enforce with vigor.
8) Employ new turning restrictions as per guidance for streetcars above.
9) Address congestion at Allen/Lawrence by closing access to the SB Allen from Lawrence, and to Lawrence from the NB Allen. This would reduce confusion, create more space and improve flow.
10) Allow all-door loading, on all routes, at all times, step up fare enforcement.
***
On Frequency:
1) Reinstate the full every-10M service network
2) Create every 15M network for most remaining routes.
3) Minimum rush-hour frequency every 15M on all routes, off-peak every 20M
4) Change crowding standard to a fully seated load in rush hour, (passengers with mobility aids and strollers routinely result in removing 4 seats and sometimes additional standee space, current bus design doesn't allow functional service in those circumstances with higher crowding.
Off-peak standard, seated load minus 4.
***
On travel time:
1) Fewer stops,
2) All-door loading.
3) More transit priority lights
4) Remove bottle necks
5) Add exclusive lanes where feasible.
***
On Amenity:
1) All stops where feasible should have a shelter
2) All stops should have next trip time LED display that can also communicate delays and diversions in real time.
3) All stops should have outdoor seating where space permits.
4) Major stops should feature heated waiting areas, where space permits.
5) Bus seats should be high-back, and padded and some should have arm rests.
Reliability:
1) On time performance must be measured more frequently than just the terminals, if not stop by stop, then at least every 2km along a route, so that problems can be identified easily both in real time and for service planning.
2) The current on-time standard is zero minutes early, but up to 5 minutes late, when I was younger the standard was 3 minutes late, this would be better.
3) Enforce the standard, and give supervisors and operators reasonable tools to address problems in real time, For instance, for frequent buses, with low head way, A bus that is several minutes late, with another right behind could stop with the bus behind, and tell passengers 'This bus is going Express for the next 4km in order to get back on schedule, if you are not getting off at 'X ' or 'Y' please board the bus that is behind us.
4) For routes with infrequent service, Run-As-Direct buses must be summoned to get a route back on track.
5) Re-instate bus garages near the core. Removal of Danforth garage, Eglinton Garage, and Lansdowne has significantly lengthened times to get shuttle buses en route.
While better sites may need to be found in the medium term, the TTC still controls the Danforth and Eglinton sites, these should be reactivated unless better locations can be found, they would cut median response times for shuttle service by at least 10 minutes.
6) Employ a universal parking ban on major bus routes in the core. Same as streetcar, but extend north to St. Clair or Eglinton.
7) Outside the core, make parking restrictions (where parking is currently permitted) 6-10am, and 3-7pm M-F, in both directions, and enforce with vigor.
8) Employ new turning restrictions as per guidance for streetcars above.
9) Address congestion at Allen/Lawrence by closing access to the SB Allen from Lawrence, and to Lawrence from the NB Allen. This would reduce confusion, create more space and improve flow.
10) Allow all-door loading, on all routes, at all times, step up fare enforcement.
***
On Frequency:
1) Reinstate the full every-10M service network
2) Create every 15M network for most remaining routes.
3) Minimum rush-hour frequency every 15M on all routes, off-peak every 20M
4) Change crowding standard to a fully seated load in rush hour, (passengers with mobility aids and strollers routinely result in removing 4 seats and sometimes additional standee space, current bus design doesn't allow functional service in those circumstances with higher crowding.
Off-peak standard, seated load minus 4.
***
On travel time:
1) Fewer stops,
2) All-door loading.
3) More transit priority lights
4) Remove bottle necks
5) Add exclusive lanes where feasible.
***
On Amenity:
1) All stops where feasible should have a shelter
2) All stops should have next trip time LED display that can also communicate delays and diversions in real time.
3) All stops should have outdoor seating where space permits.
4) Major stops should feature heated waiting areas, where space permits.
5) Bus seats should be high-back, and padded and some should have arm rests.
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bearcat
Active Member
Northern Light
Superstar
No new lines, (subway/Metro equivalent) are contemplated (in the next 20 years), south of Bloor in the core.
The Ontario Line, a variety of GO upgrades, and the WELRT is pretty much everything.
Projects that may move forward, but aren't yet announced/lack funding are entirely in the inner or outer burbs.
crs1026
Superstar
@Northern Light an overwhelmingly constructive list of things that would create excellence - this one struck a chord -
I have wondered whether the industry standards for designing functional transit bus interiors are universally bad, or is the TTC just making poir decisions in how they lay out buses.
I’m no expert, have no suggestions, and there is no going back to old high floor designs,,, but the effective capacity of a current vehicle sure pales in comparison to the Fishbowls of yesteryear. Fifteen minute service on a bus route using today’s buses represents a diminished capacity compared to 15 minute service in 1980. IMHO the whole bus service has to be recalibrated to consider a bus as being at max capacity well below how they are loaded at present.
- Paul
drum118
Superstar
Going way back I called for the DRL going all the way to Steeles to take pressure of the Yonge line and still do with the OL3. By 2050, you need to look at a 2nd Yonge line to deal with all the new development along it as well within a haft of mile of it from Steeles to QQ partly under the Yonge line to Eglinton and then head south under Bay St using it more like an express line with 8-10 car trains.
Finch east LRT is needed with an BRT on Steeles. Need an BRT on Jane that is tunnel south of Eglinton to the Lake Shore.
The BRT for Jane could be an extension of OL3 to form a U shape and something I call for in 2006.
One can go wild by running Diagonal lines or odd alignments to the folks in the NE to the SE or what every.
In 2006 I call for the Sheppard line to run west to Weston Rd and then to the airport with the east section going to Pickering. The east section should be LRT elevated now from Victoria Park.
Something needs to be done with the Queen Line and have no issues putting it underground as first proposed in 1900 and kill in 1910 by the major after it was approved by the residents along with the Yonge Line.
As for streetcar lines, need to look at moving to 45m LRV and removing a ton of stops along with stops for buses. The days are over for 75mm-200m spacing and move to 400-500m spacing.
Finch east LRT is needed with an BRT on Steeles. Need an BRT on Jane that is tunnel south of Eglinton to the Lake Shore.
The BRT for Jane could be an extension of OL3 to form a U shape and something I call for in 2006.
One can go wild by running Diagonal lines or odd alignments to the folks in the NE to the SE or what every.
In 2006 I call for the Sheppard line to run west to Weston Rd and then to the airport with the east section going to Pickering. The east section should be LRT elevated now from Victoria Park.
Something needs to be done with the Queen Line and have no issues putting it underground as first proposed in 1900 and kill in 1910 by the major after it was approved by the residents along with the Yonge Line.
As for streetcar lines, need to look at moving to 45m LRV and removing a ton of stops along with stops for buses. The days are over for 75mm-200m spacing and move to 400-500m spacing.