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A few updates I wrote down from last week's Transit Advisory Committee meeting:

Hydrogen Buses
- the original hydrogen bus pilot with Canadian Urban Transit Research and Innovation Consortium (CUTRIC) was canceled due to a lack of funding
- but it's now been restarted with new partners (New Flyer Industries, Cummins, Enbridge + more)
-- new project has received partial funding (through the federal Zero Emission Transit Fund), but funding challenges remain
-- project target is to have 10 hydrogen fuel cell buses on the road (presumably once full funding is received)

Hybrid Buses
- are already geo-fenced to go into electric-mode (battery only) at City Center Transit Terminal (CCTT) and Central Pkwy Garage
- this geo-fencing is being piloted on a subset of buses for 9 additional sites

West Credit Garage
- currently pegged at $500 Million
- targeted for completion in 2028, pending funding from other levels of government (Councillor Horneck stated that city does not have money for this)

UTM-related
- a delegation from the university discussed overcrowding on routes frequented by university students (44, 110, 1, 101)
-- in response to a question about having more routes serve UTM, staff mentioned capacity constraints at the UTM terminal
- UTM delegation reported issues with scanning the digital U-Pass on Presto readers (takes a long time, sometimes wouldn't work, isolated reports of students being denied boarding as a result)

Service-related
(planned service changes covered by MiExpress above)
- when pressed if MiWay can increase service by more than 4% next year, staff stated that 6% increase in service is practical max
- discussion about fares (which are currently frozen), whether increasing it by 10 cents will allow the cash-strapped MiWay to provide more service
- in response to a question, staff stated that MiWay service levels in 2019 and 2023 are roughly equivalent
-- this was later disputed by Christian Parise (in his deputation), who presented analysis showing a 9% reduction (170K less service hours)
-- at this point the meeting was over 3 hours, so we asked MiWay staff to meet with Mr. Parise to figure things out; matter will be a priority at the next meeting

Next Meeting
- was scheduled for December
- moved up to November 7th to occur before the budget approval
@drum118 nice to finally meet you in person

Mark
 
According to a report going to Mississauga council next week, MiWay and TTC are moving forward on a project to integrate service and fares within Etobicoke.

The proposed project will see restrictions on MiWay buses within Etobicoke removed and MiWay will be allowed to pick up and discharge passengers, as well as collect fares. With changes to fare policy and PRESTO software changes, cross-boundary service integration (including to and from the subway system) will be possible.

The first phase will consist of the Dundas, Bloor and Burnhamthorpe corridors, with a pilot phase being conducted starting in Fall 2021. MiWay's route 76 will be re-routed along Burnhamthorpe east to Islington Station and then to Kipling Terminal. With this change, MiWay routes 26 and 76 will provide all service on Burnhamthorpe within Etobicoke and TTC route 50 will be eliminated.

MiWay will add 2 peak buses on route 76 to add capacity.

In the future, service on Bloor Street within Etobicoke is proposed to be assumed fully by MiWay routes 3 Bloor and a re-routing of 20 Rathburn via Mill Road, allowing for TTC route 49 to be eliminated.

Service on Dundas in Etobicoke will also be integrated in the future with MiWay buses picking up and discharging passengers, but no removal of TTC service is proposed on this stretch.

Report: https://pub-mississauga.escribemeet...DwxcmxIFD0xKruKBpSDGrOuQXq5ItSUeetPuJ2V2z4cyI
With the recent changes to legislation, which was identified as a critical element by a TTC Report from 2022, hopefully this can finally be implemented.
 
In December I received MiWay's data from the Automated Passenger Counters (APCs) installed on the buses, covering 2018 and 2019. This allowed me a much deeper insight into MiWay's ridership.

I'm currently putting together some of the data and given the questions surrounding the transitway decided to put together a series of graphs showing a deeper insight into ridership. MiWay stated that transitway ridership in 2019 was 5.1 million boardings. This figure includes ridership of 3 routes - 100 Airport Express, 107 Malton Express and 109 Meadowvale Express. It is these 3 routes that will be the focus of the graphs as hey are the main routes using the transitway as well as the routes used to calculate MiWay's transitway ridership. Route 110 and GO ridership are not included.

100 AIRPORT EXPRESS - 2,223 Weekday Boardings
The 100 operates every 15 minutes all day on weekdays and is the newest of the 3 routes, introduced in October 2018.

While it does not have the ridership levels of the 107 and 109, it does provide much needed additional capacity on the transitway especially during rush hour when overcrowding is a chronic issue.

View attachment 230361View attachment 230362
Ryan, based on your analysis here (I don't know if you examined crowding levels), what's your take on bringing back the 100? Is it a good use of resources?

btw kudos for doing these analyses (this and the October 2022 data), I'm sure it represents a large commitment of time and effort
 
Ryan, based on your analysis here (I don't know if you examined crowding levels), what's your take on bringing back the 100? Is it a good use of resources?

btw kudos for doing these analyses (this and the October 2022 data), I'm sure it represents a large commitment of time and effort
The 100 was a terrible use of resources when it was launched back in 2018, and it would be just as terrible if it was bought back.

For context, in fall 2019 the 100 had approximately 1,600 weekday boardings. The 107 Malton Express and 109 Meadowvale Express had approximately 6,200 and 8,400 weekday boardings respectively in that same period. The 100's routing fully duplicated 107 and 109 with the exception of the airport stops. The two airport stops combined for approximately 290 daily boardings on the 100, however given the number of trips operated the average per trip was very low and the majority didn;t average loads of more than 2 or 3 people leaving the airport.

The airport is already well served with MiWay 7, 107 (LINK Train at Viscount) and GO routes connecting to the airport. If the 100 had a unique destination that no other MiWay route served, and had decent ridership, I could support it but as the current situation is, it is a waste of resources. Even at the proposed 30 minute service level, if it had the same weekday service span as it did before (4am-7pm) when factoring in deadhead each bus would account for approximately 16 service hours with 3 buses required. 16 x 3 x 251 (number of weekdays) = 12,048 annual hours. That's 20% of the proposed 60,000 hours increase on a single route that never drew much ridership.

One thing to consider about Pearson Airport, most people riding to the airport using MiWay are workers at the airport and all the functions that support the airport (customer service, transportation, cargo, package handling, security, hospitality and whatever you can think of) are just too spread out around Pearson to be served by one route.

So no thanks to bringing back the 100. Frankly, the proposed Mavis and Eglinton express services are of dubious benefit and a big problem with Mississauga is they have this fetish with overlaying express routes on corridors that don't have existing frequency to support it, don't save much if any time (and sometimes run peak only) rather than using the resources to just provide more frequent service all day.
 
Has there been any movement on the Meadowvale Terminal expansion? If I recall that was needed to bring the Steeles Zum and Milton Transit's 21 bus to there.
I am not aware of it as its a funding issue just like the West Credit Garage. It has been a poor setup for decades and long over due for a full rebuilt.

The West Credit/Meadowvale garage has been on the book well over 10 years and long over due. One reason the fleet hasn't grown regardless of GOVID. With the plan to move from 40' to 60' buses on an 1:1 base, need more room to store buses. One reason why Malton garage needs a new home as it has very little room there now and no room to expand to house 60's in place of 40'.

4% increase is still a drop in the bucket as it will move us from 2018 current service hours. to something that should happen in 2018.

Going 6% is a start in the right direction and should be the same for the next few years. The problem doing so is finding good drivers as well increasing the fleet size along with the spare ratio, Also need better service standards for ridership similar to TTC in place of packing as many as you can that takes place today.

The big issue for the City as well other systems is how to fund going green while the gas tax keeps gets smaller each year to purchased new and more buses as well operating cost. The 2019 hybrid bus cost $300,000 more than the 2018 diesel bus with the 2024 buses costing just over $300,000 more each than the 2019 bus. That no small amount. Going ebuses will cost somewhere around $500,000 more for each bus over hybrid that will include hydro upgrading for each garage come 2027. Getting to 68% zero emission by 2030 is going to be hard to do when we should be there now. Both the Province and the Feds need to kick in more funding for transit to meet 100% zero emission by 2030, not 2040-60.

As other noted, service needs to be 15 minutes or less on trunk routes and under 30 on most other routes. There are a few route that will never see 30 minutes due to poor ridership along with low density for the route that would be far cheaper to put them in a cab to get to a terminal then run a bus on that route.

Staff will be pushing that 10 cent fare increase in November to be approve at December City budget level.

The 100 express bus is a dead horse as it never made sense before it was approved for service. no need to bring it back as it only service the few, not the many in the first place.

There is no need for an express bus on Mavis and Eglington as the ridership is not there yet with better headway doing the job a lot better. Mavis should be a grid route as well not only to Dundas, but to the GO station. It will allow riders to save time not going to CCTT as well doing extra transfers. You still can have a branch line to CCTT.

Some say 66 should have an express on it to allow faster service to Sheridan College since it uses mainly 60' today. Are we servicing the many or the fewer by having an express on it??

Both Brampton and Mississauga as well TTC needs to look at routes that could be service another system than having 2 systems serving part of a route. Mississauga was to taken over TTC 49 last year using 20 and 3 for it, but never got off the ground. Mississauga 25 and 76 can do TTC 50. Then you have the 185 that could be handle by either Brampton or Mississauga with staff pushing it onto Brampton shoulders. Since the province has set it up for TTC to off load routes as well other systems, time to look at that single seat ride on a grid route that will benefit riders.

Since the end of the line for the Blue buses is round the corner caused by the city not ordering buses when they should have and going orange only, I have recommended to use either blue display board noting its an express bus or use white lights that stand out far better than the orange using a Blue number. Seen both setup and prefer using white lights and blue numbers. I will go as far as recommending white lights for all buses as they stand out both during the day, but more at night.
 
The members of the transit advisory committee got a tour of the MiWay facility today. No pictures because I left my phone in my bag. A few things from the presentation:

Cross-boundary service in Toronto
This is the pilot project to better integrate fares and service by allowing select MiWay buses to pickup (and drop off) passengers in Toronto. MiWay has so far not heard anything new from the TTC about it.

Real time display
This is the real time display screen that will be rolled out at bus shelters across Mississauga. Final layout subject to change (e.g. instead of "45 Southbound" it will probably say "45S Winston Churchill").
IMG_20231018_195606188.jpg
The current TV screens seen at City Centre amd Kipling are quite obsolete, and will receive software upgrades with better UI in the near future.
IMG_20230722_223148532.jpg

Triplinx
Speaking of upgrades, Triplinx has also reached the end of it's lifespan and Metrolinx is looking into replacing it.

PRESTO
For MiWay, PRESTO takes a 6-9% cut.

Once again pleasure to chat with you @drum118
 
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The last of the 0300's was retired today with 0338 having over 1.5 million km on it. Only 5 years past its retirement.

All the 500's to be retire by year end once the last 55 24xx show up and will be 3 years past their retirement. That will compete the current 165 order buses on order. The next batch of 82 buses to see production in Jan 2024 and will bring things up to schedule some what as well cover a number of 1700's and 1800's that are dead now.

Talk is the new fleet will be retire in 14 years, down from the 15+ years

The last batch of Orion VII underside still have a number of year life in then, but the tops don't.

All the Blue buses will be orange in 6-9 months and not sure if that includes the ones being replace in 2025 or being replace in 2024 now, Better get photos of them now before they are gone.

Still seeing Blue on some local route and saw a new artic on an express route.

Peak and crush load is becoming the standard for a large number of routes and will remain that way until a new garage is built that was to have been built over 10 years ago. Will cost over $500 million and be outfitted for ebuses.

Next month will see the first presentation of the 2024 transit budget that is supposed to have 6% increase to hire more drivers and put more service on the road given ridership is 109% over 2019 numbers, compared to Brampton 135%.
 
Oct 18
2024 will mark the 50th anniversary of Mississauga Transit with various event threw out 2024 to mark it

In about 6 months, Real Time screens will be roll out to shelters as to when the next few buses will be at a stop as well changes to the route and system. No word what is plan for stops with no shelter, but thin double side screens can be mounted on the poles that is done in Europe. If there is more than one route servicing the shelters, they will show up on the screen as well. If I understand it correctly, there is another button that will switch to any of the routes for more detail on it and then switch back to the main screen. Long over due

Bus terminals need more than one screen side by side showing all the routes at the same time than wait tell it scroll to the next set of routes to see your route that you may miss your bus doing so

All new buses are equipped with speed control for areas setup for them that will force the bus to run a posted speed than the lead foot driver that don't. This is in effect at main compound today and being roll out to school zone and hospitals,

All bus terminals and hospital areas will see the diesel engine shut down and operate on battery only under control of an area controller for the new buses. Again in service at the main complex today.

One thing I have heard and love it as it deal with a lot of issues that take place on other systems as well, the kneeling of the bus when the driver open the door. This replace the need of the driver to do if they see someone that needs it or been asked to do it, Many times, drivers refused to kneel the bus. Saw this in Europe last year and it made it a lot easier for riders and it done by software which is now standard on buses. Have even seen the whole right side kneel for all door and been on then and a lot easier getting off. Buses in Europe are similar to ours, but most have an extra door on the 40' and 60' buses with one near the rear of the bus.
53269101111_c4dc7a6eb9_b.jpg

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Speed limiting the buses based on the speed limit will make them run slower and even less appealing to coax drivers onto them. No one wants to take a slow bus already, but they're making them even slower. Smart.
 
There is no need for an express bus on Mavis and Eglington as the ridership is not there yet with better headway doing the job a lot better. Mavis should be a grid route as well not only to Dundas, but to the GO station. It will allow riders to save time not going to CCTT as well doing extra transfers. You still can have a branch line to CCTT.

Some say 66 should have an express on it to allow faster service to Sheridan College since it uses mainly 60' today. Are we servicing the many or the fewer by having an express on it??

Both Brampton and Mississauga as well TTC needs to look at routes that could be service another system than having 2 systems serving part of a route. Mississauga was to taken over TTC 49 last year using 20 and 3 for it, but never got off the ground. Mississauga 25 and 76 can do TTC 50. Then you have the 185 that could be handle by either Brampton or Mississauga with staff pushing it onto Brampton shoulders. Since the province has set it up for TTC to off load routes as well other systems, time to look at that single seat ride on a grid route that will benefit riders.

This is why the Chinguacousy Zum (504) should go down to CCTT just like the current day 502 as it'll parallel the exact same routing from Sandalwood-CCTT while also serving Derry and the Heartland area which can grow.

Don't understand why its painfully being another Steeles branch going all the way to Bramalea when this is a clear full potential routing for the 504. You already have a Zum route on Steeles as well as the local 4/11/51 and Miway 57/61 routes assisting service to Sheridan/Shoppers World anyway.

With it being this way this already makes an express service on Mavis, and gives a chance for the 61 to stay on grid to go down to Dundas or Cooksville.GO.

Brampton and Mississauga already have N-S routes that assist each other, some going surprisingly deep into the other's city limits aside from the 502. Not sure why they wouldn't just give the 185 entirely to Miway as route wise it makes way more sense.
 
This is why the Chinguacousy Zum (504) should go down to CCTT just like the current day 502 as it'll parallel the exact same routing from Sandalwood-CCTT while also serving Derry and the Heartland area which can grow.

Don't understand why its painfully being another Steeles branch going all the way to Bramalea when this is a clear full potential routing for the 504. You already have a Zum route on Steeles as well as the local 4/11/51 and Miway 57/61 routes assisting service to Sheridan/Shoppers World anyway.

With it being this way this already makes an express service on Mavis, and gives a chance for the 61 to stay on grid to go down to Dundas or Cooksville.GO.

Brampton and Mississauga already have N-S routes that assist each other, some going surprisingly deep into the other's city limits aside from the 502. Not sure why they wouldn't just give the 185 entirely to Miway as route wise it makes way more sense.
The biggest problem for CCTT, it was built for a city of 250,000 and seeing 25,000 a day back in 1990's.

I have called for a new terminal next to Hurontario that will handle 150,000 for over 10 years. It would have an underground station for the Transitway buses,
another level below it for future GO/Subway/LRT line. The Hurontario line would stay on Hurontario over the 403 and service the new terminal.

Hurontario will only be 2 lanes compare to the 3 lanes before construction started on the LRT.

I have yet to hear what Brampton will do when the LRT opens in 2025, but Mississauga will be running bus service to service stops between the LRT stations. The 502 may still run to CCTT or terminate At Steeles.

As for the 61, again being calling for it to run to the Cooksville GO Station by Dundas. This give riders that use Dundas to do one less transfer and become a grid line route with a branch off to CCTT as well. More service is needed with staff calling for an express bus on it.

The thinking is planning has been out to lunch for the past 20 years and have got various routes change with better service

As for the 504, where do you put it at CCTT when none on BT buses use CCTT in the first place other than on the street??
 

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