Jump to content


  • Content count

  • Joined

  • Last visited

Contact Methods

  • Website URL
  • ICQ

Recent Profile Visitors

3,825 profile views
  1. MiWay

    I wasn't talking to you. Don't talk to me.
  2. MiWay

    Mississauga is getting light rail transit. Dozens of diesel buses will be taken off Hurontario in a few years. Mississauga already has hybrid buses. But even regular buses if people are using them will take cars off the road, and in Mississauga people are definitely using them. For Mississauga to invest in trolley buses seems pointless. This is system that is experiencing growing ridership and needing to expand while experiencing a shortage of buses right now, and you guys are talking about much more expensive buses than usual. It is not the right time at least.
  3. MiWay

    It would have made more sense for the 76 to bypass Sq One and have 26 serve Sq One, but oh well. Burnhamthorpe too close to Transitway, and ridership not that high even before Transitway, no need for express. 86/206 got cancelled/replaced for good reason. Same with the 89. 89 riders migrated to 35. Does anyone really miss it? And keep in mind 35 uses the transitway. It is already limited stop east of Dixie. 185 makes sense because of the large distance covered and split of Dixie between two agencies. 104 will be good alternative to 42's winding routing off of Derry and it will help isolated Malton. I don't think you need more than that. Too much express would not be good. YRT ridership growth got crippled after VIVA. Let that be a lesson for MIssissauga. Other changes I would make to MiExpress: - cancel 101A, and remove 101 from South Common or UTM or both - eliminate 110 south of UTM and restore 48 south of South Common - extend 185 to Dixie Mall
  4. MiWay

    Then I guess it's a good thing that they will cut off the 35 at Renforth in the near future. Hopefully, that will kill the ridership of the 35 enough to free up the artics for use on other routes.
  5. MiWay

    GO Transit mostly operates trains during rush hour. Buses run mostly during off peak, when the trains aren't running. If MiWay could replace so much of its bus service with trains in exclusive ROW during rush hour, the buses would 95% on time too. And % of MiWay buses are on time anyways? You compare to MiWay, and say MiWay compares unfavourably, but you provide no numbers for MiWay. 95% is meaningless without context. Regardless, unless GO Transit buses are operating under similar conditions to MiWay buses, meaning local service on local roads concentrated during rush hour, then any comparison is pointless. GO and MiWay are not peer agencies. MiWay's peers are Brampton Transit, TTC, YRT, etc.
  6. MiWay

    Main factors affect reliability of any transit service: - traffic congestion (including accidents) - amount of people on the transit vehicle (more stop requests) - amount of people waiting at stops (more frequent stops, longer time spent at stops) Therefore the main solutions to improve reliability are: - exclusive ROW - limited stops - all-door boarding scheme (proof-of-payment or fair-paid zones), especially with longer vehicles (articulated or trains) In other words, the reliability of transit service is mostly out of the bus driver's control. That's why Mississauga is building BRT and planning for LRT. That why Toronto has BRTs, LRTs and subways. That's cities all over the world build BRTs, LRTs, and subways. When you have high ridership routes operating in mixed traffic in a dense and large urban environment, the service will be unreliable. That is unavoidable. To blame all that on the bus drivers and suggest somehow GO is exception to this or that Mississauga can be an exception to this is simply just illogical. What percentage of GO buses would be on time if they replaced all of the Lakeshore trains with buses? You are comparing an agency whose bus operation is express-only, mostly during the off-peak, and mostly on Highway 407, to an agency that mostly operates non-express buses on local roads during rush hour. GO operates under very different conditions. But even so, after being stuck on the Gardiner for an hour one time, I now avoid the Milton buses like the plague. During off peak, I only use the Lakeshore trains now. And I don't blame GO's bus drivers for that.
  7. MiWay

    If the bus the gets turned around, the trip is cancelled. It is doing a new trip before finishing its current, scheduled trip. Despite being a limited stop/express route, the 103 has a scheduled run time of over an hour (!) in each direction. Do you seriously think the route should rescheduled for 90+ minute run time? You are a making too big a deal about an exceptional event. There was probably a car accident or something. FlyerLFR said MiWay has crap service frequency and then you quoted him and said you "completely agree" with him. Are you saying you don't "completely agree"? Regardless, you are making broad generalizations about the character and competence of over 900 MiWay bus drivers. Your attacks on MiWay drivers are based entirely on anecdotal evidence. I think the ridership, mode share, and revenue service hours stats I posted on this page and the previous page say a lot more about the knowledge and competence of MiWay and their employees in terms of providing transit service. Mississauga isn't a small place where transit is a foreign concept. Having to serve a sprawling suburb without integration with TTC, MiWay has an uphill battle and more than any other agency it does not have room for error. If all of the drivers were really so lazy and incompetent, it would be reflected in the numbers.
  8. MiWay

    Percent of residents using transit to commute to work, 2011 Ottawa 22.4 Calgary 17.2 Mississauga 15.9 Edmonton 14.8 Quebec 14.6 Winnipeg 13.4 Halifax 12.5 Brampton 11.8 Hamilton 9.9 London 8.7 Kitchener 6.5 Source: Statistics Canada, 2011 Census of Population, National Household Survey
  9. MiWay

    In 20 years using Mississauga Transit, I never seen buses turned around and trips cancelled. Do realize how much your claims contradict each other? 4 buses bunched together? How is that possible if trips are routinely canceled? And you claimed MiWay has poor frequencies. How can they buses bunch together if the frequency is so poor? For a route 60 minute long operating at 30 minute frequency, there are only four buses on the route to begin with. The frontmost bus would have to be 90 minutes late to bunch with very last bus, assuming the very last bus is not late either. How can buses routinely be 90 minutes late? Basically what you describe is impossible for a typical MiWay route. Maybe it can happen on 19 Hurontario which has 4-5 minute frequency, so if a bus falls 12-15 minutes behind, and the fourth bus is on time. But again, that would contradict your earlier claim of MiWay's poor frequencies. Many routes have extra trips for the high school students in addition to regular trips, I think maybe you are confusing that with bunching. In fact, the problem with MiWay is they are so paranoid about buses being late and bunching together that they pad the schedules to a ridiculous extent. As a result, the buses often have to layover in the middle of service and inconvenience riders because they are ahead of schedule. In terms of reliability of service, I know of nothing that would make the situation in Mississauga any different than York Region. Both systems largely operate in mixed traffic instead of separate ROWs, and both Mississauga and York Region have similar amount of road traffic and congestion, that is the main factor affecting reliability. The only major difference affecting speed/reliability is possibly ridership. Buses in Mississauga are full, and so constantly have to stop let people on/off. Buses in York Region are empty in comparison, and so they don't have to stop as often, and perhaps for that reason it is easier for them stay on schedule. Amount of service = quality of service. More service means higher frequencies, less crowded buses, more reliable, and so on.
  10. MiWay

    Revenue service hours is the indicator of the amount of service. Increased frequencies means more service hours. For example, an hour long, two-way route operating at 30 minute frequency would require 4 buses. Operating 18 hours a day, everyday, that would mean 64 service hours per day, or 23,360 service hours annually. If the frequency is increased to 15 minutes, that would mean 128 service hours per day, or 46,720 service hours annually. So over 1.4M annual service hours, 1.8 per capita, means MiWay provides a vastly higher level of service compared to YRT. It's not even close. Miway provides around 20% more bus service than YRT, for a much smaller population in a much smaller area. That's why MiWay ridership per capita is 2.3 times higher than YRT. 37 million riders annual vs. 22 million. Again not even close. That could be part of it. I would say the main problem is Steeles, the busiest east-west transit corridor of York Region, is not part of the YRT system. Compelling argument.
  11. MiWay

    Do people seriously believe that MiWay, which has 2.3 times higher ridership per capita than YRT, and provides 1.5 times the service hours per capita compared to YRT, is worse than YRT, and one of the worst in the GTA? YRT's falling ridership, constantly falling short of expectations, and all their service cuts is the standard? 2015 Ridership MiWay 37.3 million (approx 50 per capita) YRT 22.1 million (approx 22 per capita) 2014 Total Service Hours MiWay 1,401,585 (approx 1.8 per capita) YRT 1,203,000 (approx 1.2 per capita) ... Even though York Region has a 50% larger population than Mississauga, the MiWay system is 20% larger than YRT, with 70% higher ridership. MiWay and YRT aren't even in the same tier. In terms of ridership and amount of service, YRT is closer to Oakville Transit than to either MiWay or Brampton Transit. Part of the problem is, YRT had less ridership in 2015 than it did in 2012. From 2012 to 2015, YRT ridership fell by 0.2% while MiWay ridership increased by 7.8%. MiWay always had higher ridership than YRT, and it is still on the rise, while YRT is a declining system. YRT started from the bottom and now it's sinking even lower.
  12. MiWay

    If Nova is not capable for fulfill the order on time as required by MiWay, then they shouldn't have bid on it. Now MiWay has a shortage of buses, at a time when they should be expanding service. As a taxpayer and transit rider of Mississauga, I say Novabus should be penalized, and the city officials responsible for awarding them the order should be penalized as well.
  13. MiWay

    Novabus pulling a Bombardier on MiWay. MiLocal bus shortage and TTC streetcar shortage at the same time. What a mess. Will MiWay sue Novabus like TTC with Bombardier?
  14. MiWay

    Looks like less than the current map. 20 connect to transitway instead of Islington, 35 connect to transitway instead of Islington, but no more all day transitway service to Islington either. No more 37, 38, 54 on Bancroft. All 38 buses into Erindale Station. All Dundas buses diverted into South Common and UTM. No more 35 on Eglinton west of Winston Churchill. Instead of strengthening the grid, they propose both less direct connections and a weaker grid. Worst of both worlds, and without really streamlining/simplifying the network either.
  15. MiWay

    No matter who operates the LRT, the ridership of MiWay will skyrocket, and they will be forced to add a lot of bus service and hire new operators. The LRT under the control of Metrolink is fine. It serves Brampton as well, maybe it will still be extended to Downtown Brampton one day. How much funding of the LRT (operating and capital) comes from MiWay or the City of Mississauga?