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  1. Looking at the list of clients for the Citadis trams, there are many that have very hot summers, but only St. Petersburg, Russia and Ottawa have winters comparable to Toronto. It is 100% that they must have heat in the cabs of the Russian ones.
  2. Unlike Ford GM didn’t have a full-size van model available in its global offering to replace the Express. I suspect that they simply don’t want to spend the money to develop a new van given that sales have been pretty steady. From their perspective it is better to spend R&D money on pickup trucks and SUVs since that is where the large profit margins are. Ford didn’t have to spend money to develop a new version of Econoline they simply began selling existing Transit model in North America. Chrysler also didn’t develop a full size van for North America. They imported the Fiat Ducato. They were previously in the full size van market with the Ram Van but it was dropped in 2003.
  3. Actually, Ford bought Volvo Cars from Volvo in 1999 and sold Volvo Cars to Geely in 2010. Novabus was (and is) part of Volvo Truck/Bus operation which was never part of Ford. Econoline was phased out mainly because Ford decided that it was no longer economically viable to produce a model solely for the North American market when they could sell the Transit model which is sold worldwide and whence there is commonality of parts. As well the Econoline has not been updated since 1992 so was quite outdated so rather then spend money on a redesign it was more efficient to retool a factory in the US to produce the Transit.
  4. They will be doing that.. The TTC service plan mentioned 51B service from Donlands Stn to Laird Station at peak times.
  5. Given that 935 is limited stop the TTC is basically saying that every single customer who is getting on/off at a stop not served by 935 (and going between north of Eglinton to a point south of Eglinton) will now require a transfer either at Mount Dennis or at a stop served by 35/935 or 27/935. If there are frequent users (or operators) of route 35 before the pandemic on here - what was ridership on the route like between points south of Eglinton to points north of Eglinton? Before the pandemic was service on 51 less frequent than 56 at all times?
  6. Intensification is happening at Hwy 7, it’s unlikely to happen north of Portage as there is a pretty “dense” renovation themed area up there (tiles, vanities, etc..). There are huge developments around the subway and on the lands occupied by the former AMC theatre and beside IKEA. To get to Major Mac it’s 6km which would be too expensive to justify the costs of construction. What is the reason to want to connect the subway to Hillcrest Mall? Is our goal to connect the Yonge line to every single mall? Then we might as well tunnel to Upper Canada mall. Yonge extension is already connecting to Langstaff Station - is there any reason to also connect it Richmond Hill GO station? If we have have billions to burn we should spend them wisely and build more subways where you would get the most riders - I.e. within Toronto.
  7. Canada's Wonderland is a seasonal destination do we really need to run a subway to it when buses would suffice? Likewise I don't see Vaughan Mills as a destination for carless shoppers. There is very questionable benefits to people in Toronto from extending the subway further than highway 7 in York Region. One could argue that extending from Finch to Hwy 7 will reduce bus traffic south of Steeles and reduce car traffic as well as most of those that park at Finch would instead park at Hwy 7 lots. This is what has been observed from extension north of Downsview where the lot at Downsview is not as heavily used and most lots at Wilson have now been redeveloped. Extensions north of Hwy 7 wouldn't yield additional benefits since the people there would already be parking at lots north of Steeles.
  8. Why do theoretical schedules take so long to implement? Do theoretical schedules exists anywhere except for the TTC website anymore (for viewing by passengers)? After all it is the actual arrival times that are available via text and via signs at terminal/bus stops. As I said before the TTC needs to change how it approaches scheduling of service and move it to 21st century, Given that for the most part drivers don't care about schedules anyway what I would do is for a few board periods is instruct drivers to operate on each route at actual speed limit (so that they operate as fast as possible where traffic is light). Then they will get data on actual traffic patterns from GPS and can amend schedules so that they reflect reality and remove the padding of run times. Schedules can then be amended as often as necessary provided operators/buses are available to increase service where needed. By doing this for say a year you could get a picture of how typical traffic patterns impact service on weekdays/weekends/during summers etc... If buses are now also equipped with passenger counters then they will also have a reasonable picture of where people get on and off and they can better design routes (i.e. branch split of routes). All that is really required is the will to analyze the data that they likely already have, but at least thus far they haven't had interest in that. Perhaps they need CEO of TTC who is much younger and is thus more likely to be attuned to "big data" and benefits it can provide and not a student of the old school ways of doing things. A good example of what can be done with analysis of passenger travel patterns is what was done to the bus network in Barcelona in the last few years. They used to have a multitude of bus routes that traversed the city in all direction (but some were not very frequent). Instead, they created a backbone network of frequent grid routes (known as horizontals, verticals and diagonals). The number of "local" neighborhood routes has been reduced, but remaining ones have become a bit more frequent. Having used both systems during my trips to Barcelona, the new system is very nice as the grid routes are frequent enough that you never wait too long for them and they get you cross town easily enough - that is on top of the very extensive subway system. They implemented the new system in steps over several years after they determined that their old system could be made more efficient. We essentially already have a grid system, but perhaps by analyzing data from presto cards what we could see is that there are some trip patterns that are used by many people that could be made simpler (with fewer transfers) if non linear routes also existed or if more routes like 939 (routes with 1 seat ride across Yonge) existed. Anyway, one can dream....
  9. I would have thought taking the extra time at Davisville would be more useful since there are places to eat / use the facilities etc there. Although, during the pandemic you might as well rest at Steeles where you are less likely to run into anyone. Also, I would have thought that drivers are much more likely to be supervised as they leave out of Davisville. Could it be the case of buses leaving on time from Davisville then racing up the street and then having long breaks at Steeles and leaving on time southbound? Either way, this just means that they could be providing more frequent service with the same number of vehicles if they fix the schedules/allocated trip times. This should be really easy to accomplish given the data they must gather from GPS which is on all vehicles. It’s time for the TTC to move into 21st century and actually use all of the data that technology installed on their vehicles allows them to gather and analyze.
  10. Inability of the TTC to provide service as per the schedules is nothing new. However, during the pandemic while both passenger and traffic volumes are much lower I would have expected them to be a little better at it. I passed the bus loop at Beyview and Steeles around 1:40pm today and there were two 11 buses in there with a third turning from Bayview to Steeles to get into the loop. The service at that time should be every 13 minutes. So likely there hasn’t been a southbound 11 bus in about a half hour. Over the last year and a half I have driven past that loop more than usual - at different times of the day and on weekdays/weekends. I have seen multiple 11 buses in the loop more than once. Anyone else has seen such examples of careless attitude towards service during the pandemic in other routes?
  11. From the perspective of TTC passengers that are not transferring but travelling somewhere between Steeles and Sheppard on Dufferin having YRT route 105 available for pickup/drop off is helpful since it is a service increase. Route 7 also useful as it adds direct connection to Humber College from Steeles/Islington and along Martin Grove. Routes 24/90 are probably not as useful as TTC services in those corridors are more frequent than YRT routes. Regardless, a good first step to making traveling across Steeles more seamless. Too bad they didn't do this test before pandemic started as it would have been better data points if ridership was it its peak rather than what it is now.
  12. How many of the LRV's have been delivered so far? CPTDB Wiki only lists 10 as delivered which is out of date.
  13. Thanks didn't think about the offices. If it is office buildings along Yonge where most passengers are going then going to Finch can't be avoided. However, if at least some passengers were looking to transfer to YRT at Finch perhaps they should keep one route at Finch, for example 99.
  14. Similar to the discussion in the YRT thread about what happens to their routes when subway is extended on Yonge. What do you think will happen to GO buses at Finch when subway is extended? Would they mostly reroute them all to York Mills Terminal?
  15. Higher (potential) density would make the parking lot at Centerpoint more expensive as well. If an integrated terminal is built in the parking lot on southwest corner then I would make a signalized entrance off Steeles (for TTC and 23/88/91) and at Nipigon (for remaining YRT routes and exit for TTC 97). If the mall is concerned with loss of parking, they can build the bus terminal on the ground floor of a multi level parking structure (2 or more levels).
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