MiExpress

Assuming the comments about 5 to Bramalea came about from the TAC minutes, while it was listed as a possibility, the full context of the answer provided at that meeting was they will be reviewing the Dixie Corridor and that could possibly involve reinstating route 185. A route 5 extension to Bramalea is still not a forgone conclusion. The route 5 will still service Long Branch alongside route 31. However, even with the shorter routing there are practically no frequency improvements due to reduction of buses on weekdays and runtime adjustments on both weekdays and weekends. There is also two minutes loading time added at Dixie Mall in each direction. Route 5 Current > December 23 Weekday AM Peak 15 min > 15 min (-1 bus, 11 b to 10 b) Midday 25 min > 28 min (-1 bus, 6 b to 5 b) PM Peak 13 min > 13 min (-1 bus, 13b to 12 b) Evening 15-18 min > 15-18 min (no change, remains 8b) Late Evening 30 min > 35 min (4 b to 3 b) Weekend service will have the same amount of buses in service on both Saturdays (4 early AM, 5 daytime, 3 late evening) and Sundays (4 all day) with almost no impact on frequency due to runtime changes. Route 31 Ogden will run every 20-23 minutes during weekday peak periods using 2 buses; weekday off peak, Saturday and Sunday will run every 35-40 minutes using 1 bus.

One thing to consider is the issue of terminal capacity, which is an important consideration in transit planning. I agree the proposed Britannia service changes are ridiculous, and that the 39 (or 10 as suggested) should serve the full length of Britannia to Ninth Line. However, the Churchill Meadows bus loop was not built with enough capacity to even handle the present service requirements yet alone the future. Currently the loop can fit 2 60' buses on layover (3 40' buses can work but it's a tight squeeze) and 1-2 buses at the actual stop. This does not factor in driver relief cars/buses. Currently, the 35 runs every 10 minutes during rush hours and due to the length of the route, layovers are from 15-20 minutes at Churchill Meadows. This means there are a minimum of 2 route 35s at Churchill Meadows at any given time, and often 3 if a bus is running a bit early at the end of the route. Most buses on the 35 are artics which also take up capacity at terminals. Add in route 9 also serving Churchill Meadows and that means that the bus loop is at capacity right now. If the 39 was extended there, and considering their stated desire of increasing the peak frequency on 39 to 15 minutes and factoring in the required layover time due to route length, that would be an additional 1-2 buses at any time inside the loop. It is unfortunate that despite spending $50 million on a brand new community centre the city failed to build a transit facility that at minimum meets present service requirements never mind the future despite the need for a terminal in the area. Branching the 35 so some service terminates elsewhere would help somewhat with the capacity issue but there is still good demand west of Erin Mills/Winston Churchill. So this terminal capacity issue is likely a big factor as to why the 39 is being proposed to terminate at Meadowvale TC via Winston Churchill rather than at Churchill Meadows CC which would make more sense, and is what was originally envisioned in the first MiWay Five plan.

City Of Mississauga 2025 proposed budget Transit 2025 budget presentation Budget time is upon us again and here are some highlights from the proposed 2025 budget: 120,000 additional service hours (8% growth) 153 new full time staff positions to support operations and growth. Note this is net additions; replacements due to retirements and vacancies are already budgeted for. Route 39 to be streamlined to terminate at Meadowvale Town Centre via Winston Churchill Blvd with increased frequency New route 50 to replace Lisgar portion of route 39, running to Erin Mills Station via Glen Erin and Erin Mills Town Centre New route 135 Eglinton Express from Winston Churchill to Renforth Improved frequencies on various routes with the goal of creating a "frequent network"; note many routes already have rush hour service close to the 10/15/20 minute levels indicated on the map Bus replacement continues with ~78 40' hybrid buses and 10 60' diesel buses purchased for replacement. The majority of the 78 40' buses won't be delivered until 2026. Continuing other capital projects funded by federal/provincial infrastructure funding such as enhanced shelters and work on Dundas and Lakeshore BRTs. Slides of note from the presentation:

1019 and 1209 are orange now, so that leaves 1018, 1020 and 1206. Given 1206 hasn't been in service almost 2 weeks it wouldn't surprise me if it is being redone orange right now. Too bad there's no consistency in how it's done; while some had the full lower curbside repainted addressing chipped paint on the various access panels others simply had the blue part redone orange and chipped/flaked paint elsewhere remains.

Brampton Transit's procurement for 56 buses closed today and as expected, New Flyer was the only bidder given Nova's decision to no longer bid on new diesel or hybrid orders. The total bid price from New Flyer is $83.2M for the projected 56 bus order. The requested breakdown of 56 buses is 22 40ft hybrid conventional buses, 20 60ft diesel conventional buses, 15 60ft diesel Zum buses and 1 40ft hybrid Zum bus. However, the city does have the right to modify the projected order quantities and this could change slightly. T2024-017 Supply and Delivery of Transit Buses for a One Year Period In addition, in Q2 2024 (sometime between April to June) Brampton placed an additional order with Nova Bus for 38 40ft LFS diesel buses. This was not a new order, but an extension of the original 2018 multi-year order with Nova Bus with a cost of $31.5M or about $829K per bus. Purchasing Activity Quarterly Report – 2nd Quarter 2024 [Page 18] There is also a previous order for 10 Nova LFSe+ buses. Depending on the final quantities of the 56 bus procurement that closed today, Brampton will be taking delivery of approximately 104 buses in 2024-2025.

There is a report on next week's budget committee agenda requesting approval for the hydrogen pilot to proceed: [Budget Committee] MiWay Transit Hydrogen Fuel Cell Electric Bus Project Update – September 2024 10 New Flyer XHE40s are being purchased with delivery to occur towards the end of 2025. The buses will operate out of Malton Garage. There will be a $10M city contribution and a further $10M from the Federal Zero Emission Transit Fund. The $10M city contribution is the equivalent of 10 standard buses which was approved by city council back in 2018-2019. Now that additional funding has been secured, the project can proceed. A service provider will be procured to secure hydrogen production, distribution and dispensing to the buses including all equipment. MiWay will not own any of the equipment, rather utilizing the service provider as a "hydrogen as a service" model. Other reports: [Budget Committee] Financial Report as at June 30, 2024 [Budget Committee] 2025 Budget Outlook Fare revenue is approximately $10M better than budgeted due to strong ridership growth MiWay proposes to add 120,000 annual service hours in 2025 (8% service growth) [Transit Committee] MiWay September and October 2024 service changes Continued overcrowding on Derry, McLaughlin and Mavis Corridors Planned extension of 51 Tomken to Bramalea GO, serving on street stop on Steeles and looping through terminal roadway (no stop inside terminal). Change will result in slightly wider headways Improved Sunday service on 61 Mavis (18 min to 15 min midday; 43 min to 23 min evening) [Transit Committee] 2023 MiWay report to the Community [Transit Committee] Spring 2024 Customer Satisfaction Survey [Transit Committee] Sunflower Program Launch

Thanks, the wiki has been updated. In addition to 1207 which was the first of the series to be redone, 1212 and 1215 are also orange now. Any concerns about running in residential areas late at night could be alleviated by introducing a night variant, and not having to wait until a route restructure that may or may not happen. For example a proposed route 5 night service could be 5A Dixie not serving Ogden. In my opinion the 13 should be the one with night service, as from a coverage perspective it also has the benefit of being a reasonable walking distance to both Erin Mills and Winston Churchill in the north end, and also serves the more denser parts of Meadowvale. While opposition to night service may seem like a concern, as @ngdvd correctly notes many of the routes that would be under consideration for overnight service already have very wide service spans that span very late into the night. It's not like we're talking about giving a route that ends at 9 or 10pm full overnight service, and it's also for this reason it is important not to overstate the importance of night service. It has value in making transit useful, but many of MiWay's routes, especially on weekdays, already have service spans that start very early in the morning and extend very late into the night that accomodate most shift workers and other riders as is.

With Nova closing their US factory in the next few months, this means any future Nova orders will be fully manufactured in Canada. In addition, on the last New Flyer quarterly earnings call, the CEO noted the growing demand for Canadian orders and indicated New Flyer is investing into their Winnipeg facility, improving the production process to allow Canadian orders to be fully built in Winnipeg by Q4 2025, something they last did in 2011. While it's true the US is more protective when it comes to bus manufacturing, including raising the US content requirement from 60% to 70% it hasn't really fostered a healthy industry. Since 2012 it has gone from 6 major bus manufacturers (New Flyer, ENC, NABI, Orion, Gillig, Nova) to 2 (New Flyer and Gillig). Exclused BYD and Proterra as they are/were niche players focusing on electric buses only.

Prior to COVID I would agree with you about the 53 not being a viable route; however post COVID ridership growth has been stronger in employment/industrial areas even on weekends. The 51's Saturday ridership should not be used to benchmark the 53, as the 53 has several other factors that could attract ridership - more density in Mississauga Valley, connection to LRT, connection to Cooksville GO and connection to several Brampton Transit routes in the north end. Combined with the increased demand in industrial/employment areas the 53 absolutely is a viable weekend route in my opinion. In addition, if the 8 is taken off Mississauga Valley as has been proposed in the past that will leave 53 as the sole route serving that segment. That said, any restructuring proposal leaves the question of what to do with the Meadows/Robert Speck section. While the vast majority of that segment is within 400-500m walk to other routes it is also on the higher end of what is considered a appropriate walking distance, and given the ridership along that stretch (see fall 2023 data below) might not be a stretch that can be abandoned without public outcry. @Gil's suggestion of the route 6 extended eastwards to cover this means a new route would have to cover Webb/Grand Park, and could also take over the Fairview portion of 28 allowing that route to be straightened. The 68 was cut back to one bus all day during COVID and this continued even with the rerouting onto Kingsbridge Garden earlier this year. The headways did slightly exceed 60 minutes at times and the further deterioration seems to be due to additional runtime and recovery time due to LRT construction impacts. I agree it's terrible and a second bus should have been added. In the past MiWay considered frequencies of 60 minutes or worse the equivalent of cancelling the route and would avoid this. For example, back in 2017 when the 51's Saturday runtime increased from 60 minutes to 65 minutes, a second bus was added to prevent frequency being worse than 60 minutes. That said, not all the desired frequency/service improvements were implemented for the September board which could be due to not having enough new operators onboard in time, something other GTHA systems are also struggling with. 10 NB Ridership.pdf 10 SB Ridership.pdf

Route 13 is also receiving additional weekday evening service, with frequency doubling from 60 to 30 minutes. All other routes appear to retain hourly evening service; does the 13 have significantly higher evening ridership than the other OT routes?

Drum, as stated by Gil the Burnhamthorpe intersection is not closing fully and the 26 (among other routes) will still be able to travel thoroughly at Hurontario. The only restrictions are on turning at the intersection. Straight from the construction notice: https://assets.metrolinx.com/image/upload/v1720022281/Images/Metrolinx/Burhamthorpe_SCHN.pdf "The first phase of work will begin on the north half of the intersection on Thursday July 11, 2024, at 10pm, until Thursday August 15, 2024, at 10pm. When completed, crews will shift staging over to the south half of the intersection. The second phase is scheduled to begin on Thursday August 15, 2024, at 10pm, until Monday September 19, 2024, at 10pm. During both phases of work, east-west traffic will be reduced to a single lane in each direction..." During each phase (July 11-August 15 and August 15-September 19) there will be one weekend where the intersection is fully closed. "In order to expedite this work, each phase of guideway installation will consist of a weekend of continuous construction from Friday night to Monday morning..." So there will be no impact to the Burnhamthorpe service outside whatever one weekend is chosen, other than traffic congestion from lane reductions.

The project page has been updated to remove reference to the Vicinity Lightning and alludes to needing to source alternative electric shuttle bus suppliers, with a target of Q4 2024 to source a new supplier. Seems the Vicinity Lightning order may have been cancelled; they were ordered 3 years ago with no sign of them, and other Vicinity Lightning orders announced in 2021 and 2022 have yet to materialize. https://www.calgarytransit.com/plans---projects/electric-bus-pilot-project.html

The rear axle on the 27'/30' Vicinity is a Graziano low profile axle in a transverse V-Drive configuration. The front axle is BRIST. Graziano axle division was sold to Dana in 2019 and the rear axle used in the 27'/30' Vicinity doesn't appear on the Dana website which indicates it has been discontinued, as Orion said. Seems that rear axle configuration was a maintenance hassle so the discontinuation of 27' and 30' models and moving to 32'/35'/38' T-Drive offerings only might actually be a welcome improvement.

There were 10 expansion buses that began to be delivered in April. If the numbering scheme follows 611-624 then these 10 buses should be numbered 625-634.

24-160 April 2024 Tenders and Contract Awards 3 New Flyer XE40 electric buses were purchased at the end of April 2024. These buses were purchased off the Metrolinx contract for a total of $4.67M ($1.56M per bus) 24-159 Options for Transit Improvements Several service changes are proposed for implementation in September 2024: New pilot weekday rush hour service into Westbrook via an extension of route 19, operating every 30 minutes. Extensions of route 16 and 18 to serve VIA Rail New pilot downtown circulator route from Kingston Centre via Concession, Stephen, Montreal, Raglan, Rideau, Barrack, Ontario, King, SJA, Union, Providence Care, Portsmouth, Johnson, Robert Wallace, Queen Mary, Bath New early morning trips in routes 17 and 18 Introduce 15 minutes service on weekdays 7am-8pm and weekends 9:30am to 6:30pm on Princess Street (4/501/502), Bayridge Drive/King Street (501/502) and Gardiners Road/Bath Road (701/702) Also, subject to future review: Modified Loyalist Township service On demand service model development with potential application in Glenburnie, Elginburg, Lemonie Point, Westbrook and Highway 2 west of CFB Review of express network and weighing benefits of providing more frequent local service vs overlaying express and local routes