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  1. http://www.thiscrazytrain.com/2015/07/this-crazy-trains-presto-chronicles.html On a related note, anybody noticed a fare anomaly with GO transfer credits? For example: Union-Centennial GO Train: $7.07 Train to Unionville GO, then transfer to bus to Centennial GO: $6.93 (the same fare to Unionville - presumably because of the transfer credit priced at the minimum tap in fare of $4.77?) How would that affect loyalty discounts? Does the monthly cap kick in at the 41st Unionville rate or Centennial rate? Basically a commuter would be travelling between the same places but the fares are different if it involves a transfer?
  2. it is indeed frutiger on buses and older publications. newer signage and canada line utilize meta.
  3. is the ttc experiencing a lot of customers with defected magnetic stripes nowadays? the ttc has put a note on their website mentioning that you may exchange it from collectors. personally, i have been keeping the two cards together for months and i have had no problem whatsoever. http://ttc.ca/Fares_and_passes/Passes/Metropass/Metropass_details.jsp
  4. Any meaning for the green lights on streetcars as well?
  5. while looking at the 2012 fares, the oddity of current express ticket ($3.25) being priced higher than a one-zone ticket plus the supplement (2.60 + 0.5 = $3.10) has been adjusted to make the 2 payment methods equal (2.80 + 0.50 = $3.30), assuming the supplement remains the same. however, i am uncertain if this is the case that one could continue tender an express supplement of $0.50 as before, since neither the yrt nor the region site mentions the supplement under 2012 fares, which may imply that in 2012 express fares no longer accept cash supplement in addition to one-zone ticket? Prices - YRT/Viva
  6. inverting colours on photoshop is no harder or more complicated than a few clicks.
  7. the cover page of those service summary pdfs has the icons in vector graphics.
  8. speaking of the student fare class, i was wondering what the difference is between PS1 and PS2. i have two cards set to post secondary by GO yet they are of different fare classes?
  9. rather interesting that they skip those intermediate stops from kennedy to centennial. i thought the roll out was on an outbound basis. as many of the go stations in york region are going presto-active, does that mean the roll out on yrt/viva is forthcoming?
  10. care to elaborate? in theory ttc transfers punched zone 3 are time based, and allow travel in any direction within the time teared plus 2 hours, since the time on the transfer is the trip start time.
  11. the primary reason that the print button is for, i suppose, transferring to ttc buses in york region, since these buses are the only ones that are not equipped with presto readers, unlike all other yrt vehicles/vivastations which are equipped with these, hence on these vehicles there is no need for a physical proof of payment. so my educated guess is that contracted ttc buses will be given hand-held devices to validate transfer/collect fare? or else, show-and-go would create fare evasion.
  12. coach 2122 is equipped with presto reader. saw the operator using the presto machine to record headcount - seems like the original datafare machine has been consolidated into the presto machine. the machine has the general look of the driver's unit found on most participating local transit agencies, though it has the ability to print thermal-paper receipts, similar to datafare. there are no secondary (passenger-side) readers. any idea how future presto fare collection on go bus would be? tap on when you board and tap off when you alight, or tell the driver your destination to set your fare?
  13. i did not mean they are totally useless, i do agree they are there to provide additional safety, but somehow there are alternatives to prevent people from being dragged, such as platform edge doors, platform cctv to the train driver or station collector, a more sensitive door mechanism, or even reallocate guards as platform supervisors that monitor all platform activities. despite the high initial costs, investing in infrastructures in the long-run is less expensive than hiring guards with low productivity. imagine cutting labour costs by a half using one-man operation, also if other busier systems managed to adopt it, why not ttc?
  14. a comment on the so-called rapidway at warden. i really dont see how that could improve reliability given westbound buses have to make a right turn at birchmount, then a stop sign and a left turn onto the rapidway, a bumpy ride to the stop, getting stuck behind a green waiting for a left turn, and finally making a right turn onto warden depending traffic. the original route allowed overtaking and dedicated left turn lanes for greens. also from what i observed the highway 7 bus seems to be making its way to town centre a lot quicker than purple making all these turns, and viva is what they called bus rapid transit. is traffic that bad on enterprise to warrant warden a rapidway? when is the next phase that the rapidway is extended to at least ymca to avoid these time consuming turns?
  15. safety issues such as? many other rail operators in the world have opted for one-man or even driverless operation, of course with safety in mind. skytrain in vancouver is driverless and rail safety is not much of a concern. mtr in hong kong has 12-car trains on a particular line, carrying as nearly 3500 people at a time on each train, and is only one-man control. two-man operation seems to be redundant where the driver could perform what a guard mainly does - opening and closing doors. most of the time after door operations i see guards to be doing crosswords or reading newspapers, and is this resource well used on safety?
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