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Last week, MiWay announced that the 101 Dundas Express wouldn't be running on Saturdays  due to the lockdown. However, both last Saturday as well as yesterday that on Transee, that there were buses on the 101. Was it that those 101's were mis-identified as 1/1C trips?

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MiWay also announced late last week that the 6 CREDIT WOODLANDS would be returning to its regular routing into CCTT.  The new system maps still have the Square One Dr. routing listed.  Would it make sense to route something along Square One on a permanent/regular basis?  It would cut down on some of the congestion in the terminal (once everything goes back to normal) as well as providing closer service to the north end of the mall.  Ideally, the route would come in from the east and use the traffic circle at Duke of York to turn around.

The detour notice for the overnight 1 DUNDAS service was taken down on Friday as there is no service on weekends but has not returned.  Are they just foregoing the connection with the Blue Night Service and forcing people to walk between the Kipling Terminal and Dundas & Aukland?  One of the little details that were overlooked.  I guess I could wait until the subway shuts down tonight to see if the buses are detouring outbound through Six Points to see if that's the case.

How has the appetite for greater overnight service been on MiWay?  Would the next phase be increasing service to 7-days a week on the initial routes or add more routes to the "weeknight" schedule?  If the latter, there may be the case for the overnight routes differing from the daytime routes.  Take the 39 BRITANNIA for example, which would serve a lot of industries along Matheson.  Having it terminate at Renforth where the daytime route does makes little sense as it would only have the 7 AIRPORT to connect with.  Even the 332 EGLINTON WEST BLUE NIGHT route doesn't serve Renforth station and would require a bit of a hike to connect with the TTC.  Extending it to Kipling would make for more convenient connections.  At the west end, keeping it on Ninth Line will keep it out of residential areas overnight.  Now is it still the 39 or will it get a different designation?

The Derry, Dixie and Erin Mills corridors would also make likely candidates.  The 48 ERIN MILLS would require an extension southward to connect with Dundas.  How far south?  Sheridan Mall?  Clarkson GO?  With the 38 CREDITVIEW streamlined I could see it in a later round.  Whether it's the 38 or 38A depends on where the demand is.

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1 hour ago, Gil said:

How has the appetite for greater overnight service been on MiWay?  Would the next phase be increasing service to 7-days a week on the initial routes or add more routes to the "weeknight" schedule?  If the latter, there may be the case for the overnight routes differing from the daytime routes.  Take the 39 BRITANNIA for example, which would serve a lot of industries along Matheson.  Having it terminate at Renforth where the daytime route does makes little sense as it would only have the 7 AIRPORT to connect with.  Even the 332 EGLINTON WEST BLUE NIGHT route doesn't serve Renforth station and would require a bit of a hike to connect with the TTC.  Extending it to Kipling would make for more convenient connections.  At the west end, keeping it on Ninth Line will keep it out of residential areas overnight.  Now is it still the 39 or will it get a different designation?

The Derry, Dixie and Erin Mills corridors would also make likely candidates.  The 48 ERIN MILLS would require an extension southward to connect with Dundas.  How far south?  Sheridan Mall?  Clarkson GO?  With the 38 CREDITVIEW streamlined I could see it in a later round.  Whether it's the 38 or 38A depends on where the demand is.

I find the 24 hour service on weekdays is more to bridge the gap since Route 1 and 3 previously until approximately 2:30 AM from Islington subway station to connect with the last subway departure. Starting back up at around 3 AM. Route 2/17 (Hurontario corridor) being the flagship route by usage has enough to subsidize the quieter hours. Hurontario has a frequency of every 20 minutes during the weekday early morning hours.

Route 7 Airport more to serve the airport for those arriving late due to a delayed connection or departure. 

Though I do agree they could extend early morning services to more routes along with operating around the clock 7 days a week pending budget availability. Especially the 1 Dundas has the final departure at 1:14 AM Monday morning (Sunday schedule) from Kipling and then start back up at 2:48 AM (weekday schedule). A gap of around 1.5 hours which would only require 3 departures to fill in that gap at half hour frequency.

Really depends on the trip generators or usage to subsidize the least used hours. 

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On 1/12/2021 at 1:16 AM, GTAmissions1 said:

I find the 24 hour service on weekdays is more to bridge the gap since Route 1 and 3 previously until approximately 2:30 AM from Islington subway station to connect with the last subway departure. Starting back up at around 3 AM. Route 2/17 (Hurontario corridor) being the flagship route by usage has enough to subsidize the quieter hours. Hurontario has a frequency of every 20 minutes during the weekday early morning hours.

Route 7 Airport more to serve the airport for those arriving late due to a delayed connection or departure. 

Though I do agree they could extend early morning services to more routes along with operating around the clock 7 days a week pending budget availability. Especially the 1 Dundas has the final departure at 1:14 AM Monday morning (Sunday schedule) from Kipling and then start back up at 2:48 AM (weekday schedule). A gap of around 1.5 hours which would only require 3 departures to fill in that gap at half hour frequency.

Really depends on the trip generators or usage to subsidize the least used hours. 

I took a look at the 3 BLOOR service, at least on weeknights there's a 35-ish minute gap between the last bus of the day and the first one of the following day.  That pretty much makes it a 24 hour route if the headways are generally between 30 and 40 minutes overnight.  It does look like the drivers are stopping at the Aukland & Dundas Tim Hortons overnight (didn't realize they were open 24 hours at that location) since there isn't anything for them at Kipling.

The 1 DUNDAS does still does the detour loop through Six Points overnight as well when the subways aren't running, but there's no longer any notice given in the Service Updates section.  If it's not going to be permanent, perhaps a timed transfer with the 3 BLOOR for the last leg?  May be better than waiting for the layover on the 1 DUNDAS at Kipling.

As for my other suggestions, they run mostly through industrial areas in and around the airport which presumably would have more of a need for employee access as they would be running 24/7.  It would coincidentally also provide more of a network for access across Mississauga.  The Erin Mills corridor probably has a leg up on Winston Churchill by virtue of the hospital.  That would give you a north-south route along Erin Mills, Hurontario, Dixie and Airport.  East-west along Derry, Matheson/Britannia, Eglinton (East), Bloor unofficially and Dundas.  I'm not sure if there's a demand along Lakeshore other than for access to the other north-south routes.  It would look an awful lot like the TTC's early Blue Night service which roughly served every other arterial.

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On 1/11/2021 at 10:58 PM, Gil said:

How has the appetite for greater overnight service been on MiWay?  Would the next phase be increasing service to 7-days a week on the initial routes or add more routes to the "weeknight" schedule?  If the latter, there may be the case for the overnight routes differing from the daytime routes.  Take the 39 BRITANNIA for example, which would serve a lot of industries along Matheson.  Having it terminate at Renforth where the daytime route does makes little sense as it would only have the 7 AIRPORT to connect with.  Even the 332 EGLINTON WEST BLUE NIGHT route doesn't serve Renforth station and would require a bit of a hike to connect with the TTC.  Extending it to Kipling would make for more convenient connections.  At the west end, keeping it on Ninth Line will keep it out of residential areas overnight.  Now is it still the 39 or will it get a different designation?

The Derry, Dixie and Erin Mills corridors would also make likely candidates.  The 48 ERIN MILLS would require an extension southward to connect with Dundas.  How far south?  Sheridan Mall?  Clarkson GO?  With the 38 CREDITVIEW streamlined I could see it in a later round.  Whether it's the 38 or 38A depends on where the demand is.

 

1 hour ago, Gil said:

I took a look at the 3 BLOOR service, at least on weeknights there's a 35-ish minute gap between the last bus of the day and the first one of the following day.  That pretty much makes it a 24 hour route if the headways are generally between 30 and 40 minutes overnight.  It does look like the drivers are stopping at the Aukland & Dundas Tim Hortons overnight (didn't realize they were open 24 hours at that location) since there isn't anything for them at Kipling.

The 1 DUNDAS does still does the detour loop through Six Points overnight as well when the subways aren't running, but there's no longer any notice given in the Service Updates section.  If it's not going to be permanent, perhaps a timed transfer with the 3 BLOOR for the last leg?  May be better than waiting for the layover on the 1 DUNDAS at Kipling.

As for my other suggestions, they run mostly through industrial areas in and around the airport which presumably would have more of a need for employee access as they would be running 24/7.  It would coincidentally also provide more of a network for access across Mississauga.  The Erin Mills corridor probably has a leg up on Winston Churchill by virtue of the hospital.  That would give you a north-south route along Erin Mills, Hurontario, Dixie and Airport.  East-west along Derry, Matheson/Britannia, Eglinton (East), Bloor unofficially and Dundas.  I'm not sure if there's a demand along Lakeshore other than for access to the other north-south routes.  It would look an awful lot like the TTC's early Blue Night service which roughly served every other arterial.

In my opinion the 48 Erin Mills is a terrible candidate for overnight service, it's a low ridership route and north of Eglinton the configuration of Erin Mills Parkway and the surrounding residential streets makes the 48 hard to access by foot. Most of the residential streets are a easier walk to Glen Erin, for this reason the 13 Glen Erin is probably a better choice for overnight service. The 13 would still provide service to all the major retail/employment areas as well as providing service along Southdown to Clarkson GO. 

Given the choice to expand overnight service, my choices would be the following:

  • 5 Dixie - north/south link, connects to TTC service. Would likely have to be a modified routing skipping the Ogden portion
  • 13 Glen Erin - provides a north/south link on the west end of the city, connects Clarkson GO, South Common, Erin Mills TC and Meadowvale Town Centre.
  • 23 Lakeshore - serves Port Credit along with 3 GO Stations, connections to TTC service
  • 26 Burnhamthorpe - east/west link, also serves City Centre area. To be perfectly honest, I would rather this route have overnight service than the 3 Bloor strictly speaking from a coverage standpoint.
  • 35 Eglinton - provides another east/west link across the city north of the 403, would also serve CVH as suggested in your post. Perhaps a modified overnight routing to provide service on Matheson within the Airport Corporate Centre.
  • 42 Derry - east/west link along the north end of the city connecting Malton and Meadowvale, serves large employment areas
  • 61 Mavis - serves Heartland area as well as Sheridan College.

One of the challenges is the transitway. I struggle to justify overnight service along the transitway as it would be in close proximity to the 26 and 35, in addition to being isolated. However a combined (interlined) 107/110 service may be useful, and would better serve the employment areas in Malton, especially if the 7 Airport is still planned to be cut back to Renforth Station. If such a route ran then I don't think running the 26 Burnhamthorpe could be justified due to the close proximity of the routes.

Ultimately though, with the pandemic impacting ridership and revenue I think any expansion of night service is a non starter. Even before the pandemic the total ridership on the overnight 1, 2, 3, 7, 17 trips averaged around 275 daily riders combined. It's hard to justify expanding overnight service when the net cost will be far greater due to the lack of ridership.

That said, one way to expand overnight service without requiring additional resources would be to reduce service on the 2 and 17. Both routes currently use 3 buses each (6 total) at 17-20 minute frequency and generous layovers which is complete overkill given the ridership levels. Interlining them at the CCT would allow for 3 buses at 30 minute frequency, allowing 3 buses to be used for other overnight services. If I had to pick, it would be the 13 (2 buses at 45 minute service) and one of 23 or 61 (1 bus at 60 minute service)

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1 hour ago, MiExpress said:

 

In my opinion the 48 Erin Mills is a terrible candidate for overnight service, it's a low ridership route and north of Eglinton the configuration of Erin Mills Parkway and the surrounding residential streets makes the 48 hard to access by foot. Most of the residential streets are a easier walk to Glen Erin, for this reason the 13 Glen Erin is probably a better choice for overnight service. The 13 would still provide service to all the major retail/employment areas as well as providing service along Southdown to Clarkson GO. 

Given the choice to expand overnight service, my choices would be the following:

  • 5 Dixie - north/south link, connects to TTC service. Would likely have to be a modified routing skipping the Ogden portion
  • 13 Glen Erin - provides a north/south link on the west end of the city, connects Clarkson GO, South Common, Erin Mills TC and Meadowvale Town Centre.
  • 23 Lakeshore - serves Port Credit along with 3 GO Stations, connections to TTC service
  • 26 Burnhamthorpe - east/west link, also serves City Centre area. To be perfectly honest, I would rather this route have overnight service than the 3 Bloor strictly speaking from a coverage standpoint.
  • 35 Eglinton - provides another east/west link across the city north of the 403, would also serve CVH as suggested in your post. Perhaps a modified overnight routing to provide service on Matheson within the Airport Corporate Centre.
  • 42 Derry - east/west link along the north end of the city connecting Malton and Meadowvale, serves large employment areas
  • 61 Mavis - serves Heartland area as well as Sheridan College.

One of the challenges is the transitway. I struggle to justify overnight service along the transitway as it would be in close proximity to the 26 and 35, in addition to being isolated. However a combined (interlined) 107/110 service may be useful, and would better serve the employment areas in Malton, especially if the 7 Airport is still planned to be cut back to Renforth Station. If such a route ran then I don't think running the 26 Burnhamthorpe could be justified due to the close proximity of the routes.

Ultimately though, with the pandemic impacting ridership and revenue I think any expansion of night service is a non starter. Even before the pandemic the total ridership on the overnight 1, 2, 3, 7, 17 trips averaged around 275 daily riders combined. It's hard to justify expanding overnight service when the net cost will be far greater due to the lack of ridership.

That said, one way to expand overnight service without requiring additional resources would be to reduce service on the 2 and 17. Both routes currently use 3 buses each (6 total) at 17-20 minute frequency and generous layovers which is complete overkill given the ridership levels. Interlining them at the CCT would allow for 3 buses at 30 minute frequency, allowing 3 buses to be used for other overnight services. If I had to pick, it would be the 13 (2 buses at 45 minute service) and one of 23 or 61 (1 bus at 60 minute service)

I don't have any hard stats to back me up, but anecdotally Glen Erin (say between Eglinton and Britannia) doesn't strike me as an area in need of overnight service if it's provided elsewhere where it is possibly needed (around Meadowvale TC and possibly at Britannia) where incomes are lower and there's a chance people may need access to the warehouse or industrial jobs around the airport.  You'd probably get some pushback from the same residents about overnight traffic.  An overnight route along Erin Mills would probably be different, say running down Millcreek to Erin Mills and then south.  The Amazon Fulfillment Centre at Millcreek & Erin Mills would be a potential trip generator, as would Credit Valley.  There's also the EMS centre at Thomas.  The Erin Mills Transitway station with the 24-hour GO 40 RICHMOND HILL CENTRE/HAMILTON route with an 80-cent co-fare would be another.  Run it down to Clarkson GO if you're adding the 23 LAKESHORE for some connectivity.  The whole 13/48 split at South Common means travelling the entire corridor requires a transfer or two if you're coming from the extreme south end of Southdown.  The faster travel time along Erin Mills overnight might be able to stretch the route further with the same resources during the day.

The 35 EGLINTON makes sense in conjunction with an eventual truncation of the 7 AIRPORT.  Between Dixie and Hurontario though it makes it hard not to include the 39 BRITANNIA.  Timed transfers at Renforth station should allow for easy connections to the TTC.

The 3 BLOOR is an overnight route in reality, just not in name given its operating hours.  Coverage-wise, a route would be needed to connect City Cente to points west.  I wonder if MiWay could do what DRT did at least for overnight service in treating GO as a MiWay route within Mississauga allowing for free transfers along the Transitway.

As for the 61 MAVIS, Sheridan College (both campuses) and Heartland are hardly enough of a trip generator overnight unless we are counting transfers from other routes.

The 2 and 17 are supposedly interlined (at least that was the intention when they were split) between 10PM and 4AM.  As for scheduling and run times, I've heard from drivers who complain MiWay's Planning uses Google's drive time estimations in calculating how long it will take to complete a route rather than actually time it with actual runs.  The result is the bizarre padding of schedules.

The overnight services will obviously take some time to grow and develop, I was just curious as to what the City's next steps would be in a post-pandemic world.  I know Drum118's been calling for overnight service since the 90's, but Mississauga wasn't at the point back then to be able to support it.  A few tentative steps now when it can now support a skeletal network such as it is, is a positive start.  Overnight employers will have to start participating to get the service where it's needed.  It's a fine line between network connectivity and providing service where it's needed at both ends of the trip.

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7 hours ago, Gil said:

The 3 BLOOR is an overnight route in reality, just not in name given its operating hours. 

I'm just being nitpicky here but is the 3 not an official 24-hour route? I seem to recall it being listed as part of all the announcements when they first launched the overnight network.

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3 hours ago, wowzhao said:

I'm just being nitpicky here but is the 3 not an official 24-hour route? I seem to recall it being listed as part of all the announcements when they first launched the overnight network.

It is an official 24 hour route. The frequency is roughly 40 minutes during the early morning hours for Route 3 and 7.

The original four routes is 1 Dundas, 3 Bloor, 7 Airport and 19 Hurontario (renamed 2/17 Hurontario interlining at City Centre between 10 PM until 4 AM or last trip on weekends/holidays). Introduced April 29, 2019. 

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On a related topic, is it more feasible for the 48 to operate the full length of Erin Mills (except its northern routing towards Meadowvale TC) to Clarkson GO and leave the 13 to operate between South Common and Meadowvale, with the 29 operating in the area that the 13 currently does towards South Common?

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Try walking from Dundas for route 3 to TTC and it a lot faster than going to the Hub and then TTC. As I near the entrance to TTC, saw my bus turning at the east end to get to the bus bay, This will be good for good days, but a lot of riders will still do it regardless of the weather. That a saving of about 7 minutes of current travel time and faster when 3 went to Islington.

Was in the 3rd car from the west end of Kipling with grocery and it took me 10 minutes to get to the bus bay. When I got to the bus bay, my bus was there, but schedule to depart in 10 minutes. We had an wait up to 3 minute trying to get into Kipling after leaving Islington. Is could mean you may or may not miss your bus and add more travel time.

Had a look at the tunnel and no changes to it from what I saw it the last time on opening day. Heard some jackhammering, but wasn't in the tunnel.

 

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1 hour ago, drum118 said:

Reading the article you linked, nice to see they are looking into bus rapid transit along Lakeshore. I remember the days when I used to take it from Clarkson GO Station to Long Branch connecting to 501 Queen. 

This is along with some of the infrastructure improvements for the network such as upgraded amenities and technological upgrades.

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8 hours ago, GTAmissions1 said:

Reading the article you linked, nice to see they are looking into bus rapid transit along Lakeshore. I remember the days when I used to take it from Clarkson GO Station to Long Branch connecting to 501 Queen. 

This is along with some of the infrastructure improvements for the network such as upgraded amenities and technological upgrades.

The Master Transit plan for Lakeshore call for BRT later than sooner with LRT running from Long Branch Loop to Mississauga Rd by TTC once the Imperial Oil Land is redeveloped by 2040.

This BRT is to handle the Waterfront Development underway at Dixie Rd. There are 2 other development to happen there on the Lakeshore itself.

Wondering if the city has got any extra funding to replace the current fleet since the 2003 are entering their 18 year of service and 3 year longer than normal and the 2005 were to be replace last year. Then all the buses from 2006 to 2017 that needs to be replace since they are in the dead end line.

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The opening of the Hurontario LRT is still on schedule for fall 2024 and we may get an idea early 2024 what the headway will be for the buses once the LRT start running as well how they will run. Prefer to see buses remain 100% on Hurontario and will save time not going to the Sq One Station or transfer one section to the other if the LRT line does get split.

Thanksgiving 2022 will see the 2 bus on detour for 65-72 hours

Work is to start around June on the elevated guideway for the 403 area. Starting June to Dec and it depends on zones/phases, construction of the new road and sidewalk will start. This will have an impact on the buses as there maybe only one lane open at times.

This summer will see the first work on the guideway between Top Flight and Matheson start with rail being place in 2022. This will be the testing section for the LRV's. 2022 will see the construction of the guideway starting at Port Credit GO Station and going north.

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On 1/17/2021 at 11:15 AM, drum118 said:

Try walking from Dundas for route 3 to TTC and it a lot faster than going to the Hub and then TTC. As I near the entrance to TTC, saw my bus turning at the east end to get to the bus bay,

Ah, interesting. Looking at the timetable, they have 3 minutes to get from the corner of Auckland and Dundas to the new terminal!

Though all the buses I use use Dundas rather than Bloor

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February 22, 2021 service changes

Route Changes

44 - long term detour routing due to watermain construction on Mississauga Road. Detour via Burnhamthorpe, Erin Mills, and Eglinton. Schedules will be revised to accomodate the detour and buses will serve all stops along the detour routing (note: will not service Erin Mills Station)

53 - extended to Cooksville GO Station via Hurontario Street. Route will access Cooksville GO via Hurontario entrance and exit via Hillcrest. Deviation to Paramount Centre during off peak periods is eliminated. Slight changes to frequency to accommodate revised routing.

70/71/108 - routes changed to no longer use 60' buses with 40' buses used at all times.

Additional COVID service changes

29/36 - Will use Saturday schedule on weekdays (30 minutes frequency all day). Route 29 and 36 will interline.

43/87 - Reduced from 22 to 45 minutes frequency. Routes 43 and 87 will continue to interline.

109 - Weekday rush hour frequency reduced to 15 minutes.

In addition to the above, the usual minor trip/schedule changes to various routes.

https://www.mississauga.ca/miway-transit/service-changes/feb-22-2021-service-changes/

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On 1/24/2021 at 1:36 PM, nfitz said:

Ah, interesting. Looking at the timetable, they have 3 minutes to get from the corner of Auckland and Dundas to the new terminal!

Though all the buses I use use Dundas rather than Bloor

Route 3 use Bloor 100% from Aukland to Mississauga Valley Blvd. Route 26 now use Bloor/Dundas in both direction.

Until Jan 4, all buses used Bloor/Dundas to/from Islington other than 26 that only did it outbound.

It taken a long time to get 53 to Cooksville GO Station as plan.

Something new:

Holiday service on Good Friday

On Good Friday (Friday, April 2, 2021), buses will operate on a holiday schedule and some routes will not operate.

Service will not operate on the following routes due to low customer demand:

  • 28 Confederation
  • 35 Eglinton-Ninth Line
  • 46 Tenth Line-Osprey
  • 48 Erin Mills
  • 68 Terry Fox
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#KiplingTerminal

 

a few pics.

43188E4E-873B-4FB1-9291-80087217A31F.jpeg

F062AA9B-05CD-4F49-B345-F6E60479DA44.jpeg

FC39D0F4-C465-4389-9C08-1124F7C20444.jpeg

I did a full 3hr intensive Accessibility Audit at the Kipling Terminal on opening morning (545am-845am) it has a lot of issues.

posted a few pics, but didn’t want to use huge amounts of site storage, so just posted 3 of about 75 that I took.

I’m working deeply with City of Mississauga & MiWay, on Accessibility issues.

After having in-depth discussion with with MiWay & Metrolinx staff, found out that none of them, bothered to access the knowledge of any of the 3 area Accessibility Advisory committees, due to Covid, and unfortunately, it shows.

over 35 issues were found, upper level staff of both MiWay & Metrolinx were present on opening day & were advised, some even asked to have me walk them around & show major issues.

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MiWay will be purchasing 5 more XDE60s for delivery this year. They will be in MiLocal scheme and replace the remaining 2008 D60LFR buses. 

The purchase is being made by an extension of the existing contract for the previous XDE60 buses. New Flyer has also offered significant price reductions for orders placed in Q1 of 2021, resulting in these buses costing $56,000 less than the 2020 XDE60s. 

-Delivery of buses in 9 months (fall 2021)
-Base price reduction of $13,000
-Provide 2021 Cummins engine at no additional cost $11,000
-Waive all inflation related costs $32,000
Total savings $56,000

https://pub-mississauga.escribemeetings.com/filestream.ashx?DocumentId=9324

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On 2/3/2021 at 1:08 AM, buschic said:

#KiplingTerminal

 

a few pics.

43188E4E-873B-4FB1-9291-80087217A31F.jpeg

F062AA9B-05CD-4F49-B345-F6E60479DA44.jpeg

FC39D0F4-C465-4389-9C08-1124F7C20444.jpeg

I did a full 3hr intensive Accessibility Audit at the Kipling Terminal on opening morning (545am-845am) it has a lot of issues.

posted a few pics, but didn’t want to use huge amounts of site storage, so just posted 3 of about 75 that I took.

I’m working deeply with City of Mississauga & MiWay, on Accessibility issues.

After having in-depth discussion with with MiWay & Metrolinx staff, found out that none of them, bothered to access the knowledge of any of the 3 area Accessibility Advisory committees, due to Covid, and unfortunately, it shows.

over 35 issues were found, upper level staff of both MiWay & Metrolinx were present on opening day & were advised, some even asked to have me walk them around & show major issues.

First of all, this is not a miWay problem to a point, but a Metrolinx thing. Metrolinx is not great when it come to accessibility that it one of the vary last thing to be done and open for most their projects. Its all about people who drive to stations and are able body in the first place. If you use transit or walk-in, you are low on the pole and don't count.

Name a station that has seen accessibility added to it as either a new station or remodel and I can tell you what was no ready on opening day for most of them. Cooksville saw 2 elevators in service before opening day. Opening day saw The Walkway bridge open only to be taken out of service about a week later to finish work on it as it was a show and tell thing. The east entrance elevator didn't open until a few weeks after the official opening.

As for TTC Kipling, one elevator for TTC doesn't cut it and it force riders to use the outside to get to TTC entrance if the elevator out of service. Good thing there are 2 elevators for Kipling Hub at 3 locations.

Clarkson, Oakville, Burlington And Erindale parking structure elevators were not working on opening day and took months to get the 2nd elevator in the new Burlington station to be in service.

Port Credit elevators are a joke as the centre platform is down more than most station. 

You can say what is needed to miWay, but at the end of the day, they have no say or can they force Metrolinx to fix things. Best to go to Phil to get him to deal with accessibility issues.

There are a lot of issues with Kipling and run of the mill since its a Metrolinx thing.

End of the day, 2 elevators are require for any platform or walkway and this applies to any transit system that have elevators.

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56 minutes ago, 110B West Pickering said:

It appears some 2010 D60LFR buses have been converted to MiLocal service, an expensive repaint considering MiWay doesn’t seem to care where express and local buses end up

I thought the 1051-1071 series were to retire at 12 years in 2022? If they're investing money in repainting 11 year old buses now I wonder if they're going to keep some of them until its time to retire the 1351-1360 series around 2025? 

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1 minute ago, 2822 said:

I thought the 1051-1071 series were to retire at 12 years in 2022? If they're investing money in repainting 11 year old buses now I wonder if they're going to keep some of them until its time to retire the 1351-1360 series around 2025? 

Here's some pics my buddy sent me
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1 hour ago, mikenoza said:

Here's some pics my buddy sent me
unknown.png

Thanks for the photos. They look really interesting. I wonder if these were brought in for some sort of expansion or a quick replacement for the 2008 D60LFR's.

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