Not in Service: The TTC and the Trouble with Toronto Transit

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The first is the system used by Operations, Security and Maintenance. This system operates on five UHF conventional frequencies. Channels 1, 3, 4 and 5 are used for day-to-day operations, while Channel 2 is reserved for the Wheel-Trans service. The second system, the Communications and Information System CIS , is used by buses and streetcars, and employs transmission facilities throughout the city.

Conceived in the late s and fully implemented in , it consists of a computer unit on board each bus and streetcar, called the Transit Radio Unified Microprocessor TRUMP. This is attached to a transponder receiver, which allows CIS operators to track the location of the vehicle using a computational system known as dead reckoning.

There is also the option of voice-based communication between the vehicle and CIS operators. With the introduction of NextBus technology to provide real-time arrival information, the CIS has been updated to use a combination of GPS data and the previous dead reckoning signpost -based system. Utilizing this technology would help improve headways, provide more reliable communications and allow divisional supervisors to locate vehicles in real time the current GPS system only sends location updates every 20 seconds.

The third system, known as the "wayside system", consists of UHF MPT Trunking radio sets used by the three heavy-rail subway lines. They replaced older devices which communicated by the third rail, and are divided into separate systems representing their respective subway lines. This trunking system allows Transit Control to communicate directly with a single train, a zone encompassing several trains, or the entire line.

Line 3 Scarborough uses a single channel UHF system, much the same as the system used by operations staff. The day-to-day operations of the TTC are managed by the chief executive officer formerly the chief general manager or CGM ; Richard Leary holds this position on an interim basis. In , the TTC assigned group station managers on most subway lines: The TTC has more than 12, employees.

Most are operators, however the Commission also employs supervisors, custodians and a wide range of skilled trades people who work on vehicles and critical subway and surface infrastructure. Unionized workers of the TTC workers have performed strike actions numerous times since As a result of an involvement in a health insurance scam involving Healthy Fit, employees were dismissed or forced to retire early, while ten of them faced criminal charges.

From Wikipedia, the free encyclopedia. Toronto Transit Commission From top-left, clockwise: History of the Toronto Transit Commission. Toronto Transit Commission incidents. Toronto Transit Commission fares. Toronto Transit Commission accessibility. List of Toronto subway stations and Toronto streetcar system loops. Not to be confused with CrisisLink. This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. October Learn how and when to remove this template message.

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TTC portal Toronto portal Transport portal. Retrieved 30 December Retrieved September 8, Retrieved December 10, Retrieved December 27, TTC dirty, leaky, decaying". Retrieved September 19, Retrieved February 19, Archived from the original PDF on September 25, Archived from the original PDF on December 14, Archived from the original PDF on August 7, Archived from the original on July 10, Retrieved July 12, Retrieved November 30, Meet your new ride". Archived from the original on October 25, Archived from the original on January 3, Retrieved December 30, Archived from the original on October 4, Retrieved January 7, Retrieved September 21, Archived from the original on April 8, Retrieved January 28, Retrieved July 5, Retrieved April 10, Say goodbye to one-sided transit shelters".

Archived from the original on December 11, The Globe and Mail. Archived from the original on June 11, One might ask whether City Council is prepared to fund better service if actual demand today and potential demand tomorrow are greater than the TTC can handle by shifting a few buses between routes. This was evident during staff responses in a recent TTC Board meeting debate.

Unplanned Service Disruptions

For the financial folks, ridership is really a revenue question, but it is this measure that is commonly reported. Revenue figures drive budget debates about service levels, not actual counts of passengers. Reporting of actual demand on routes will be vital to understanding where there are shortfalls in service.

The split between claims of flat ridership while actual rider experience is of growing crowding clouds the funding debates, and out of date counts have masked growth. The TTC quite recently updated its ridership estimate for the King Street corridor from 65, to 71, daily even without the effect of the transit priority pilot. How many other routes suffer from out of date counts, and what latent demand would push these even higher if only service were improved? Riding counts see only passengers on vehicles, not would-be customers who give up waiting. The focus for is on consultation, and this kicks major decisions on transit improvement beyond the election.

However, some pending reports will inform debate. On fares, the principal changes are already in the works—the co-fare with GO Transit and the two-hour transfer. As the report indicates, the RGS is a live document subject to further stakeholder consultation. The Fair Pass is very much part of the strategy and will be added in. A potential landmine in the regional fare debate is the Metrolinx Fare Integration Strategy which is expected in February This would have obvious benefits for TTC ridership, and the TTC plans to work on its development and implementation this year.

On service, a report in the second quarter will analyze the RGS initiatives including changes to the crowding and wait time standards, and a review of weekend service. Aside from the operating cost, this will take the TTC into thorny debates about increasing the bus fleet and providing a new garage. With current facilities already overcrowded, this has been put off for too long, and the ability to run more service is limited by the space available to store and maintain buses.

The new total design capacity of for the eight garages will be and the new total buses available, by design, for service will be When McNicoll Bus Garage opens, the TTC will continue to operate above capacity with reduced spares ratio beyond to accommodate service requirements. The planned overcapacity will accommodate buses at the eight bus garages with buses available for service. The TTC is assessing locations and available properties for a ninth bus garage.

The design capacity of 1,, even with McNicoll Garage, will be only slightly higher than the current peak requirement of 1, This is not mentioned in the RGS. The TTC also plans reports on area studies considering how routes in various parts of the city can be reorganized to better serve riders, but the RGS does not list the affected areas. The streetcar system will gain some capacity from the continued delivery of new cars by Bombardier, but this will be partly offset by retirement of old ones.

The Briefing Note [p. Notable by their absence is the proposed expansion of the Express Bus Network.

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This is directly linked to the bus shortage, and the TTC does not expect to begin implementation until Advance the implementation of service enhancements that are currently planned in to induce ridership growth i. How much Toronto will progress beyond having a plan remains to be seen. The proposed plan does not include any rights-of-way, only improved priority on existing streets. To Queen Street West. To Steeles Avenue East via Leslie station. To Eglinton station via Leslie station.

To Lawrence station via Lawrence West station. To Lawrence West station. To Starspray Boulevard via Lawrence East station. To Eglinton station via Lawrence East station. To Finch station via Pioneer Village station. To Highway 27 via Pioneer Village station. To Major Mackenzie Drive. Extra fare required north of Steeles Service operates during the day and early evening.

List of Toronto Transit Commission bus routes

To Warden station via Warden Avenue. To Kingston Road via Warden Avenue. To Warden station via Birchmount Road. To Kingston Road via Birchmount Road.

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To Eglinton Square Shopping Centre. Clair Avenue West and Gunns Loop. To Claireport Crescent via Albion Road. Service does not operate during the late evenings Monday—Saturday or on Sundays. Service operates during the late evenings Monday—Saturday and all day on Sundays. Service operates during rush hour, during the midday on weekdays and during the daytime on weekends.

To Runnymede station via St. Service operates every day on weekdays, until 10pm on Saturdays and until 6: To Keele station via Parkside Drive.

To Sheppard—Yonge station via Sheppard West station. To Weston Road via Sheppard West station. To Don Mills station via Toronto Zoo. To Sheppard—Yonge station via Don Mills station. To Broadview station via East York Acres. Clair station via Wicksteed Avenue. Clair station via Overlea Boulevard. To Woodbine station via Railside Road.

To Castle Frank station via Wellesley station.

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To Ossington station via Wellesley station. To Queens Park via Wellesley station. Service operates at all times except weekends during the day and early evenings. To York Mills station via Wilson station. To York Mills station via Yonge Boulevard. To Davisville station via Yonge Boulevard. To Steeles via Finch station. To Sheppard—Yonge station via Senlac Road.

To Sheppard—Yonge station via Willowdale Avenue. Does not serve a rapid transit station. Service operates early morning, midday and evenings Monday—Friday and all day on weekends. To Sheppard West station. To Warden station via Dynamic Drive. Extra fare required north of Steeles Service operates until 11pm from Monday—Saturday and until 10pm on Sunday. To Sheppard West station via Grandravine Drive.

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