No, it wasn’t an elaborate April Fools Day joke…

On April 1st, the Government of Ontario announced funding a collection of transit projects across the GTHA. While many of the projects are in the central parts of the region, and there has been some criticism of this fact, these are the projects that are closest groundbreaking – some will see construction start next year. We can’t forget that we need to build a region-wide network, but we need to start somewhere.

Here’s what was announced: (more…)

Grade separation west of Union station

The GTHA has an interesting railway network when one includes the rail lines that are not serviced by GO Transit.  It also holds a huge amount of potential if its integration can be exploited to commuter operations’ advantage.

CONNECTING THE DOTS

Already built are a number of connections that can be of significant value to the region’s passenger rail movements.  An interlining GO service on the railways can be extremely useful in both getting more people onto the network, and also at alleviating the stress Union Station could be at significant risk of facing in the future, particularly in a fare-integrated network.

Consider the following connections that already exist in the network that can be used for future service (italics indicate locations not yet serviced by GO):

Oakville – Long Branch – Kipling - North Toronto – Agincourt (CP) - Malvern – Seaton
Existing tracks and junctions

Meadowvale – Kipling - North Toronto - Agincourt (CP) - Malvern – Seaton 
Existing tracks and junctions

Brampton – Weston – North Toronto – Agincourt (CP) - Malvern – Seaton
Existing tracks and junctions

Bolton – Weston (CP) - North Toronto – Agincourt (CP) - Malvern – Seaton
Existing tracks and junctions

Oakville – Union – Agincourt (CP) – Seaton/Locust Hill
Existing tracks and junctions

Pickering – Union - Newmarket
Existing tracks and junctions, and has been run in the past (unofficially… call it “the inside track”)

Oakville – Long Branch - Kipling – Weston – Pearson
Existing tracks and junctions except for Pearson spur

The connectivity of the network is somewhat lopsided in the west end’s favour as the connections between CP and CN lines are generally absent on the east side apart from the CP Belleville Don Branch, but exist at the West Toronto Junction (omni-directional except for north-to-east/west-to-south, which is useless anyway) and at Kipling (uni-directional (NE/SW only)), key points in the west end, allowing all current westbound (Hamilton/Milton/Georgetown) GO corridors to run into the CP North Toronto sub, and would also include Bolton service (which is a CP line anyway, the MacTier sub).

Some of the points after the jump were discussed at one of the earlier meetings hosted by Ed Drass at Metro Hall. (more…)

I hear there is an open house about the proposed Yonge North Subway extension today, Wednesday November 12. It’s a small meeting for stakeholders, but open to the public. I wish I could give you a URL to confirm the details below — perhaps ttc.ca or vivayork.com will have something today. (See links below.)

These subway meetings are setting new standards in public consultation — but I know from personal experience that failing to put timely info on the web can affect turnout. For a public agency, it can’t be an afterthought.

Here’s all I have so far:

Date: Wednesday November 12, 2008
Location: North York Civic Centre, 5100 Yonge Street, Commitee Room #3
Time: 5 – 7 pm

Via ttc.ca: Public meetings

Via vivayork.com follow >> what’s new >> public consultation

This site is Flash-heavy and my browser seems to get indigestion after viewing it. I hear changes are planned, but in the meantime there is a great deal of info about the proposed Yonge extension and the public comments and questions so far.

Transit officials are welcome to leave more details of this meeting in the comments.

If you look at a arial photograph of the residential areas in the historic downtowns of the GTHA and compare them to the areas built after the second world war, you’ll notice a few major differences. First of all, the streets in the downtowns are usually a neat, orderly grid, while the suburban areas tend to have winding, almost disorderly streets. Next, you’ll notice that the houses in the old neighbourhoods are build very close to the street and very close together, with garages (if any) accessible by a rear laneway. Newer suburban neighbourhoods tend to have houses which are setback from the property line in all directions, and the garages and driveways are often the most prominent feature of the front facade.

While this may be over simplifying the last 50 years of urban development history, the car is essentially to blame for this change. When we had to walk or take the trolley everywhere, development had to be compact and orderly to allow more people to live close to the streetcar stop. Now that we can drive everywhere, development can be more spread out, and walking provisions (front door close to sidewalk) can be replace with automobile provisions (garage close to street). Also, with land cheaper away from the transit stops, more of it can be devoted to each individual lot. Since lower density means more privacy, the suburbs pretty much sold themselves. While it was a foolish idea that has come back to bite us on the arse, we have to look forward. (more…)

Source: ITS America

Imagine sending a cell phone text message with your location and destination, and instantly getting back region-wide information on real-time traffic conditions, travel time, best route, and next bus or train. This could soon be a reality in the Greater Toronto Area.

Metrolinx has proposed one of the eight “Big Moves” to be the creation of a regional transportation information portal that is accessible online and by telephone, email, or PDA that provides travellers with easily accessible, standardized information on the full-range of transportation alternatives available to them.

BIG MOVE #6: Create an information system for travellers, where and when they need it.

Here are the features, in order of importance, that I think a transportation information system should have:

1. Real-time (GPS) display of next bus/train at major station stops
2. Information portal covers ALL transit systems across region
3. Information is user-friendly and accessible using a wide variety of methods
4. Portal compares all transportation alternatives
5. Amenities offered on-board transit systems (e.g. wi-fi access on buses)

What are your priorities for a traveller information system?

Do you think this is a Big Move?

Have you been to a place in the world that has a great traveller information system?

I encourage you to leave a comment. I’ll summarize the comments and pass them on to Metrolinx.

(more…)

Image of a Viva kiosk

What do VIVA bus riders, Google employees, and Pearson airport bound travelers have in common? All have been envisioned as transit riders who can make use of wireless internet access on the bus.

The VIVA buses in York Region are sometimes described as innovative and high tech. This description is tied in part to the planned provision of wireless internet access on board. Online materials from York University and York Region from 2005 and 2006 describe this future vision for the system. Here in 2008, I rode the Viva bus down Yonge Street to Finch station with my laptop powered on a couple of weeks ago. There was no wireless signal detected from Viva yet. While, I wait to get online with Viva, let us consider other buses that currently offer wireless access with a green twist.

The Google bus service was started in 2004 to transport employees between San Francisco and the Mountain View location of the company. As reported on a Google blog page, the bus runs on biodiesel and takes employees’ cars off the road.

Locally, the Toronto Airport Express provides wireless for riders traveling between the downtown core and the airport. For a much higher fare than the TTC’s 192 red rocket route, the Airport Express fare of $18.95 allows riders to slide into leather seats and login to the internet. As reported on the CBC the bus engine is low-emission and a green alternative.

Following Sameer’s lead with his previous blog entry on parking perks, I think it is important to consider the benefits of particular transit choices. In the future, internet access integrated with green transit vehicles may be more widely available to us here in the GTHA.

Vaughan Mills, located north of Toronto at Highway 400 and Rutherford Road, is a shopping and entertainment complex of colossal proportions. With almost 1.2 million square feet (110,000 m²) of retail space, all on a single floor, it is the 13^th largest mall in Canada and 6^th largest in the GTA.[1] The big purple mall sign alongside highway 400 is a beacon for the countless mall-bound shoppers, and I too have journeyed to the oversized stores at Vaughan Mills in search of shopping glory. It has the world’s largest Tommy Hilfiger store, the largest Toys “R” Us in Canada, and of course, Bass Pro, an outdoor enthusiast’s one-stop shop.The mall first opened in 2004 and has been deemed a rousing success.It welcomed its two millionth visitor less than two months after its opening.[2]However, some shudder in disbelief at the short-sightedness of building this icon of urban sprawl.

Vaughan Mills was the first major shopping complex in the Greater Toronto Area since the Erin Mills Town Centre opened in 1990 [3]. The mall, located next to Canada’s Wonderland, attracts big crowds. Here, perhaps, is a grand opportunity for a New Mobility hub; one that connects various modes of transportation like walking, cycling, and transit. It has yet to achieve this, but hopefully it will evolve.

(more…)