Everyone, I'd like you all to meet my new girlfriend, Viva.

Viva is the new rapid transit brand for York Region, and I must say I'm really loving her. Even though she doesn't exactly exist yet, but she's cumming. Phase 1 of Viva will be completed in Fall 2005, which will involve all-new low riding rapid transit buses, queue jump lanes, transit signal priority, and up-to-the-minute transit information at bus stops. Although this is still far from efficient transit service, I really feel this is a great and positive step in York Region.

Phase 2 will be what I really dream about. Although York is still negotiating a contribution agreement, I would think that the project will be finalized sometime late 2005-early 2006. Phase 2 will involve fully dedicated bus lanes (similar to the Spadina LRT, but with BRT) in the centre of the following avenues:

• Yonge from Newmarket to Finch Station
• Highway 7 from Martin Grove in Vaughan to Cornell in Markham
• Vaughan Interchange District to the new York University Station
• Markham Centre to Don Mills Station

Here's the transit route map for more details.

Wow. Wow. Wow. Although I estimate that I will be 30 by the time this project is complete, it's still better late than never. Too bad it's not close enough to my house, but Denison and McCowan Stations would benefit me most.

There's a Phase 3<, but let's just not even go there. I'd by an old granny before that time comes. It involves light rail.

There's this one thing about the Viva logo. I must give credit to Novae Res Urbis -- an municipal politics newsjournal -- for this interesting finding?

Viva La Difference?

Along with York's ambitious rapid transit plan, York has also developed a strong regional growth strategy. Following this strategy is definitely another story. I attended a few presentations from York officials this term about how they're striving to build more sustainable land-uses. Let me show you a visual timelines they've developed on how the urban landscape will change in the next decades. The images are almost surreal. I was thinking of making a GIF of these images to really show the essence of the changes, but I didn't install ImageReady.

Here they are. The location depicted is around Interchange Way aka "Vaughan Corporate Centre". Home of IKEA Vaughan, Dave & Busters, FP Colossus, and what I call 'Outlet Mall Country.

Personally, as a planner who really wishes to see this kind of development, it almost seems unreal that this can materialize especially in Vaughan-- which is undeniably the worst municipality in York in abiding Smart Growth principles.

As a proud suburbanite, even I think that the developments in Vaughan are disgustingly depressing and they definitely don't reflect on the efforts to bring more sustainable growth in the rest of York. Given the circumstances York being a Toronto suburb, Markham and Richmond Hill are doing a great job in changing its previous sprawl development habits-- at least doing a better job than Cambridge, Vaughan and Mississauga. As for Richmond Hill, it's land is pretty much completely utilized, so the only way to grow there is up-- which is great to know.

What am I getting at again? I always do this. I just want to let you all know how enthusiastic I am about the developments in York Region, and hopefully, I have sparked some enthusiasm to you all as well-- WOO, Go Viva! Go York! I'd love to talk up Markham, so bring it on! I'd love to talk about it.

Note: Due to database corruption issues from November 7, 2004 to December 21, 2004, entry comments may been deleted, or misplaced. I have tried to recall some of the comments that was mentioned.

Comments (9)

Last weekend, I had the honour to take VIVA, York Region's newest rapid transit system. Bowie and I decided to drive to First Markham Place (given that we live in Milliken) and take VIVA Purple line (Town Centre Blvd. -> York University). Our destination was set for the Promenade in Thornhill.

Here are my brief thoughts (It's all about 'briefs' now):

VIVA is comfortable
The bus seats are very confortable and the seat's is high so that it supports my neck-- which is always a bonus.

VIVA is dependable
We took the VIVA on Sunday, and the bus came in less than 10 minutes. According to VIVA, bus frequencies will be at least every 15 minutes-- which is almost short of a miracle in the suburban world.

VIVA fare payments are easy
On VIVA, you pay before you board. At every VIVAstation, you can purchase validated fare tickets. You can purchase your ticket using cash or credit card.

Boarding VIVA is faster
Because your ticket is prepaid, you can skip the operator and you, like the subway, can use all available doors. Like the GO Train, the service is an honour system.

VIVA is high-tech
Using GPS, VIVA tells you when the bus arrives at your stop. Also, on the bus, VIVA automatically announces the next stop.

VIVA has no ads
The entire bus, inside and out, has no ads. I love it! No consumer distractions!

VIVA Drivers have nice uniforms
I swear, I wonder how I can get my hands on a VIVA tie? It would be so neat to go to work at PIR with a VIVA tie. "Eat your heart out, colleagues."

However, VIVA can't possibly be everything we'd hope for. Here are a few points.

VIVA is not (yet) competitive to the car
VIVA uses the sames lanes as the regular traffic, which means we get to be congested on Highway 7 around Highway 404. This is not good. We must wait for VIVA Phase II for dedicated transitways.

VIVA is not accessible in my community
VIVA currently runs along Highway 7 and Yonge Street. As I mentioned, we had to purposely drive to go to a Vivastation and ride it. The VIVA Green line (Markham Centre -> Don Mills Station) will start operations in October, but still, the stations are quite far from my place.

If you have nothing to do one day, I strongly suggest you to try VIVA. I again want to commend York for their strive for a more competitive mode of transportation in our region that we so critically need.

If only I could say the same about the Big Pipe issue-- but that's another story.

• VIVA [vivayork.com]
• Viva York Region! [hyperdot.net]

Comments (13)

As Shawn, Shima, and Jason already know, I take any chance to take VIVA-- since I just love it too much, and I must show my support.

I met up with my sister tonight after work to take VIVA to further goign on our gluttony ways and eat at First Markham and get my bookstore fix at Chapters.

This is the first time I took VIVA during rush hour, and definitely it is a totally difference experience than my leisure trips on the weekend. Here are some of my trips highlights:

• Finch Station VIVA Guides
• Lots of VIVA Riders(!!!)
• Colour route names is not a good idea
• Video Screens
• Damn Traffic
• Dirty Seats

This is totally what they need, because I continue to witness a lot of people not knowing what VIVA is, and wait for the regular Highway 7 Route, for example. I hope these VIVA Guides spread the good news to the York people.
 

Lots of VIVA Riders(!!!)
This makes me feel quite jolly inside. The VIVA Blue Line (Finch Stn. - Newmarket Terminal) was almost out of seats when I was on it, bearing in mind that the VIVA Blue line uses the extra long 18-metre articulated buses.
 

Colour route names is not a good idea
VIVA Routes are represented by colour: Blue, Green, Orange, Pink, and Purple. On VIVA Bus route signs, it lists just that: "VIVA Green," for example.

As much as it is a creative way to distingish "rapid" and "non-rapid" bus routes, what VIVA has neglected is that York Region is a magnet of new immigrants who may not be able to read English well. My former nanny understands that Route 53 is a Steeles Bus, because of what Lindsay Lohan so eloquently said in Mean Girls:

[Math] is the same in every country.

VIVA should either place a complementary number to its routes, or actually depict the colour of the route on its buses.
 

Video Screens
VIVA promised video screens on its buses, and they are slowly being implemented on buses on VIVA Blue. They are affixed high on the wall just behind the bus operator. The screen interface and size is similar to those new colour ONESTOP Network screens on TTC Subway platforms-- with the same CP24 look.

Damn Traffic
One of VIVA's taglines on their website is: Traffic? What Traffic?

Right.

There are a few trouble spots where VIVA seriously comes to a halt: (1) along Yonge Street and (2) around the Beaver Creek "CBD". As much as it is exciting to see medium-rise office towers around Highway 7 and Leslie, the traffic around that area is horrendous-- as everyone is ragingly eager to get their one-occupant car on the 404/407.

We definitely need put the 'rapid' in rapid transit to service this area to make it sustainable. Sure the "Queue Jump Lanes" help a bit but a VIVA dedicated right-of-way will be the icing on the cherry.
 

Dirty Seats
Just after 4 months of operations, the seats are already starting to look kind of dirty. Could you fully blame the passengers though? The seats are coloured moderately-light blue. If my mom saw the seats, she would right off the bat mention how it's so "ng kum woo jo" or "not resistant to dirt." Anyways, becuase some seats on VIVA are positioned face-to-face (a la GO Train), it automatically becomes a footrest for some passengers-- and thus causing this awful brown salt stain.

VIVA Bus Rapid Transit - [wikipedia.org]

Someone lately has been tampering with the integrity of the VIVA Wiki information, and I read about information related to a VIVA White and VIVA Black line to be implemented in future phases along John Street - Denison Street-- among some others. This is completely false, and has since been taken off.

Comments (6)

This entry is long overdue. There are many irritating things I have been forced to put up with while taking the TTC, mostly related to etiquette.

Listen up folks, and spread the word. Cooperation will make our transit system a better experience for everyone. Here they are in random order.

1. Keep your music to yourself
There is a person every morning on the 53 Steeles East who must listen to Real McCoy's Runaway, every morning. Over and over.

I would runaway too, just to get that fucking song out of my mind, but I don't want to be late for work.

Mobile music devices are clearly for personal use. Let's all keep it that way, and keep the music down. I loathe the sound of blasting music from people's headphones, especially that static sound.

Yes, buses and trains can be very loud, but do your eardrums and other passengers a favour, and keep it down. If I can hear it, it's too loud!

2. Cell phone irritants
Passengers do not want to know what you did last night, or what you're having for dinner, or what your boyfriend thinks of you. Please keep your cell phone conversations to a minimum. And if you must, please keep a discrete conversation volume. If your caller can't hear you because the bus is too loud, hang up and talk later. If your caller can't hear you, it does not give you permission to speak louder.

3. Be courteous to bus operators
People do not understand how difficult a bus operator's job actually is. Operators always have to be on full alert to:

• ensure all passengers are picked up and dropped off
• ensure the safety of passengers
• ensure the safety of other road users (mind you many are rageful, having to be trailed by a bus)
• ensure people pay their fare
• ...all while driving a large bus

Be nice to the operator, and ensure a smoother and more pleasant ride for everyone. Yes, I understand some operators need to be more "customer-service" minded, but nonetheless, respect them.
Some points to note:

• Don't attack them for forgetting open the rear doors; they're human just like you and me
• Don't make vulgar hand gestures if the bus can't stop at your stop for one reason for another. There is obviously a good reason why he/she cannot pick you up or drop you off (i.e. buses along express routes, bus too full)

4. Board buses and enter escalators in an orderly fashion
I understand that we all need to get to our desired destinations quickly, but please do not push and shove when boarding the bus. Pushing and shoving will only hinder the flow of passengers boarding. Aside from that, using physical force is just not cool. It's quite sad that people give up their civility, just to get a seat on the bus.

The weekday AM and PM peak periods are usually the times when seats on the bus are limited. If you're at a bus terminal and you're really eager to get a seat on the bus, just be rest assured that another bus is coming shortly.

This goes for entering escalators too. We often encounter a big bottleneck at the base of the escalator after leaving a subway train. Be courteous and do not push and shove. There are many occaisions where people have fallen from all the pushing and shoving. I certainly wouldn't like to be stepped on, and I'm sure neither do you.

5. Don't leave newspapers on the train/bus
I know some passengers want to preserve the environment and be courteous by leaving newspapers on the train/bus for other passengers to peruse.

Don't.

This sounds bizarre from the pseudo tree-hugger. Do not leave your Metro's, 24 Hours', Dose's on trains and buses. As you might notice, newspapers that remain on the train/bus just inevitably rest on the train/bus floor. Since no one likes to read stepped-on newspaper, that's where the newsaper rests for the remainder of the day.

Also, newspapers that are found cleanly on transit seats are less likely to be disposed/recycled by "second hand" readers later in the day. You can ask yourself if my statement is true. Thus, break the chain, and bring your newspapers with you when you leave the train/bus.

The fact is, newspapers lingering on the train/bus floor causes safety concerns for subway passengers.

You can still exercise your Captain Planet spirit by placing your newspapers in the new recycling receptacles or in Eucan advertising can's citywide.

6. Mind your backpack
Although it sounds counter-intuitive, never leave your backpack on your back. In crowded trains and buses, place your backpack on your lap when sitting, or on the floor in front of you when standing. This creates a lot more room for passengers, especially during rush hours and better prevents theft. Most importantly, it ensures passengers don't get inadvertently knocked out as you, or the bus, move.

7. Keep for feet to the floor
Let's be courteous and polite Torontonians, don't put for feet up to the other seats. Seats are for sitting. I personally like my ass clean and free of salt stains, thanks.

8. Know your express/rocket routes
Express routes (usually designated with the route suffix "E") usually operate along the same routing as the regular routes but with a reduced number of stops. They have been implemented so as to provide faster trips to those living in the further stretches of bus routes. Do not attack the bus operator for not allowing you to get off [See "Be courteous to bus operators"]. This firmly applies even when the bus has stopped for red lights or congestion.

Express routes are implemented for a logical reason and allowing passengers to get off at non-designated stops essentially defeats the purpose of running them. If you take an express bus, but don't know which stops the bus stops at, simply ask the operator, or check out the route map on most TTC bus stop poles. A yellow circle with the letter "E" indicates where the stops on the route where it will service. See 39 Finch East, 191 Scarborough Centre Rocket, or 192 Highway 27 Rocket, for example.

9. Mind the subway doors
Do not block the subway doors. I have made a comment about this before.

Don't do it.

It's not safe and lacks common sense to stand right where people are eagerly trying to enter the train. If you stand at the doorway, it only causes the loading and unloading process to take longer, and making the trip longer for yourself and others.

If you happen to be standing at the doorway when the train is pulled into a station, either move further into the train or temporarily step out of the train and onto the platform's edge to allow ample room for passengers to exit the train.

Do not charge subway doors. The chimes is not a signal for people to sprint into the train. Subway trains come at least every 5 minutes. Getting squeezed by the subways doors incoveniences the passengers already on board, and makes you look like an idiot.

Don't do it.

10. Walk Left, Stand Right
When using escalators, walk left, stand right. It's very easy: walk left, stand right.

Walk left, stand right. Altogether now: walk left, stand right.

I'm in the cheering mode.

Comments (3)

When I started working at the TTC, I didn't know that I would also become the person to rant to, whenever something goes wrong.

At first, it was quite annoying to have to endlessly hear about problem after problem, but through the course of these several months, I developed a taste to listen to people's concerns--it's often tastes bitter, but I've gotten used to bitter. Especially from my transit-hating suburbanite friends and relatives.

So without further ado, here's a popular question that often infuriates passengers.

Figure 1: I'm a big nerd who likes diagrams. Here's a situational diagram of some buses on a route with a traffic problem.

Buses don't arrive on time, mainly because of congestion. As you all know, most bus and streetcar ("surface") routes share the road with other traffic, and for that reason, if there is a traffic situation on the road, buses and streetcars are impacted.

When there is a recurring problem with congestion on surface routes, schedules are changed to reflect this--usually in the form of additional recovery time. Recovery time provides an established "buffer" time at the end of the route, so as to ensure better reliability in service. But this cannot always be accommodated, as the conditions on the road can often vary from day-to-day. Dedicated right-of-ways for transit, which is anticipated on many arterials according to Toronto's new Official Plan, would help to reduce problems related to service delays.

Now it comes to the question of why buses always come in clumps when there is a delay. Maybe transport engineers have a more persuasive answer to this question. But after some research, here is my take on it:

One of the factors, aside from congestion, that influence the time it takes for buses to finish a route is the number of passengers boarding and alighting the bus; the higher the passenger activity, the longer it is for the bus to continue along the route.

When Bus A, for example, is delayed, obviously there would be more people accumulated at stops along the route. Figure 2 shows what happens as Bus A tries to catch up to the delay in service on the route-- but usually with no success, since there are more riders that Bus A has to pick up.

Figure 2: During service delays, there is a higher than expected volume of riders along the route--Bus A has the luxury to have to pick up all passengers in the service gap.

The delay for the bus then starts a ripple effect. See what happens in Figure 3 when Bus A reaches the next stop.

Figure 3: (Corresponds with Figure 2) Once Bus A reaches the next stop, there are more riders waiting at the stops where there was a gap in service-- adding to the delay for Bus A. Green pedestrians are the additional riders. Meanwhile, Buses B and C, have comparatively less passenger activity than Bus A, enabling them to travel more quickly.

And so the ripple effect begins. Bus A becomes increasingly more delayed stop after stop, which causes an even greater amount of passengers being accumulated.

This doesn't seem to answer the question. Let's say that Bus B, was evenly spaced between Bus A and Bus C. Bus A, trying to make up for lost time, has trouble doing so, because of the accumulated passengers at each stop. This causes the gap between Buses A and B to narrow (as demonstrated in Figure 3). Bus B will then arrive at stops sooner than Bus A, and would likely collect fewer passengers as a result. Thus, especially on routes travelling long distances, Bus B would likely catch up to Bus A; Bus A would likely be overcrowded with passengers, while Bus B sits half-empty.

This then leads to another question:

Buses operate short turn service, simply to mitigate this bunching effect.

Figure 4: Overall picture of what happens in a short turn.

Short turns only occur when there is unexpected congestion and buses need to fill a gap in service caused by the delay. With reference to our original example, a short turn bus ("Bus Z") would operate only a limited portion of the route, then squeeze into service just ahead of Bus A, so as to mend the gap that was created by the unexpected congestion. Bus Z would then help to relieve the accumulated passengers at stops caused by the delay, which would then help to ensure that Bus A does not become even more delayed--due to the increased boardings.

If you have any questions-- about this topic or not, feel free to ask. I'll answer them with the best of my ability. If I don't know the answer, I'll try to find out.

Comments (4)

That is the lingo going on on campus this week describing the long-anticipated referendum for the UW Universal Bus Pass (U-Pass) on March 28 and 29.

Here's the key question:

Do you support a Universal Bus Pass (U-Pass) at a cost of $41.08, plus an administration cost of not more than $9.50, subject to increases due to inflation and student demand, to be paid by each full-time undergraduate student per academic term, scheduled for implementation in September 2007, and which will be reviewed in three years?

It definitely sounds long-winded, but it's definitely necessary to get this initiative implemented.

I am very excited about even the opportunity to have the program pass, especially since I will staying in Waterloo next term. Currently, the Graduate Student Association is expected to jump on board with the Feds plan, subject to passing of the undergraduate referendum.

In order for the U-Pass to pass, it must not only receive the majority of total votes, but it also must receive at least votes from 7% of the total undergraduate body. Given that general elections usually have a dismal 14% turnout, we must hope that we get more people voting this time around.

I won't speak too much about the benefits, since are obviously high. They are summarized in the YES Committee's adverts above.

Just from my grapevine conversations, I was informed that the maximum administration fee of $9.50 would be used to install swipe machines on all GRT buses so that we can conveniently use our student WATcards. Currently the plan is still subject to debate.

Alternative ideas include adding a sticker to all student cards every term to identify that they’re part of the program. This option would definitely have a lower admin fee.

Whatever option Feds and Grand River Transit plans to take, the UPass fare medium needs to be flexible to accommodate for variety caused by the differrent academic streams due to the co-op program. For that reason, UW would have to take a more difficult stance with administering the pass.

If you're from UW or know someone who do, remind them to vote sometime on March 28 and 29! Just consider it purely as a favour for my self interest!

Recent U-Pass coverage:
Feds calls U-Pass referendum - [imprint.uwaterloo.ca]
Alicia's Iron Warrior article [iwarrior.uwaterloo.ca]
John's Iron Warrior article - [iwarrior.uwaterloo.ca]
Pass the Pass (Requires login) - [facebook.com]
Laurier's U-Pass Program website - [grt.ca]
U-Pass Proposal for the UW - [region.waterloo.on.ca]
Bus pass debate boils over - [imprint.uwaterloo.ca]

Comments (0)

Today was a fun day at work as we unveiled TTC's plan to purchse a new fleet of light rail vehicles to replace our current streetcars.

The public consultation plan is named "Transfer to the Future-- Toronto is Transit City." I like the pun on the transfer thing, and I'm really impressed with the good start to the public consultation process. It's getting people excited about the future of light rail transit, and the website is surprisingly vibrant, exciting, youthful and psychadelic-- especially the fabulous video (click on 'Video' at the bottom of the flash page). I have been hearing the addictive tune of the video throughout the office. Haha.

Browse through the website, and let TTC know what you like or don't like from the world's stock of LRVs.

Transfer to the Future - [mynewstreetcar.ca]
What Do You Want in the New TTC Streetcars? - [blogto.com]
Transit City - [transitcity.ca]

Comments (7)

I don't know if you guys have been following the transit news the past few weeks, but there has been tonnes of new transit annoucments. First, Premier McGuinty announced an ambitious $17.5 billion infrastructure plan that would blanket the Greater Golden Horseshoe to improve transit access within the region.

McGuinty announced that the Ontario government would invest $11.5 billion in transit projects, with an expectation that the federal government will chip in $6 billion. Many of you might be think that such a condition would hinder any kind of projects to move forward, and that's why McGuinty has promised that projects will continue regardless of support by the Feds.

There are a total of 52 projects presented, some of which I am very pleased to be hearing about. For instance, there are long-overdue plans to extend the Yonge subway to Highway 7, the full implementation of the TTC Transit City light rail plan, as well as the construction of dedicated transitways on the VIVA network. Aside from municipal projects, GO Transit will see the expansion of new rail lines into north Pickering, the extension of existing routes to Barrie in the north and Bowmanville in the east, as well as Bolton in the northwest. GO bus rapid transit projects are also planned in the 905 regions.

The ambitious plan has not been well-received in local papers as it has been criticized for being a blatant pre-election campaign promise. The Toronto Star was definitely cynical by publishing this announcement in Page 6 of the paper. While I can understand a bit of cynicism about these plans, especially as McGuinty has not been the greatest promise keeper (i.e. Ontario Health Premium), I think that he cannot afford to not keep his promise on this issue. I think that our transportation woes have become such a state of urgency that no party can ignore.

So yes, I support McGuinty and his great transit plan. I hope to see fast results if he gets elected, or otherwise I will hope a huge political grudge against him. I encourage all you readers to do the same and rise to the occasion to ensure that he keeps his promise.

Let us all not forget what he promised on June 15, 2007!

MoveOntario 2020 Backgrounder - [ontario.ca]
MoveOntario 2020 Projects - [ontario.ca]
MoveOntario 2020 Map - [ontario.ca]

Comments (7)

Meet Presto, Greater Toronto's long-awaited integrated fare card system. Ontario's initiative to improve the way GTA-ers pay fares will finally put us in line with other transit authorities in North America and around the world.

Presto will be rolled out next month on a trial basis on select routes in Mississuaga which make connections to GO Transit stations at Meadowvale and Cooksville, as well as at Union Station.

Presto is expected to be fully rolled out in Brampton, Burlington, Durham Region, Hamilton, Mississauga, Oakville, York Region and GO transit systems by 2010. One key transit system is oddly missing is the TTC. Because of TTC's large fleet of 1,500 buses and 250 some streetcars, there has not been a deal reached as to who will pay for the implemetentaion of card readers across the TTC system.

During full implementation, TTC will only accept the Presto card at the five key subway stations with interregional connections at Don Mills, Downsview, Finch, Islington, and Union stations.

What do you guys think of the name Presto? If you have a music background, you'd know that Presto means quick or fast in Italian. I suppose we use the term colloqually as well. I suppose the name is acceptable, but it's missing a bit of local flavour and pizzaz. Perhaps we can follow the footsteps of LuminaTO, and spell it PresTO. At least in that case, there's a reference to our region.

Presto Card official website - [prestocard.ca]
Smart card - [wikipedia.org]
Southern Ont. to see multi-system transit fare card
Fare enough: Single card aims to ease ticket trouble - [thestar.com]

Comments (4)

Wow, British Columbia follows Ontario's footsteps and announced today a largely comprehensive plan for improved transit in the Greater Vancouver, Victoria, and communities in the Fraser Valley. Coincidentally, both Ontario and BC plans are expected to be complete in 2020.

According to the press release, the plan is a $14 billion package includes:

• $10.3 billion investment in four new rapid transit lines in Metro Vancouver—the Evergreen Line, the UBC Line, the upgraded Expo Line and the Canada Line


• $1.2 billion for a new, cutting edge energy efficient, high capacity RapidBus BC service along nine major routes in the high growth urban centres of Kelowna, Victoria and Metro Vancouver


• $1.6 billion investment in 1,500 new, clean energy buses and related maintenance infrastructure to provide communities around the province with improved bus service


• increased security measures to enhance transit safety and use

I am particularly the RapidBus BC service in areas in Kelowna and Victoria where no rapid transit services currently exist. The Vancouver projects aren't particularly new, since plans have existed for the UBC Line for quite some time, and of course the Canada Line and the Evergreen Line have already been announced-- in fact, the Canada Line is currently under construction.

Now I think it's the race to the finish! Which province will accomplish their projects sooner, Ontario or British Columbia? Anyone confident enough to place some bets?

The Provincial Transit Plan - [th.gov.bc.ca]
B.C. unveils huge transit plan - [theglobeandmail.com]

Comments (2)

Torontoist recently covered TTC's second advertising campaign to make riders aware of the consequences of operator assault.

Being a transit operator is not an easy job, and those who think otherwise seriously do not understand the nature of their work. But that is topic for another blog discussion.

I'm sure many TTC riders have encountered or witnessed vulnerable situations when a rider causes a commotion with an operator whether it is regarding fare disputes, transit service delays, or when the operator intervenes in issues related to passenger safety. I have encountered several instances where a passenger (1) shouted personally demeaning remarks, (2) spat, and (3) tried to provoke a fight at/with a transit operator.

Putting all other issues about the TTC aside, I think we can all agree that no worker deserves to have to succumb to these situations. So what should we and the TTC do about it? Well, I think that this problem requires more holistic solutions. I think what TTC has done is not enough. Here's a look at what's been done, and what more should be done.

What's been done

If this campaign’s purpose is to bring awareness to the operator assault, then it has accomplished its goal. If the campaign’s purpose is to prevent people from assaulting operators, then it is highly questionable. It’s never effective to prevent someone from doing something simply because “it’s the law,” just like being “tough on crime” has not been effective in curbing crime. The goal is to prevent assaults, not just punish assailants.

I’m also particularly concerned with the quote “Treat TTC workers as you’d want to be treated,” as it should work both ways. Seriously, while I do say that being a TTC operator is a tough gig, there are a rare number of “bad apples” who are confused about what is customer courtesy, and in these cases, TTC surely would not want to passengers to treat operators the way they have treated passengers. See Improving Customer Courtesy below.

2. Installing CCTV and operator screens
TTC is continuing its programme to install cameras on its vehicles, as a means to catch people in the act and to boost overall transit system safety. Also, it intends to install screens to shield operators from passengers.

While I support the installation of these devices, these measures make up only a small component to preventing operator assault. Again, these devices only help to catch and apply a barrier from assailants, they do not prevent the intent of assailants from assaulting them in the first place.

What should be done

If TTC is truly serious about curbing operator assault, they need take measures based on why they’re being assaulted. According to a Commission presentation (Slide 23), the top two motives for operator assault are: fare enforcement (43%) and operating disputes (15%), these two motives make up more than half of all assaults.

A. Mitigate fare enforcement disputes

I assume that most fare enforcement disputes are related to (1) passengers not paying the full cash fare, and (2) abused their use of transfers. Here's what TTC should do:

1. Implement a farecard system

Having a farecard system eliminates the uncertainty that a passenger paid $2.21, $2.75, or whatever. It’s either passengers (1) paid their fare, or (2) didn’t pay their fare. It's easier for operators to make a convincing case to disgruntled passengers when the simply did not pay a fare (in its entirety). I'm sure they can also win over a captive audience of passengers as well should someone decide to not pay altogether.

I recommend that the farecard machine makes a loud recognizable tone if a fare was not properly validated, that way, passengers on board also know that someone did not pay their fare. Allowing passengers on board to understand the fare dispute situation encourage more “eyes on the street vehicle” and allow passengers to invoke shame on the assailant should confrontation arise.

I think the TTC has been very shortsighted for not being on board with PRESTO. Currently, TTC only plans to install them at strategic subway locations where there is a high level of transfers between different transit agencies. If the issue for not implementing the farecard is about money, then it’s time to solicit funding for them to higher levels of government about its more implicit benefits, like this one.

2. Make transfer policies easy and understandable

In addition, TTC’s transfer system is incredibly dated and confusing for passengers. People only understand it through experience. It’s time to eliminate all the confusion by:

• using a much simpler time-based transfer system
• implementing a farecard system and eliminating paper transfers altogether.

A time-based transfer allows passengers to travel on any vehicle for up to a certain time (e.g. 2 hours) as displayed on the transfer. This way, there is much less room for interpretation, and certainly less room for misunderstanding and disputes. If the time is up, it's time to pay up. Nice and simple.

This time-based transfer system should also be applied should a farecard system is implemented.

B. Mitigate operating disputes

Operating such a large transit organization is not an easy task, and I'm sure we can all appreciate that the automobile trumps transit in the North American city. While it may be tougher to provide reliable services to customers, it doesn't mean TTC should accept mediocrity. Here are some of the ways to boost the passenger experience, and thus prevent disgruntled passengers.

1. Provide real-time customer information

TTC should be in the business of providing convenience to customers. It must show commitment to recognizing a passenger’s value of time; waiting for a bus that is expected to arrive unpredictably goes against this philosophy. Providing real-time customer information at stops creates a perception to passengers that a bus is never late. If the buses are not perceived to be late, I can assure you that there would be less disgruntled passengers and less assaults on operators.

To be fair, TTC is beginning a program to install (1) a real-time text information system (2) “next vehicle” displays on select transit stops across the system.

Providing customer information conveys to passengers that their time is valuable. We need to keep in mind that a majority of assailants are rational. There is a reason why most assailants get into these situations, and I think most of time time, it's misunderstanding or that they just aren't seen as valued customers.

2. Improve customer courtesy

Treat others the way you’d want to be treated. This is certainly a two-way street between operators and passengers.

TTC needs to rethink its way its services are delivered and listen to its passengers. Let’s end scheduled breaks in the middle of a schedule runs. Let’s end operators’ lack of desire to answer customer questions. These operational practices convey to passengers that their time and patronage is not important.

TTC needs to create systems that:

• encourage good customer service (e.g. rewards programmes)
• reinforce what is and the benefits of customer courtesy (e.g. courtesy yields higher ridership and less assaults!)
• monitor customer courtesy (e.g. mystery shoppers), and
• create disincentives for poor customer service (e.g. implementing internal customer service improvement programmes, lower salary increases).

TTC also needs to introduce a way to identify operators, whether it may be a name or an operator identification number. That way, passengers have the ability to report good and poor customer service.

C. End rider complacency

While there are many things TTC can do to prevent operator assault, passengers themselves also have a large role to play.

What I find most troubling when these issues arise is the high degree of complacency by passengers. No matter how disruptive the passenger is in the vehicle, people continue to listen to their iPods, continue to read the newspaper, and continue to sleep as if nothing is happening.

I'm not saying that passengers should get involved in situations like this, but what I think would be useful is for passengers to be alert, stare, and let the assailant know that they are being watched. We can all agree that operators don’t deserve to be assaulted, so let’s do our part in supporting and ensuring the safety everyone on board—including operators.

Final Thought

Operator assault is a very serious issue, but it’s time for TTC to really address the issue holistically. To nip the problem in the bud, TTC needs to address the core issues on why operators are being assaulted in the first place.

Majority Retort - [torontoist.com]

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The other day, as I was walking to school, I encountered a disabled Grand River Transit (GRT) bus in preparation of being towed at the south entrance of Ring Road at University Avenue.

It's not often that I see disabled buses, so I took the chance and walked up to it for a closer look. Essentially, the GRT bus is lifted on its back wheels with the help of a tractor unit, and towed away with all its might.

When I got to the office, I was quite excited to tell my officemate, Paul, about what I saw. Paul is a seasoned trucker and a freight movement researcher, who surely adds flavour to the transportation office. Once I told him the story, he interrupted me with enthusiasm,

"...was it Becker Brothers? Did they tow it?"

"Umm, I don't know. Good question."

"Was it a big red tow truck?"

[Thinking] "Uh, I think so?...Not too sure."

Clearly, the conversation was quite underwhelming. When I had a moment to sit down and to turn on my laptop, I quickly got quite embarrassed that I did not even recall what colour the truck was. As I sat there, I tried to recall what I was thinking and what information I gathered when I approached and observed the disabled GRT bus.

"It's a Nova LFS bus, with a 2400 bus number."

"Was it a Route 7 or a Route 9/13 bus? It most certainly is not an iXpress bus."

"Did a replacement bus arrive to mend the gap in service?"

The more I thought about it, the more I found it intriguing that while my head and eyes were clearly active, I was not able to identify what colour the tow truck was.

Surely, I don't need to explain why I gathered more information about the bus and not the truck, but I think it brings up an interesting point about the nature of news reporting.

Sure, I'm by no means a reporter, but in this case, it's clear that I neglected to observe more or less 50% of the story, and this is due to my personal preferences and biases I carry when I am "on the scene." What was deemed relevant and true to me wasn't the case for Paul, yet his "truth" wasn't uncovered from my reporting.

My thought process may have gone overboard, but I think it does speak to the importance of diversity in our news sources-- something that is increasingly gloomy as we continue to experience more and more media agglomerations.

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