Grand River Transit

[UrbanWaterloo]

Grand River Transit
www.grt.ca
2008-2010 Business Plan (http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/FACAE7EE29EF0548852573C60050EB5E/$file/P-08-005.pdf)
TriTAG's zoomable map of GRT Routes (http://www.tritag.ca/resources/transit-in-waterloo-region/grt-map/)
Rapid Transit Initiative With Future Bus Connections (December 2009) (http://rapidtransit.region.waterloo.on.ca/pdfs/Rapid_Transit_Initiative_with_future_bus_connectio ns.pdf)

http://www.grt.ca/en/images/structure/logo.jpg

Ridership

<div style="width:150px; text-align:left;">1996 - 9.1 million
1999 - 9.4 million
2000 - 9.9 million
2001 - 10.1 million
2002 - 10.4 million*
2003 - 10.9 million
2004 - 11.5 million*
2005 - 12.7 million
2006 - 13.7 million
2007 - 14.4 million
2008 - 15.8 million
2009 - 16.4 million
2010 - 18.0 million

* estimated</div>
<div style="width:500px; text-align:left;">Annual Targets (http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/AB487A489BD086708525774600577521/$file/P-10-059.pdf?openelement)
2016 = 20.2 M (adjusted for constrained service levels)
2021 = 28.1M (adjusted based on achieving 2016 peak ridership by 2021 + additional off peak ridership due to overall population growth to 2021)
2031 = 53.6 M

iXpress Ridership #'s
June 26, 2007 - Waterloo Region Report P-07-069 (2007 Transit Service Improvement Plan) states "Since implementation in 2005, ridership on iXpress has grown rapidly, from 2,300 daily boardings in its first month of operation to a current daily average of over 4,000 boardings."
October 16, 2007 - Waterloo Region Report P-07-110 (Highway 8 – Fairway Road to King Street – Bus Bypass Shoulders Class Environmental Assessment) states "Overall, the iXpress is carrying 6000 people daily."
2009: 9,000 (http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/AB487A489BD086708525774600577521/$file/P-10-059.pdf?openelement)

Goal
Regional Transportation Master Plan objective of reducing the share of auto travel from 84% to 77% by 2016.</div>

[UrbanWaterloo]

Grand River Transit gets $8.5 million from province
December 18, 2007
Record staff - WATERLOO REGION
http://news.therecord.com/article/284174

Ontario has reconfirmed that it will provide Grand River Transit with $8.5 million next year to help pay transit costs. The annual contribution is part of a regular transfer of fuel taxes that started several years ago. The transit service got just over $8.3 million from fuel taxes this year.


STRIKE VOTE
The Record - January 22, 2008

http://media.therecord.com/images/e5/97/13e879344074957f188825f77677.jpeg
Grand River Transit buses transfer passengers at Fairview Park mall yesterday, a day after 400 drivers and mechanics voted 99 per cent in favour of strike action to back their position on a new collective agreement. Negotiations between Waterloo Region and Local 4304 of the Canadian Auto Workers are scheduled to continue until Feb. 11. The collective agreement expired Dec. 31.

Bus service threatened by dispute with drivers
February 05, 2008
RECORD STAFF - WATERLOO REGION

Starting Valentine's Day, Grand River Transit users may have to find alternate transportation if 490 drivers and mechanics go on strike.

"The transit service would be shut down," said Rick Lonergan, president of Local 4304 of the Canadian Auto Workers, which represents regional transit employees.

The strike deadline is Feb. 14 at 12:01 a.m.

Mike Murray, regional chief administrative officer, said only transit services for medical emergencies, such as dialysis treatment, would continue.

During a strike, "there is no way to safely provide conventional transit service," Murray said.

Last month, bus drivers and mechanics voted 99 per cent in favour of strike action to back their position on a new collective agreement.

The two sides have been negotiating since last December and further talks have been scheduled for Thursday and Friday of this week, and Monday, Tuesday and Wednesday of next week, the union said in a news release.

"I think both parties are really working hard to reach a collective agreement," Murray said.

Under the current three-year contract, which expired Dec. 31, 2007, a bus driver earns $22.86 an hour.

Lonergan said working conditions, wages and benefits are the contentious issues.

A news blackout has been imposed on negotiations, but Murray said the region will provide further updates in the event of a strike.

There has not been a transit strike since the region assumed control of transit services on Jan. 1, 2000.


http://grt.ca/web/transit.nsf/8cc429bdafbb761e85256e5a005c53f5/c0027d8a26afa603852573ef00235bbd/Body/0.FA!OpenElement&FieldElemFormat=gif

http://grt.ca/web/transit.nsf/$All/C0027D8A26AFA603852573EF00235BBD?OpenDocument

February 14, 2008
1:00 a.m.


Region of Waterloo and CAW Local 4304 reach tentative agreement

Waterloo Region - A tentative agreement has been reached between the Region of Waterloo and Canadian Auto Workers (CAW) Union Local 4304, Grand River Transit/MobilityPLUS, operators, dispatchers, fleet mechanics and service attendants. Ratification dates have yet to be set.

Having reached this agreement, all services will continue as scheduled.


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For more information please contact:

Bryan Stortz, Director, Corporate Communications, 519-575-4408

Transit deal tackles hourly wage disparity
February 15, 2008
FRANCES BARRICK - RECORD STAFF - WATERLOO REGION

http://media.therecord.com/images/93/09/c48c814d4d73a52c15315eb45574.jpeg
Passengers board a Grand River Transit bus yesterday. Drivers and the company reached a tentative contract agreement, averting a strike.


Bus drivers in Waterloo Region were the third lowest paid among 10 large Ontario municipalities in the transit industry's most recent study of wages.

"There was a huge gap when we were comparing ourselves to others and we were trying to narrow that gap," said Rick Lonergan, president of Local 4304 of the Canadian Auto Workers, which represents 490 local transit workers.

A strike by Grand River Transit workers was averted when a tentative agreement was reached at 1 a.m. yesterday, one hour after the strike deadline.

Details of the agreement won't be released until after both sides hold ratification votes.

The transit workers vote Tuesday, and no date has been set for regional council's vote.

Lonergan said the union has been trying to narrow the wage gap since the region took over Grand River Transit in 2000.

A study by the Canadian Urban Transit Association -- which compared 53 transit services across Ontario -- found that in 2006, local drivers earned $22.10 an hour, the third-lowest hourly rate of 10 large transit services in the province.

More recent comparable statistics weren't available.

Of the 10 cities studied, Toronto paid its bus drivers the most, at $25.74 an hour, followed by Mississauga at $25. 61. The lowest-paid drivers were in York Region, at $20.02 an hour, and in London at $21.75 an hour.

Under the three-year contract at Grand River Transit, which expired Dec. 31, 2007, drivers earned $22.86 an hour.

Mike Murray, chief administrative officer for the region, said the study comparing wages was brought to the bargaining table.

He said one of the region's challenges in transit services has been the issue of compensation for drivers, mechanics and dispatchers.

"Wages are always a significant part of negotiations," Murray said yesterday.

This year, regional council decided not to increase transit fares. Murray said that when details of the deal are released, it will become clear how the agreement will be paid for.

"I think (the tentative deal) is fair to both sides," he said.

Meanwhile, there was a collective sigh of relief as 50,000 transit users didn't have to find alternate ways to get to work and school yesterday.

No one was happier than the Waterloo Catholic District School Board, which is the biggest transit user. More than 3,000 high school students rely on public transit to get to class.

"It was like dodging a bullet," said board spokesperson John Shewchuk.

Shewchuk had expected chaos if the buses stopped running.

"It was a happy ending," he said.


Details from the transit negotiations: http://region.waterloo.on.ca/web/region.nsf/$All/5A4E20BDD5AF9943852573F5004BFC91?OpenDocument

http://region.waterloo.on.ca/web/region.nsf/646992a6b2d4dea085256e590071a3e9/5a4e20bdd5af9943852573f5004bfc91/Body/0.EC!OpenElement&FieldElemFormat=gif

February 20, 2008

Region of Waterloo approves agreement with Canadian Auto Workers, Local 4304

Waterloo Region – The Region of Waterloo approved a one year agreement with the Canadian Auto Workers (CAW) Local 4304 representing Grand River Transit/MobilityPLUS operators, dispatchers, fleet mechanics and service attendants.

Last evening the members of CAW Local 4304 ratified its tentative contract settlement. This settlement addresses a wage gap that existed between GRT and similar transit services in other communities and follows the Regional practice of targeting a “middle of the pack” compensation strategy for all employee groups.

“This one-year agreement provides a market adjustment to bring bus operators to the median wage of comparable transit services,” said Regional Chair Ken Seiling. "We believe this is a fair settlement. The Region would have preferred a longer term contract, but was unable to reach an agreement with the CAW on wage increases beyond year one."

Highlights of the agreement include:

A one year agreement – January 1, 2008 – December 31, 2008.
A three per cent across the board wage increase for all classifications.
Market adjustments for bus operators and skilled trades. As of January 1, 2008, bus operators and skilled trades will receive a market adjustment of 75 cents per hour and as of April 1, 2008 they will receive an additional market adjustment of 50 cents per hour.
Minor benefit improvements.
The total cost, including wage, market adjustments and benefit changes is 7.7 per cent in 2008.


“Having closed the gap with other comparable transit services, this agreement recognizes the importance of our GRT employees,” said Mike Murray, Chief Administrative Officer. “This one-year agreement keeps the buses running for the 50,000 people who depend on GRT services each day.”

The Region of Waterloo created Grand River Transit in January 2000. GRT employs 490 members of CAW Local 4304. In 2007 GRT conventional transit ridership was 14,400,000 and our specialized transit service, MobilityPLUS provides almost 500 trips daily to approximately 250 customers. Continuing to enhance transit service and increase ridership is one of the key elements of the Region’s Growth Management Strategy.

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[UrbanWaterloo]

GRT 2008-2010 business plan
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/FACAE7EE29EF0548852573C60050EB5E/$file/P-08-005.pdf

Proposed service changes 2008

iExpress 15 minutes midday
Waterloo: improved EW link on east side; Waterloo North Industrial improved access and direct travel
Kitchener: increased service to Conestoga College and SW Kitchener
Cambridge: increased service CC, busines parks, Preston, Hespler; improved hoursForecast for 2009-2010

restructure routes on east side of Kitchener
increase hours/service in Kitchener
increase frequency on busy routes in Cambridge
expand evening hours, Sunday service on select Cambridge routes
increase peak iExpress service
evaluate additional express routes on busy corridors
rural service demonstration project to St Jacobs and Elmira (Mon-Fri peak hours ev. 30 min)Prep for Rapid transit
increase cross-town routes to connect to RT stations
develop modified grid and multi-centred network
identify and build multimodal stations, which may include a University of Waterloo Transit terminal

[UrbanWaterloo]

http://imprint.uwaterloo.ca/mambo/templates/myimprint/images/logo.jpg

Passing grade awarded to U-Pass and GRT
Marco McCullum Baldasaro - Assistant news editor
January 11, 2008 - http://imprint.uwaterloo.ca/index.php?option=com_content&task=view&id=2100&Itemid=55&issuedate=2008-01-11

While there have certainly been occasions of over-crowding, both Grand River Transit and Feds agree that overall, the September 2007 implementation of the U-Pass has gone well.

"[The] general sentiment has been very positive and students have been very pleased with the U-Pass program at UW," said Feds president Kevin Royal. "The numbers I’ve seen through the U-Pass Working Group have shown such a high level of usage that clearly the program is being well received at UW."

It’s immediately obvious to anyone who has used the transit system prior to the inception of the U-Pass that since September, the number of riders is up. "There have been instances of congestion," said Gethyn Beniston, the Region of Waterloo’s transit planner. Overall though, "[it] has gone very well," he said.

Grand River Transit had not anticipated the noon-hour bus rush, an instant headache to anyone who has experienced it. GRT discovered early on that as a result of the increase in demand, an extra peak time developed. "It hadn’t been expected," said Beniston. Modifications to the original changes in service were made as a result.

As of January, additional Route 12 busses have formally been added to the changes implemented at the beginning of the fall term. Prior to January, GRT had simply been slotting in extra busses to meet demand as it arose.

And to those temporarily left out of the U-Pass as it stands, change is on its way.

"Without question, by the summer 2008 term, co-op and regular students will be able to opt-in to the U-Pass program when working in Waterloo region," said Royal. "I commend a number of directors, especially director Aho (engineering) and director Neal (St. Jerome’s) for supporting me in making that part of negotiations a dealbreaker."

In regard to the proposed swipe card system, originally positioned as a potential replacement to the simple but vulnerable flashing of the WatCard as a means of entry, an upgrade is still in the works. "At this point, it’s still uncertain whether we will continue the current procedure, implement a swipe card system, or implement other possibilities," said Royal.

While happy to have the U-Pass, some new student users are finding it difficult to navigate through route maps and timetables.

"It’s confusing to figure out the schedule," said Serge Koloupaev, a math and actuarial science student, "but the buses aren’t too busy or crowded on my routes."

Maps of GRT bus routes are available for free in the Student Life Centre on the wall across from the CIBC bank machine near the turnkey desk. Additional bus and route info is available online at www.grt.ca.

For students still at a loss to effectively navigate the available route maps and schedules, expect a GRT interactive trip planner to be available online soon.

"The system is currently in testing," said Beniston, "but will be rolling out this winter." Expect it to be similar to the system used by the City of Brampton.

Grand River Transit is holding three feedback sessions in January to discuss proposed changes, new rural services, and plans to create a region-wide specialized service. Check out www.kwnow.ca for more information.


GRT - UNIVERSAL TRANSIT PASS (U-PASS) PROGRAM UPDATE
Date: February 19, 2008
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/C21FC07C77A6371F852573EF005C2CD2/$file/MEMO.pdf?openelement

Introduction
This memo provides an update on the U-Pass programs at the University of Waterloo and Wilfrid Laurier University.

A Universal Transit Pass program was implemented in September 2007 for undergraduate students at the University of Waterloo (UW). This program builds on the previous success of a similar program with Wilfrid Laurier University (WLU), which was initiated in September 2005. UPass programs allow qualifying students unlimited use of Grand River Transit (GRT) service for a fee charged per-term as part of their tuition.

Eligible students have the U-Pass fee (currently $41.08 per term) added to their tuition statement. At both universities, eligible students include all full-time registered on-campus undergraduates. Part-time students, students attending satellite campuses outside the Region (WLU Brantford, for example), and students on co-op work terms are not currently eligible. Full-time graduate students at WLU have been included in the program since September 2007.

U-Pass Ridership
In 2007 GRT provided over 1.4 Million rides to U-Pass holders. This represents approximately 7% of GRT’s 19.1 Million 2007 boardings (revenue passengers totalleded 14.4 Million). Approximately 60% of GRT ridership growth in 2007 can be attributed to the U-Pass programs.

[UrbanWaterloo]

Province chips in for region's new buses
RECORD STAFF
WATERLOO REGION

Plans by Waterloo Region to increase its bus fleet by 10 could now be covered by the province.

Yesterday, the region received $5.3 million from the Ontario government to improve public transit services.

"This will help us pay for those buses and potentially free up money for other transit acquisitions," said Mike Murray, regional chief administrative officer.

This one-time grant of $5.3 million is the local allocation of the $500 million the province announced for public transit in December.

The money can be spent to buy buses, shelters, security equipment or fare-collection systems,

Murray said the region plans to buy 10 additional buses in 2009, of which six will be hybrids.

Another 11 replacement buses will be bought.

A conventional bus costs about $400,000, while a hybrid bus costs $500,000, bringing the total cost for the 10 new buses to $4.6 million.

The region's capital budget for Grand River Transit is $12.8 million this year and $10.6 million in 2009, and this announcement means regional taxpayers will be paying less of that bill.

"Announcements like this really help," Murray said.

Since the region assumed control of Grand River Transit in 2000, both ridership and hours of service have increased by 50 per cent.


2008 Transit Service Improvement Plan
DATE: March 4, 2008
Report: http://www.region.waterloo.on.ca/WEB/Region.nsf/8ef02c0fded0c82a85256e590071a3ce/E35DE6918C8EDEC0852573FE00570710/$file/P-08-029.pdf
Draft Brochure for 2008 Consultation Centres (Waterloo Version) - http://www.region.waterloo.on.ca/WEB/Region.nsf/8ef02c0fded0c82a85256e590071a3ce/E35DE6918C8EDEC0852573FE00570710/$file/APDX-P-08-029.pdf

2008 service proposals also include increased frequency on iXpress to every 15 minutes from the current 30, during the midday (10 a.m. to 3 p.m.) period.

Waterloo Service Proposals: http://grt.ca/web/transit.nsf/5f22897663adffc585256e5a005c53df/11b5ca18e1f7a04185256e4d00588c2f!OpenDocument
http://grt.ca/web/transit.nsf/5f22897663adffc585256e5a005c53df/11b5ca18e1f7a04185256e4d00588c2f/Body/0.84!OpenElement&FieldElemFormat=gif
http://grt.ca/web/transit.nsf/5f22897663adffc585256e5a005c53df/11b5ca18e1f7a04185256e4d00588c2f/Body/19.3358!OpenElement&FieldElemFormat=gif

Cambridge Proposed Service Improvements: http://grt.ca/web/transit.nsf/5f22897663adffc585256e5a005c53df/8c93fbaf3cd9992c85256e520066c894!OpenDocument
http://grt.ca/web/transit.nsf/5f22897663adffc585256e5a005c53df/8c93fbaf3cd9992c85256e520066c894/Body/0.84!OpenElement&FieldElemFormat=gif


http://region.waterloo.on.ca/web/region.nsf/646992a6b2d4dea085256e590071a3e9/9f42c285f8a51e5e8525740a0054e01b/Body/0.128!OpenElement&FieldElemFormat=gif
http://region.waterloo.on.ca/web/region.nsf/$All/9F42C285F8A51E5E8525740A0054E01B?OpenDocument

GRT ON BOARD PASSENGER TRAVEL SURVEY
MARCH 17 - APRIL 2, 2008
Start of Service to 7:00 p.m. on K-W service routes

As part of the ongoing process to plan for future transit needs in the K-W area, The Region of Waterloo will be conducting GRT on board passenger travel surveys.

Surveyors will be on the buses handing out a short questionnaire which contains a number of questions related to passenger travel patterns and use of the GRT system.

We are asking passengers to take the time to fill out the survey cards while on board the bus and return it to the surveyor. (survey drop off boxes will also be located at each terminal)

Information being collected will be held in confidence and will comply with Provincial Privacy Policy requirements and Region of Waterloo practice. The results of the study will be made public later this year.


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Should passengers require more informtion on the travel surveys they may contact:
Jill Dickinson, Transit Analyst, 519-575-4814

[UrbanWaterloo]

Neighbourhood wants to get off busy bus route
April 24, 2008
Jeff Outhit, RECORD STAFF - CAMBRIDGE

Residents of a west Galt neighbourhood could not persuade regional council to keep Grand River Transit off their streets.

"I am really disappointed," Debbie Dokas said. She asked council on Tuesday to keep a bus off Westcliff Way, saying her street is too steep for safe bus travel.

Route 57 will be extended into the Westview subdivision in September, with buses running every half-hour. Six new bus stops will be installed on Blair Road, Princess Street and Bismark Drive.

Critics, armed with neighbourhood petitions, contend the buses will be noisy and polluting, draw few passengers, threaten the safety of children playing outside and decrease property values.

Grand River Transit says its buses can travel safely through the neighbourhood. The route is expected to draw 40 more passengers a day by bringing 400 more homes within a five-minute walk of a bus stop.

Chair Ken Seiling rejects arguments a bus can't travel safely on Westcliff Way. "This road is I think quite appropriate for bus service," he said after driving there to check it out. Council has rejected several neighbourhood campaigns against new routes. Ridership on the new route will be reviewed after a year.


SUBJECT: 2008 TRANSIT SERVICE IMPROVEMENT PLAN
DATE: April 22, 2008
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/16E5303A010EA67B8525742F0048C645/$file/P-08-048.pdf?openelement

ROUTE 57 BLAIR ROAD EXTENSION TO WESTCLIFF WAY
DATE: April 22, 2008
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/16E5303A010EA67B8525742F0048C645/$file/P-08-049.pdf?openelement


Planning and Works Committee - April 22, 2008 Minutes
http://region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/70e37c4a8de447dc852574360049d968!OpenDocument

TRANSPORTATION PLANNING

f) P-08-048 2008 Transit Service Improvement Plan

J. Cicuttin provided Committee with a presentation on the 2008 Transit Service Improvement Plan. He highlighted the extent of public consultation, new services to be added and what routes will be modified. A copy of the presentation is appended to the original minutes.

*C. Zehr left the meeting at 3:04 p.m.

Committee members asked staff how many people on a daily average are using the Region’s transit system. Staff responded that on an average weekday there are approximately 55,000 revenue passengers who are boarding a bus and paying a fare. In terms of the passengers using the system and factoring in transfers the number is closer to 70,000 passengers per day.

Committee members discussed looking into better customer service methods (smart card) as well as different marketing tools. Staff stated they will be bringing a transit business plan to the next Planning and Works Committee meeting.

MOVED by J. Smola
SECONDED by J. Mitchell

THAT the Regional Municipality of Waterloo approve the transit service improvements, effective Tuesday September 2, 2008, as described in Report P-08-048, dated April 22, 2008

CARRIED

[UrbanWaterloo]

NEW GRAND RIVER TRANSIT (GRT) BUSINESS PLAN 2008 – 2010
May 13, 2008
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/485B8DACA8B4D797852574440055695F/$file/P-08-054.pdf?openelement

2008 TRANSIT FACILITIES STRATEGY UPDATE
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/485B8DACA8B4D797852574440055695F/$file/E-08-032.pdf?openelement

Region's plan to boost ridership includes expansion, newer buses
May 16, 2008
Jeff Outhit, RECORD STAFF - WATERLOO REGION

Grand River Transit plans to operate newer buses more often, in a bid to boost ridership by 17 per cent by 2010.

This week, regional councillors endorsed a transit expansion that will cost taxpayers $5 million over three years. Highlights include:

Modernizing the fleet by replacing buses after 12 years rather than 18.

Adding evening and weekend buses and more daytime buses on various routes.

Launching service to Elmira by next year.

Expanding service for disabled passengers on Mobility Plus.

Making fare changes, including a discounted summer "eco-pass" for adult passengers in 2009.

In addition, the regional transit service intends to:

Launch a study to redesign the bus network to integrate with a rapid transit system in 2013.

Evaluate a smart card system for fares that could launch in 2011.

Enhance driver training and programs to improve employee productivity and effectiveness.

Councillors who have made transit expansion a key policy hailed the proposed improvements. But Coun. Sean Strickland, of Waterloo, opposed the plan, concerned it does not propose how to improve financial performance.

For example, fares pay just 45 per cent of local transit costs. That's well below the benchmark of 55 per cent on average by comparable transit systems.

"It's really hard for me, as much as I support transit, to support this business plan, with that lack of analysis," Strickland said.

Transit service is expected to rise by 6.5 per cent a year. Ridership is expected to rise by 5.8 per cent per year.

"It takes a while to change the transit culture," explained Graham Vincent, director of transportation planning.


New GRT Business Plan Approved
May 2008
http://grt.ca/web/transit.nsf/$All/5F513A709126111285256E4D005970FA?OpenDocument

Building on the success of the previous Grand River Transit (GRT) Business Plan, Regional Council has accepted the GRT Business Plan for 2008-2010. This new plan provides direction and outlines initiatives that continue to increase GRT's ridership and ensure continued improvement to routes and service. A few key recommendations of the new plan include;

Annual service improvements
Implement a pilot transit service to the Town of Elmira in September 2009.
Expand the application of advanced transit technology (2009-10) to enhance service monitoring, service development, customer information and transit priority.
Implement a transferable adult monthly pass and a discounted adult summer pass with the next fare change scheduled for July 2009.
Implement in 2008, region-wide MobilityPLUS service and fixed-route/schedule service for cognitively disabled clients attending workshop day programs.
Implement an organizational development program in the Transit Fleet section to support new work processes and improve quality, productivity and operational effectiveness.



http://grt.ca/web/transit.nsf/imgEasyGo
May 2008
- Starts running on a test basis


There's only so much technology can solve
June 07, 2008
JEFF OUTHIT, RECORD STAFF

Grand River Transit wants you on their bus and they're using technology as a lure.

Yesterday, the regional agency launched its EasyGo service, intended to make it easier to ride public transit. Highlights include:

A website where you can plan your trip from door to door, showing times, distances and transfers.

A telephone number to provide you with departure times at your stop.

Text messaging, to reveal the next three times the bus is scheduled at your stop.

Governments are spending $3 million on consumer-friendly technology to promote transit. Other elements, already in place, include flat-panel information displays at terminals, real-time displays on express buses, and green-light priority for express buses at 17 intersections. These are all welcome initiatives, detailed at www.grt.ca. They will make public transit a better experience.

"The goal really is to get people out of their cars, and change their habits," Kitchener Centre MPP John Milloy said.

It's a laudable goal. Unfortunately, what EasyGo shows me is why I still drive my car.

Let's say I want to commute by bus, leaving home at 8 a.m. and returning after 5 p.m. I asked the online trip planner: What's the fastest way to get from my front door to The Record and back again?

As promised, the planner told me where to walk, where to catch the bus, and what buses to take. A helpful map was provided. But the result was disheartening. My daily commute by Grand River Transit would require a transfer each way at Fairview Park mall and consume 91 minutes. This includes:

24 minutes of walking to bus stops.

15 minutes of waiting for buses.

52 minutes on buses.

The online planner missed the closest bus stop to my house, making me walk a bit longer than necessary. But here's the bigger concern.

I live seven kilometres from work. I can drive there and back in 24 minutes. So my commuting options are 24 pleasant minutes by car or 91 minutes on transit, outside in bad weather, mingling with strangers.

It's a no-brainer.

Taking transit would consume an extra 67 minutes of my day. I have other things to do with that time. I can actually walk to work and back in two hours, which is not much slower than taking the bus.

So yes, soaring gas prices hurt, and driving is bad for the environment. But EasyGo reminds me that public transit is achingly slow. In my case, it's almost four times slower.

Until that changes, I'll be in my car.

[UrbanWaterloo]

TRANSIT NETWORK REDESIGN AND OPERATIONAL DATA ANALYSIS
June 10, 2008
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/79264A7514DFA7EE85257460004C2660/$file/P-08-065.pdf

RECOMMENDATION:
THAT the Regional Municipality of Waterloo approve a study to redesign the conventional bus network to support Rapid Transit including the development of an operational data management system, to be undertaken in collaboration with the University of Waterloo at a cost of $197,940, as described in P-08-065, dated June 10, 2008.


http://www.region.waterloo.on.ca/web/region.nsf/646992a6b2d4dea085256e590071a3e9/4575ea8ea10c8edf852574b300541617/Body/0.EC!OpenElement&FieldElemFormat=gif
GRT unveils new hybrid technology bus
August 28, 2008
http://www.region.waterloo.on.ca/web/region.nsf/$All/4575EA8EA10C8EDF852574B300541617?OpenDocument

Kitchener – Grand River Transit (GRT) unveiled the first of six environmentally friendly hybrid buses Thursday evening.

These buses will be used in a pilot program for low-speed, high-stop bus routes where they are expected to have the greatest impact, both economically and environmentally. Five buses will be used on routes that serve Kitchener and Waterloo and one bus will operate in Cambridge.

"The hybrid bus pilot is one more step towards a more sustainable community," said Ken Seiling, Regional Chair. "Using less fossil fuels and reducing greenhouse gas emissions is part of our ongoing commitment to better environmental practices here in the region."

Although these buses initially cost more than conventional diesel models, they are expected to use less fuel, have reduced emissions and lower operating costs. In the right environment, they can reduce fuel use by up to 30 per cent. With six buses, this could lead to a savings of 50,000 litres of fuel every year as well as a 60 per cent reduction in greenhouse gas emissions. The unique hybrid-electric system will also result in lower operating costs due to reduced stress and maintenance on mechanical components.

A hybrid-electric vehicle uses two power sources: a combustion engine and a battery. The two sources work together to produce energy. The battery powers the vehicle during acceleration and when moving at lower speeds. As the vehicle reaches 40 km/hr, the mechanical power provided by the engine continues to increase while the electric power gradually decreases. The engine takes over, powering the vehicle at high speeds when it is most efficient. The battery can also collect energy from the rolling vehicle as it is braking and convert it into electricity. It uses this electricity to recharge itself, instead of relying on the engine.

“I applaud the initiative taken by Regional Council on improving the efficiency of our transit fleet and reducing the carbon footprint of GRT,” said Jake Smola, Regional Councillor and Chair of the Environmental Advisory Committee.

For more information on Region of Waterloo green initiatives, visit www.region.waterloo.on.ca/sustainability.

-30-


HIGHWAY 8, FAIRWAY ROAD TO SPORTSWORLD DRIVE, BUS-BYPASS SHOULDERS
September 30, 2008
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/250DA3BE6C9E07D4852574D00059372C/$file/P-08-075.pdf

RECOMMENDATION:
THAT the Regional Municipality of Waterloo enter into an agreement with Her Majesty the Queen in Right of Ontario (by its Ministry of Transportation) to the satisfaction of the Commissioner of Planning, Housing and Community Services and the Regional Solicitor to provide capital funding for bus bypass shoulders on Highway 8 between Fairway Road and Sportsworld Drive, as described in P-08-075, dated September 30, 2008.


Bypass shoulders will help speed buses
October 11, 2008
JEFF OUTHIT, RECORD STAFF
http://news.therecord.com/article/427989

More people would ride transit if buses could avoid traffic jams. Making this happen is expensive.

Consider the latest transit plans for Highway 8 between Kitchener and Cambridge.

Traffic is often stop-and-go. Grand River Transit buses regularly detour to local roads to avoid highway congestion. It doesn't help much. Heavy traffic often delays intercity express service by up to 10 minutes.

This bothers passengers and means more buses are needed to maintain schedules.

Regional council has now found a solution. When Highway 8 is widened for almost four kilometres between Fairway Road and Sportsworld Drive, road shoulders will be supersized, so buses can use them to bypass traffic jams.

Shoulders normally three metres wide will be extended to 4.25 metres. Pavement will be thickened to support bus weight. This will cost $4.3 million.

Costs are high because two bridges -- over the Grand River and King Street East -- need widening. Still, it's considered a bargain. It would cost $9.1 million if not co-ordinated with the provincial highway widening that starts next year.

Bypass shoulders are not regular driving lanes.

Buses will be allowed on them only when traffic falls below 60 kilometres an hour. Bus speeds on the shoulders are limited to 20 km/h above traffic speeds.

Widening the shoulders brings flexibility to traffic planning.

If bus rapid transit is launched between Kitchener and Cambridge, bypass shoulders would be available to keep those buses moving. Also, their presence makes it easier to convert regular lanes to high-occupancy lanes at some future date.

These lanes, for buses and cars with passengers, would go near the median. Shoulders would shrink to regular size. Their extra width would be used to buffer the high-occupancy lanes from regular lanes.

You might ask, why not add a full, dedicated bus lane rather than a shoulder with restricted access?

This has not been costed but would be far more expensive. It would require widening the highway by 3.75 metres rather than 1.25 metres. And it likely would not be necessary.

By 2011, Highway 8 will have eight driving lanes between Fairway Road and the King Street overpass, and six lanes between the overpass and Sportsworld Drive. This is expected to ease congestion for 15 years or more.

Supersizing the shoulder at the same time is a flexible way to support transit and traffic options without breaking the bank.

[UrbanWaterloo]

Public Consultation Centre - http://www.grt.ca/web/transit.nsf/$All/AF5301AD645E4D8C8525736100524862?OpenDocument
http://www.grt.ca/web/transit.nsf/8cc429bdafbb761e85256e5a005c53f5/af5301ad645e4d8c8525736100524862/Body/0.84!OpenElement&FieldElemFormat=gif

Maps: http://www.grt.ca/web/transit.nsf/$All/AF5301AD645E4D8C8525736100524862/$file/Elmira%202008%20map.pdf?openelement


New Year could bring bus fare hike
November 18, 2008
Jeff Outhit, RECORD STAFF - WATERLOO REGION

Grand River Transit wants to hike transit fares on Jan. 1.

If approved, it would be the fourth fare increase since 2004.

Highlights:

All monthly passes would rise $2. Adult passes would rise to $60, up 3.4 per cent.

All discount tickets would rise 20 cents. Adult tickets would rise to $1.80, up 12.5 per cent.

The cash fare would stay $2.50.

"This would be a modest fare increase," transit director Eric Gillespie said. "Grand River Transit fares are among the lowest in the province."

The transit service was planning to increase fares July 1, 2009.

Fast-tracking the increase by six months boosts revenues $800,000 a year, without hurting ridership that's growing faster than expected, planners contend.

Councillors have been told there will be no change for 1,100 low-income residents who will still get subsidized monthly passes for $34.

Ridership is expected to grow 11 per cent this year, thanks in part to university students whose fares are now paid through student fees.

At the Charles Street terminal yesterday, several passengers reacted warily to the proposal. "I think that's pretty bad," said Sasha Warmington, 18. She figures many people struggle to pay fares.

Skye Johns, 16, worries her family might not be able to pay more for her tickets.

"I just don't agree with it, but I have no problem paying the two bucks," said Joshua Finnamore, 21. He believes seniors should ride for free.

Justice Adusei, a University of Waterloo student, worries "some people might not be able to ride the bus any more."

Waterloo regional councillors are to consider higher fares today. Any increase would not be finalized until next month.

"I think the proposal is quite reasonable," Chair Ken Seiling said. "We can't continue to expand transit and face increased costs without some participation at the fare box."

Local fares are 17 per cent below the Ontario average and provide less than 40 per cent of operating expenses, the transit service says.

Transit services in Hamilton and London earn a higher share of costs through fares.

The last fare increase was in 2007. A study found ridership dipped slightly at first but rebounded as service was upgraded. Planners conclude the benefits of improved service outweigh the downside of modest fare increases.


Waterloo Region struggles with transit requirement
Updated Wed. Jan. 07 2009 1:46 PM ET
CTV SWO
http://swo.ctv.ca/news.php?id=3625

Waterloo Region is struggling to meet a Human Rights Commission order related to accessibility on public transit. Transit providers are required to announce all stops by July.


Transit service expands to Elmira
January 28, 2009
Frances Barrick, RECORD STAFF - WATERLOO REGION
http://news.therecord.com/article/478216

http://media.therecord.topscms.com/images/ba/7c/98db93a0419f9911fb2bb2a74afa.jpeg

Elmira will get public transit service to Waterloo this year, as the regional bus company makes its first foray into the countryside.

Starting April 6, Grand River Transit will connect Elmira with the Conestoga Mall transit terminal, regional councillors decided yesterday.

The route will include stops in St. Jacobs, at the St. Jacobs Farmers' Market and the new Wal-Mart store north of Waterloo.

The one-year pilot project will be the first time Grand River Transit has expanded into a rural community.

"I think this is a good first step," said Regional Chair Ken Seiling, an Elmira resident.

Two buses will run at 30-minute intervals during peak times on weekdays and at 40-minute intervals on Saturday. One bus will run during the midday at 60-minute intervals.

Hours of operation will be from 6 a.m. to 6 p.m. on weekdays, and from 7 a.m. to 4 p.m. on Saturdays. There is no Sunday service.

The pilot project will cost $240,000 this year and will require three additional full-time equivalent employees and two buses, which will come from the existing fleet.

If the service becomes permanent, it will cost about $320,000 a year and require the purchase of more buses.

The expansion will include only limited bus service within Elmira, in exchange for linking the town with other transit routes such as the popular express service.

Neil Malcolm, a regional transit planner, told councillors that staff chose frequency of service over in-town service to allow riders better connections with other buses at the Conestoga Mall terminal.

Coun. Jake Smola of Kitchener called the decision short-sighted.

"Sacrificing the numbers of stops and service in town for frequency is the wrong approach," he said.

Seiling disagreed. Town residents needing to get to work or school in Kitchener and Waterloo told him they want more buses, not more town stops, he said.

In Elmira, buses will travel down Arthur Street, left on First Avenue, right on Snyder Avenue, right on Church Street and then right on Arthur Street, heading out of town. A round-trip will take 55 minutes.

People living on the outskirts of the town will have to walk up to one kilometre to get to a bus stop.

People living in the core will have a five-minute walk, Malcolm said.

[UrbanWaterloo]

TRANSIT NETWORK REDESIGN FOR PROPOSED RAPID TRANSIT SYSTEM
May 12, 2009
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/141B5ABE49F2549C852575AF004E698E/$file/P-09-039.pdf?openelement

SUMMARY:
In September 2008, staff initiated a study in collaboration with the University of Waterloo, to comprehensively redesign the current conventional bus network to integrate with the proposed Rapid Transit system (alignment, stations and technology). This report provides an update on this study including a preliminary concept plan for a redesigned bus network that will be displayed at the upcoming rapid transit consultation centres. The preliminary concept plan will be refined as the study progresses towards completion in early 2010.


GRT still tallying numbers from first month of service
By: Joni Miltenburg, ObserverXtra
May 8, 2009
http://observerxtra.com/2/news/grt-still-tallying-numbers-from-first-month-of-service/

One month into the service, the new bus connecting Elmira and St. Jacobs to Waterloo is getting good reviews, even if ridership numbers remain up in the air.

Supporters of Grand River Transit Route 21 hope it will build speed over the next few months.

The Elmira route, a year-long pilot project, was launched Apr. 6. Transit planner Neil Malcolm said they won’t have hard numbers for ridership until mid-month, but anecdotally the response has been good.

“We keep hearing from the operators that they’re getting a lot of positive feedback. People are very excited about the service,” he said.

“There’s an awful lot of times there’s a lot of people on it,” noted Woolwich Mayor Bill Strauss. “The feedback is excellent.”

The GRT collects ridership numbers in two ways: by totaling the fares collected each month, and using special buses equipped with automatic passenger counters. Thirty of the GRT’s 200 buses are equipped with the counters, and staff have requested that those buses be used more frequently along route 21.

Initially planners considered a larger loop of stops in Elmira but ultimately opted for a shorter loop and more frequent service. Malcom said they’ve gotten some feedback requesting more stops in town, and that may be something they look at in the future.

“If the route is successful, and I hope it is, we’ll be looking at providing other options in town, whether it’s a secondary route that hits the residential neighbourhoods or a modification of the existing route.”

They’ve also heard from employers like Home Hardware in St. Jacobs who like the service and would like to make it more convenient for their employees, perhaps by making changes to the schedule to better match shift times.

Malcolm said transit planners haven’t set a firm ridership number to determine if the new route will stay. They’ll be monitoring numbers over the summer to see if ridership picks up as more people incorporate the bus into their travel plans.

“We’ve tried to get the awareness out there, but maybe not everyone knows or knows how they can use it for their travel,” Malcom said. “I think we’ll be seeing ridership improve over time.”


Bus service shuffled to combat overcrowding
June 03, 2009
By Jeff Outhit, Record staff
Web edition
http://news.therecord.com/News/BreakingNews/article/547167

http://media.therecord.topscms.com/images/8e/30/7897fcbb4906a178fbf0302c8bf5.jpeg
A row of buses waited along Weber Street North in Waterloo to take students home from St. David Catholic Secondary School on Tuesday.

WATERLOO REGION — Grand River Transit will add buses to overcrowded routes while trimming buses from little-used routes.

The shuffle approved yesterday by regional councillors will create winners and losers, without boosting transit costs.

Winners will include passengers crammed onto express buses or left stranded by full buses.

This happened often between last November and February, due partly to soaring student demand. “We just had to leave people behind,” transit director Eric Gillespie said.

Losers will include 106 passengers who will lose some of the daily service they now get. “I think rationalizing the service, and realigning it to where the demand is, makes good business sense,” Gillespie said.

Among the impacts:

- Buses will be added on the Route 7 Mainline, the Route 9 Lakeshore, the Route 12 Conestoga Mall, and the intercity express service.

- Buses will be removed from 22 other routes in various ways. For some routes, buses will run less often at certain times. Other routes will see some trips shortened.

In total, councillors intend to transfer 4,000 hours of annual service from quiet routes to busy ones.

It’s estimated this could help transit add 218 passengers per day, overshadowing the impact to disadvantaged passengers.

Changes take effect Sept. 8.


Proposed Service Changes for September, 2009
http://www.grt.ca/web/transit.nsf/$All/5730F59FAF039C4D852575A20061AA8C?OpenDocument
Proposed Service Changes
Effective September 7, 2009
Pending Regional Council Approval

The proposed service changes for September, will be included in a report to the Regional Planning & Works Committee on June 2, 2009.

iXPRESS Add an extra trip on weekday mornings between Fairview Park Mall and the University of Waterloo in response to increasing passenger demand, and increase the frequency between Conestoga Mall and Fairview Mall on Saturdays to every 15 minutes from the current 30 to address passenger demand and improve schedule reliability


PROPOSED 2009 TRANSIT SERVICE CHANGES
June 2, 2009
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/F9E1FB94C3DFA5D6852575C5004DE58F/$file/P-09-051.pdf?openelement

SUMMARY:
This report outlines proposed service improvements to Routes 7, 9, 12 and iXpress amounting to approximately 4,000 annual service hours (Appendix 1) to address overcrowding and schedule adherence issues. Regional staff have reviewed how these hours may be provided within existing resource levels. In order to fund the proposed service improvements, a range of service reductions are proposed including elimination of trips, reduced service frequency and route restructuring (Appendices 2 to 4).

A customer outreach program to inform GRT customers of the proposed reductions was initiated during the week of April 27, 2009. The program included signs on buses and at terminals, details on www.grt.ca and notices via the customer email subscriber list. In response, 27 GRT customers have provided feedback, summarized in Appendix 5. Customers expressed disappointment at proposed service reductions. Customers also expressed support for proposed additional service on key GRT routes and provided suggestions for additional service improvements which will be considered in the development of future service improvement plans.

If approved, these service changes would be implemented Tuesday September 8, 2009.

REPORT:
In 2008, GRT ridership grew by 9.9% from 14.4 million to 15.8 million. This ridership growth followed a 7% increase in service hours in 2008. The routes shown in Table 1 generated 75% of this ridership growth.

Table 1: Key GRT Route Growth 2007 - 2008
Route - 2007 Ridership - 2008 Ridership - % Growth
7 Mainline 3.2MM 3.4MM 5.2%
9 Lakeshore 0.45MM 0.68MM 48.2%
12 Conestoga/ Fairview 1.3MM 1.55MM 14.4%
iXpress 0.9MM 1.28MM 43.2%

[UrbanWaterloo]

EXPANSION OF GRAND RIVER TRANSIT ADVANCED TECHNOLOGY
June 16, 2009
http://chd.region.waterloo.on.ca/web/Region.nsf/0/A8650BED0FCE3C4A852575D300579E22/$file/P-09-060.pdf?openelement

RECOMMENDATION:
THAT the Regional Municipality of Waterloo approve the acquisition and installation of advanced technology from INIT Innovations in Transportation, Inc. at a total cost of $254,522.34 plus applicable taxes for 13 new 2009 NOVA buses and $196,504.48 plus applicable taxes for 19 existing 2004 NOVA buses as outlined in Report P-09-060, dated June 16, 2009.

SUMMARY:
Since early 2007, 15 iXpress buses and 19 regular buses have been equipped with advanced technology supplied by INIT Innovations in Transportation. The computer-aided dispatch (CAD/AVL) system and automatic passenger counting (APC) systems have provided significant benefits relating to operational efficiency, service quality and customer service.

In light of these benefits and the ability to implement automated stop announcements, staff is proposing the roll-out of the INIT advanced transit technology to the total bus fleet. As a next step, this report recommends the implementation of the CAD/AVL system and APC system on 13 new 2009 NOVA buses and the AVL system on the 19 existing 2004 NOVA buses which are currently equipped with the APC system only. This work can be accommodated within the current approved capital budget.

Staff is also currently negotiating with INIT for a fixed price quotation for installation of the technology on the remainder of the conventional transit fleet in 2010. A report to Planning and Works Committee outlining the implications of a system-wide rollout of the advanced technology is tentatively scheduled for the fall of 2009. A funding request for this project has been submitted to the federal government infrastructure stimulus program.


Trouble on King Street W. for transit buses
November 02, 2009
By Terry Pender, Record staff

KITCHENER — There is not enough room at the corner of King and Ontario streets for Grand River Transit buses to make right turns when leaving the downtown terminal.

As a result, westbound drivers on King Street will soon have to stop several metres east of the intersection. A sign saying “Stop Here on Red Signal” will be installed.

“We have been doing quite a bit of work with the City of Kitchener because our organization had some concerns about King Street,” Eric Gillespie, the head of Grand River Transit, said Friday.

For several months King Street between Frederick and Gaukel was reconstructed. The roadway was narrowed, the sidewalks widened, decorative light standards installed and a lot of trees planted.

The wider sidewalks make the roadway appear narrower than it really is and there was a concern that two buses heading in opposite directions would not be able to pass one another.

“We have done some testing on that and it is all good,” Gillespie said.

The tests were done last Tuesday.

“It was a bit of an optical illusion. A number of our employees had concerns just looking at King Street that two buses would not be able to pass,” Gillespie said.

Buses should be rolling over the reconstructed section of King Street some time this week.


Student demand leaves some passengers waiting for buses
December 01, 2009
By Jeff Outhit, Record staff

WATERLOO — Just about every day, overcrowded Grand River Transit buses leave dozens of waiting passengers stranded at bus stops.

It happens regularly on up to seven routes near Waterloo campuses, where university students flash their student cards to board.

University of Waterloo student Victoria Chan sees less crowding on public transit in her native Hong Kong. There, she can always get a seat on a double-decker bus.

But here, she has to squeeze up against strollers and crowds of students. “You get stepped on,” she said. “It’s not cool.”

“It’s crowded and sometimes I get left behind,” said Sean Siva, also a UW student. “The driver says, ‘Sorry, you have to wait for the next bus.’”

This makes him “kind of angry, because they should have more bus services.”

Manav Kapoor, also a UW student, waited for a bus Monday that never showed up. He was trying to get from his off-campus home to class.

“Sometimes the bus driver won’t even stop for you,” he said. “He’ll just keep going and wave at you, and tell you that the bus supposedly can’t stop.

“It’s very annoying, because I end up walking to school.”

All three students want more buses on their routes. But Grand River Transit doesn’t have enough drivers to meet soaring demand.

Now, regional councillors are considering hiring two more drivers, to expand service starting in January. The added service, including new drivers, would cost taxpayers $250,000 as part of a proposed 2010 tax increase.

“If we want people to keep riding the buses, and encourage them to use them rather than driving, we need to make sure the bus service is good, and doesn’t leave people standing,” Regional Chair Ken Seiling said.

Grand River Transit estimates 18 to 25 buses cram to capacity every day. It’s estimated this leaves 50 to 80 waiting passengers stranded at the curb.

Chronic overcrowding highlights the success of a U-pass program that lets UW and Wilfrid Laurier University students board with their student cards.

Students pay a fee of $50 per term, added to their tuition costs. It’s an 80-per-cent discount over monthly adult passes, negotiated by politicians to boost ridership.

“Students appear to love it,” says Chris Neal, a vice-president with the UW student government.

He hasn’t heard many complaints about overcrowding but says adding buses to campus-area routes makes sense.

Campus-area routes were given extra buses when U-passes launched a few years ago. But growing demand continues to swamp them.


Buses struggle while politicians dream of trains
December 12, 2009
Road Ahead column by Jeff Outhit
http://news.therecord.com/article/643231

It’s good that Grand River Transit is drawing more university students. But the poor service they’re getting doesn’t inspire confidence in a small system that aspires to greatness.

Students are lining up for buses to take advantage of a steep fare discount. They can flash student cards and ride for about 80 per cent less than the cost of a monthly adult pass. The small fee is added to their tuition costs.

Politicians are targeting students in part because it builds ridership more easily than luring commuters from their cars.

This may not help the environment much, because many students would be walking or cycling if they weren’t on a bus. But it could be argued that getting students onto transit increases the likelihood they will stick with transit after they become commuters.

Except what they’re learning is that transit is a rough ride.

It’s estimated up to 80 passengers are stranded daily at the curb, by up to 25 overcrowded buses plying up to seven campus-area routes. Students are packed into the aisles or left behind. One student said it’s worse than Hong Kong, where she could always find a seat.

Students are being taught that if you want to get around comfortably and reliably, buy a car and put your miserable public transit days behind you.

To fix this, Grand River Transit needs to run more buses, more often. That’s how you build ridership.

The transit service has already redeployed some buses from quieter routes, but the increase is not keeping pace with student demand. Council is now considering a $250,000 tax increase to add more buses to campus-area routes.

This highlights a bigger issue, which is that politicians, reluctant to raise taxes, have stopped expanding transit. Service per resident has flatlined since 2006. Last year, it actually slipped a bit.

Yet regional council continues to seek $800 million from senior governments, to install a flashy rapid transit system of electric trains and fast buses.

Rapid transit is an ambitious scheme that politicians love. It has more to do with urban redevelopment than with moving people around. It’s exciting and sexy.

Regular transit is boring, by comparison. And it’s struggling. Benchmarks show it’s still not a well-used service, despite a few overcrowded routes. And it consumes a heavier subsidy than in comparable cities.

There’s grunt work to do, but politicians have stars in their eyes.

[UrbanWaterloo]

Grand River transit riders will soon be able to Google their ride
December 31, 2009
By Terry Pender, Record staff
http://news.therecord.com/article/649756

WATERLOO REGION — Some time next year Grand River Transit riders should be planning trips using an increasingly popular feature of the world’s most-used search engine — Google Transit.

But Waterloo Region hopes to add several layers of detail that many transit operators currently do not include in Google Transit.

In addition to schedules and routes, the usual fare found at Google.com/transit, the planners at the Region of Waterloo want to include streets, sidewalks, bike lanes and trails.

John Hill, a planner with Waterloo Region, calls this multi-modal mapping.

“From our conversations with Google it seems like it is feasible that we could do something like this,” he said.

The idea is to let someone find the most convenient bus stop and what sidewalks or trails are nearby. They could use Google Street View to actually see the stops and neighbourhoods.

Someone who is making a trip that combines cycling and transit would enter their origin and destination into the Google application.

“And using all of our information, where bike lanes are, where trails are, Google could give them a preferred route,” Hill said.

“They could choose to ride a bike to a certain bus stop, take the bus into the city and then bike to their destination,” he said.

“It hasn’t been done in the way we visualize it. We want something that is easy to use and we are not sure how it is all going to work out at this point,” Hill said.

If the multi-modal mapping plans do not work out, at the very least, Grand River Transit should have its schedules and routes on Google Transit in 2010.

Montreal, Ottawa and Vancouver are among the Canadian cities on Google Transit. New York, Chicago and San Francisco use it in the United States.

“It is just a matter of getting our data in the right format to use on their website,” Neil Malcolm, a transit planner with the region, said.

After Grand River Transit provides the data to Google that information is made available on the web for free.

Malcolm said Google Transit operates in much the same way as Grand River Transit’s Trip Planner.

“The more ways we have to get data and information out to the public the more people are going to use it — the easier it is to plan your trip the more likely you are to go out and take the bus,” Malcolm.

[UrbanWaterloo]

Grand River Transit buses roll past the 10 year mark
January 02, 2010
By Terry Pender, Record staff
http://news.therecord.com/News/Local/article/649922

WATERLOO REGION — The buses rolling through the Central Transit Terminal in downtown Kitchener passed a major milestone on Friday — Grand River Transit is 10 years old.

It’s hard to believe now, but prior to 2000 you had take a commercial inter-city bus to get from Kitchener to Cambridge.

Now, the iXpress takes you from downtown Kitchener to the Anslie Street Terminal in Galt in less than 40 minutes for an adult cash fare of $2.50.

Shanna Halstead of Kitchener rides the buses nearly every day with few complaints.

“It is good to me,” Halstead says.

“The only thing is I don’t like the holiday schedule,” Halstead says.

No buses ran on Christmas Day, Boxing Day or New Year’s Day.

Combining two, small transit operators and increasing the level of service across three cities called for big increases in staffing and spending.

“Dealing with that expansion has been the biggest challenge,” Thomas Schmidt, the regional commissioner of transportation, says.

It was made doubly hard because this region seems hard-wired to be anti-transit.

Waterloo Region has the second highest rate of car dependence in the country with about 400,000 registered vehicles for a population of 506,000 people.

The Conestoga Expressway bisects Kitchener and Waterloo leading to suburban sprawl and increased reliance on privately-owned automobiles.

Cambridge has been dubbed Commuter Central because of its proximity to Highway 401 and connections to Milton, Mississauga, Toronto, Guelph, Stratford, Woodstock, London, Kitchener and Waterloo.

Grand River Transit faced these challenges in 2000 with 140 buses, 331 workers and a total budget of $29.6 million.

Grand River Transit carried 9.8 million riders in 2000 who paid $13.3 million in fares. That revenue reduced the impact on taxpayers to $16.3 million.

An aggressive program of hiring drivers, buying buses and expanding routes increased the annual number of riders to 16.3 million in 2009.

The increased ridership was made possible by more than doubling expenditures.

The proposed 2010 budget is $76.1 million. This year’s revenues are pegged at $33.1 million. The support from taxpayers this year will be about $43.9 million.

Grand River Transit now has about 220 vehicles, an increase of 80 since 2000. A new bus costs between $400,000 and $500,000. There are now 538 regional transit workers.

About five years ago the iXpress service was added. This year service was expanded to Elmira. There is a late night loop that picks up partiers in downtown Kitchener and takes them to the student housing of Waterloo.

“We have been doing a much better job than we did in the past, but we still need to go a ways to catch up to the amount of service being provided by London or Hamilton,” Schmidt says.

Willi Mehr of Kitchener rides a Grand River Transit bus five or six days a week.

“Right now I think it’s good,” Mehr says as he waits for a bus at the Central Transit Terminal. “I have no problems with it.”

A region-wide transit system was established 17 years after Waterloo Region was formed.

And that only occurred after the Conservative government of former premier Mike Harris eliminated provincial financial support for public transit.

Kitchener and Cambridge agreed to kick the service upstairs to the region. Waterloo had never bothered to create a transit service and just contracted from Kitchener for some routes.

In the era of smart growth and new urbanism it is hard to believe that a decade ago Waterloo was building entire subdivisions without a thought for public transit. In the late 1990s that city reduced the number of routes it contracted from Kitchener Transit.

But attitudes seem to be changing.

There is now a public group called the Tri-City Transportation Group that lobbies for more spending on transit, cycling and walking infrastructure.

“I think GRT is quite good,” Michael Druker of the Transportation Group, says.

If you live near King Street there is a bus at least every 15 minutes most of the time. In the suburbs the frequency drops to every 30 minutes or even once an hour in the evenings and one weekends.

“If your work is not along the main line you will have a hard time getting there by transit,” Druker says.

2010 will be a big year for Grand River Transit.

An announcement is expected soon about whether the provincial and federal governments will fund the construction of a light rail system from Conestoga Mall in the north to Fairview Park mall in the south. Fast buses will take riders from Fairview down to the Anslie Street Terminal.

The cost: an estimated $850 million.

“They are telling us it is going to cost $800 to $900 million, by the time it is done it will be $1.5 billion,” Gary Wiebe, a 63-year-old Kitchener resident who rides the bus nearly every day.

“They don’t need to spend that much money, they should buy more buses instead,” Wiebe says. “To me light rail is a toy for regional council to play with.”

But Druker disagrees, saying it will transform the urban landscape around the rail line leading to a more compact, sustainable, mixed-use and transit-friendly area.

“It attracts development, it changes the way land is used around it,” Druker says.

[UrbanWaterloo]

http://images.surveymonkey.com/_resources/11641507/279111d6-d755-4aec-8191-bbb7fa0cce1f.jpg

Proposed modification to Route 55 St Andrews
http://www.surveymonkey.com/s/TKVBYV6

We are proposing to modify Route 55 ST ANDREWS as shown on this map.

Route 55 buses often arrive late at the Ainslie Street Terminal, especially between 2:30 p.m. and 5 p.m. Route 59 CHRISTOPHER buses are often late as well, since Route 55 connects with Route 59.

To make both routes more reliable, we are studying a change to Route 55.
By relocating Route 55 to Cedar Street and Ainslie Street instead of using St Andrews Street and Main Street, buses would save 3-4 minutes per trip. If approved, this change would begin on April 5, 2010.

We would like to obtain Route 55 riders’ opinions of this proposed change. Please tell us your opinion of this proposal using the form below.
Your opinion will be taken into consideration when we make a recommendation on this routing to the Regional Planning & Works Committee in February, 2010.

http://www.gethyn.net/Transit/55RouteGraphicWEB.jpg


Proposed modification to Route 58 Elmwood
http://www.surveymonkey.com/s/XXXG7GG

We are proposing to modify Route 58 ELMWOOD as shown on this map.

Route 58 buses often arrive late at the Ainslie Street Terminal, especially between 2:30 p.m. and 5 p.m. Route 62 WOODSIDE buses are often late as well, since Route 58 connects with Route 62.

To make both routes more reliable, we are studying a change to Route 58.
By relocating Route 58 to Avenue Road between Gail Street and Elgin Street North instead of using Gail Street, Rouse Avenue, Kovac Road, Munch Avenue and Elgin Street North, buses would save 3-5 minutes per trip. If approved, this change would begin on April 5, 2010.

We would like to obtain Route 58 riders’ opinions of this proposed change. Please tell us your opinion of this proposal using the form below.
Your opinion will be taken into consideration when we make a recommendation on this routing to the Regional Planning & Works Committee in February, 2010.

http://www.gethyn.net/Transit/58RouteGraphicWEB.jpg

[RangersFan]

Yesturday's record had an interesting article oddly enough written by jeff outhit

TheRecord.com - Local - Kitchener ends outdated parking perk

Road Ahead column by Jeff Outhit

The City of Kitchener is the first local government to end an outdated municipal perk. It will no longer provide employee parking at public expense.

According to a city report, employees at Kitchener City Hall in the Kitchener core will now have to park on their own dime. If they need their car for work, they will be reimbursed a parking rate.

It’s estimated this will save taxpayers $300,000 spent each year to subsidize employee parking. “It’s good from an environmental standpoint,” Kitchener Mayor Carl Zehr said.

Some city employees are now looking at carpooling or Grand River Transit, Zehr said. Others may choose to pay for their current parking space, or hunt for a cheaper one.

Taxpayers continue to fully subsidize parking for employees of the cities of Waterloo, Cambridge, and Waterloo regional government. Governments need to end this subsidy so they can be seen to practise what they preach.

Politicians talk a lot about getting residents out of their cars, to reduce emissions, ease road-building costs, improve fitness, and restrain suburban sprawl. Some steps are underway.

For example, municipal planners are considering ways to reduce parking at new private developments. This is intended to nudge more people onto transit, sidewalks, bicycles or carpools. Yet while they ponder restrictions on private parking, councils pay for civil servants to park for free.

Another example: Waterloo regional government proposes to spend $800 million to help put electric trains on local streets. This is meant to lure more downtown commuters onto transit.

Yet regional council spends $398,000 a year to provide free parking for its employees. Most of this amount is spent to lease spaces in downtown Kitchener and Waterloo. Council also plans to buy 100 underground parking spaces in Kitchener, for $4.5 million or more.

Providing regional employees with free downtown parking is no way to promote transit.

Local governments are reviewing parking subsidies, in part due to a federal ruling that says employer-paid parking is a taxable benefit.

Kitchener council has shown the way forward. Stop spending taxes on this. Make public servants pay for their parking. If they have to use their car for work, reimburse them. That’s fair.

Governments that aim to get commuters out of their cars need to walk the walk.

Jeff Outhit can be reached at 519-895-5642 or jouthit@therecord.

[Spokes]

This would be a perfect article for a Parking thread Ive been meaning to start which would include the Uptown parking strategy and what not, good idea?

[mpd618]

This would be a perfect article for a Parking thread Ive been meaning to start which would include the Uptown parking strategy and what not, good idea?

Yes. Parking is an important topic in its own right.

[Spokes]

Yes. Parking is an important topic in its own right.

So should we do one big parking thread, or separate ones for generic parking issues, Uptown Parking Strategy, etc?

[mpd618]

So should we do one big parking thread, or separate ones for generic parking issues, Uptown Parking Strategy, etc?

I'd be more inclined to do one big thread, but I don't know if that's a good idea.

[mpd618]

This is probably the right place to plug TriTAG's zoomable map of GRT routes: http://www.tritag.ca/resources/transit-in-waterloo-region/grt-map/

[Spokes]

Thanks for posting that. The PDF version on GRT's website can be quite slow loading and zooming at times.

[UrbanWaterloo]

This is probably the right place to plug TriTAG's zoomable map of GRT routes: http://www.tritag.ca/resources/transit-in-waterloo-region/grt-map/

Posted it: 1) at the top of this thread and 2) in the Maps thread.

[Spokes]

Local commuters still resisting better bus service

February 06, 2010
Road Ahead column by Jeff Outhit

Politicians are expanding Grand River Transit in part to lure commuters from their cars. But it’s mostly students and low-income residents who are riding more often.

A new study by regional government estimates 60 per cent of bus passengers are students. The few adult commuters on the buses — about 11,000 in 2006 — generally earn little.

The study reveals more than half the people who ride transit to work have incomes below $20,000. They are 2.5 times more likely than the general workforce to have incomes below $10,000, and almost four times less likely to have incomes exceeding $50,000.

This suggests transit expansion underway since 2000 is mostly benefitting “captive” passengers who have no choice but to ride the bus. That’s based on the assumption that students and people earning low wages are less able to afford cars.

It reinforces the view that Grand River Transit functions as a social service, rather than as a real option for people who have choices about how to get around.

This distinction is important. Buses that fail to draw people from cars are not doing as much to help the environment. Failing to draw people from cars undermines urban renewal schemes meant to nudge residents away from far-flung suburbs and into more central neighbourhoods.

Planners note a small move toward attracting “choice” riders, between 2001 and 2006. Census data shows incomes for transit commuters rose slightly, while the income gap narrowed slightly between transit commuters and the general workforce. Signs of promise.

But today, most new passengers are university students riding on discount fares. Residents with good-paying jobs continue to resist buses even as annual spending rises to $69 million.

So what will it take to get these passengers to choose transit?

Some hope the catalyst will be the installation of electric trains in Kitchener and Waterloo, as part of a rapid transit proposal costing up to $800 million. The argument is that people who are unwilling to ride a bus will be more willing to ride a train.

Critics point out suburban commuters would have to ride buses to get to the trains. Also, trains would operate where there’s little traffic congestion, in downtowns where few people work.

Considering who rides buses after a decade of expansion, it’s best to be cautious about claims better transit will draw higher-paid commuters any time soon. That’s not really how it’s worked so far.

Jeff Outhit can be reached at 519-895-5642 or at…

jouthit@therecord.com
http://news.therecord.com/News/Local/article/667292 (http://news.therecord.com/News/Local/article/667292)

[RangersFan]

Why do get the feeling this guy receives financial incentives for his negative views on transit.

[mpd618]

"Considering who rides buses after a decade of expansion, it’s best to be cautious about claims better transit will draw higher-paid commuters any time soon. That’s not really how it’s worked so far." -Jeff Outhit

Right, a decade of expansion that hasn't resulted in more than one schedule-free route. One hell of a network effect there!

[UrbanWaterloo]

PLANNING, HOUSING & COMMUNITY SERVICES
Transportation Planning
Date: January 26, 2010
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/7F1A6CEAAE65AC13852576B300582DB8/$file/memogrt.pdf?openelement

To: Chair Jim Wideman and Members of the Planning and Works Committee
From: Reid Fulton – Principal Planner (Transit)
Subject: GRAND RIVER TRANSIT RIDERSHIP DEMOGRAPHICS
File No: D28-70(A)

Summary

In response to a request from Regional Council, Regional staff reviewed information from the 2001 and 2006 Censuses of Canada related to the age, gender, and income profile of Grand River Transit riders. The key findings include:

GRT riders tend to be younger and earn less on average than the full Regional workforce.
The proportion of GRT riders in the lowest income categories declined from 2001 to 2006.
Higher income categories saw stability or growth during that period, for example the proportion of GRT riders over the age of 25 earning greater than $50,000 annually grew from 7% to 9%.
A higher proportion of females (61%) use GRT to travel to work than males (39%).

From 2001 to 2008 GRT ridership grew by over 50%. The iXpress had been in operation for only 8 months at the time of the Census. In the three years following that time average weekday boardings of iXpress grew by over 200%. Transit service has continued to be improved since the 2006 Census. As transit becomes even more competitive in the future through the creation of a more compact urban form and more high frequency routes integrated with rapid transit, a greater modal shift between auto and transit will occur. As a result, it can be expected that the upward trend in the income profile of transit riders will continue.

Background

Regional Council requested information on the demographics of GRT riders in November of 2008. This request is identified in the Planning and Works Committee tracking list. Regional staff reviewed potential sources of data and concluded that the Census of Canada represented the best source of information. Regional staff prepared an initial custom data request from Statistics Canada in early 2009, and then submitted a subsequent request to obtain data from 2001 in order to identify trends. Data from Statistics Canada was received in October 2009.

Census of Canada

The Census of Canada Place of Work survey is the best source of information that correlates mode of travel to work with personal income. Specifically, census respondents answered which mode of transportation they usually used when traveling to their place of work. Respondents can choose to record personal income figures themselves on the Census questionnaire or allow Statistics Canada to access their income tax records. This permits comparisons of the age, gender, and income profiles of GRT riders to the entire workforce and full population of the Region.

Age

Passenger surveys completed in 2004 and 2006 indicate approximately 60% of GRT riders are students, 38% are adults, and 2% are seniors. Census data indicates that the age distribution of transit riders traveling for work is younger than that of the entire workforce and the entire population of the Region. This reflects the high level of students who use transit, the fact that persons over the age of 65 tend to make fewer work related trips, and the lower income profile of younger persons. Table 1 illustrates the age distribution of GRT riders who make trips to work.

Gender

Census data indicates that a higher proportion of females use GRT to travel to work than males. In 2006 approximately 61% of transit users were female compared to 47% of the entire workforce and 51% of the entire population of the Region. Table 2 illustrates the gender distribution of GRT riders who make trips to work.

Income

Some highlights of the 2001 and 2006 Censuses are:

61% of GRT riders reported personal income of less than $20,000 annually in 2001. That number had declined to 54% by 2006. GRT riders between the ages of 15 and 25 years who responded to the Census include high school and university students with part time jobs. When those between the ages of 15 and 25 are excluded 45% of all respondents who were GRT riders reported personal income of less than $20,000 annually in 2001. That number declined to 38% in 2006. In comparison, 24% of the entire workforce reported personal income less than $20,000 annually in 2001. That number declined to 22% in 2006.
From 2001 to 2006 the proportion of GRT riders over the age of 25 years earning less than $10,000 annually declined from 20% to 16%.
The proportion of GRT riders who reported personal income of greater than $30,000 annually grew from 15% to 18% while the proportion of the full regional workforce earning greater than $30,000 nominally increased from 32% to 33% between 2001 and 2006.

Transit riders traveling for work typically earn less than the entire workforce; however the gap declined from 2001 to 2006. To a certain extent, the variance between the entire workforce and transit riders reflects the younger age distribution of transit riders. It may also reflect that for two-income households the secondary wage earner often uses transit. Tables 3 and 4 illustrate the income distribution of GRT riders and the full workforce in 2001 and 2006 respectively.

Table 5 illustrates the shifting income profile of GRT riders over the age of 25 between the 2001 and 2006 Censuses. During this period, GRT significantly increased transit service.

Trips made for other purposes such as school, shopping or recreation are not considered in the Census. Trips made by part time workers are included in the results.

Ridership Profile

In summary, GRT riders tend to be younger and earn less than the rest of the population, but the income profile of transit users increased from 2001 to 2006. The proportion of GRT riders in the lowest income categories declined while those in higher income categories saw stability or growth. This indicates that between 2001 and 2006 GRT attracted a greater share of “choice” riders. However, at the time of the 2006 Census, iXpress had been in operation for only 8 months.

As transit becomes even more competitive in the future through the creation of a more compact urban form and more high frequency routes integrated with rapid transit, a greater modal shift between auto and transit will occur. As a result, it can be expected that the upward trend in the income profile of transit riders will continue.

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTRidershipDemographics-ReportJ-2.jpg

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTRidershipDemographics-ReportJ-1.jpg

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTRidershipDemographics-ReportJanu.jpg

[UrbanWaterloo]

Outhit's article is a joke.

"decade of expansion"? Sure GRT has been expanding for 10 years now, but this study only looked at 2001-06. That's only the beginning of the expansion push when it would have been the least likely to attract a choice rider.

How come he didn't report this?: "The iXpress had been in operation for only 8 months at the time of the Census. In the three years following that time average weekday boardings of iXpress grew by over 200%. Transit service has continued to be improved since the 2006 Census. As transit becomes even more competitive in the future through the creation of a more compact urban form and more high frequency routes integrated with rapid transit, a greater modal shift between auto and transit will occur. As a result, it can be expected that the upward trend in the income profile of transit riders will continue."

[mpd618]

Speaking of GRT expansion, the iXpress final report (http://grt.ca/web/transit.nsf/DocID/F6DE7F8752F8C8C985257640004DC050/$file/Region%20of%20Waterloo%20UTSP%20Final%20Report%20D ec_09.pdf?openelement) for the Urban Transportation Showcase Program may be of interest.

Highlight: "Survey results indicate that about 15-19% of trip makers are shifting to iXpress bus from an auto mode; moreover, 13% of riders have chosen to use the express service despite having a vehicle available for the trip."

[UrbanWaterloo]

Report: E-10-010/CR-FM-10-001
REGION OF WATERLOO
TRANSPORTATION AND ENVIRONMENTAL SERVICES
Transit Services (GRT)
CORPORATE RESOURCES
Facilities Management and Fleet Services

TO: Chair Jim Wideman and Members of the Planning & Works Committee
DATE: January 26, 2010
SUBJECT: GRT STRASBURG ROAD FACILITY EXPANSION (EOI 2009-005) CONSULTANT SELECTION
http://www.region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/7F1A6CEAAE65AC13852576B300582DB8/$file/E-10-010%20CR-FM-10-001.pdf?openelement

RECOMMENDATION:

THAT the Regional Municipality of Waterloo approve entering into an Agreement with Morrison Hershfield Limited to provide standard architectural and engineering services for the design and construction administration of the GRT Strasburg Road Facility Expansion as per the terms of the Expression of Interest document EOI #2009-005, for a lump sum fee of $2,585,000 plus applicable taxes and disbursements as explained in E-10-010/CR-FM-10-001, dated January 26, 2010:

SUMMARY:

In September 2009, Regional Council authorized staff to initiate the detailed design of the GRT Strasburg Road Facility Expansion by beginning the Consultant selection process (report E-09- 046/CR-FM-09-011). In November 2009 an Expression of Interest (EOI) was advertised for consulting services for the detailed building design and contract administration.

Twelve proposals were received from consulting firms interested in providing architectural and engineering services for this project. The following four firms were short-listed, interviewed and fee proposals opened: AECOM, IBI Group, Morrison Hershfield Limited and Stantec Consulting Ltd.

Following a review and assessment of the consulting firms, their sub-consultants, detailed submissions and fee proposals, the Consultant Selection Committee recommends that Morrison Hershfield Limited be awarded this assignment for a lump sum fee of $2,585,000 plus applicable taxes and disbursements. Morrison Hershfield Limited achieved the highest score in the quality and equity assessment criteria and the highest combined score including the consulting fees.

Subject to Council’s approval of this assignment, it is anticipated that the detailed design of the GRT Strasburg Road Facility Expansion will commence immediately to accommodate 250 buses up from the current 165 bus capacity. It should be noted the existing GRT facility can only accommodate one more year of transit service expansion before it is at full capacity of 165 buses.

[Spokes]

Speaking of GRT expansion, the iXpress final report (http://grt.ca/web/transit.nsf/DocID/F6DE7F8752F8C8C985257640004DC050/$file/Region%20of%20Waterloo%20UTSP%20Final%20Report%20D ec_09.pdf?openelement) for the Urban Transportation Showcase Program may be of interest.

Highlight: "Survey results indicate that about 15-19% of trip makers are shifting to iXpress bus from an auto mode; moreover, 13% of riders have chosen to use the express service despite having a vehicle available for the trip."

Great news! And the more express lines we have, the more people will use it. And the more business/office workers we get using the system the better. It'll help it's image thus causing more people to use it.

Right now the impression is that it's only students and low income people, so others won't use it much. If you go to other larger cities, you don't see that, you see anyone and everyone using the services.

[mpd618]

Great news! And the more express lines we have, the more people will use it. And the more business/office workers we get using the system the better. It'll help it's image thus causing more people to use it.

Right now the impression is that it's only students and low income people, so others won't use it much. If you go to other larger cities, you don't see that, you see anyone and everyone using the services.

It's not just about express service, but about high-frequency service too. (We don't even have both in the same line yet.) Where transit is actually competitive (http://www.tritag.ca/blog/2009/12/06/king-street-modal-split-at-k-w-border/), people use it.

[smably]

Why do get the feeling this guy receives financial incentives for his negative views on transit.

This explains a lot: My lifelong love-hate relationship with the oil industry (http://news.therecord.com/article/499118)

Basically, his family had connections to the oil industry. Why they have him writing about transit is anybody's guess. Maybe it has something to do with the fact that he's married to the editor of the Record.

[UrbanWaterloo]

First time seeing the new tracking, images tonight.

[UrbanWaterloo]

February 12, 2010

iXpress was busy heading north from Fariview 3:35 PM
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-iXpressFairview-.jpg

Waterloo Town Square - Time Display showing more than just the iXpress Route
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-WaterlooTownSqua.jpg

Hopped on Route 7 Headed Downtown - GPS Tracking is being tested, although I still noticed a lot of bugs.

King/William
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-10.jpg

7 to
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-7.jpg

7 Downtown
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-6.jpg

King/John
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-5.jpg

Next Stop
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-4.jpg

King/Mt Hope
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-3.jpg

King/Green
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-2.jpg

King/Wellington
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-1.jpg

King/Victoria
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7HeadingDow.jpg

King/Water
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-9.jpg

Off @ Terminal
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRT-February122010-Route7Heading-8.jpg

[UrbanWaterloo]

Oh, and the iXpress heading north from the Charles Terminal at 7 PM tonight was crazy. I was reading the newspaper so I didn't clue in immediately but:

I remember being at the UW Terminal
I think I remember being at the north R+T Park exit on Wes Graham Way
I remember having a rider come up to the driver and ask "Are we lost?" - Driver apologized & said he thought he was on Route 9; I look out and we're heading north on Albert Street
Somehow we turn around to go south. (a bit fuzzy)
Then we turn into Parkside Plaza by the Coffee Time, but exit past the Pizza Pizza going north on Albert Street again
At Albert/Weber we turn right. (I know weird eh?)
At Weber/King we turn left.
Finally we get to Conestoga Mall. (Where I think I saw a TriTAG rep loading his bike and boarding the bus).

Nuts! :rolleyes::eek:

[mpd618]

I remember having a rider come up to the driver and ask "Are we lost?" - Driver apologized & said he thought he was on Route 9; I look out and we're heading north on Albert Street

Ah, the flexibility of buses to alter their course!

[UrbanWaterloo]

Another GPS Shot
BridgeCam Centre Showing Route 51 - February 18, 2010
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTGPSTesting-BridgeCamCentre-Febru.jpg

[UrbanWaterloo]

SUBJECT: PILOT TRANSIT SERVICE TO ELMIRA
Report: P-10-016 http://region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/5E7A6106A5C4A0C5852576C8005D5BB3/$file/P-10-016.pdf?openelement
REGION OF WATERLOO PLANNING, HOUSING AND COMMUNITY SERVICES
Transportation Planning
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: February 16, 2010

RECOMMENDATION:

THAT the Regional Municipality of Waterloo approve the extended operation of the Route 21 ELMIRA pilot service for one additional year, as described in Report P-10-016, dated February 16, 2010.

SUMMARY:

The Route 21 pilot service to Elmira began operation on April 6th 2009. This service connects Elmira with the Conestoga Mall transit terminal, including stops in the St. Jacobs’ core, at the St. Jacobs Farmer’s Market/Outlet Mall and the new Wal-Mart Centre.

Overall, the route is demonstrating positive ridership trends as the average weekday ridership has risen from 158 riders in April to almost 315 riders in December. There was some decrease in weekday ridership during the summer months, which is traditionally the case for transit ridership across the system. Market day ridership on Saturdays has risen from approximately 270 in April to 585 December.

Ridership continues to increase on Route 21 ELMIRA and the boardings per service hour have increased to 21 in December 2009 and continue to move towards the minimum performance target of 25. Based on experience with new routes in urban areas, a one-year trial period may be insufficient to evaluate fully a routes ridership potential. It can be expected that a new route to a rural township would also require more than a year to achieve its ridership potential. Therefore, it is recommended that the pilot service continue in operation for one additional year until early 2011.

Positive feedback from high school and university students, commuters and seniors, who have used the service, suggests that it provides residents of the Township of Woolwich a valuable transportation alternative. Planned outreach events will increase community awareness and confidence in using the service, which will contribute to ongoing increases in ridership.

In early 2011, staff propose to report back to Regional Council on the performance of Route 21 ELMIRA.


Planning and Works Committee - February 16, 2010 Minutes
http://region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/a65c85053fb2091b852576cf0052d270!OpenDocument

l) P-10-016 Pilot Transit Service to Elmira

B. Strauss gave a brief update highlighting how well the transit is working as well as the advantage it has provided to Kiwanis Transit.

MOVED by B. Strauss
SECONDED by T. Galloway

THAT the Regional Municipality of Waterloo approve the extended operation of the Route 21 ELMIRA pilot service for one additional year, as described in Report P-10-016, dated February 16, 2010.

CARRIED

[UrbanWaterloo]

SUBJECT: PROPOSED GRT ROUTE CHANGES TO IMPROVE SCHEDULE RELIABILITY
Report: P-10-017 http://region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/5E7A6106A5C4A0C5852576C8005D5BB3/$file/P-10-017.pdf?openelement
REGION OF WATERLOO PLANNING, HOUSING AND COMMUNITY SERVICES
Transportation Planning
TO: Chair Jim Wideman and Members of the Planning & Works Committee
DATE: February 16, 2010

RECOMMENDATION:

THAT The Regional Municipality of Waterloo approve the modifications to Route 55 ST ANDREWS and Route 58 ELMWOOD, in Cambridge, effective April 5, 2010 as described in Report No. P-10-017, dated February 16, 2010.

SUMMARY:

Route 55 ST ANDREWS and Route 58 ELMWOOD in Cambridge are encountering delays resulting in reduced schedule reliability. To improve schedule reliability for both routes, staff recommends a reduction to the overall length of each route to keep the round trip time within the schedule.

Staff recommend operating Route 55 on Cedar Street and Concession Street instead of St Andrews Street and Main Street from Monday to Saturday as shown in Appendix 1. This change would reduce travel time by 3 to 4 minutes per trip. Service would remain unchanged on Sundays.

The recommended change to Route 55 would require the relocation of four transit stops, affecting 15 of the route’s 550 daily passengers. These customers would have to walk approximately 2.5 minutes further than currently to access Route 55.

To improve the reliability of Route 58, staff recommend operating that route on Avenue Road instead of Gail Street, Rouse Avenue, Kovac Road and Elgin Street North, as shown in Appendix 2. This routing will save 3 to 5 minutes per trip.

The recommended change to Route 58 would place approximately 25 households further than 5 minutes’ walk from transit service. The change would affect approximately 85 of the route’s 500 daily average riders, and require the removal of six stops. The busiest of these stops would be relocated nearby.

Surveys were posted on www.grt.ca to gather riders’ opinions of the proposed change. Approximately 43% of Route 55 riders and 38% of Route 58 riders who responded were in favour of the changes. A total of 21 responses were received for each proposed change. Riders in favour noted the potential reduced travel time and improved transfer reliability at Ainslie Street Terminal from these changes. Those not in favour of the proposed changes expressed concerns about longer walks to reach transit service and noted that use of alternative routes may require an additional transfer to reach their destination. A summary of survey responses is included in Appendix 3.

If approved, the proposed changes would be implemented on April 5, 2010. In advance of the change, notices would be posted on transit vehicles, at affected stops, at Ainslie Street Terminal and on www.grt.ca to ensure riders are prepared for the change.


Planning and Works Committee - February 16, 2010 Minutes
http://region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/a65c85053fb2091b852576cf0052d270!OpenDocument

m) P-10-017 Proposed GRT Route Changes to Improve Schedule Reliability

Rob Horne, Commissioner Planning, Housing and Community Services provided a brief updated highlighting that the recommendation brought forward is to improve schedule reliability.

MOVED by J. Brewer
SECONDED by B. Strauss

THAT The Regional Municipality of Waterloo approve the modifications to Route 55 ST ANDREWS and Route 58 ELMWOOD, in Cambridge, effective April 5, 2010 as described in Report No. P-10-017, dated February 16, 2010.

CARRIED

[UrbanWaterloo]

Ridership expansion... :cool:

UW Graduate Student Association

Referendums Winter 2010
http://www.gsa.uwaterloo.ca/referendum/

Results:
BUS PASS -
YES: 1199
no: 727
...
Both referenda achieved quorum so both results are binding, pending ratification at a General Meeting.

Referendum 2010
The GSA will be holding two separate referendum votes concurrently between March 1, 2010 at 9am and March 4, 2010 at 11:59pm.
Bus Pass Referendum Information (http://www.gsa.uwaterloo.ca/referendum/bus-pass-information/)
...
A link to the electronic ballot will be placed on this site shortly before voting begins.


Bus Pass Information
http://www.gsa.uwaterloo.ca/referendum/bus-pass-information/

Bus Pass FAQ (http://www.gsa.uwaterloo.ca/documents/board/meetings/2009-2010/b-a-201002-buspass_faq.pdf)
YES Committee (http://www.gsa.uwaterloo.ca/referendum/bus/bus-pass-yes)
NO Committee (http://www.gsa.uwaterloo.ca/referendum/bus/bus-pass-no)

The GSA is holding a referendum on the issue of a universal bus pass.

The dates and times for voting on the question shall be from March 1, 2010 at 9am until March 4, 2010 at 11:59pm.

All students that will potentially be affected by the referendum are eligible to vote; that is, full-time graduate students attending Waterloo Region campuses of the University of Waterloo.

The question is:

“Do you support a universal bus pass for full-time graduate students registered at Waterloo Region campuses of the University of Waterloo with a non-refundable cost of not more than $52.94 per term subject to inflation, provided there is a review of the fee in 1 year? The fee would be implemented beginning on May 1, 2010.”

If you have any questions or concerns, please contact the Chief Returning Officer, David Wheatley, via dmwheatl@engmail.uwaterloo.ca

[UrbanWaterloo]

SUBJECT: ADVANCED TRANSIT TECHNOLOGY
REGION OF WATERLOO PLANNING, HOUSING & COMMUNITY SERVICES
Report: P-10-025 ; Transportation Planning
TO: Chair Jim Wideman and Members of the Planning and Works Committee ; March 9, 2010
http://region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/A43D7EF714623CAF852576DD00528F51/$file/P-10-025.pdf?openelement

RECOMMENDATION:

THAT the Regional Municipality of Waterloo approve the acquisition and installation of advanced technology from INIT Innovations in Transportation, Inc. at a total cost of $2,410,842.59 plus applicable taxes for 114 buses, as described in Report P-10-025, dated March 9, 2010;

AND THAT the Commissioner of Planning, Housing and Community Services be authorized to enter into such agreements with INIT Innovations in Transportation, Inc. as may be required to facilitate the implementation of the recommendations in Report P-10-025, dated March 9th, 2010 with such agreements to be to the satisfaction of the Regional Solicitor.

SUMMARY:

The approved 2010 Regional Budget includes funding for the expanded installation of advanced transit technology to all GRT buses 12 years old or newer (114 buses). One of the key benefits of this technology is the ability to provide on-board visual and audible annunciation of next stops. The Ontario Human Rights Commission has directed that transit authorities must announce all bus stops. The implementation of advanced transit technology enables next stop announcements to be automated, which is a more efficient, accurate and less distracting to the driver than the manual annunciation of stops.

Staff recommends that the current vendor INIT Innovations in Technology, Inc., continue to be the supplier of the advanced transit technology for the 114 buses in 2010. INIT supplied the initial advanced transit technology in 2007/08 in support of the iXpress service and more recently on additional buses in 2009. With this installation, 74% of the bus fleet would be equipped with advanced technology, and all buses would be equipped by 2014 as older buses are replaced. It is anticipated that the technology will be operational on the 114 buses, including automated stop announcements, by October 2010.

The 2010 proposal from INIT includes unit costs that are lower than their 2009 benchmark unit costs and staff have reconfirmed that the quoted prices compare favorably to other installations.

INIT, Innovations in Technology Inc was selected as the technology supplier for the iXpress project in 2006 through a public request for proposal process including the use of expert consultants to assist in proposal evaluations. The initial installation of the INIT CAD/AVL system included a robust central software and hardware system that is easily scaleable through incremental costs for onboard equipment and per bus license fees

[UrbanWaterloo]

SUBJECT: 2010 GRT BUS PURCHASES
REGION OF WATERLOO TRANSPORTATION AND ENVIROMENTAL SERVICES
Transit Services ; Report: E-10-030
TO: Chair Jim Wideman and Members of the Planning and Works Committee ; March 9, 2010
http://region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/A43D7EF714623CAF852576DD00528F51/$file/E-10-030.pdf?openelement

RECOMMENDATION:

THAT the Regional Municipality of Waterloo takes the following action regarding Grand River Transit’s 2010 bus purchase:

a) accept the proposal from NovaBus, a Division of Prevost Car Inc., for the delivery of nine (9) diesel transit buses and three (3) diesel-electric hybrid buses in 2010 at a price of $6,349,954.77, including all applicable taxes;
b) to maximize the benefits of hybrid buses, endorse the use of diesel-electric hybrid bus technology for use on bus routes with low operating speeds and highest bus stop density typical of Route 7 - Mainline.
c) endorse the continued use of clean diesel engine technology, through the use of emission reducing Continuously Regenerating Technology (CRT) for other conventional bus services GRT operates.
d) authorize the issuance of debentures in an amount not to exceed $5,500,000 for a term not to exceed 10 years for this purchase.
SUMMARY:

In 2008, Regional Council accepted a proposal from NovaBus for the delivery of transit buses over the five year period from 2008–2012. This procurement approach was adopted to enhance the operational benefits of fleet standardization and provided a pricing advantage due to the longer term commitment. The proposal was accepted by Regional Council on the understanding that the quantity of buses ordered and the price will be determined annually subject to final council approval.

Six diesel-electric hybrid buses were purchased during the initial NovaBus order in 2008 to pilot the applicability of this technology within the Grand River Transit operations. Overall the hybrid buses have demonstrated they can successfully be incorporated into transit operations especially on routes with bus stop frequencies of four bus stops per kilometer or greater. Since the benefits of hybrid buses are primarily achieved in low speed, high-stop route applications, staff recommends a mixed fleet of diesel-electric hybrid buses and clean diesel bus.

Should Council endorse the recommended hybrid strategy then 3 hybrid buses would be purchased as part of the existing bus replacement plan in each of the next two years bringing the total fleet of hybrid buses to 12 in 2011.

The 2010 order also includes the replacement of an additional three (3) buses to phase-in a 12 year bus replacement cycle as approved by Council during the 2010 budget process.

[Spokes]

GRT has installed (partially) the new shelters along the section of King st that was redone. They look a lot like the iXpress shelters but with flatter roofs. Glass roofs and I'm assuming there will be glass walls installed. They look FANTASTIC! Way to go GRT!

[RangersFan]

Vandals target bus shelters
570 News Mar 15, 2010 13:22:48 PM

It will cost Grand River Transit $25,000 to replace the glass that was smashed at 26 bus shelters in the Forest Heights area of Kitchener over the weekend.

The Director of GRT says taxpayers won't foot the bill because the company that takes care of advertising at the shelters also pays to maintain them.

But, Eric Gillespie says it could end up costing the region more when they renegotiate an agreement with the company.

He tells 570 News this is the second time in two years that a number of shelters were damaged at one time.

In the fall of 2008, 11 shelters were smashed.

The region now uses glass instead of plexiglass because it has a greater resolution for advertising and is less likely to get scratched or clouded.

It will take a few days to get all of the glass replaced.

[Urbanomicon]

I always found it interesting that GRT doesn't replace the large panes of glass in their shelters with polymethyl methacrylate (Plexiglass) or polycarbonate (Lexan) sheets so people can't break them. The initial cost might be higher, but I can only imagine the amount of money they spend in materials and labour in replacing broken shelters each year.

[UrbanWaterloo]

replace the large panes of glass in their shelters with polymethyl methacrylate (Plexiglass) or polycarbonate (Lexan) sheets

That's a great idea!

[Spokes]

I always found it interesting that GRT doesn't replace the large panes of glass in their shelters with polymethyl methacrylate (Plexiglass) or polycarbonate (Lexan) sheets so people can't break them. The initial cost might be higher, but I can only imagine the amount of money they spend in materials and labour in replacing broken shelters each year.

I'd never really thought of that. That's a good idea. Any idea how they would hold up to wear such as scratches and the elements?

[taylortbb]

The region now uses glass instead of plexiglass because it has a greater resolution for advertising and is less likely to get scratched or clouded.

I take it they've tried that before.

[Urbanomicon]

it has a greater resolution for advertising

I think this is the real reason.

[UrbanWaterloo]

Re: Newly Installed Shelters

March 17, 2010

King & Frederick
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KingFrederick-Marc-3.jpg

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KingFrederick-Marc-2.jpg

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KingFrederick-Marc-1.jpg

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KingFrederick-March17.jpg

King & Queen
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KingQueen-March172010.jpg

March 18, 2010

KCI
http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KCI-March182010-1.jpg

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KCI-March182010-2.jpg

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KCI-March182010-4.jpg

[RangersFan]

These newer transit shelters are pretty slick looking, I think the first one I had seen was in R&T Park.

[CompassRose]

Not what I'd call actually sheltering, though, on a nice January day with high kph winds laden with frozen precipitation. But not offering any potential haven for street people is the goal anyway, I suspect.

[Urbanomicon]

They seem to be a little narrower than the current ones. I assume they are going to put glass in them so they will actually provide some shelter.

[Urbanomicon]

Elmira-Waterloo bus service gaining momentum

March 19, 2010
By Frances Barrick, Record staff
http://news.therecord.com/News/Local/article/686700


WATERLOO REGION — The wheels on the public transit buses between Elmira and Waterloo will continue rolling for another year.

“It has been quite successful,” Neil Malcolm, a Waterloo regional transit planner, said of Grand River Transit’s first foray into the countryside.

This service, called Route 21, started last April as a one-year pilot project to gauge public interest.

Last month, regional councillors agreed to extend the trial for another year, as one year wasn’t long enough to determine its fate, Malcolm said.

“It started off quite slowly, but it picked up,” he said. “We are definitely moving in the right direction.”
Regional Chair Ken Seiling, who lives in Elmira, said the service is slowing gaining momentum and will hopefully reduce the number of commuters travelling to and from Kitchener-Waterloo.

“There was enough interest in it to continue with the trial for another year,” Seiling said. “People who use the service think it is wonderful.”

Seiling said the long-term goal is to have Grand River Transit serve other rural communities.

In eight months, the route’s average weekday ridership doubled from a low of 158 riders in April to 315 riders in December, according to a regional report.

And the average number of passengers using the service at any given hour reached a high of 21 in December. The minimum target for bus routes is 25, the report said.
Malcolm said if that target of 25 is met, then it would be worth looking at keeping the route.

The pilot project costs about $376,000 each year and requires three additional full-time employees and two buses, which come from the existing fleet.

The bus has run from Elmira to the Conestoga Mall transit terminal, linking the town with other transit routes such as the popular express service.

The route also includes stops in St. Jacobs, one at the St. Jacobs Farmers’ Market and another at the new Wal-Mart store north of Waterloo.

Malcolm said the most popular stop was at the Conestoga Mall terminal, followed by downtown Elmira and the St. Jacobs Farmers’ Market, where ridership was highest on market days.
About 30 per cent of passengers got on the bus in Elmira, he said.

Two buses run at 30-minute intervals during peak times on weekdays and at 40-minute intervals on Saturday. One bus ran during the midday at 60-minute intervals.

Hours of operation are from 6 a.m. to 6:30 p.m. on weekdays, and from 7 a.m. to 4 p.m. on Saturdays. There has been no Sunday service.

Responding to requests from residents living between Elmira and St. Jacobs, additional bus stops were created along that route and the bus times were changed to accommodate employees at Home Hardware in St. Jacobs, he said.

Malcolm said the biggest request from users was to have the service extended into the evening, increased service on market days and Sunday service.

Users included Elmira high school students going to Kitchener, Waterloo or Cambridge for jobs or co-op programs, seniors and commuters.

Residents from other townships have inquired about getting a similar service, he said.

Council is slated to decide the fate of the Elmira service in 2011. If the route becomes permanent, staff is recommending that its costs be covered by township residents, which is estimated to cost between $30 and $32 per household.

Malcolm said three buses will be running the morning of the Maple Syrup Festival on March 27 to meet the expected increase in demand for the service.

fbarrick@therecord.com (service.fbarrick@therecord.com)

[Spokes]

Not what I'd call actually sheltering, though, on a nice January day with high kph winds laden with frozen precipitation. But not offering any potential haven for street people is the goal anyway, I suspect.

They'll have new glass pannels installed by the looks of things. Still a work in progress.

[taylortbb]

Noticed on Friday night that some shelters already have glass panels installed. They were in the process of installing them at King and Queen at about 10pm.

As far as I can tell none of them have lights though. The only other place we'd seen these new shelters before, as far as I know, was King and University where most of shelters have lights. I suppose with the new King St street lighting it isn't really required, but it is a nice touch. Anyone notice if the ones that aren't so well illuminated have lights? Maybe the one near KCI?

[Spokes]

I saw the one at King/Queen today as I was leaving Coffee Culture. Looks nice. I was a bit surprised that the doorway/opening was facing away from the street. I would have expected they would be on the street side of the shelter.

[plam]

I saw the one at King/Queen today as I was leaving Coffee Culture. Looks nice. I was a bit surprised that the doorway/opening was facing away from the street. I would have expected they would be on the street side of the shelter.

Some Montreal shelters are also facing away from the street. I think it helps with splatter and noise or something.

[Spokes]

Some Montreal shelters are also facing away from the street. I think it helps with splatter and noise or something.

Makes sense

[urbandreamer]

Wow, for just $2.75 you can ride the GRT bus all the way from south Cambridge to Elmira--a distance of 30 miles? A cheap way to go on "vacation?" :D

When I used to take GRT, I always wished the bus shelters had privacy screens--maybe tinted glass, so rednecks wouldn't stare as they pulled up to the lights. Happened quite often--name calling, and other boorish behaviour.

Re: Trash smashing bus shelters--cameras could be installed fairly cheaply at select problem areas, paid for by advertisers.

[mpd618]

Wow, for just $2.75 you can ride the GRT bus all the way from south Cambridge to Elmira--a distance of 30 miles? A cheap way to go on "vacation?" :D

It's still $2.50, actually. I sure hope it doesn't go up before we get Presto.

[Duke-of-Waterloo]

It's still $2.50, actually. I sure hope it doesn't go up before we get Presto.

We're getting Presto? I thought it was just a GTA thing...

[mpd618]

We're getting Presto? I thought it was just a GTA thing...

I believe it's in the pipeline. Whenever they open it up to agencies outside the GTA (which is the plan), GRT is interested in joining.

[Spokes]

That'd be a great addition! Lets hope it happens.

[UrbanWaterloo]

2010 Ontario Budget
http://www.fin.gov.on.ca/en/budget/ontariobudgets/2010/ch1b.html#c1_secB_slowingInvestments

Slowing the Pace of Long-Term Infrastructure Investments

The government recognizes the importance of balancing the need to continue to invest in infrastructure to help build a stronger economy with the need to be fiscally responsible.

It remains committed to delivering economic stimulus projects to help continue the drive towards economic recovery. These investments have played a critical role in creating jobs in Ontario. However, as the economic recovery takes a stronger hold, the Province is also focused on a plan to return to fiscal balance and expects its partners to ensure that stimulus funds are spent by March 31, 2011.

To ensure the right balance between infrastructure priorities and managing down the deficit, the government will undertake a comprehensive review of capital to be completed before the end of 2010.

Following this comprehensive review, the government will launch a 10-year capital plan in 2011.

In the current fiscal environment, the government has revised the scope and timing of some capital investments. To help manage infrastructure spending over the coming years, the government will:


working with Metrolinx, phase construction of transit projects, which would result in approximately $4 billion in appropriation savings and reduced borrowing over the next five years;
delay some investments in government office space by five years, resulting in appropriation savings of over $1.4 billion;
delay the construction of the Toronto West Courthouse by one year, resulting in appropriation savings of $130 million over four years; and
eliminate the Ontario Bus Replacement Program and include bus replacement costs as eligible expenses under the gas tax funding program, which supports municipal transit;

the government acknowledges that municipalities have current commitments under the Ontario Bus Replacement Program, and will work with them to ensure these commitments are met by providing one-time funding of almost $174 million in 2009–10.

[UrbanWaterloo]

Here's a photo with the side glass installed. I like the design, just I don't like the yellow stripes. Couldn't they have used a better colour?

GRT Bus Shelter - King & Queen - March 26, 2010

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KingQueen-March262010.jpg

[Spokes]

Here's a photo with the side glass installed. I like the design, just I don't like the yellow stripes. Couldn't they have used a better colour?

GRT Bus Shelter - King & Queen - March 26, 2010


What'd you have in mind? I don't love the yellow, but I think any other colour would look wierd, but I guess they need some kind of stripe as I assume it has some kind of reflective properties

[panamaniac]

Keeps folks from walking face first into the glass, so I'm not sure how visible other colours would be at night, even if reflective (at least yellow seems better than day-glow orange).

[UrbanWaterloo]

The yellow they've chosen looks very dull, the exact opposite of what the transit shelter is going for. I would have preferred a gold to match their own colour scheme, or a red, or just a colour with a bit more style.

[UrbanWaterloo]

SUBJECT: UNIVERSITY OF WATERLOO GRADUATE STUDENT U-PASS PROGRAM
REGION OF WATERLOO PLANNING, HOUSING AND COMMUNITY SERVICES
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: April 6, 2010
Report: P-10-032 - http://region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/D2594A003D3FC11D852576F80044E7D8/$file/P-10-032.pdf?openelement

RECOMMENDATION:
THAT the Regional Municipality of Waterloo approve the following with regard to a Universal Transit Pass (U-Pass) for the University of Waterloo Graduate Students’ Association, as described in Report No. P-10-032, dated April 6, 2010:

a) enter into an agreement with the University of Waterloo Graduate Students’ Association to implement a universal transit pass program (U-Pass) for University of Waterloo graduate students; and
b) authorize the Regional Chair and Regional Clerk to execute any associated agreements to the satisfaction of the Regional Solicitor.

29441631&access_key=key-noc99m35aylq7z0pv&page

[UrbanWaterloo]

Previously The Record had mentioned 16.3 million, but this is the first time I've seen 16.5 million riders reported for 2009! :D

SUBJECT: GRAND RIVER TRANSIT CUSTOMER SERVICE
REGION OF WATERLOO TRANSPORTATION AND ENVIRONMENTAL SERVICES
TO: Chair Jim Wideman and Members of the Planning and Works Committee
DATE: April 6, 2010
Report: E-10-039 - http://region.waterloo.on.ca/web/region.nsf/8ef02c0fded0c82a85256e590071a3ce/D2594A003D3FC11D852576F80044E7D8/$file/E-10-039.pdf?openelement

RECOMMENDATION: For information.

SUMMARY: Grand River Transit is committed to providing a Safe, Customer Focused and Reliable transit service to the residents of Waterloo Region. This report summarizes the various customer service programs which have been developed to respond to the needs and expectations of both existing and potential transit customers.

REPORT:
Over the past several years’ transit services in Waterloo Region have grown significantly with the addition of several new bus routes and extended hours of operation which has lead to an equally significant increase in transit customers. Over the past decade customer use of transit services has grown by 75% to 16.5 million annual riders in 2009.
The most significant portion of the front line transit customer service experience is provided by the 465 Conventional and MobilityPLUS bus operators.
...
The transit terminal customer service team provides approximately 220,000 customer transactions per year.
...
The call centre receives approximately 70,000 inquiries annually with the majority of calls being for general transit information, lost and found or trip planning. Approximately 3,000 customer contacts per year relate to concerns or compliments which are tracked through an internal database system.
...
Website / EasyGO: The GRT website (www. grt.ca) was upgraded in 2007 to provide online transit trip planning. This service now provides approximately 50,000 transit trip plans each month. ... Once all transit buses are equipped with GPS technology this EasyGO service can provide customers with actual bus arrival time information for each bus stop.
...
Email Rider Alerts: This is a subscription based email announcement of relevant service issues such as delays,
detours or other service interruptions. Currently there are 2,200 subscribers.

[UrbanWaterloo]

Bus Shelter Lighting - King & University - April 10, 2010

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KingUniversity-Apr-2.jpg

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KingUniversity-Apr-1.jpg

http://i576.photobucket.com/albums/ss203/UrbanWaterloo/Transportation/GRTBusShelter-KingUniversity-April1.jpg

[Spokes]

Smart move!! Should go far to help people feel safer late at night.

[garthdanlor]

Yeah, good idea and design. Let`s hope the idiots who went on the rampage don`t destroy these shelters too.

[mpd618]

These look great!

[RangersFan]

Yeah they do look good, we can only imagine what other nice stuff that Waterloo Region woud have without all the idiotic vandalism that occurs. Not that it is higher or anything here, I just can't stand Vandalism.

[taylortbb]

Thanks for posting that UrbanWaterloo.

This is what I was referring to when talking about the Downtown Kitchener shelters. The King & University ones have been installed and lit up for over a year now. I'm not sure how long it took from installation to hook them up to power. I'm hoping the downtown ones will get power like the King & University ones.

[Spokes]

Yeah, good idea and design. Let`s hope the idiots who went on the rampage don`t destroy these shelters too.

If the trend continues, would cameras be out of the question?

[Spokes]

Thanks for posting that UrbanWaterloo.

This is what I was referring to when talking about the Downtown Kitchener shelters. The King & University ones have been installed and lit up for over a year now. I'm not sure how long it took from installation to hook them up to power. I'm hoping the downtown ones will get power like the King & University ones.

I can't see how they wouldnt light the ones up downtown given all of the focus that downtown gets. Although with the new King st lighting, do you need them? Hopefully someone else can shed some light on that one. (no pun intended)

[IEFBR14]

Although with the new King st lighting, do you need them?
A very, um, insightful and illuminating observation ;)

[Spokes]

Soooooo many funny people on WW today! ;)

[taylortbb]

I can't see how they wouldnt light the ones up downtown given all of the focus that downtown gets. Although with the new King st lighting, do you need them? Hopefully someone else can shed some light on that one. (no pun intended)

You don't need need them, but the inside of the shelters is certainly darker than the illuminated shelters at King & University. I think though that it can only help when it comes to boosting transit ridership. Downtown is probably the most important place to be boosting transit ridership. My concern about why they wouldn't do it is that it requires underground electrical supply. If they didn't think to put it in before the shelters were installed they wouldn't want to dig up the nice new sidewalks.

[GGHTransit]

I do believe that there were electrical wires protruding from the ground at the bus stops along the reconstructed portion of King Street before the shelters were put in. So hopefully that equals lighted shelters.

[Duke-of-Waterloo]

Elmira bus not yet packing ‘em in
By Joni Miltenburg | OBSERVER XTRA | Friday, April 16, 2010

http://img687.imageshack.us/img687/6534/rt21graphs.jpg
Image Source: http://observerxtra.com/2/wp-content/uploads/2010/04/news1-image.jpg

Grand River Transit’s Route 21 celebrated its first anniversary last week, but it’s the second anniversary that will be the test.

In February, the Region of Waterloo agreed to extend pilot service to Elmira for a second year. Ridership through 2009 was below the minimum targets but increasing toward the end of the year.

Average passenger loads on weekday buses. Each figure represents one passenger. In February, the Region voted to continue the pilot route for another year, at a cost of $376,000.

“The route hasn’t reached any of our local targets, but it’s approaching them,” said Neil Malcolm, transit planner for the region. “If we can get some continued improvement through 2010, it will reach the minimum targets.”

Average passenger loads on weekday buses. Each figure represents one passenger. In February, the Region voted to continue the pilot route for another year, at a cost of $376,000.

The target for the route is an average of 25 boardings per hour, spread over the hours the bus is in service. In December, the route reached 21 boardings per hour. However, ridership dropped in the first part of 2010, to 15 boardings per hour in January before climbing back up to 20 in February.

The busiest stops along the route are Conestoga Mall, where passengers transfer to other buses, and the St. Jacobs Farmer’s Market, followed by downtown Elmira.

The busiest times are midday, when people are using the bus to do shopping and students are taking it after school. Malcolm acknowledged that the route is not seeing commuter traffic patterns, which is the ridership GRT is hoping to attract.

“I think it’ll take time for people that are used to driving everywhere to make that switch or give it a try,” he said.

Route 21 is in the bottom third of all GRT routes in terms of ridership, although it’s doing better than some of the suburban routes in new subdivisions.

The operating cost of extending the pilot for another year is estimated at $376,000. If the route becomes part of regular GRT service, the net costs will be added to regional taxes for Woolwich Township residents. It’s estimated the bus route would add approximately $30-32 to each household tax bill.

Route 21 is the first GRT route that heads into the townships. Malcolm noted that the region has received requests from all the townships for bus service, and the Elmira run is the pilot that will determine whether other routes go ahead.

“With any route, it takes time to build,” he said.

http://observerxtra.com/2/news/elmira-bus-route-not-yet-packing-%E2%80%98em-in/ (http://observerxtra.com/2/news/elmira-bus-route-not-yet-packing-%E2%80%98em-in/)

[Ryanc123]

The new work GRT has placed into the shelters has been tremendous from my viewpoint. Their next goal should be replacing the water facets in the Charles St. washrooms.... who can wash their hands at the same time when they have to push down on the knob just to get water out???? Grrrr. haha. :) Sorry, random vent.

[mpd618]

Their next goal should be replacing the water facets in the Charles St. washrooms.... who can wash their hands at the same time when they have to push down on the knob just to get water out???? Grrrr. haha. :) Sorry, random vent.

You should see how often the escalator and its frequent state of disrepair comes up on the Canadian Public Transit Discussion Board. I'm looking forward to them replacing the Charles Street terminal itself with through-running routes and a multi-modal Victoria Terminal.

[Waterlooer]

You should see how often the escalator and its frequent state of disrepair comes up on the Canadian Public Transit Discussion Board. I'm looking forward to them replacing the Charles Street terminal itself with through-running routes and a multi-modal Victoria Terminal.

Same, if we get GO trains and LRT, there could be a huge station for buses, GO, VIA rail, and LRT.

[Spokes]

Is it safe to say though that a multi-modal terminal is contingent on LRT happening? (Because it seems GO is coming, just a matter of when)

[mpd618]

Is it safe to say though that a multi-modal terminal is contingent on LRT happening? (Because it seems GO is coming, just a matter of when)

Probably not, actually. It doesn't much matter whether it's iXpress or LRT, there should be a multi-modal terminal at Victoria. Note that there's not yet any formal planning of such a terminal yet.

[Spokes]

Ya that makes sense. I think once GO is under way then there will be more of a push, but right now it'd just be GRT and VIA (and some GO buses)

[UrbanWaterloo]

The new work GRT has placed into the shelters has been tremendous from my viewpoint. Their next goal should be replacing the water facets in the Charles St. washrooms.... who can wash their hands at the same time when they have to push down on the knob just to get water out???? Grrrr. haha. :) Sorry, random vent.

Welcome to WW Ryan! I hate those knobs as well and prefer motion sensors.

[Spokes]

Welcome to WW Ryan! I hate those knobs as well and prefer motion sensors.

Makes even more sense for sanitary reasons too.

[Urbanomicon]

So I was doing a bit of math today, and it doesn't seem all that unfeasible to add the ridership costs for GRT onto property taxes. According to the stats thread, there were 16.5 million riders using GRT last year. Assuming each trip costs $2.50 and a regional population of approximately 500,000 people, this translates to an annual payment of $82.50 per person and would give everyone in the region unlimited transit use (assuming no increase in service levels is required). This amounts to $6.88 per month for unlimited transit use per person (this is less than 3 bus rides currently). If people are already paying for it, they'll be more likely to use it.

I highly doubt public opinion would ever support such a move, but it's just some food for thought. Does anyone know of any other cities that have completely publicly funded transit systems?

[Spokes]

That's quite the idea. Like you said, the public would rage, but it'd definitely be a revolutionary idea. It'd be interesting to see how much transit numbers rose if everyone were actually paying for it, would they use it?

As for other cities, not that come to mind

[DHLawrence]

There are some free of charge bus routes in the busier areas of downtown Manchester. I don't know how they're funded, though.

[IEFBR14]

Assuming each trip costs $2.50 I would think that's too high since a substantial percentage of ridership, students and seniors, ride at reduced fares. Awfully attractive deal as you point out, but not likely to fly politically.

That apparently no other city does this already suggests that we're missing something, e.g. that increased ridership increases the cost of running the system and, more importantly, that then drives the need for massive capital expenditures to build new infrastructure, rolling stock/buses, etc.

[mpd618]

The Tyee ran a series of articles on free city transit (http://thetyee.ca/Series/2007/07/05/NoFares/) that you may find of interest.

When a resource is free at the margin, people use it more than if they have to pay per use. For a good example, see the roads and free parking, but also student ridership on the 9 or 12.

Fully-funded transit really would decrease driving, because it would make it relatively more attractive on the margin. But it would also decrease walking and cycling for the same reason, and encourage some wasteful use. So some of the (substantial) extra ridership would be taking cars off the road and be generally positive, but some of it would represent poor use of public resources. That cost might be fine if the benefit in decreased driving and lower need for driving infrastructure is sufficient.

Another approach to the imbalance on the margin is to go the other way: have highway user fees and congestion charges, and remove parking subsidies and below-market parking rates. Ultimately this is all about what kind of place you want the region to be, and about whether resources (both financial and environmental) are being used wisely.

[IEFBR14]

The Tyee ran a series of articles on free city transit (http://thetyee.ca/Series/2007/07/05/NoFares/) that you may find of interest.
Thanks. I'll read that.

If not free, then how about a nominal fee, say a loonie per ride or a magstripe/RFID fare card? That would stop frivolous use yet still make transit much more palatable.

[mpd618]

If not free, then how about a nominal fee, say a loonie per ride or a magstripe/RFID fare card? That would stop frivolous use yet still make transit much more palatable.

Sure, that might be reasonable. Transit is already subsidized and few if any extant North American transit systems cover their operating costs with farebox revenue. I believe GRT's farebox return is over half, while many U.S. cities have far lower figures - and lower fares.

Of course, entitlements are more attractive than subsidies, and you might even have a harder time convincing people that they should pay a lot more of the costs of transit than you would convincing them to pay all the costs (and making it "free").

[mpd618]

I should add that there are some serious direct cost savings in going to a free transit system: no fareboxes and maintenance, elimination of staffing for transit passes and overhead for ticket printing. Biggest of all is the time (and thus operating costs) saved in loading, as that would be done quickly and through all doors.

Just as a point of reference, total GRT expenditures last year were $73m, $21.5m of which came from passenger revenue and $41.5m of which came from regional taxes. So it would be a 50% increase in the regional tax levy to make transit free. (Though it would be somewhat more due to the higher resulting ridership.)

[garthdanlor]

I highly doubt public opinion would ever support such a move, but it's just some food for thought. Does anyone know of any other cities that have completely publicly funded transit systems?[/COLOR]

According to Wikipedia (http://en.wikipedia.org/wiki/Zero-fare_public_transport), it's mostly small towns that offer system wide free transit.

I suppose you might be able to gain some (or even considerable) popular support for "free" transit if you offered it as an alternative to LRT. With such a program, you could intensify bus routes, vastly increase ridership, and get personal vehicles off the streets for far lower capital costs than with LRT. You could even get some cost recovery for the transit system by charging nominal tolls on the expressway which would drive even more people to transit (but would probably be very unpopular at this point in time).

[taylortbb]

I should add that there are some serious direct cost savings in going to a free transit system: no fareboxes and maintenance, elimination of staffing for transit passes and overhead for ticket printing. Biggest of all is the time (and thus operating costs) saved in loading, as that would be done quickly and through all doors.

Just as a point of reference, total GRT expenditures last year were $73m, $21.5m of which came from passenger revenue and $41.5m of which came from regional taxes. So it would be a 50% increase in the regional tax levy to make transit free. (Though it would be somewhat more due to the higher resulting ridership.)

There's something wrong with your math. Passenger revenue + Regional subsidy is less than the expenditures. Also, a 1% Regional tax increase generates $3,500,000 in revenue. That gives me an 6.1% tax increase to make transit free, assuming the $21,500,000 in passenger revenue is correct. The Region has an annual budget of over $1,000,000,000, tax revenue is more than $43,000,000 (the revenue that would make a 50% tax increase generate $21,500,000). After accounting for the savings of not collecting fares you could probably get that increase down to 5%, but then you'd face the massive increase in demand for service. However, people might be more willing to pay the tax increase when they get the direct benefits as transit users.


I suppose you might be able to gain some (or even considerable) popular support for "free" transit if you offered it as an alternative to LRT. With such a program, you could intensify bus routes, vastly increase ridership, and get personal vehicles off the streets for far lower capital costs than with LRT.

While it would have lower upfront capital costs, the operating costs would be become extremely expensive very quickly. With the kind of ridership free transit would bring it would be quite a bit cheaper to build LRT. We'd also end up with Ottawa-style bus jams.

[Urbanomicon]

You could even get some cost recovery for the transit system by charging nominal tolls on the expressway which would drive even more people to transit (but would probably be very unpopular at this point in time).

I think there would be riots.

To be honest, I think I would find tolls on public roads offensive in principle. The taxpayers paid to build the road; why do the people that paid to build it have to pay to use it? That's sort of like buying a pinball machine and then having to pay $1 for each game that you want to play.

You could argue that you are paying for maintenance costs; but we're already doing that anyways with the gas tax etc., and if the money collected was strictly for maintenance costs, then theoretically we should get any surplus back.

On the other hand, I have no issues with private roads charging tolls (ex. the 407).

[mpd618]

There's something wrong with your math. Passenger revenue + Regional subsidy is less than the expenditures. Also, a 1% Regional tax increase generates $3,500,000 in revenue. That gives me an 6.1% tax increase to make transit free, assuming the $21,500,000 in passenger revenue is correct. The Region has an annual budget of over $1,000,000,000, tax revenue is more than $43,000,000 (the revenue that would make a 50% tax increase generate $21,500,000).

I was referring to the regional tax levy just for transit. The rest of the money comes from the provincial gas tax, I believe.

[mpd618]

To be honest, I think I would find tolls on public roads offensive in principle. The taxpayers paid to build the road; why do the people that paid to build it have to pay to use it? That's sort of like buying a pinball machine and then having to pay $1 for each game that you want to play.

You could argue that you are paying for maintenance costs; but we're already doing that anyways with the gas tax etc., and if the money collected was strictly for maintenance costs, then theoretically we should get any surplus back.

By exactly the same token, you should find paying to use public transit offensive. But if the marginal cost to use transit were to be zero, more people would use it as it would compare favorably to their other options. Some people would use it just because it's there and just as free as walking.

One of the functions of transit not being free, despite being heavily subsidized, is that it meters the scarce resources. Roads and highways are also a scarce resource and usage should be metered so that that resource is not wasted. As it stands we have this idea of highways as an entitlement -- and that if the highway is clogged up, that means we must have more highway.

Note that while all taxpayers pay for highways, not everyone uses them equally often. Frequent users of the highways -- the ones that cause more of the wear and tear and the congestion -- should be paying a larger share.

[Urbanomicon]

By exactly the same token, you should find paying to use public transit offensive. But if the marginal cost to use transit were to be zero, more people would use it as it would compare favorably to their other options. Some people would use it just because it's there and just as free as walking.

Note that while all taxpayers pay for highways, not everyone uses them equally often. Frequent users of the highways -- the ones that cause more of the wear and tear and the congestion -- should be paying a larger share.

I would agree with that. I guess my judgement is somewhat clouded in that highways are currently fully subsidized. I'm not sure a flat fee per user is the right answer though. All that would do is divert traffic off of the highway and onto city roads (some would turn to transit).

The desired effect could probably be achieved if the government were to "unsubsidize" roads, at least to some extent. A road tax could then be instituted based on the kilometers driven by each person. This would be a much more equitable and effective system (although I'm not sure how feasible it would be; it would prettymuch kill any logistics companies).

[garthdanlor]

While it would have lower upfront capital costs, the operating costs would be become extremely expensive very quickly. With the kind of ridership free transit would bring it would be quite a bit cheaper to build LRT. We'd also end up with Ottawa-style bus jams.

Yeah, operating costs could become huge for such a program, but so many of the objectors to LRT don't see beyond its very large initial capitol costs so you might win over a few of the anti-LRT crowd and probably also some of pro-LRT crowd who could see the benefits of universal transit over a single LRT line. Not sure that Ottawa is the best comparison either (is there one?) as they simply aren't offering free bus service, plus have more way more tourist and government traffic. Anyway, the hope in such a scenario would be that that you entice enough people away from private vehicles that you wouldn't have a net increase in traffic. Would, it work? Who knows, possibly. Will it happen? Absolutely not. Frankly I have growing fears over LRT too. I can sense some Harris style "Common Sense" coming with the next (Tory?) provincial government that will derail our LRT dreams for a generation. Hope I'm wrong.

[smably]

The thing about tolls is that they help create a mental connection between driving and paying. An analogy is free plastic bags at the grocery store. As soon as you are asked to pay for bags -- even if it's a really small fee, like five cents -- you think, "Hmm, do I really need this bag?" Maybe next time you'll take your reusable bag with you.

Same thing with free parking. People will happily pay for parking as long as the cost is rolled into the price of goods they're buying, but if they have to pay directly, they will make the decision to drive much more carefully.

I'd be all for tolling the expressway if there were a reasonable transit alternative (like light rail). I'm sure it would be unpopular, though.

[garthdanlor]

On the other hand, I have no issues with private roads charging tolls (ex. the 407).

The 407 is a publicly funded road that has simply been leased to a private corporation for operation. Not sure why this would be more acceptable?

[Urbanomicon]

The 407 is a publicly funded road that has simply been leased to a private corporation for operation. Not sure why this would be more acceptable?

In that case it was a bad example. I was under the impression that the land was leased from the government but the construction costs were funded by a private corporation.

[IEFBR14]

I was under the impression that the land was leased from the government but the construction costs were funded by a private corporation.
No, it was built with public money. Then when Harris needed cash and his common sense revolutionary ideology, never mind an impending election, wouldn't let him raise taxes he sold/leased the highway to private interests in what can only be called, with great understatement, the sweetheart deal of the century. For more background see Ontario Highway 407 (http://en.wikipedia.org/wiki/Ontario_Highway_407). Suffice it to say that Hwy407 is about the worst example of highway construction/management imaginable. We don't need any more of those sorts of "success stories."

Note also "The highway opened in 1997, and highway cost roughly $1.6 billion. The published $1.6 billion cost does not take into account more than $100 billion spent since the early 1970s acquiring the land that it sits on." The cost of building these monstrosities is much, much greater than the public realizes. Imagine what $100 billion could do for public transit in the GTA.

[taylortbb]

You could argue that you are paying for maintenance costs; but we're already doing that anyways with the gas tax etc.

The gas tax is actually not for funding roads. Its purpose is to provide an economic incentive to using transit or active transportation by funding environmentally sustainable projects while increasing the cost of gas.

It's important to consider the funding for roads when looking at transit. I hear people complaining that transit "requires government handouts", then they go hop in their car and drive on publicly funded roads. Transit may have a 40% cost recovery rate, but roads have a 0% cost recovery rate. To makes costs truly apparent to people we would need to either toll roads and making people pay for parking, or provide transit for free. Either fair case causes a massive shift to public transit, which is strong evidence that our current road subsidy system causes our car culture.

The 407 is a prime example of a stupid government decision. It was built with taxpayer money, then sold at a horrible return to a private consortium. It wasn't even the best option of the offers presented to the Ontario government. The chosen offer resulted in sections that were supposed to be non-toll highways becoming a part of the 407. Mike Harris thought Ontarians were dumb enough to not realize it was a horrible deal; I'm thankful he's gone.

[Urbanomicon]

No, it was built with public money. Then when Harris needed cash and his common sense revolutionary ideology, never mind an impending election, wouldn't let him raise taxes he sold/leased the highway to private interests in what can only be called, with great understatement, the sweetheart deal of the century. For more background see Ontario Highway 407 (http://en.wikipedia.org/wiki/Ontario_Highway_407). Suffice it to say that Hwy407 is about the worst example of highway construction/management imaginable. We don't need any more of those sorts of "success stories."

Thanks for the link.

In my defense, I was 13 when they built it, so I was bound to remember some details wrong. :)

[waterloowarrior]

No, it was built with public money. Then when Harris needed cash and his common sense revolutionary ideology, never mind an impending election, wouldn't let him raise taxes he sold/leased the highway to private interests in what can only be called, with great understatement, the sweetheart deal of the century. For more background see Ontario Highway 407 (http://en.wikipedia.org/wiki/Ontario_Highway_407). Suffice it to say that Hwy407 is about the worst example of highway construction/management imaginable. We don't need any more of those sorts of "success stories."

Note also "The highway opened in 1997, and highway cost roughly $1.6 billion. The published $1.6 billion cost does not take into account more than $100 billion spent since the early 1970s acquiring the land that it sits on." The cost of building these monstrosities is much, much greater than the public realizes. Imagine what $100 billion could do for public transit in the GTA.

The $100 billion figure just for land is very suspect... it doesn't make any sense even considering land prices today (and a lot of it was purchased in the 70s and 80s). At 108 KM long, even if the corridor was 500 metres wide the entire way (it's not) that would make it $7.5 million per acre.....! Here's an example of a recent 407 expropriation that was about $30,000 per acre http://www.expropriation.com/Cases/april04-expro.pdf

The Wikipedia source is a politician in the legislature who, when I looked at it quickly doesn't actually say that the land alone costs over $100 billion only that they have invested $104 billion so far... extremely likely he could have made a mistake or taken that figure out of context (e.g. maybe it included all the hydro, parks, trunks and other infrastructure in parkway belt plan as well).... so it should really be taken off of wikipedia

[IEFBR14]

The $100 billion figure just for land is very suspect...You're right. It did seem a bit high when I read it. I should have done a simple back-of-envelope reasonableness test as you did. Thanks for pointing this out. I hope you've updated or flagged the Wikipedia entry.

I wonder if the $100B is an estimate of the current value of that land? Even if it is, that's a bootstrapping exercise since the land wouldn't be worth nearly as much if there wasn't a highway nearby.

Still, even if the land only cost a fraction of that amount, imagine what it could do for public transit in the GTA.

[waterloowarrior]

Still, even if the land only cost a fraction of that amount, imagine what it could do for public transit in the GTA.

There actually are plans to use this corridor for transit...a 150 KM long transitway for buses and potentially rail one day

you can see some of the planning for the first stage here

http://www.markham.ca/markham/ccbs/indexfile/Agendas/2010/Development%20Services/pl100309/407TW%20Markham%20DSCommittee.pdf

My own opinion is that both significant highway and transit investment is necessary... Highway 6 would be a good example of a necessary highway route, so would connecting the 407 to the 401 on the east side of Toronto. However given the brutal transit infrastructure (compared to road infrastructure) we have the priority for investment should be on transit.

[IEFBR14]

Calling out bus stops now a human right (http://news.therecord.com/printArticle/712087)
Grand River Transit is spending $2.5 million to improve service for blind and deaf passengers.

That’s the cost to buy more technology to automate the announcement of bus stops, using speakers and digital readouts. By October, 161 buses (74 per cent of the fleet) will have this technology, already in use on express routes. All buses are planned to have it by 2014 as older buses are replaced.

Regional council hopes this will fend off a potential prosecution by the Ontario Human Rights Commission. The commission says announcing stops is an immediate need and it’s not good enough for drivers to call stops on request, as they do now. This follows a landmark ruling won by a blind Toronto passenger in 2007.

Annual staffing costs for the new technology will eventually reach $260,000. It would have been much cheaper to have drivers call out all bus stops. But drivers refused, forcing a health and safety review that has yet to conclude. Automated announcements are now seen as the best resolution.

It’s expensive but seems the best way forward for three reasons.

1. There’s little to be gained in opposing a human rights demand that originated elsewhere but is not unreasonable.

2. While some drivers can surely call out stops, it’s impractical to require all drivers to call out all stops, all the time. Too often drivers are busy with traffic, bad weather, and noise. They don’t need another distraction.

3. New technology will improve transit for all passengers in many ways.

Satellite tracking of all buses is required to automate announcements. Knowing where all buses are at all times helps keep buses on schedule. The technology can be further developed to tell passengers when their bus will arrive, in real time. It can help plan better bus routes, minimize delays, and speed responses when buses break down.

This is all good. But realistically, better technology will not likely draw many more passengers from their cars.

This shift will happen when Grand River Transit is seen as a competitive way to travel. To achieve this, politicians will have to buy a lot more buses and run them a lot more often to a lot more places. At the same time, traffic congestion will have to get so bad that people will no longer want to drive if they can avoid it.

Honestly, we’re decades away from anything that.
"Spending $2.5 million to improve service for blind and deaf passengers" ignores the fact that on crowded buses it's difficult for anyone to know where they are because they can't see out. Moreover, visitors to the region, as well as locals travelling on unfamiliar routes, likely don't know that their stop is coming up even if they can look out. So this expenditure benefits all passengers, one way or another.

"It would have been much cheaper to have drivers call out all bus stops. But drivers refused, forcing a health and safety review that has yet to conclude." The GRT's bus drivers are a bunch of hypocrites. A couple of years ago the Record published several letters from riders who'd been on buses that were being driven erratically because the drivers were yakking on their cellphones. The union poo-poohed that, claiming their drivers could safely do both tasks simultaneously. Then when asked to call out stops the same union claimed their drivers would be distracted. I suppose what they really meant is that driving a bus while yakking on a cellphone and also calling out stops is a difficult skill for their members to master.

[KLM]

Calling out bus stops now a human right (http://news.therecord.com/printArticle/712087)
"Spending $2.5 million to improve service for blind and deaf passengers" ignores the fact that on crowded buses it's difficult for anyone to know where they are because they can't see out. Moreover, visitors to the region, as well as locals travelling on unfamiliar routes, likely don't know that their stop is coming up even if they can look out. So this expenditure benefits all passengers, one way or another.

"It would have been much cheaper to have drivers call out all bus stops. But drivers refused, forcing a health and safety review that has yet to conclude." The GRT's bus drivers are a bunch of hypocrites. A couple of years ago the Record published several letters from riders who'd been on buses that were being driven erratically because the drivers were yakking on their cellphones. The union poo-poohed that, claiming their drivers could safely do both tasks simultaneously. Then when asked to call out stops the same union claimed their drivers would be distracted. I suppose what they really meant is that driving a bus while yakking on a cellphone and also calling out stops is a difficult skill for their members to master.

GRT and their union and yes they are hypocrites.

You are right in crowded bus nobody can even see where location is even if you are not blind.

2.5 mil for new system? wonder how much money really goes towards `new system`.

are they going to have automated recording voice or LED display with running letters? buses in montreal have something like that ,last time when I was there (2006).Plus what I found interesting is they also have advertisements for local grocery store prices.Another source of income for GRT.

GRT is mediocre system ,reluctant to change.Nothing new.

[Urbanomicon]

Is the plan to have it call out every bus stop on every route, or just main ones? If its every stop, I can certainly understand the bus drivers' refusals. It takes a bus about 30 seconds to get from one stop to the next; they would be constantly talking for 8 hours a day. If its just main stops, then I don't see it as a big deal.

On a side note, I find that GRT has too many stops. Along most GRT routes, you can walk from one stop to the next in a minute or two. If they got rid of say, every second stop, it would really speed up some of the long routes that weave through the suburbs. I'm not sure how this "stop distance" compares to other cities, but it seems excessive here.

[taylortbb]

The GRT is legally required to announce every stop, major stops won't do. The automated approach is certainly better. It makes riding the bus substantially less anxiety-inducing if you don't know a route well, and the real-time departure information is great. I think it's actually one of the things that will make a difference in choosing to ride the bus.

But it is also true, there's simply no substitute for better service. If you want to see GRT improve attend the RTMP public input meeting on Tuesday May 18 and speak. The registration deadline has passed, but you can still register, you just get 3 minutes instead of 5. Even if you don't register you can still speak. I plan to give a speech advocating for their "Unmodified C" plan. It's an aggressive plan to add hundreds of new buses over the next 5 years. Staff are recommending "Modified C", same transit increase and same tax increase, just spread over 20 years instead of 5. Given that both plans have the same net tax increase, let's not put off improving transit.

[UrbanWaterloo]

GRT is mediocre system ,reluctant to change.Nothing new.

Although there are still many improvements GRT could make, including the latest satellite tracking technology, it's not true there's been nothing new happening with the system.

There's simply no arguing the last decade was awesome for transit in this region. Ridership was up 75% from 9.4 million in 1999 to 16.5 million in 2009. We now have service between KW and Cambridge. Say what you will about Sunday service in Cambridge, and yes it is still bad, but there was no Sunday service a decade ago. Cambridge now has monthly passes & 90-minute transfers. We now have service to a township. We now have express lines. We have more frequent service. We've done planning for a major expansion. Buses are now low floor. etc...

There was a ton of change during the 2000's, let's only hope the 2010's are just as successful.

[GGHTransit]

The GRT's bus drivers are a bunch of hypocrites. A couple of years ago the Record published several letters from riders who'd been on buses that were being driven erratically because the drivers were yakking on their cellphones. The union poo-poohed that, claiming their drivers could safely do both tasks simultaneously. Then when asked to call out stops the same union claimed their drivers would be distracted. I suppose what they really meant is that driving a bus while yakking on a cellphone and also calling out stops is a difficult skill for their members to master.

I don't recall our union making any such claim, in fact our union actively says to stay off cell phones AND the radio because they are both distracting and dangerous, but management won't remove the radios and/or implement a radio system in which there is only communication between the bus and the supervisor/dispatch only; so instead we have some drivers (maybe 20-30 or so, more on the day shift from my observations) who just can't seem to stay off the radio and are constantly blabbing on it while driving and usually about non-transit related business no less, and for some reason or another management does...NOTHING. Just because SOME drivers are hyprcrites, don't paint all drivers with the same brush...I don't want crash into something while trying to call out bus stops while reading from an 11x17 double-sided sheet of paper with 10pt font (which is what they gave us to read when they tried to get us to call the stops out) just because some other guy couldn't stop talking about hockey scores over the company radio system.

[IEFBR14]

management won't remove the radios and/or implement a radio system in which there is only communication between the bus and the supervisor/dispatch onlyI don't recall any discussion of this in any of the many articles and letters in the Record during either the cellphone or call stop reading controversy. If it's such a serious issue why has your union kept silent about it, at least from the public's perspective? Considering the concern over cellphone use I'd imagine you could garner a lot of sympathy with the public if only we knew about it.


Just because SOME drivers are hyprcrites, don't paint all drivers with the same brush... I don't want crash into something while trying to call out bus stops while reading from an 11x17 double-sided sheet of paper with 10pt font (which is what they gave us to read when they tried to get us to call the stops out) just because some other guy couldn't stop talking about hockey scores over the company radio system.If it's only a small minority of drivers then why aren't the rest of you using peer pressure to stop this dangerous practice? After all you pass these guys on your routes every day and you're as much at risk from their dangerous behaviour as anyone. And again why isn't this getting more publicity -- both the yakking on whatever device and the call sheets that you can't read? It seems to me that your union is consistently letting you down. Wouldn't you rather have the Record writing editorials that plead your case rather than writing ones that (ought to) embarrass you?

As for the rest, I'll let the Record's editorial writers respond. They speak more eloquently than I: Driving a bus? Turn off your cellphone (http://news.therecord.com/article/516526)
At the start of this year, Grand River Transit bus drivers flatly refused an order to call out every route stop as a way of helping blind passengers who might be aboard.

While the drivers weren't adverse to assisting people, they complained that calling out all the stops all the time would overstress and distract them, putting their health and passenger safety at risk. The drivers were right and this newspaper, as well as many people in the community, fully agreed with them.

Today, however, we would ask the drivers to do something else in the interests of their own health and passenger safety: Turn off your cellphones when you're behind the wheel of your bus. Please.

It shouldn't be necessary to say this. Since 2006, Grand River Transit has had an official policy that forbids drivers from talking on cellphones while driving. Meanwhile, the Ontario government is passing legislation to make it illegal to use a cellphone while holding it and driving any vehicle on a roadway.

Despite this and the common sense arguments against gabbing on a cellphone while navigating a large vehicle filled with dozens of people through rush-hour clogged streets, a few drivers, at least, can't resist doing it. One regular passenger, Christine McDougall, says she watched the driver of a bus she was riding in last week yak on a cellphone for 20 minutes, often with just one hand on the wheel. So strong were her concerns about the incident that she lodged an official complaint with Grand River Transit.

This may not be an isolated incident. Since The Record ran McDougall's story yesterday, many regular transit riders have contacted the newspaper with their own reports of harrowing trips with drivers engaged in cellphone conversations. The transit authority needs to hear what the public is saying and act.

To be sure, Grand River Transit and its workers run a fine, much needed service that is subject to many demands and pressures. In all likelihood, it's only a very small minority of drivers who use their cellphones while working. And of those who do, many probably use their cellphones for brief, urgent messages.

But having argued that they're too involved with their work to call out every bus stop, the drivers should, every man and woman among them, accept that they're too busy when they drive to talk on the phone. Passengers simply don't feel safe in such a situation.

And if the drivers can't accept this fact, perhaps they should simply see the wisdom of obeying the official policy of their employer when being watched by so many people with their own cellphones and the inclination to use them to complain.

As for driving while yakking, there's here's a small selection of reports in the Record:
Unsafe at any speed dial (http://news.therecord.com/article/516064)
Christine McDougall was dismayed to watch her bus driver yak on his cellphone for 20 minutes, one hand on the wheel.

"I'm thinking 'Oh my goodness, this is not safe,' " she says.

When she called a customer service line to complain, an employee tried to brush her off, telling her there's no policy against drivers talking on phones. "She was very dismissive of me," McDougall says.

Drivers using phones (http://news.therecord.com/article/520109)
Regarding the complaint about a Grand River Transit driver who continually talked on his cellphone while driving, I am a school bus driver in Kitchener, Waterloo and Cambridge and I see it almost every day.

I was at the stop light at Victoria Street and Hazelglen Drive in Kitchener, waiting for the light to change, while a GRT bus was turning off Victoria onto Hazelglen. The driver was chatting on the phone and barely made it around the corner.

If the policy was changed in 2006, maybe transit director Eric Gillespie should have a meeting with all the drivers to bring them up to date.

Bus riders endangered (http://news.therecord.com/article/298408)
As a regular passenger of Grand River Transit, I'm increasingly concerned about the number of times I've seen bus drivers using cellphones while operating the bus.

I've written to GRT several times, and have also phoned in my complaints. My annoyance increased when I saw newly-posted signs on the bus saying, "Respect our Operators." Respect works both ways. Bus drivers who use cellphones while driving show a flagrant disregard for the safety of their passengers...

[GGHTransit]

I don't recall any discussion of this in any of the many articles and letters in the Record during either the cellphone or call stop reading controversy. If it's such a serious issue why has your union kept silent about it, at least from the public's perspective? Considering the concern over cellphone use I'd imagine you could garner a lot of sympathy with the public if only we knew about it.

If it's only a small minority of drivers then why aren't the rest of you using peer pressure to stop this dangerous practice? After all you pass these guys on your routes every day and you're as much at risk from their dangerous behaviour as anyone. And again why isn't this getting more publicity -- both the yakking on whatever device and the call sheets that you can't read? It seems to me that your union is consistently letting you down. Wouldn't you rather have the Record writing editorials that plead your case rather than writing ones that (ought to) embarrass you?


The media in Waterloo Region seems to be incredably one-sided when it comes to issues such as these. Don't think our union hasn't approached the media regarding the bus stop calling and other issues, we do discuss these thing at our union meetings, but it seems whenever the union goes to the media with something all of a sudden Management is breathing down the neck of people to stop it. I've been told at at least one union meeting that in the past, when it was still Kitchener Transit, the union took out a whole page advertisment in The Record to make some point or another (it was before my time, so I don't know what it was about) and what did The Record do? they actually went to the City of Kitchener and told them the union was doing this and the municipality told the paper not to print it; like what the heck?! This is the kind of one-sidedness I'm talking about.

Our union has also approached the media about publishing/airing stories about drivers being assulted by passengers and teaming up with CrimeStoppers to help stop it, and trying to get good new stories aired like when drivers help citizens in need. But the media isn't interested unless it's given the okay by The Region, and we cannot get The Region to co-operate...so we as the union run around in circles like chickens with our head cut off while on one side the media attacks us and won't support us, on another the Region doesn't defend us, on another we are getting assulted and harrassed by certain passengers on a daily basis and on another we got some of our own drivers being stupid and ruining what shread of image we do have.

In terms of the union, they give explicit "orders" to drivers to stop being stupid and stop talking on their phones, stop belittling the public on the radio etc. etc., but just like other motorists out there, there are those who don't seem to think the rules apply to them, and those are the one the public is seeing.

In terms of using peer pressure to stop people from using cell phone there is this stigma that it's not a good idea to "rat out" your co-workers, if you say something to them they tell others who look down upon you, if you say it over the radio everyone can here it, if you tell management you are a rat and management see the union members fighting amonst ourselves (and probably love it I might add). No, this is not the union letting us down, this is (I will admit) drivers being their own worst enemy; the public then takes this minority as the norm for all drivers, blows it way out of proportion and all of a sudden it's considered to be the norm.

[IEFBR14]

The media in Waterloo Region seems to be incredably one-sided when it comes to issues such as these.If you go back through the Record's online archives as I did above, you'll find letters from union members offering views that conflict with the Record's editorial policy on bus driver cellphone use and stop calling. So evidently the Record will publish contrary views.


I've been told at at least one union meeting that in the past, when it was still Kitchener Transit, the union took out a whole page advertisment in The Record to make some point or another (it was before my time, so I don't know what it was about) and what did The Record do? they actually went to the City of Kitchener and told them the union was doing this and the municipality told the paper not to print it; like what the heck?!That was a decade ago. A lot has changed since, including at the Record. In any case, if the ad wasn't inflamatory or libelous then your union should have appealed to the Ontario Press Council and/or federal bodies. Did the union even consult a lawyer?


Our union has also approached the media about publishing/airing stories about drivers being assulted by passengers and teaming up with CrimeStoppers to help stop it, and trying to get good new stories aired like when drivers help citizens in need. But the media isn't interested unless it's given the okay by The RegionThe Record is owned by TorStar, which owns the Toronto Star. Have a look at the coverage the Star has been giving the TTC and its union over similar issues recently. Look at the town hall meetings that the TTC held after negative publicity about a few of its drivers and services. Of course some of what was discussed wasn't flattering to drivers, but the point is that both sides got an opportunity to air their views and to appreciate the public's position. Why isn't GRT and the union doing something similar? And if GRT won't cooperate then why doesn't the union do it?


In terms of using peer pressure to stop people from using cell phone there is this stigma that it's not a good idea to "rat out" your co-workersYou mean to tell us that you'd compromise the public's safety (as well as your own) out of fear of being considered a "rat" by fellow workers? :confused: :eek:

If you saw a coworker doing something really dangerous like DWI I assume you'd speak up immediately. If they're doing something that's only potentially dangerous like yakking on a cellphone why can't you start with a friendly comment or two to make them appreciate the risks and to explain how their behaviour taints the public's perception of all drivers? Why can't you ask their shop steward to have a similar chat with them? Do you really want a few drivers jeopardizing the public's safety as well as yours and your coworker? If you don't do it, who will? The police when they investigate the cause of a serious collision? Then it's far too late -- regardless of who's found at fault.


No, this is not the union letting us down, this is (I will admit) drivers being their own worst enemy; the public then takes this minority as the norm for all drivers, blows it way out of proportion and all of a sudden it's considered to be the norm.If drivers are their own worst enemy then what are you going to do about it? Nothing will change unless you and like-minded co-workers make it happen.

With all due respect, your union needs to grow a spine and/or get some PR/legal help. Consider the CAW. They don't seem to have any problems getting the public's attention. They've been doing it successfully for decades, so much so that I can even rhyme off the names of their leaders over the past 20 or 30 years without having to look them up: Ken Lewenza, Buzz Hargrove, Bob White. Now that's recognition.

I submit that your union is letting you down. There's lots that you and your union can do. (And that's without having to resort to strikes and similar job action.)

[taylortbb]

With all due respect, your union needs to grow a spine and/or get some PR/legal help. Consider the CAW. They don't seem to have any problems getting the public's attention. They've been doing it successfully for decades, so much so that I can even rhyme off the names of their leaders over the past 20 or 30 years without having to look them up: Ken Lewenza, Buzz Hargrove, Bob White. Now that's recognition.

I submit that your union is letting you down. There's lots that you and your union can do. (And that's without having to resort to strikes and similar job action.)

The GRT union is the CAW. I'm not sure why it's not the ATU, as most other transit agencies are.

[mpd618]

In terms of using peer pressure to stop people from using cell phone there is this stigma that it's not a good idea to "rat out" your co-workers, if you say something to them they tell others who look down upon you, if you say it over the radio everyone can here it, if you tell management you are a rat and management see the union members fighting amonst ourselves (and probably love it I might add). No, this is not the union letting us down, this is (I will admit) drivers being their own worst enemy; the public then takes this minority as the norm for all drivers, blows it way out of proportion and all of a sudden it's considered to be the norm.

That sure sounds like the union letting us, the public, down. The union should be making it a strong, clear policy that talking on a cell phone while driving is unacceptable, and perhaps soliciting co-operation from riders in ensuring that it does not happen. This kind of guidance would make peer oversight a lot easier.

Unfortunately, a bus driver's union's priorities can conflict with those of the travelling public. If the union is to be perceived positively, it ought to make attempts to align its interests with those of riders and taxpayers.

[IEFBR14]

That sure sounds like the union letting us, the public, down... Unfortunately, a bus driver's union's priorities can conflict with those of the travelling public. If the union is to be perceived positively, it ought to make attempts to align its interests with those of riders and taxpayers.In an adversarial relationship such as union vs employer, the union doesn't represent the interests of their employer's customers. The union only represents the interests of its members. They may claim otherwise. They may even strive otherwise. But when a conflict arises between the public's interests and their own, the latter always prevails.

There's absolutely nothing wrong with that in principle. It's the nature of the adversarial relationship between the two groups. If you want to change it, you have to change the nature of the relationship. And that's not going to happen any time soon.


The union should be making it a strong, clear policy that talking on a cell phone while driving is unacceptable, and perhaps soliciting co-operation from riders in ensuring that it does not happen. This kind of guidance would make peer oversight a lot easier.Good suggestion. It's a lot easier to get cooperation when interests are aligned towards a common goal. As a bus driver I wouldn't want other drivers, of buses or any other vehicle, to be driving while using a phone (hands-free or not, but that's a whole other argument...)

But note that the articles I quoted above indicate that when riders called GRT to lodge complaints they were treated somewhat less than enthusiastically, e.g.

When she called a customer service line to complain, an employee tried to brush her off, telling her there's no policy against drivers talking on phones. "She was very dismissive of me," McDougall says.
I've written to GRT several times, and have also phoned in my complaints.
Who answers these kinds of calls and letters, union members or GRT management?

[UrbanWaterloo]

Who answers these kinds of calls and letters, union members or GRT management?

I have a friend who used to answer customer service calls, iirc he was a GRT non-union staff member. I'll send him a message though to find out.

[UrbanWaterloo]

Response:


I was non-union casual part-time... but most of the rest of the csr people were union... seems to me that there were 2 or 3 different unions at grt, depending on if you were support staff, driver, mobility plus, etc...

[KLM]

Although there are still many improvements GRT could make, including the latest satellite tracking technology, it's not true there's been nothing new happening with the system.

There's simply no arguing the last decade was awesome for transit in this region. Ridership was up 75% from 9.4 million in 1999 to 16.5 million in 2009. We now have service between KW and Cambridge. Say what you will about Sunday service in Cambridge, and yes it is still bad, but there was no Sunday service a decade ago. Cambridge now has monthly passes & 90-minute transfers. We now have service to a township. We now have express lines. We have more frequent service. We've done planning for a major expansion. Buses are now low floor. etc...

There was a ton of change during the 2000's, let's only hope the 2010's are just as successful.

lets just say they kept up demand ,nothing else.I thought sunday service is a normal thing.When I came to k-w ,Kitchener had 185 k and Waterloo around 90 k ( according to sign) now that number is bigger for 65 k and more altogether.

still there is room for improvement ,aligning routes ,route to Breslau ( people there are really complaining about GRT ,no service at all),Waterloo Region Airport and list goes on and on.

I have to say some improvements are made but not enough if you have 90 % of people in this region still takes car.Thats what troubles me ,not making it popular and easy accessible trip wise for people.

I am not transit specialist but if its quick and reliable enough i will be their first passenger.
Regardless of LRT comes in or not ,busses in my opinion can do the job if they are planned well.By the way its shame especially for Waterloo thats on the world map of technology have crappy public transit.

I dont think LRT would solve all our transportation issues with magic wand.

[mpd618]

I dont think LRT would solve all our transportation issues with magic wand.

And nobody is saying anything of the sort, especially not the Region. They're redesigning the transit network, with a focus on reasonably straight express routes and frequent service, and with more of a grid pattern overall and less of a hub and spoke system. This will support light rail, but it will just as well support a strong iXpress service at the core.

[UrbanWaterloo]

lets just say they kept up demand ,nothing else.I thought sunday service is a normal thing.When I came to k-w ,Kitchener had 185 k and Waterloo around 90 k ( according to sign) now that number is bigger for 65 k and more altogether.

Actually from 2000-2009 GRT ridership grew by 66.6%, whereas the Region of Waterloo's population grew by only 19%. Sunday Service is something I'd personally consider normal, but back when it was Cambridge Transit they didn't provide transit on Sundays. Guelph Transit is also eliminating Sunday Service during August of this year.

<img title='Grand River Transit Ridership - http://sheet.zoho.com' alt='Grand River Transit Ridership - http://sheet.zoho.com' src='http://sheet.zoho.com/publicgraphs/958547000000005095.png'>

<img title='Growth Comparison (2000 = 100) - http://sheet.zoho.com' alt='Growth Comparison (2000 = 100) - http://sheet.zoho.com' src='http://sheet.zoho.com/publicgraphs/958547000000005121.png'>


still there is room for improvement

Absolutely, there are many upgrades which still need to be made. That said, let's also celebrate the changes which have occurred in the past decade, even if the entire system is still far from perfect. If there's a kid in school who's average just went from the 30's to the 50's, do you continue to call him a failure or do you congratulate him on his success so far (even though he's far from being an honours student)?

[UrbanWaterloo]

GRT Rider Alert
Email Received June 15, 2010

Summer Service Reductions:
Our summer schedule is taking effect on June 28th 2010. Service reductions will take place as part of the summer changes.
Click on the link for more details: http://www.grt.ca/web/transit.nsf/$All/72FA9CF287AC93D785257734004BAE7F?OpenDocument

Late Night Loop Ending:
Our late night loop on route 7 will be ending on June 26th 2010. This service will resume in September.

Be Listening for our new audio announcements:
Listen up for your upcoming stop the next time you travel with Grand River Transit. Forty-seven of our buses are now equipped with digital next stop announcements. An additional 114 buses will be equipped with this technology by the end of summer. Stay tuned, and never forget to ring the bell again!

Summer 2010 Service Changes
http://www.grt.ca/web/transit.nsf/$All/72FA9CF287AC93D785257734004BAE7F?OpenDocument

The Summer schedule begins Monday June 28, 2010. The following service changes go into effect. All schedule changes are Monday to Friday unless otherwise noted.

Summer Service Changes: Route Service Change
iXpress Removed trip departing Fairview Park Mall at 7:40am
1,3,8,9,11,12,13,17,25 Reduction in frequency of service to every 30 minutes during rush hours
2,18 Reduction in frequency of service to every 45 min during midday period
7B Reduction in frequency of service to every 30 minutes during morning rush hours on 7B Fairview via Weber leg
7C Reduction in frequency of service to every 15 minutes during afternoon rush hours on 7C Conestoga Mall leg
7D Reduction in frequency of service to every 30 minutes during afternoon rush hours on 7D UofW via University leg
10 Shifted departure times from Conestoga College to 7 & 37 minutes past the hour during midday time period
11 Shifted trips departing Charles St. Terminal by five minutes from 7:15am to 7:20am, from 3:50pm to 3:45pm
16 Shifted departure times from Conestoga College to 20 & 50 minutes past the hour during midday time period
21 Added several trips to and from St. Jacobs Farmers Market on Thursday mornings only
51 15-minute frequency begins at 10:15am, Monday through Saturday
61 Operates during peak periods only
Kumpf Industrial Specials Morning Kumpf Express discontinued, Afternoon Kumpf special resumes in September
LNL The Late Night Loop is discontinued until September

Note: Most of these changes are already included in the public timetables as variations of service during the Summer schedule period.

[DKsan]

As it is, the 7D can take the hit a bit, just because of the fact that it's currently taking the east side of the university due to the road closure on the west side.

Bah, why does it discontinue the LNL running after June 26th? There's less university students sure, but wouldn't it make logistic sense if that was the reason they cut it to cut it starting at the start of May?

[Spokes]

As it is, the 7D can take the hit a bit, just because of the fact that it's currently taking the east side of the university due to the road closure on the west side.

Bah, why does it discontinue the LNL running after June 26th? There's less university students sure, but wouldn't it make logistic sense if that was the reason they cut it to cut it starting at the start of May?

Ya its kind of frusturating that they've cut it. Its saying even more so that Waterloo is student dominated and that we cater or services to them.

[KevinL]

Was passing by the Strasburg garage today, the new buses in this year's order have started to arrive. They're series 210XX, same Nova LFS model as the new iXpress units we got last year, identical as far as I can tell except that these are in standart GRT livery. Not sure how many total there are coming in this year.

[Spokes]

Used the service today for the first time on a Saturday in a while, and was quite disappointed. iXpress service ending at 7pm??? Had to wait far too long for a bus along the main route.

Maybe Im used to transit in Ottawa (OC Transpo) but none the less, not inspiring at all.

[mpd618]

Used the service today for the first time on a Saturday in a while, and was quite disappointed. iXpress service ending at 7pm??? Had to wait far too long for a bus along the main route.

I am hoping next year's service increase includes some serious evening and weekend service, especially on the iXpress.

[Spokes]

U-Pass fees could be going up

Aug 10, 2010 05:20:00 AM

University of Waterloo students could be looking at not one, but two increases in the cost of their bus passes this school year.

A report from Transportation Planning to Regional Council Tuesday is asking the U-Pass undergraduate fee be increased by two dollars to $51.75 per term effective September 1.

And then up to $52.94 per term effective January 1, 2011, for a final increase of $3.19 over the current price.

The fee of $52.94 per eligible student per term would then be uniform across all U-Pass programs.

The report says the U-Pass program has proven to be very effective in improving student mobility.

U-Pass ridership has increased from 450,000 rides in 2006 to 3.3 million rides in 2009.

U-Pass ridership now represents 20% of all Grand River Transit ridership.

Base fee changes to the U-Pass programs are intended to help offset additional transit service and should generate an extra $92,000 in revenue.

[DKsan]

How early in advance does GRT usually announce its changes for the Fall season? Like route changes and frequency stuff and all that.

Spokes, where'd you get that article? Blergh, UW student council just approved budget on Sunday. Blergh.

[taylortbb]

If they're minor changes, shifting a few departures by a couple minutes, then they get announced 2 weeks or so ahead when the schedules go up. Any major changes like frequency/routing having to be approved by regional council, and that would have been done months ago. Regional council didn't approve any GRT expansion in the budget this year, so the lack of changes is expected.

[Spokes]

How early in advance does GRT usually announce its changes for the Fall season? Like route changes and frequency stuff and all that.

Spokes, where'd you get that article? Blergh, UW student council just approved budget on Sunday. Blergh.

Wierd, I thought it said it in the article. 570news.com

[Spokes]

If they're minor changes, shifting a few departures by a couple minutes, then they get announced 2 weeks or so ahead when the schedules go up. Any major changes like frequency/routing having to be approved by regional council, and that would have been done months ago. Regional council didn't approve any GRT expansion in the budget this year, so the lack of changes is expected.

So additional express routes are at least a year away?

[mpd618]

So additional express routes are at least a year away?

Service increases could come in January with the 2011 budget, I believe. New routes may require a consultation process, which might take until September of next year.

[KevinL]

Service increases could come in January with the 2011 budget, I believe. New routes may require a consultation process, which might take until September of next year.

Major changes do tend to come in September of each year - it's rare that a new service is rolled out in January, winter weather likely being the main factor.

[YKF]

I don't think we're going to see any new routes or major changes this September. Next years budget is the one with the extra $4 million allocated for GRT (can someone confirm this?). That's when we'll probably see the new Westmount Route, the Fischer Hallman Express, and frequency increases.
September 2011 will be an exciting time at GRT.

[KevinL]

I don't think we're going to see any new routes or major changes this September. Next years budget is the one with the extra $4 million allocated for GRT (can someone confirm this?). That's when we'll probably see the new Westmount Route, the Fischer Hallman Express, and frequency increases.
September 2011 will be an exciting time at GRT.

I'm excited already! :D

[taylortbb]

Next years budget is the one with the extra $4 million allocated for GRT (can someone confirm this?).

Next year's budget will have a little over an extra $4 million for GRT. This will be true the year after that, and every year till 2031. Of course it is always possible to have council override it during budget deliberations, but the RTMP was passed with unanimous support (the only dissent was about Cambridge LRT, not the bus service increases).

[1231]

With the new Westmount route and Fischer Hallman Express, don't you guys think Forest Glen Plaza will be a little over capacity ? Maybe its time to expand (just a thought). As for the rest of the new routes, consulatation is usually done in the spring, approval by council in late spring - early summer.

I will be pushing for route restructurings in East Kitchener. It is the only area that hasn't completely been looked at since GRT formed in 2000. The route 23 rush-hour extension runs during, well, rush hours only !! (which is really sad for those in the Fairway/Lackner area ! *fingers crossed*

[garthdanlor]

So will the new Westmount route run between UW and Forest Glen, bypassing the downtown terminal? Are these two new routes going to affect the current route 12?

[mpd618]

So will the new Westmount route run between UW and Forest Glen, bypassing the downtown terminal? Are these two new routes going to affect the current route 12?

There aren't any details yet about the Westmount route, but I can't see it going downtown. I don't think Route 12 is going anywhere, but that may depend on how much of its ridership would transfer to the Fischer-Hallman express.

[Waterlooer]

So, is this Fischer-Hallman express going to be the same thing as i-Xpress? Is there any map where the proposed route and stops will be?

[KevinL]

So, is this Fischer-Hallman express going to be the same thing as i-Xpress? Is there any map where the proposed route and stops will be?

TriTag's map (http://www.tritag.ca/static/uploads/grrt_large_2.png) indicates it in relation to the light rail line; presumably in the interim, it would connect with iXpress. It's the lighter yellow line on the left above 'Block Line'; stations include Forest Glen, Laurentian (ie Ottawa/Westmount), Sunrise, Highland Hills, Glasgow (at Fischer-Hallman), Beechwood Centre, Laurelwood Centre, RIM Columbia (at Phillip), and UW.

How it will get from Forest Glen to Fairway without the eastern end of Block Line connecting to Courtland is an interesting question; neither Hanson/Hayward nor Bleams/Manitou are particularly efficient...

[UrbanWaterloo]

To further add, the "Conceptual Future High Frequency Bus Connections" are in Blue.


Rapid Transit Initiative With Future Bus Connections (December 2009) (http://rapidtransit.region.waterloo.on.ca/pdfs/Rapid_Transit_Initiative_with_future_bus_connectio ns.pdf)
http://i196.photobucket.com/albums/aa262/AndrewEH/Rapid_Transit_Initiative_with_future_bus_connectio ns.jpg

[GGHTransit]

With the new Westmount route and Fischer Hallman Express, don't you guys think Forest Glen Plaza will be a little over capacity ? Maybe its time to expand (just a thought). As for the rest of the new routes, consulatation is usually done in the spring, approval by council in late spring - early summer.

The future of the Forest Glen Terminal is up in the air and will hinge mostly upon what gets proposed for the network redesign to feed the rapid transit corridor. Forest Glen Terminal is so close to Block Line Station (4 blocks approx.) that it may very well become redundant and be abandoned.


I will be pushing for route restructurings in East Kitchener. It is the only area that hasn't completely been looked at since GRT formed in 2000. The route 23 rush-hour extension runs during, well, rush hours only !! (which is really sad for those in the Fairway/Lackner area ! *fingers crossed*

That area has been looked at for redesign and has been on the back-burner for many years, there are even drawings on the shelf for an 8-bay terminal at Stanley Park Mall. GRT Staff are very aware of the issues in the Lackner/Fairway area, but a lot boils down to money; and to be quite frank, most of the budget changes have gone straight to the routes in and around the universites the last several years. Also, as I stated above, a lot will hinge on the network redesign as well.

[KevinL]

Fall schedules have been posted at the GRT site (Cambridge (http://www.grt.ca/web/transit.nsf/DocID/A1FA1521F1A5C106852573370062B7A4?OpenDocument); K-W (http://www.grt.ca/web/transit.nsf/DocID/38FAFF3E71C3B074852573370065C4B1?OpenDocument)) - as expected, changes are negligible with a few added trips here and there.

[Spokes]

Cameras coming to Grand River Transit buses

August 23, 2010
By Jeff Outhit, Record staff

WATERLOO REGION — Surveillance cameras will soon be installed on almost 200 Grand River Transit buses.

“Video surveillance has been proven to deter vandalism, acts of violence, fraudulent insurance claims, and potential criminal activity on transit vehicles,” transit director Eric Gillespie said.

Drivers expect the cameras will dissuade passengers from harassing drivers. “Everyday violence on drivers seems to be escalating,” said Rick Lonergan, union chief representing bus drivers for the Canadian Auto Workers.

Lonergan said drivers are often yelled at or threatened. “Spitting is on the rise,” he said. Drivers are occasionally punched, he said, but this is rare.

Last year, the transit service recorded one security incident per week involving a driver, on average.

Coun. Sean Strickland, of Waterloo, agrees drivers should be protected. But he’s concerned about privacy and is not persuaded the cameras will work as hoped.

“It seems to be more and more acceptable to have surveillance cameras in more and more parts of our community,” he said. “That seems to be the trend and there doesn’t seem to be a lot of concern about it, despite my misgivings.”

Passenger Kathleen Hall can see how cameras might make buses more secure. “I don’t have a problem with it,” she said.

“It’s a breach of privacy,” passenger Omer Ozal said. “I don’t want to be seen by so many people in my private moments on the bus.”

Other Ontario transit systems already deploy cameras on buses. Installing them here will cost local taxpayers $1.4 million.

By the end of the year, cameras should be in place on 162 regular buses and 32 buses for the disabled. To complete the fleet, another 56 buses will get cameras within four years, as aging buses are replaced.

Each bus will have up to six cameras capturing various angles inside and outside the bus. Drivers will not be filmed because cameras are not meant to monitor employees. Recorded images will accumulate for up to 15 days before they have to be recorded over, or flagged for longer storage.

Regional council approved the cameras partly in the wake of terrorist attacks on transit systems in Madrid, Spain and London, England. Those attacks in 2004 and 2005 killed about 240 people.

The federal government responded by helping pay for a confidential report on transit security risks. Councillors discussed its findings behind closed doors. The report has not been made public.

While the potential for terrorism exists here, security upgrades are driven more by day-to-day transit concerns, officials said.

Transit terminals have long aimed cameras at public areas and building exteriors. Sites under surveillance include the Ainslie Street terminal in Cambridge, the Charles Street terminal in Kitchener, and the transit garage on Strasburg Road in Kitchener.

The transit service reported an average of 17 security incidents per day at its terminals in 2008.

Signs must announce cameras to the public. Cameras are barred from change rooms or washrooms and only authorized employees may view footage.

jouthit@therecord.com

[IEFBR14]

“Video surveillance has been proven to deter vandalism, acts of violence, fraudulent insurance claims, and potential criminal activity on transit vehicles,” transit director Eric Gillespie said.

Drivers expect the cameras will dissuade passengers from harassing drivers. “Everyday violence on drivers seems to be escalating,” said Rick Lonergan, union chief representing bus drivers for the Canadian Auto Workers.

Lonergan said drivers are often yelled at or threatened. “Spitting is on the rise,” he said. Drivers are occasionally punched, he said, but this is rare...

Each bus will have up to six cameras capturing various angles inside and outside the bus. Drivers will not be filmed because cameras are not meant to monitor employees.
So if drivers aren't going to be filmed then how is this going to deter violence against them? To the contrary this policy will encourage passengers to take their anger out against drivers in the knowledge that their behaiviour won't be filmed.

[KevinL]

So if drivers aren't going to be filmed then how is this going to deter violence against them? To the contrary this policy will encourage passengers to take their anger out against drivers in the knowledge that their behaiviour won't be filmed.

I get the sense the camera will cover the bus entry, but from behind the driver; thus a boarding passenger can be seen, but not the driver himself (unless he sticks his head around the corner). Basically, they're saying there won't be a camera in the driver's face all the time, a perfectly reasonable situation.

[DHLawrence]

I seem to remember notices in old Cambridge Transit buses informing passengers that they were being recorded; were the Cambridge Transit cameras removed after the merger?

[plam]

On another note, the Societe de Transport de Montreal is introducing a network of lines which run at less-than-10-minute intervals (at certain times), which is something we've talked about in the past here. Here is a blog post describing them:

http://blog.fagstein.com/2010/08/26/stm-10-minutes-max/

[DKsan]

Does anyone here know how long it took for GRT to install EasyGO, including putting all the signage on all the routes?

My hometown (Brampton) is finally getting something like that and I'm wondering how long it would take.

[KevinL]

Does anyone here know how long it took for GRT to install EasyGO, including putting all the signage on all the routes?

My hometown (Brampton) is finally getting something like that and I'm wondering how long it would take.

It was about a year, give or take, I think. Note that it completely replaced an older system (Telerider) which was out of service during the transition.

[KevinL]

Fall schedules have been posted at the GRT site (Cambridge (http://www.grt.ca/web/transit.nsf/DocID/A1FA1521F1A5C106852573370062B7A4?OpenDocument); K-W (http://www.grt.ca/web/transit.nsf/DocID/38FAFF3E71C3B074852573370065C4B1?OpenDocument)) - as expected, changes are negligible with a few added trips here and there.

Seems I glanced too quickly at the KW schedules when I posted this last week - with the exception of the biggest three routes (7, 8, 12) nearly all of the KW route maps have been converted to the Cambridge design introduced last year (simple line drawing replacing accurate map; EasyGo numbers moved to an annotated list).

I first spotted the paper ones on the bus today. Striking.

[bcwessel]

Can anybody here direct me to studies or literature which analyzes optimal wait times, maximum wait times and direct routing? I know (I think) I've read in a few different places that 15 minutes maximum wait times is the magic number, and that routes which follow major roads closely are more likely to attract casual transit users (as they do not require detailed knowledge of schedules 'n such). Just hoping to find some peer reviewed information on transportation planning.

Thanks in advance.

[KevinL]

As of this week, GRT is routing the Route 52 through Sportsworld Crossing, bypassing the King Street /Sportsworld Drive intersection. Also, Route 72 (the van route to the Maple Grove industrial) now has its terminus in the Crossing area, moved from Future Shop.

[garthdanlor]

Regional transit doesn’t serve Cambridge well
September 29, 2010
By Les Kadar

The human body cannot work without a solid network of veins, arteries and capillaries that all feed the heart. Likewise all systems whether they are anatomical or man made must function under the same premise.

While the politicians in this region are either giddy or displeased about the most recent light rail transit developments, the public who will pay for it are a lot less enthusiastic. This is not a simple Cambridge and the left out townships versus Kitchener-Waterloo issue folks, nor just an environmental issue. This is also an implementation of a service and allocation of heavy tax increases to come issue.

Our business is located in the industrial basin on Pinebush Road.

Previous to that our company was located in the village of Blair on Blair Road.

I can tell you unequivocally, past and current Grand River Transit service has been nothing short of miserable at best and non-existent at worst in these areas. Regardless, my tax dollars are hard at work sustaining what I see as a system that is broken and in need of far more than a “visionary” long-range solution. Adding a $1-billion rail system won’t fix what isn’t working now.

Grand River Transit officials claim increased service cannot be provided to “under serviced” areas because, “there is insufficient ridership” to justify it.

How can you increase ridership, if you don’t provide the service?

One of our staff takes Grand River Transit every day to work and back from Kitchener. It takes a minimum of three hours a day out of his life unless he misses the connection at which point it has taken five hours for him to get home. It also prevents him from being able to work weekends or overtime when required without a ride, as buses do not run at times when he needs them. In winter, he is frozen and soaked to the bone due to the lack of bus shelters. Snow plows generally fill in bus stop areas so riders are forced to stand on top of huge ice and snow banks or in slush filled ditches.

As an employer, I consider myself lucky to have him but feel sick at what he has to go through because of the poorly designed system in place.

Why is Grand River Transit service least provided in a sector in which it is most required such as the industrial basins? Across the street is a company that employs roughly 1,000 workers, many of whom do not drive. Their biggest problem has been staff retention driven by lack of appropriate transportation. Not everyone owns or wants a car.

I am not against a functioning, cost-effective light rail transit system.

While I have had serious concerns with some of the most recent directions our City of Cambridge has taken over the past few years, with respect to the outcry over the light rail transit, however, I have to agree.

Bottom line is this: No light rail transit service to Cambridge is unacceptable. We either pay no additional taxes to the region for light rail transit we are not going to get or we are given free the rapid bus service being offered in lieu of being excluded from the big picture plans the region is so excited about.

There is no half pregnant. We are either part of this region or we are not, but I think that’s a whole other conversation.

Les Kadar owns a business in Cambridge.

http://news.therecord.com/Opinions/LettertotheEditor/article/783757

[IEFBR14]

<OT>
Snow plows generally fill in bus stop areas so riders are forced to stand on top of huge ice and snow banks or in slush filled ditches.Now imagine if the rider is a senior or has mobility issues.


Not everyone owns or wants a car.Many of the people in the demographic I mentioned couldn't get a driver's license even if they wanted to and owned a car.

To be clear, I'm not blaming GRT for this. They don't plow the streets so they're victims here along with the real victims.
</OT>

[DHLawrence]

Another consideration is the condition of the bus stop even if it does get plowed or shovelled. Many stops don't have paved areas (especially those where the sidewalk isn't against the curb) and after being cleared the area turns into an ice rink in the winter and a lake of mud in the summer. The Region and cities need to do a better job of making bus stops more user-friendly if they want transit use to increase, especially outside the cores.

[ElmiraGuy]

Some time ago, someone kindly directed me to the GRT Trip Planner website.

While this site is an excellent idea, it isn't the greatest setup in the world, and can be quite tedious at times.
I also discovered that the route map for Route 6 is very lacking in detail. I don't know if this is a new brochure design, but I much prefer the others where side streets can be located in the pdf. Sure helps if you're not too familiar with the area you want to go to.

On a related topic, I have discovered that most of the people who favour a BRT over and LRT, are people who don't use GRT at all. If they did, they would soon discover that the route system in this region is highly wanting. I realize that GRT does what it can with the money it has, but when I have to leave my house one hour and twenty minutes so as to ensure I arrive at a destination on a time (a destination that is about 7 minutes by car, something is not right.

I know we can't have buses running on every route every 5 minutes, but if we really want more people to use it, it MUST be improved.

Just wanted to get that off my chest.

[KevinL]

I also discovered that the route map for Route 6 is very lacking in detail. I don't know if this is a new brochure design, but I much prefer the others where side streets can be located in the pdf. Sure helps if you're not too familiar with the area you want to go to.

Most route maps are now of this design; only the big ones like 7, 8, and 12 are yet to be redone, and for them I'm sure it's just a matter of time.

I think the idea theyr'e trying to boost is for the citywide map to be used to locate side streets, etc, and the individual route maps just for scheduling.

Note that ALL bus stops are now in the transit view on Google Maps, as well.

[plam]

On a related topic, I have discovered that most of the people who favour a BRT over and LRT, are people who don't use GRT at all. If they did, they would soon discover that the route system in this region is highly wanting. I realize that GRT does what it can with the money it has, but when I have to leave my house one hour and twenty minutes so as to ensure I arrive at a destination on a time (a destination that is about 7 minutes by car, something is not right.


I have to say that I almost never use GRT either, because I bike everywhere (and, rarely, use a car, at least for getting around town). But I still support LRT and would be willing to pay for it with higher taxes.

I believe that GRT funding is slated to improve for the next few years, however.

[KevinL]

On a related topic, I have discovered that most of the people who favour a BRT over and LRT, are people who don't use GRT at all. If they did, they would soon discover that the route system in this region is highly wanting. I realize that GRT does what it can with the money it has, but when I have to leave my house one hour and twenty minutes so as to ensure I arrive at a destination on a time (a destination that is about 7 minutes by car, something is not right.


It depends on where you live and how the routes are laid out in your area, in my experience. I have a bus at least every half hour, and every 15 minutes in rush hour; as there are multiple routes in my area as well, that leaves plenty of options.

I'm car-free and rarely use my bike, for the record. GRT has been my primary form of transport for a good 20 years. And yes, I'm 100% behind the LRT.

[UrbanWaterloo]

iXpress Service Changes (http://www.grt.ca/web/transit.nsf/$All/1BC14F8A8D6F3261852577C4006AA481?OpenDocument): Effective Monday October 25, 2010: The iXpress trip departing Fairview to UW at 7:40am has been changed at leave at 7:38am. A NEW iXpress trip has been added - departing Fairview to UW at 7:45am. These changes are being made to address crowding issues on iXpress between Fairview Park Mall and UW.

[IEFBR14]

A NEW iXpress trip has been added... These changes are being made to address crowding issues on iXpress between Fairview Park Mall and UW.And people opposed to the LRT complain that there's no demand for a service that runs between Conestoga Mall and Fairview Mall :RpS_rolleyes:

[KevinL]

And people opposed to the LRT complain that there's no demand for a service that runs between Conestoga Mall and Fairview Mall :RpS_rolleyes:

Anyone with such complaints has clearly never been on an iXpress bus at peak.

I should imagine doing that just once would make anyone a transit advocate, but that's just me...

[KayDubya]

Anyone with such complaints has clearly never been on an iXpress bus at peak.

I should imagine doing that just once would make anyone a transit advocate, but that's just me...

Unfortunately most of those who lack the vision to see how good LRT will be for this region wouldn't see it your way.
More likely one trip on a crowded bus would convince them their car is the only form of viable transit.

I heard a good one today. Some one from T4ST admitting BRT was not the solution if LRT is dead. The reason, it's to expensive and will run between malls not solving any of our transit issues and creating more traffic by running on our roads.

She offered a solution. More buses meandering through the suburbs with stops closer together so people don't have to walk.
She also said... and this is a true quote, " painting diamonds on the road will accomplish what dedicated lanes would do". Her issue was with BRT having it's own lane separated by a curb which she is opposed to because it keeps cars out of that lane.

Have to give her credit though, at least she offered a solution. That's more than I've ever heard from any politician or hopeful politician who is opposed to LRT. She also is the first anti LRT critic who I've heard admit BRT is also very costly.

[taylortbb]

I heard a good one today. Some one from T4ST admitting BRT was not the solution if LRT is dead.

I know exactly who that is. Her opposition is on the basis that dedicated lanes for transit would disrupt traffic in Uptown, killing it and causing everyone to flee for the suburbs, and thus making it like downtown Kitchener. Even a year ago when they invited Andy Haden, their platform was "BRT without dedicated lanes", aka the iXpress, aka keep everything the same. T4ST is an anti-transit group.

[KevinL]

T4ST is an anti-transit group.

Precisely. Their definition of 'sensible' transit is 'as little as possible, especially on my tax dollar'.

I wonder if the recent election result in Toronto will spur these folks into being more obnoxious? That's all we need... :RpS_rolleyes:

[DHLawrence]

Considering Ford is pushing for an even more expensive transit solution, probably not.

[bcwessel]

Considering Ford is pushing for an even more expensive transit solution, probably not.

Ford knows fully well that his new subway line will never be built. Banishing everything but fast-moving cars from Toronto's streets, however, appears to be one goal he'll push without relent. Viewed in this light, Ford's "transit solution" is incredibly "sensible."

[Waterlooer]

I'm not sure how Ford is going to get all the money for the subways? He says he'll get all of it from the government but I highly doubt it since the MTO is bankrupt.

[IEFBR14]

I'm not sure how Ford is going to get all the money for the subways? He says he'll get all of it from the government but I highly doubt it since the MTO is bankrupt.
Who needs the provincial MTO when you've got the federal finance minister on your side (http://www.theglobeandmail.com/news/national/toronto/city-votes/flahertys-endorsement-of-ford-catches-some-off-guard/article1725281/)? :RpS_rolleyes::RpS_lol:

[taylortbb]

Rob Ford's plan is to be mad as hell then do whatever random crap he comes up with. Real plans aren't something Rob Ford does. In any case, looks like Toronto's streetcars are safe:


He said the move would ease congestion and it certainly resonated with voters: Ford became mayor-elect on October 25, beating his closest rival by nearly 100,000 votes.

But just two days later, his campaign team admitted there was no plan to tear out streetcar tracks.

His brother Doug Ford said that was a rumour started by the opposition.

But on page two of his six-page transit plan, Rob Ford noted that the cost of purchasing and operating new buses would “be offset by savings from reduced purchase of streetcars, sale of existing streetcars and reduced streetcar system maintenance.”


From :http://www.citytv.com/toronto/citynews/news/local/article/98150--ford-appears-on-john-oakley-show-criticizes-councillor-severance-pay

The guy's shameless. He's claiming (by proxy of someone involved in his campaign) that one of his key platform points, one that is still posted on his website, is a rumour started by the opposition.

[isUsername]

I know exactly who that is. Her opposition is on the basis that dedicated lanes for transit would disrupt traffic in Uptown, killing it and causing everyone to flee for the suburbs, and thus making it like downtown Kitchener. Even a year ago when they invited Andy Haden, their platform was "BRT without dedicated lanes", aka the iXpress, aka keep everything the same. T4ST is an anti-transit group.

Perhaps the LRT system can be re-routed to bypass UpTown Waterloo. I'm sure that would give her the results she "deserves".

[KevinL]

Just observed this afternoon that the curved roofs on the Charles Terminal pods are getting some kind of upgrade. They had one lane of buses closed (they boarded on Charles) so a scissor lift could reach the roof on the walkway immediately above.

[GGHTransit]

Just observed this afternoon that the curved roofs on the Charles Terminal pods are getting some kind of upgrade. They had one lane of buses closed (they boarded on Charles) so a scissor lift could reach the roof on the walkway immediately above.

Badly needed roof repairs is what's going on. Ever walk in the terminal during a heavy rain storm? The buckets they place from one end of the catwalk to the other should be a dead giveaway of the issue. :RpS_tongue:

[UrbanWaterloo]

GRT Service Changes Effective November 1, 2010

Two additional trips have been added departing from the UofW Davis Centre

1. At 2:30pm the Laurelwood Special will depart as Route 13 and continue until Laurelwood at Beaver Creek

2. At 2:32pm the iXpress will depart heading towards Conestoga Mall

[UrbanWaterloo]

Proposed Service Change Effective November 29, 2010
Pending Approval from Regional Planning & Works
http://www.grt.ca/web/transit.nsf/$All/5730F59FAF039C4D852575A20061AA8C?OpenDocument

GRT proposes an extension of ROUTE 4 - GLASGOW to the Boardwalk commercial centre at Ira Needles Blvd and University Ave. during the AM, Midday, PM, and Saturday evenings. The route would be shortened by moving service on Westvale Dr. and Portsmouth Gate to University Ave. at those times. New stops would be added on University Ave.

This change will be recommended to the Regional Planning and Works Committee on November 16, 2010. If approved, the change would take effect on November 29, 2010.

Please provide GRT with your thoughts on the proposed extension before then by: calling 519-575-7555, TTY at 519-585-7796 or submit comments here (http://www.grt.ca/web/transit.nsf/paFeedBack?OpenPage) by November 15, 2010.

http://www.grt.ca/web/transit.nsf/8cc429bdafbb761e85256e5a005c53f5/5730f59faf039c4d852575a20061aa8c/Body/0.530!OpenElement&FieldElemFormat=gif

[markster]

Hey, I wrote to them (submitted their online form) regarding the #4 extension, suggesting that it also run north within The Boardwalk, to better service the movie theatre.


I agree that this extension is a good idea, but there needs to be an
additional spur going northbound on Boardwalk within the commercial centre.
Considering that a lot of late night traffic will be generated by the movie
theatre at the north end of the mall, and much of that traffic will be
children unable to use a car, getting a bus connection within a 5 minute
walk of it would be prudent.

Please see this diagram as an example of the kind of spur I suggest.
http://i53.tinypic.com/vradfm.jpg

And they wrote back:

Hello Mark,

Thank you for your email about Route 4 - GLASGOW.

This extension of Route 4 represents the first steps in the gradual introduction of transit service to the Boardwalk. The developer of the Boardwalk is providing a terminal that will eventually allow connections and transfers between routes within Waterloo and Kitchener. We do plan on providing additional hours of service and sending additional routes the Boardwalk as budget resources become available. Further connections to the Boardwalk may be made in the future from Erbsville Rd, Keats Way, Erb St W, Thorndale Dr, Victoria St, Ira Needles Blvd, and Highland Rd.

In order to provide service into the Boardwalk on the current route 4 schedule it is necessary to remove the section of the route that travelled further into the Westvale area along Westvale Gate. There is not enough time to extend into the Boardwalk development during the current evening schedule. Keeping the schedule periods the same allows these changes to made without any increase in budget. We plan on improving the route pattern of Route 4 when the opportunity arises. When budget resources are available GRT will evaluate the cost of adding additional evening and Sunday service to Route 4 relative to all other customer requests and determine priorities for implementation.

Unfortunately I was unable to open the file with your example of a spur extending north into the Boardwalk development. For the schedule reasons mentioned above, it is unlikely that such a change would be implemented at the present time. What is more likely is that this section of the commercial centre will be served once further routes are introduced into the area.

The proposed change to Route 4 would take effect on November 29th pending the approval of Regional Council. Please contact me again if you have further questions.

Erica Springate
Principal Planner (Transit)
Regional Municipality of Waterloo
519-575-4757 Ext. 3606
ESpringate@regionofwaterloo.ca

[UrbanWaterloo]

Charles Street Terminal Roof Repairs - November 12, 2010

http://www.wonderfulwaterloo.com/wdrive/Transportation%20and%20Infrastructure/GRT%20Charles%20Street%20Terminal%20-%20November%2012,%202010%20Resized.JPG

[bcwessel]

I understand that this absolutely needed to happen as that roof has been a leaky mess for years, but I still can't help but feel this is like gluing the handle back on a mug that you're about to throw in the garbage anyway.

[markster]

The way I figure, a replacement terminal at Victoria/King is at least 10 years away. (5 years to build LRT, 5 years to fart around)
So spending a few bucks fixing the roof is probably still a good idea.

[zanate]

Hey, I wrote to them (submitted their online form) regarding the #4 extension

On that topic, just saw this land in my mailbox:



Route 4 Changes: Effective November 29th 2010

Route 4 has now been extended to the new shopping plaza "The Boardwalk". Going to and from the
boardwalk, the new route 4 will be going straight on University instead of going through the
Westvale neighbourhood. This will reduce travel time and make key destination points more
accessible. Visit www.grt.ca [www.grt.ca] for more information.


The new route is below. If it doesn't work, follow this link (http://grt.ca/web/transit.nsf/$All/5730F59FAF039C4D852575A20061AA8C?OpenDocument).

http://grt.ca/web/transit.nsf/8cc429bdafbb761e85256e5a005c53f5/5730f59faf039c4d852575a20061aa8c/Body/0.530!OpenElement&FieldElemFormat=gif

[markster]

Just yesterday, I checked their system map, and the change was already in there.

[Spokes]

The way I figure, a replacement terminal at Victoria/King is at least 10 years away. (5 years to build LRT, 5 years to fart around)
So spending a few bucks fixing the roof is probably still a good idea.

Things change quickly...a week and a half ago I thought you were 100% right, looks like we were both wrong.

[KevinL]

Just yesterday, I checked their system map, and the change was already in there.

Yes, they already put it in the 2011 print map (released in September) in anticipation...

[UrbanWaterloo]

Late Night Loop Service Change Effective January 3, 2011
http://grt.ca/web/transit.nsf/$All/D6B9EAD29D9C25E985256E3200503A6B?OpenDocument

Effective January 3, 2011, the Late Night Loop will travel along King Street to Wilfrid Laurier, University of Waterloo, Hagey Road, Bearinger Road, Cedarbrae Ave., Weber St. N., Albert St., Hazel St., Columbia St. W, then loops around to return to the terminal.

With trips departing the Charles St. Terminal between 12:30 am and 2:00am, the Late Night Loop makes going out on Thursday, Friday, or Saturday night, easy! It's never been easier to get home after a night out on the town!

http://www.wonderfulwaterloo.com/wdrive/Transportation%20and%20Infrastructure/GRT/2011%20Winter%20-%20Late%20Night%20Loop.JPG

[UrbanWaterloo]

‘Don’t leave us behind,’ transit passengers say (http://www.therecord.com/news/local/article/303044--don-t-leave-us-behind-transit-passengers-say)
Saturday December 18, 2010 | Jeff Outhit, Record Staff


This year...Ridership is projected to rise nine per cent.

Wow, nice increase for 2010! This means we're looking at approximately 17.87 million riders this year, a new record and almost a million above the business plan's goal of 16.9 million! :RpS_thumbup:

[KLM]

‘Don’t leave us behind,’ transit passengers say (http://www.therecord.com/news/local/article/303044--don-t-leave-us-behind-transit-passengers-say)
Saturday December 18, 2010 | Jeff Outhit, Record Staff

Wow, nice increase for 2010! This means we're looking at approximately 17.87 million riders this year, a new record and almost a million above the business plan's goal of 16.9 million! :RpS_thumbup:

seems a milestone ,a good one.

Recently I talked to my friend who happen to be taxi driver.Business went slow since people are not great with money and taking bus instead of taxi.

One thing about people being left out on the street due overcrowded buses.

I know GRT does not have capabilities to serve articulated buses but if they do ,would help to ease some pain, especially in these cases.

Reason why, due to:

1.Charles terminal
2.drivers reluctant to learn or drive articulated buses
3. union
4.maintenance facilities

I really wish to see some improvement in 2011. Lets see those express routes will help to move/transport passengers more efficiently:RpS_thumbup:

[GGHTransit]

Reason why, due to:

1.Charles terminal
2.drivers reluctant to learn or drive articulated buses
3. union
4.maintenance facilities


Um, okay? What hat did you pull that reasoning out of? I would love to drive an articulated bus and I know most of my co-workers wouldn't mind either, I'm also told by people who have driven them that they're actually easier to navigate through tight spaces (for one reason or another).

Also, I don't see what the union has to do with articulated buses.

As for the other two points... 1) The Charles Street Terminal will likely be gone in 5 years or so once the new facility opens at King/Victoria, the new facility could be designed to accomodate artics. 4) The new maintenance facility to be constructed as part of the Strasburg Garage expansion was planned to allow having articulated buses added to the fleet at a point in the future.

[FuturePhd]

Why haven't we got articulated buses? London ON, a city of similar size has had them for years and years. They seem to work well there. Why hasn't GRT invested in them already? If you ask me this is long overdue and GRT, needs to get moving on this ASAP.

[taylortbb]

I'd rather see GRT increase service levels than run artics. The only route with sub 5 minute headways is route 7 so that's the only place I'd see artics being justified. Even there, most of the overcrowding problems seem to be on the branches where the service frequency drops.

For a counter example to London, the TTC has no artics.

[KLM]

Um, okay? What hat did you pull that reasoning out of? I would love to drive an articulated bus and I know most of my co-workers wouldn't mind either, I'm also told by people who have driven them that they're actually easier to navigate through tight spaces (for one reason or another).

Also, I don't see what the union has to do with articulated buses.

As for the other two points... 1) The Charles Street Terminal will likely be gone in 5 years or so once the new facility opens at King/Victoria, the new facility could be designed to accomodate artics. 4) The new maintenance facility to be constructed as part of the Strasburg Garage expansion was planned to allow having articulated buses added to the fleet at a point in the future.

Hi GGH.

I really dont have anything against union or your fellow co-workers, but since I worked in both union and non-union environments I know what you can or can`t do. I didnt say unions are bad nor good.There are pros and cons and I hope you will agree on that. Maybe is problem in upper management?

You said you would love to drive articulated bus and from people you heard its easy to navigate - have you driven one (on daily basis)? From your comments I dont see you have been driving one. Capacity of one artic is between 160-200 passengers.(up to).

I dont see reason why we cant use artics ,5 artics for start wouldnt hurt to have them, especially on 7.

when maintenance facility is going to be upgraded for artics?

And I do agree with comment why we didnt purchase them already? I believe Brampton and Mississauga transit have them.

Somebody here will tell me ,LRT is solution. yes it is but in the meantime we have to survive until LRT comes.

[Duke-of-Waterloo]

Why haven't we got articulated buses? London ON, a city of similar size has had them for years and years. They seem to work well there. Why hasn't GRT invested in them already? If you ask me this is long overdue and GRT, needs to get moving on this ASAP.

I recall Kitchener Transit used to have a few articulated buses operate on Route 7 in the early-mid 1990s. Can someone confirm this or does anyone know anything more?

[mpd618]

Capacity of one artic is between 160-200 passengers.(up to).

This is not true - the capacity of an articulated bus is 110 or so at crush-load, compared to 70 for a regular 40-foot bus. In terms of seats it can have around 60 compared with around 40 for a regular bus. It's only 1.5 times the capacity.

[KLM]

This is not true - the capacity of an articulated bus is 110 or so at crush-load, compared to 70 for a regular 40-foot bus. In terms of seats it can have around 60 compared with around 40 for a regular bus. It's only 1.5 times the capacity.

FYI:

http://www.ikarbus.rs/eng/ik-218n.htm

seating 46 ,full capacity 160.

[mpd618]

FYI:

http://www.ikarbus.rs/eng/ik-218n.htm

seating 46 ,full capacity 160.

I'll believe it when I see it -- and Eastern European and South American crush load is not the same as Canadian crush load. Anyway, common articulated buses in North American service, e.g. New Flyer D60LF or Novabus LFS Artic, are not claimed to fit more than 120. The other point of reference is that articulated buses are only 1.5 times the length of regular ones, so there isn't reason to expect them to be much more than 1.5 times the capacity.

Once we have a single route that has headways of 5-7 minutes, adding capacity with articulated buses will certainly make sense in terms of operating reliability and cost. Route 7 is a candidate, but it first needs to be reorganized to be a single line -- which might move some of its capacity issues elsewhere (or remove them altogether).

[KLM]

I'll believe it when I see it -- and Eastern European and South American crush load is not the same as Canadian crush load. Anyway, common articulated buses in North American service, e.g. New Flyer D60LF or Novabus LFS Artic, are not claimed to fit more than 120. The other point of reference is that articulated buses are only 1.5 times the length of regular ones, so there isn't reason to expect them to be much more than 1.5 times the capacity.

Once we have a single route that has headways of 5-7 minutes, adding capacity with articulated buses will certainly make sense in terms of operating reliability and cost. Route 7 is a candidate, but it first needs to be reorganized to be a single line -- which might move some of its capacity issues elsewhere (or remove them altogether).

I don’t know what’s to believe, I think provided link gives you enough info and specs.

I know articulated bus above is pull type; low floor so engine is located under floor and compared to push type could carry more people. With push type bus, engine is located at the back and capacity is decreased. Both of them have pros and cons.

As for capacity there might be regulations for certain markets.

Let’s see example of Volvo articulated bus (in this case bi-articulated) in Goteborg, Sweden.

http://www.volvobuses.com/bus/global/en-gb/newsmedia/pressreleases/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=22565&News.Language=en-gb

Bottom line is no passenger should be left out on the street. And that extended capacity of articulated bus could help during rush hour.

I agree with you on 7, needs to be revised.

[IEFBR14]

Fast and frequent buses could span ‘Innovation Corridors’ (http://www.therecord.com/news/local/article/304329--fast-and-frequent-buses-could-span-innovation-corridors)

More Shortreed. See also reader comments.

[KevinL]

Fast and frequent buses could span ‘Innovation Corridors’ (http://www.therecord.com/news/local/article/304329--fast-and-frequent-buses-could-span-innovation-corridors)

More Shortreed. See also reader comments.

I like the marketing ideas, and even the fare-free downtowns have a certain amount of merit. But frequent stops, and BRT technology, are precisely what we do NOT need.

[Optimus Prime]

Fast and frequent buses could span ‘Innovation Corridors’ (http://www.therecord.com/news/local/article/304329--fast-and-frequent-buses-could-span-innovation-corridors)

More Shortreed. See also reader comments.

Silly senior windbag, blow it out your a$$!

Im willing to bet that this guy has never even stepped foot on a GRT bus

Pro LRT Bots Deploy!

[IEFBR14]

fare-free downtown
How would that work? If I get on a bus in, say Uptown, and tell the driver I'm getting off at Charles St, how would they know that I really plan to go to, say Cambridge?

Unless I'm missing a simpler solution, for fare-free to work we'd need some sort of smart-card technology and riders would have to "swipe" their cards both when they enter and when they exit. How else would the system know whether a ride was within the fare-free zone or not? That solution would be rather awkward. It might also increase stop times as people "swipe" their cards getting on and getting off. And if the card reader fails to read a card? The owner would presumably get charged anyway, causing more frustration with the system. An RFID system might be a bit better, but it too has its limitations. Besides, if we adopt such a system, how would out-of-town visitors get a card/RFID tag?

Another solution would be to have special buses that run only within the fare-free zone, say alternating with regular buses that go the entire route from Waterloo to Cambridge. But that then means I can't use the latter (without paying) even if it's right there in front of me and it's got lots of room. Instead I'd have to wait for the next fare-free bus. What if that one is full? This solution would really go over well in cold or rainy weather.

Other ideas about what Shortreed is proposing by fare-free? And why is fare-free only viable with BRT (i.e. not LRT)?

As for an international marketing campaign, this has nothing to do with BRT vs. LRT. If anything LRT would be even more innovative, so such a campaign would have even more credibility.

[plam]

How would that work? If I get on a bus in, say Uptown, and tell the driver I'm getting off at Charles St, how would they know that I really plan to go to, say Cambridge?

There are a number of west-coast US cities with fare-free zones. I think that it works best when lines all terminate in the downtown, which works well when you have a single downtown. The idea is that you pay if you are on the bus when the bus is leaving the free-fare zone.

[mpd618]

There are a number of west-coast US cities with fare-free zones. I think that it works best when lines all terminate in the downtown, which works well when you have a single downtown. The idea is that you pay if you are on the bus when the bus is leaving the free-fare zone.

It would not be a problem to implement fare-free zones on a proof-of-payment system.

[BuildingScout]

How would that work?

Seattle has it and it works great. Buses go by very frequently so people ditch their cars just outside the core area and ride into the core on buses, often going from place to place on a bus. If I remember correctly you get a ticket stub if you pay and you may be asked to produce at a later time once outside the free zone but it was so long ago that I don't remember any more.

[DHLawrence]

Manchester has a small network of fare-free buses as well, mainly for tourists. I still took light rail ;)

[KevinL]

It would not be a problem to implement fare-free zones on a proof-of-payment system.

Exactly. In essence, you only check for proof of payment outside the free zones. Within the zones, just step on and off without worrying.

[KLM]

Exactly. In essence, you only check for proof of payment outside the free zones. Within the zones, just step on and off without worrying.

btw who is paying for free fare zone?

[mpd618]

btw who is paying for free fare zone?

Same people who are paying for the street on which those buses are riding: local taxpayers. Or sometimes local business districts. Sometimes the extra benefits of having a fare-free service far outweigh the additional subsidy. For that matter, there are also cost savings in fare-free zones, namely the cost in time and money of collection and/or enforcement. And the benefit in getting people to leave their cars outside the core instead of clogging it up.

[BuildingScout]

btw who is paying for free fare zone?

The same people who pay for fare free streets.

[UrbanWaterloo]

Calgary (http://www.calgarytransit.com/route_maps/lrt_stop.html) also has a Free Fare Zone in its downtown, with a POP system.

http://www.calgarytransit.com/images/CT-Line-Map_April_2010.gif

[KevinL]

By the by, a POP system is likely to be the standard on an eventual LRT no matter what; with multiple-door boarding, it's the most economical form of fare enforcement.

Not to mention that we'll likely be joining Presto (https://www.prestocard.ca/en/) at any rate, and it makes POP very easy.

[BuildingScout]

Seattle ride free area shown below. They were also pioneers in front bicycle racks for buses, which they introduced in the nineties.


http://metro.kingcounty.gov/tops/bus/area_images/CBDMap_RFA.jpg

[IEFBR14]

Thanks for the comments. So to summarize, many of Shortreed's claims for BRT, e.g. fare-free zones and international marketing campaigns apply equally to LRT as BRT. IOW they're just red herrings in the BRT vs. LRT debate.

[KevinL]

Looks like GRT is considering buying articulated (bendy) buses - I just saw a test model from Nova Bus get driven down Strasburg Rd.

[Waterlooer]

Looks like GRT is considering buying articulated (bendy) buses - I just saw a test model from Nova Bus get driven down Strasburg Rd.

Wow, that's cool. Will this be used for the iXpress buses?

[1231]

No GRT will not be getting artics. None of the garages are "equipped" to handle them, and most (if not all) terminals do not have bus bays big enough to fit one. On CPTDB someone mentioned that the region will not consider buying artics until at least 2017 (which makes me wonder...what was it really doind here?).

[taylortbb]

the region will not consider buying artics until at least 2017

The original plan for the garage expansion included bays for artics, but they were cut when the garage expansion approached about $20 million over original budget. I'm not certain how much they saved, but I think it was decided that the costs of running extra buses for a few years was smaller than the cost of building artic bays. I say for a few years because the next garage (once Strausburg is at capacity again post-expansion) will have artic bays. The new garage doesn't have an exact year attached to it, but 2017 sounds about right.

[Duke-of-Waterloo]

Didn't Kitchener Transit used to use articulated buses on Route 7?

[Spokes]

Didn't Kitchener Transit used to use articulated buses on Route 7?

Not that I can ever remember. But that doesn't mean no.

[KevinL]

No GRT will not be getting artics.

It's thus curious as to why they got some kind of demonstration today from Nova...

[WaterlooNative]

Perhaps another BRT alternative? Or, given how much wrangling there may be before any rapid transit solution occurs (especially given the province heads to the polls this fall, and the feds could do so in the next year or so) they are covering their bases. Or, Nova Bus simply has a really good salesperson who can get anyone to take a test drive.

[mpd618]

GRT's contract with Nova is expiring soon, so Nova may be working on securing future contracts, which may well fit in a few artics. There's also little point showing off a vehicle GRT already has plenty of.

[Duke-of-Waterloo]

GRT's contract with Nova is expiring soon

GRT should consider looking into their next contract with Van Hool (http://www.vanhool.be/home%20en/homeen.html). They manufacture nice looking buses, including the existing fleet York Region's Viva "RTVs" (http://www.vivanext.com/home). I believe Viva's new busses will becoming from Nova though.

[KLM]

GRT should consider looking into their next contract with Van Hool (http://www.vanhool.be/home%20en/homeen.html). They manufacture nice looking buses, including the existing fleet York Region's Viva "RTVs" (http://www.vivanext.com/home). I believe Viva's new busses will becoming from Nova though.

I agree they look nice but I would rather support purchasing Nova busses.
2017 is long time to wait for artics.

[Spokes]

GRT should consider looking into their next contract with Van Hool (http://www.vanhool.be/home%20en/homeen.html). They manufacture nice looking buses, including the existing fleet York Region's Viva "RTVs" (http://www.vivanext.com/home). I believe Viva's new busses will becoming from Nova though.

When is their contract up? Is that the 2017 number that's being used?

[GGHTransit]

RE: 2017

Since the Strasburg Expansion will not include artics facilities this is the earliest date GRT is looking at building another garage facility. The GRT Business Plan and the RTMP call for more bus storage facilites around this timeframe (only 6 years BTW) so artics will be considered then. I should also note that during the demo the GRT transit planners did come to the garage and take detailed measurements of the bus (length, positioning of doors etc.) to "start designing pads and platforms that can accomodate them".

RE: Why was the artic at GRT?

The Nova reps were taking the bus to several different transit agencies around the province, they will be in St. Catharines this week, we were just a stop on the road.

That being all said, I got to drive the thing for about half an hour. If anyone wants to know what I want for my birthday and has $800K they don't need..... LOL

[isUsername]

In terms of business continuity, it seems rather silly to have the vast majority of the buses in the same garage. All you need is a big fire and people will wake up the next morning to most bus runs being cancelled for a year. Imagine what that would do to the region.

I'm sure the garage has a strong fire suppression system, but would it be able to handle a worst-case scenario or intentional act?

[UrbanWaterloo]

Given who their neighbours (http://www.kitchener.ca/en/livinginkitchener/FireService.asp) are, one would hope a fire could be extinguished fairly quickly.

That said, I do get the point of your post, however the region would have to balance the risks against the added cost of multiple facilities. In terms of maintenance, we see the City of Kitchener moving to a consolidated facility (http://www.wonderfulwaterloo.com/showthread.php/334-Kitchener-s-Consolidated-Maintenance-Facility), even though that could also pose a business continuity issue (picture no plows during a major snow storm).

I imagine if there ever was a major disaster, other transit systems across the province and country would offer extra buses for use while needed. This would be similar to how when there's a major forest fire you see firefighters from across the country helping out, or when there's a major security operation (Vancouver Olympics, Toronto G8) you have police officers from everywhere coming to provide service.

[bcwessel]

Big transit bus not coming to local streets

January 14, 2011 | THE RECORD | LINK (http://www.therecord.com/news/local/article/474078--big-transit-bus-not-coming-to-local-streets)

. . . The articulated bus was visiting as part of a sales pitch by its manufacturer. Grand River Transit has no plans to use stretch buses at this time, transit director Eric Gillespie said, explaining they would be too big for too much of their time on the road. . . .

Interesting that the lack of storage and maintenance facilities capable of housing articulated buses wasn't mentioned. Most casual observers would likely argue that greater capacity is needed throughout most of the day on Route 7, at the least.

[GGHTransit]

Who knows how much The Record cut out of that interview with Gillespie, the article was only a short paragraph in the "In Brief" column of the Local section afterall. The posting that was put up for employees at the Strasburg Garage clearly stated that artics will be considered after 2017.

[taylortbb]

The RTMP is also specific that articulated buses are to be purchased in the later years.

[jamesbow]

Didn't Kitchener Transit used to use articulated buses on Route 7?

I am 99% certain that Kitchener never used articulated buses, although there were some proposals in the mid 90s.

I moved to the region in 1991, so I know for certain that no articulated buses were used after that time. From what I've heard before then, Kitchener Transit stayed away from the bendy buses in the 80s as well. They picked up some 30 foot Orion buses for lighter routes (Huron Business Park) but generally stuck with the 40 foot models. And, of course, before 1973, trolley buses ran up King Street.

[bcwessel]

An interesting and highly useful reinterpretation of the conventional (and super confusing) system-wide bus map: http://seattletransitblog.com/2011/01/18/seattle-frequent-transit-map/

Anybody care to take a stab at the GRT system map?

[mpd618]

An interesting and highly useful reinterpretation of the conventional (and super confusing) system-wide bus map: http://seattletransitblog.com/2011/01/18/seattle-frequent-transit-map/

Anybody care to take a stab at the GRT system map?

There's slim pickings. King Street between Conestoga Mall and Montgomery St (by the expressway) has 15-minute service, with an unfortunate layover at the terminal. The iXpress is 15 minutes during the day. University Avenue between Westmount and Weber (on the 8 and 12). More of the 12 would work, except that its headways alternate between 12 and 18 minutes. I do believe that's it.

But, you're right - even that is worth showing schematically. And used to push for expansion specifically to be able to grow an understandable frequent service network.

[Spokes]

One thing Im anxious to see is when GRT implements all of their new express lines, where they're anchored. I think ideally they'd be anchored or at least have stops at shopping centres/plazas surrounding the city as people could essentially use these spots as park and ride lots (would require some $ from GRT likely?).

This has been done effectively in other cities.

[KevinL]

One thing Im anxious to see is when GRT implements all of their new express lines, where they're anchored. I think ideally they'd be anchored or at least have stops at shopping centres/plazas surrounding the city as people could essentially use these spots as park and ride lots (would require some $ from GRT likely?).

This has been done effectively in other cities.

That seems to be what the full RTMP indicates; the Fischer-Hallman line, for instance, starts at Forest Glen and visits Highland Hills.

[plam]

That seems to be what the full RTMP indicates; the Fischer-Hallman line, for instance, starts at Forest Glen and visits Highland Hills.

Almost all bus lines in Montreal start or end at metro stations. The other end may be a plaza, or it may just be somewhere in the middle of nowhere.