Racism is corrosive and destroys entities that don’t serious and aggressively deal with. TTC needs to demonstrate to its riders and staff that it will do everything possible to stamp out and hint of racism.

“This says it all: The headways provided today are, in most cases, wider (aka less service) than those pre-pandemic. TTC claims that service is “back to 100%”, but this is measured by vehicle hours which include the effect of slower operation in traffic and longer recovery time provisions at terminals. What riders see is how often a bus shows up, and that determines a route’s capacity and wait times.

Ontario’s 1960s pitch to Americans: “Friendly, Familiar, Foreign & Near.” Snow, skiing and sleigh rides. Sixty years later, our winters are warmer and our relations colder. Perhaps Washington’s picture of Canada needs updating too.

How we measure congestion shapes what we build. A new review from the Victoria Transport Policy Institute challenges widely cited estimates that congestion costs the average motorist $1,480 a year, finding that more realistic assumptions suggest $100–$200. It also asks whether road expansion is being credited with benefits it may not deliverand whether transit and other options are undervalued. planetizen.com/blogs/138153-…

And one of the first e-bus BRT programs.

Fare incentives have been tried around the world to move riders out of the morning peak, when transit systems are most constrained. The evidence suggests it takes a very large incentive, often free travel, to achieve a limited shift. Singapore offered free rail journeys ending at 18 city-centre stations before 7:45 am, ahead of its 8–9 am peak. For someone who normally arrived at 8:30, that meant arriving about 45 minutes earlier. It shifted 7% of trips out of the peak. Melbourne offered free train travel before 7 am. Riders who changed their time travelled an average of 42 minutes earlier, but peak demand fell only 1.2–1.5%. For the TTC, an average business day has about 1.3 million linked trips. If we assume the busiest morning hour represents 10% of those trips, shifting 1% of the peak hour means moving roughly 1,300 trips a day. But the cost is not just the fares from those 1,300 riders. A free hour immediately before the peak would also apply to everyone already travelling then. Using the TTC’s historical hourly ridership profile as a proxy, that hour represents roughly 8% of daily trips. Including the riders shifted from the peak, more than 100,000 trips a day would be free. At the TTC’s current average fare, that is roughly $64 million a year in foregone fare revenue to shift about 1,300 riders out of the peak hour each weekday. Toronto also faces an implementation problem. The peak varies by route and location, and 70% of TTC journeys include a bus or streetcar. A rider could board a bus during the free hour, then reach a crowded subway during the peak. In a mixed-mode system, designing a time-based fare incentive that relieves the actual bottleneck would be very difficult.

A long history of municipal transit agencies working together.

Well that seems like a good explanation. The truth is the rebuilding of TTC is stalled.

The politics should align. Transit ridership is not yet back to its record, better service and better managed service would be one way to get us there. Low fares are usually the least effective way to drive transit ridership.

Exactly…but if you have, there should be money to run them. I am thinking that we have the opposite problem from the ridership growth plan times

I really wish they would prioritise good service. The buses were paid for, so use them.

I hear they have lots of unfilled bur funded vacancies.