Sean Marshall

Marshall’s Musings

  • A transit tour of central Ontario

    A transit tour of central Ontario

    On the morning of Thursday, August 19, I departed Toronto’s Union Station. My destination: Union Station. I set out to travel the longest distance possible by local and regional transportation services, taking advantage of several new routes set up by local and county governments to fill the gaps left by traditional intercity coach operators.

    The round trip from Union Station required two trains and seven buses, operating on five separate transportation agencies. In some cases, the transfers were smooth and reliable; in Owen Sound, I waited several hours between connecting trips. For a casual traveler like myself, this was not a problem, but for more frequent commuters, the patchwork of various schedules and fares is not ideal.

    I left Union Station on a westbound Kitchener Line train at 7:34 AM on Thursday, August 19. I returned to Union Station at 9:34 PM Friday evening, staying in Meaford overnight. I made time for short visits to Owen Sound, Meaford, Collingwood, and Barrie, with short stopovers in Guelph and at the Blue Mountain resort.

    The following is a travelogue of sorts, concluding with a few conclusions on how parts of this trip can be made better for future passengers.

    Thursday: Toronto to Owen Sound and Meaford

    Intending to catch the morning GOST (Guelph-Owen Sound Transportation) minibus from downtown Guelph, I boarded the first westbound Kitchener Line train at Union Station at 7:34 AM. The train only goes as far as Bramalea Station, requiring a transfer to a bus to continue westward. Happily, the train arrived at Bramalea on time, so there was no problem taking the connecting bus that departs at 8:18 AM. (I had bad luck on a previous trip through Bramalea.)

    The connecting bus from Bramalea to Guelph is a slow, local service, winding its way through Brampton, Georgetown, Acton, and rural Wellington County before arriving at Downtown Guelph at 10:13. Through GO Transit’s buses are comfortable, they lack lavatories, so a two-hour trip may be difficult on some passengers’ bladders. Though the 7:34 train to Bramalea connects to an express bus via Highways 407 and 401 to Kitchener, anyone headed to Guelph gets to ride the scenic route.

    Though an express bus would be welcome, I noted the importance of the local GO bus for workers living in Brampton getting to jobs in Halton Hills, and residents in Acton and Rockwood commuting to Guelph. There is a need for both services.

    At least I got a spot at the front of the double decker bus and was able to enjoy the ride.

    This first leg on GO Transit between Toronto and Guelph cost $14.06, deducted from my Presto card.

    Brampton Transit used to operate a double-decker bus. GO Transit has brought them back to the Flower City.
    Due to a construction project on Highway 7 in Rockwood, the double-decker bus took a scenic, yet unexpected detour on country roads. This must have turned some heads.

    At Downtown Guelph, I had just under 20 minutes to use a washroom and have a quick coffee before switching to the GOST minibus. GOST serves the Guelph Central Station bus terminal, with easy connections to GO buses and trains and most Guelph Transit services.

    A GOST minibus waiting for departure at Guelph Central Station

    The GOST minibus service operates two round trips, seven days a week, between Guelph and Owen Sound, with stops in Elora, Fergus, Arthur, Mount Forest, Durham, Williamsford, and Chatsworth. Except for Fergus, all stops are located in or near each town’s commercial centre. The service is funded by Owen Sound and a provincial grant, and operated by London-based Voyago (which operates several other rural services in Western Ontario).

    Until the mid 2000s, Greyhound ran buses six days a week between Toronto and Owen Sound via Highway 10 through Brampton and Orangeville or via Highway 6 through Guelph and Mount Forest, each route on alternating days. Gray Coach, the TTC-owned predecessor to Greyhound, ran several daily trips. The twice-daily GOST bus is a significant improvement over Greyhound’s schedule in its waning years.

    On this Thursday midday northbound trip, there were two passengers going all the way up to Owen Sound, one getting off in Elora, one disembarking at Mount Forest, and one passenger who boarded at Williamsford for Owen Sound. The fare from Guelph to Owen Sound is $20 cash, with cheaper fares to ride shorter distances.

    I arrived in Owen Sound a few minutes before 1:00 PM, with several hours to spend before my next ride to Meaford. Owen Sound, population 26,000, has an interesting history as a Great Lakes port and railhead for both the Canadian Pacific and Grand Trunk/Canadian National Railways. The maritime traffic and local industry gave Owen Sound a reputation as a hard drinking town; it became one of the first municipalities in Ontario to go “dry” in 1906. It remained that way until 1973.

    With the construction of the St. Lawrence Seaway and the decline of branch lines across Ontario, the city declined as a port and both railways were torn up in the late 1990s. However, both stations remain standing – the Grand Trunk Station on the west side of the harbour is now a local museum, while the modernist CP station, built after the Second World War, is now a brewpub.

    With a lovely downtown, harbour, parks, and heritage neighbourhoods to wander through, Owen Sound was worth a three-and-a-half stopover.

    Owen Sound Marine and Rail Museum, the former Grand Trunk/CN Station
    Mudtown Station, the old CP Station in Owen Sound
    Plaque commemorating “Damnation Corners” where taverns once stood on all four corners. One block to the east was “Salvation Corners” where four Protestant churches still stand.

    I decided to stay in Meaford overnight. Though I could get as far east as Wasaga Beach via Grey Transit Route, Colltrans, and Simcoe County Linx, I would not have been able to continue my trip back to Toronto that night, missing the last Linx bus from Wasaga Beach to Barrie by one hour.

    Meaford had cheaper accommodations than Owen Sound or Collingwood, and by staying there overnight, it gave me plenty of time in Meaford and Collingwood the next day. Before Greyhound Canada suspended operations in April 2020, there was one daily bus between Toronto, Barrie, Collingwood, and Owen Sound. PMCL, which Greyhound purchased in the 1990s, used to run several buses a day on that route.

    I departed Owen Sound on a pre-booked GTR minibus at 4:30 PM, which cost $5 for the trip into Meaford. As I was the only one on that departure, the driver was kind enough to drop me off right by my motel. There are six daily trips between Owen Sound and Meaford, with four of those trips offering a timed connection or direct run to Blue Mountain Resort, GTR’s eastern terminus.

    GTR minibus at Owen Sound Terminal (October 2020)

    Meaford itself is a charming little town, with several good restaurants, and a lovely harbour. Meaford is the western terminus of the Georgian Trail to Collingwood, one of Ontario’s first rail trails. As GTR minivans and Simcoe Linx and Colltrans buses all have bike racks, Meaford would make for a nice cycling trip.

    Meaford Hall, with the old fire station behind
    Terminus of the Georgian Trail, which continues to Collingwood, with connections beyond

    Friday: Meaford to Collingwood and Toronto

    The next morning, I departed Meaford on GTR Route 4 at 8:46AM, and arrived at Blue Mountain Village just after 9:30, another $5 pre-booked trip. The popular resort is also served by Colltrans’ Blue Mountain Link route to Downtown Collingwood, with connections to local buses and the Simcoe County Linx Route 4 to Wasaga Beach.

    Approaching Blue Mountain, the driver helpfully asked me if I needed to catch the bus to Collingwood. Though the timetables between GTR Route 4 and Colltrans’ bus don’t permit an easy connection, if I got off at Craigleith, at the bottom of the escarpment, I would be sure to get the onward bus. I declined the offer, because I was curious to see Blue Mountain Village itself, and I needed a coffee.

    The Disneyland-like urbanity of Blue Mountain Village

    Blue Mountain Village, the heart of the sprawling Blue Mountain resort, contains many shops, restaurants and bars, along with three hotels and timeshare apartment complexes with the architecture and walkways meant to invoke a European ski resort. Cars are not permitted in the internal streets, which gives it a somewhat surreal atmosphere. In the summer, tourists and vacationers are attracted by several golf courses, downhill mountain biking trails, rope courses, spas, nearby beaches, and, of course, the shops.

    Having gotten my coffee and my morning walk, I paid my $2 fare and got on the 10:20 bus to Downtown Collingwood.

    Colltrans and Simcoe County Linx buses at Downtown Collingwood

    Like Owen Sound, Collingwood has a lovely and vibrant downtown core, with its own proud marine and railway history. Collingwood was the terminus of the Ontario Simcoe & Huron Railway, the province’s first rail connection, built in 1853-1854. The OS&H was built as a shortcut between the Upper Great Lakes and Toronto and prospered before merging with several other railways to become part of the massive Grand Trunk system. Sadly, passenger service to Collingwood ended in 1960, and the railway itself is abandoned and partially removed.

    Collingwood Town Hall

    After a hearty lunch in Downtown Collingwood and walk through the area, I paid another toonie and boarded Simcoe Linx Route 4 to Wasaga Beach.

    In the back parking lot of a Loblaws Superstore in the west end of Wasaga Beach, two Simcoe County Linx buses, a Wasaga Beach Transit bus, and a Clearview Transit minibus meet to exchange passengers. The grocery store is distant from the main tourist area and the downtown commercial centre, but at least transfers between buses are easy. The Wasaga Beach Transit bus does pass by most motels, tourist traps, and beach areas. I changed to another Simcoe County Linx bus (Route 2) that passes through Stayner and Angus for Allandale Waterfront GO Station south of Downtown Barrie. The fare between Wasaga Beach and Allandale was $6.00 cash.

    At a grocery store parking lot, Simcoe County Linx, Wasaga Beach Transit, and Clearview Township buses meet
    Arrival at Allandale Waterfront GO Station

    Allandale Waterfront GO Station, which hosts GO trains and buses and several Barrie Transit routes, is one of two Barrie terminal points for Simcoe County Linx’s buses. Buses to Orillia and Midland terminate at Georgian College and Royal Victoria Hospital in the northeastern corner of Barrie, with a Barrie Transit fare and a 30-minute local bus ride to get from one Linx route to another.

    Kempenfelt Bay, Barrie

    The ride back to Union Station, which included a bus to Aurora GO and a change to a train the rest of the way. That final trip cost me $13.76 on my Presto card.

    In total, I paid $39.06 on Thursday and $28.76 on Friday to complete the round trip between Toronto and Georgian Bay.

    Analysis and Conclusions

    It is good to see Owen Sound, Grey County, and Simcoe County develop local solutions to replace and improve upon vanished coach services that ran on Highways 6, 10, and 26, better schedules and improved connections will only make their services better.

    With limited schedules, particularly on Grey Transit Route and Simcoe County Linx, I could only do this exact trip by leaving Toronto on a Wednesday or Thursday. GTR’s Routes 3 and 4 between Owen Sound, Meaford, and Blue Mountain operates Wednesdays through Sundays. Though transit between Blue Mountain Village and Wasaga Beach runs 7 days a week, the Simcoe Linx bus between Wasaga Beach and Barrie only runs weekdays, with the last buses leaving Allandale GO and Wasaga Beach Superstore at 6:30 PM.

    Later service hours and weekend service between Barrie and Wasaga Beach would allow GTHA residents to get to one of the Great Lakes’ great beaches without a car for a weekend getaway, without more congestion on Highways 400 and 26.

    Grey County at least gets this, with its council committed to additional funding for GTR, allowing for daily service on most routes in 2022.

    In addition, it would be good to see Simcoe County and municipal systems in Collingwood, Wasaga Beach, Barrie, Orillia, and Midland/Penetanguishene develop a coordinated fare structure, as transfers or fare discounts are not provided between each service, except between Linx and Midland/Penetanguishene. Simcoe County Linx already has its own farecard; if that were upgraded it would at least allow frequent riders to benefit from easy fare payments and transfer discounts.

    These are relatively simple changes that can further drive ridership growth and improve mobility throughout fast-growing Simcoe County as well as attract more visitors from Toronto and beyond.

    The Toronto-Guelph leg of my trip was unnecessarily slow, and will continue to be so until all-day, two way GO service is introduced on the entire Kitchener Corridor, or if express buses are added to the schedule. While all-day GO train service will take several years with several construction projects underway or necessary in Toronto, Brampton, and Guelph to provide the necessary capacity, improved bus service can provide a stopgap for the time being.

    Without an express GO bus or competing services such as Greyhound (which used to operate multiple buses between Guelph and Toronto) or a morning VIA Rail train, it can take nearly three hours to get from Toronto to Guelph without a car.

    Though GO Transit will introduce significant service improvements starting Labour Day, including new peak-direction express trains on the Kitchener Corridor. Unfortunately, there are no travel time improvements for getting between Toronto and Guelph weekday mornings. Given that there is currently no alternative access between the two cities, there’s a market that GO Transit is clearly missing right now.

  • A visit to GO Transit’s new Garage Mahal

    A visit to GO Transit’s new Garage Mahal

    Bloomington GO Station

    On Thursday, August 12, I rode the train to the very end of the Richmond Hill Line to check out GO Transit’s newest station.

    In 2017, I made a similar trip to Gormley Station, just to the south of Bloomington GO, soon after that station opened to the public. Four years ago, I was critical of Metrolinx’s failures to support the urban intensification of the Greater Toronto and Hamilton Area (GTHA) by building new stations on the Greenbelt, on lands that will not support transit-oriented development.

    Though I came away from Gormley Station disappointed, I wanted to see Bloomington Station for myself and give it an honest assessment. I came away with mixed feelings.

    Most GO Stations outside the old City of Toronto put free car parking ahead of all other considerations. Some stations, such as Unionville, were even moved to sites where large surface lots could easily be built. Hamilton GO Centre, opened in 1996, was an exception: an urban station that combined a restored heritage building with a large bus terminal. A few other newer stations, such as Mount Pleasant in Brampton and Mount Joy in Markham, still had large surface parking lots, but also had easy walking connections to adjacent neighbourhoods. In Guelph and Kitchener, GO Transit used existing downtown stations instead of suburban stations, and Allandale Waterfront Station is located right across the street from Barrie’s gorgeous Kempenfelt Bay.

    Gormley and Bloomington Stations represent a return to GO Transit’s old ways of putting parking ahead of all other considerations, despite Bloomington’s modern design.

    Metrolinx, the provincial agency responsible for planning and constructing transit infrastructure in the GTHA and for operating GO Transit, opened Bloomington Station on June 28, 2021. The station is located on Bloomington Road, adjacent to Highway 404, on the boundary between Richmond Hill and Aurora.

    The station is built around a three-storey parking garage tucked into a hill, with the train platform and station amenities (an enclosed waiting room with washrooms and a ticket counter) on the second level. At the lower level, there is a six-bay bus loop almost directly below the rail platform, minimizing the distance between train and bus. Elevators, stairs, and ramps connect the three levels of parking, the bus bays, and the train platform.

    The station’s central atrium, which contains the pedestrian passages between parking levels, station, and platforms, is the architectural highlight. Above the parking areas, solar panels collect some of the energy required to light and heat the station.

    Atrium at Bloomington Station, with parking spaces on both sides

    In its blog, Metrolinx expressed pride in the new station, noting it was built to achieve LEED Gold certification through features such as energy efficient lighting, a water-permeable surface lot, stormwater management, and a pond for local wildlife with an underground passage to help animals migrate away from the station complex. Like most new GO platforms, Bloomington’s train platform is heated to allow snow and ice to melt, reducing salt usage. Finally, as far as suburban GO stations go, Bloomington’s footprint is quite compact. It cost $82.4 million to build the new station.

    Plaque adjacent to wetland at Bloomington GO Station
    Permeable surface at Bloomington’s outdoor surface lot and passenger pick-up and drop-off area

    Despite these innovations, a LEED certification can only go so far when the GTHA’s newest transit station is only accessible by car, with over 1,000 parking spaces. Though transit ridership is down significantly during the ongoing pandemic, especially on GO’s Richmond Hill Line (which operates only in the weekday peak-period direction and currently uses four-car trains), there are no ongoing connections from Bloomington GO Station operated by GO buses or York Region Transit.

    Though several GO rail stations do not have any local transit connections only Bloomington and Gormley have no bus connections at all. (In April 2020, YRT discontinued the limited-service Route 15 that ran past Gormley Station). At Acton, Georgetown, and Lincolnville, which also do not have any local transit connections, passengers can still connect to GO buses for points beyond, or make a return trip.

    The only bus operating at Bloomington Station’s loop is GO Route 61, which provides supplemental weekday service between Union Station and Bloomington GO. But the last Route 61 bus leaves for Union at 1:55 PM.

    There was no bus connection to be found at Bloomington GO Station

    The nearest in-service bus stop is over one hour’s walk away, near Bloomington Road and Yonge Street. At least there was a paved shoulder along the busy five-lane road between the GO station and Bayview Avenue, where motorists were driving well in excess of the 80 km/h speed limit.

    Looking east towards Bloomington GO at Leslie Street

    At Bayview Avenue, a sidewalk leads westerly to Yonge Street, with new residential subdivisions lining the south side of Bloomington Road. I noted a bus stop as I was walking west towards Bayview Avenue; alas, it was only for a high school special route.

    YRT stop at Bloomington Road and Bayview Avenue signed “school special only”
    New residential development along Bloomington Road featuring large houses with three-car garages was clearly designed for cars, rather than people

    As I was nearing Yonge Street, I noted that the new subdivisions were set back far from the road, with many of the houses built with three-car garages. Building enough transit ridership here to support even a limited service bus route is going to be very difficult.

    One hour and 8 minutes later, I arrived at the bus stop at Yonge Street, the closest place to Bloomington GO Station where I could get a bus to continue my journey.

    The end of a long walk from Bloomington GO Station

    Bloomington Station’s small footprint and environmental features might actually make it an ideal basic station design for more urbanized locations in the GTHA, where the compact design and logical layout could support easy bus connections and short walks to residential and employment areas. I liked the simplicity of the bus connections at Bloomington — if only there were any buses to connect to.

    But Bloomington’s LEED Gold certification means little when it does not support sustainable development or sustainable access to the station.

    Though its location adjacent to Highway 404 may entice some commuters to switch to parking at Bloomington and commuting downtown by train, Gormley, just one station to the south, already achieves a similar purpose.

    For now, Bloomington Station is just a Garage Mahal — a grand monument to the old way of doing things at GO Transit.

  • How Brampton commuters are caught in the middle at Steeles

    How Brampton commuters are caught in the middle at Steeles

    The intersection of Steeles Avenue and Main and Hurontario Streets

    Last year, I wrote about a foreseeable problem coming to the corner of Steeles Avenue and Hurontario and Main Streets in Brampton: the planned Hurontario LRT terminus, to be located on the south side of Steeles Avenue, would require thousands of commuters to transfer to Brampton Transit buses on the north-west corner of the intersection.

    This transfer would require crossing ten or eleven lanes of traffic at one of Peel Region’s busiest intersections, with crowding at the street corners, with passengers awaiting a walk signal two separate times to make the necessary connection.

    Screenshots of my questions and Metrolinx’s answers from the June 2020 Hurontario LRT virtual open house

    After twice receiving unsatisfactory answers at a Metrolinx online town hall, and hearing no information about how the crossing at this intersection might be mitigated, on March 9, 2021, I took the step of making an Access to Information Request to Metrolinx under the province’s Freedom of Information and Protection of Privacy Act asking for communications between Metrolinx, the Ministry of Transportation, Mobilinx (the consortium awarded the contract to build and operate the LRT), and the City of Brampton.

    I received a package with the requested materials from Metrolinx on July 29, 2021. The request cost me $360.00, plus a $5.00 application fee. Communications from Metrolinx’s privacy officer were professional, friendly, and very helpful.

    Through my request that covered the dates December 1, 2018 to March 11, 2021, I obtained several letters from Brampton officials, including City Councillor Gurpreet Singh Dhillon, Director of Transportation Special Projects Chris Duyvestyn, Chief Administrative Officer David Barrick, and Mayor Patrick Brown to Metrolinx and Ministry of Transportation Officials requesting restoration of the north side stop at Steeles Avenue/Brampton Gateway Terminal. I also obtained replies from senior Metrolinx staff, including President and CEO Phil Verster and the Deputy Minister and the Minster of Transportation.

    What is the communications reveal is that decisions made during the 2014-2018 term of Brampton Council significantly tied the hands of everyone involved — both at the City of Brampton (which reversed its previous decisions when a new council was elected in October 2018) — and at Metrolinx, which was quickly working towards finalizing the contracts to construct the transit project. Unfortunately, important details, such as the final configuration of the Steeles-Hurontario/Main intersection, remain unknown. Neither Metrolinx nor the Ministry of Transportation, which funds Metrolinx, appear to grasp the problems that will be caused when thousands of commuters have to cross two major streets at an especially busy intersection.

    Despite Brampton’s work since December 2018 to move the Brampton Gateway stop back north of Steeles Avenue, including formal requests to Metrolinx and the Ontario Ministry of Transportation (MTO), and despite a similar request from RioCan, owner of the massive Shoppers World Mall property at Main Street and Steeles Avenue, Metrolinx and the province have held firm in their decision.

    Though Metrolinx’s mandate is to “improve the coordination and integration of all modes of transportation in the Greater Toronto and Hamilton Area,” terminating the LRT on the south side of Steeles Avenue will only reduce the integration of transit modes at Brampton Gateway.

    While Metrolinx and the MTO cite the difficulties of reopening a project which was getting underway, and concerned about setting precedents for other changes to the Hurontario LRT or other transit projects, this would still be a minor change, costing just $15 to $20 million according to a 2020 letter from Metrolinx CEO and President Phil Verster to Brampton Mayor Patrick Brown.

    Sadly, transit riders in Brampton – who do not have affluence or political might — have been left in the middle of this political back-and-forth between municipal politicians, the province, and Metrolinx. They will be forced to endure a more difficult transfer between LRT and bus than anything proposed to them in public consultations.

    (more…)

  • A good truck stop doesn’t make for a good bus stop

    Following Greyhound Canada’s inevitable final departure, several other companies have begun to take over Greyhound’s busiest routes in Ontario and Quebec.

    In May, Megabus Canada began service between Toronto, Kingston, and Ottawa, operating out of the new Union Station Bus Terminal. Megabus’ terminal in Ottawa is the St. Laurent Shopping Centre, with easy connections to Ottawa’s O-Train LRT and several bus routes.

    In June, Rider Express, a new intercity carrier based out of Western Canada (where it picked up many of Greyhound’s abandoned routes there), began operating its own Toronto-Kingston-Ottawa route, in competition with Megabus.

    Québec-based Orleans Express took over Greyhound’s former Ottawa-Montréal route, joining Ontario Northland and Rider Express at the Ottawa VIA Station. The VIA Station, like St. Laurent, offers a safe, enclosed waiting area, passenger amenities, and easy connections to the O-Train LRT.

    While Ottawa has many options for getting to and from Toronto: VIA Rail, Megabus, Rider Express, and two frequent airlines, connections to other cities and towns are limited at best. Ontario Northland’s single daily bus from Sudbury and North Bay through Renfrew County arrives in Ottawa in the late evening, a time not convenient for most passengers. Commuter routes to nearby communities such as Perth, Carleton Place, and Cornwall remain suspended during the ongoing pandemic.

    But at least there’s some bus service again, providing new capacity on some of Canada’s busiest intercity routes.

    On Thursday, July 15, intercity coach service returns to Southwestern Ontario, with a new Toronto-London service operated through a partnership between Megabus and St. Thomas-based Badder Bus. The route will run non-stop twice daily between the Flying J Truck Stop at Highway 401 and Highbury Avenue and the Union Station Bus Terminal in Downtown Toronto.

    Unfortunately, the Flying J truck stop, while convenient for truckers and other motorists, is a terrible place for a bus stop. The map below illustrates the truck stop’s location, on the southeastern outskirts of London.

    The truck stop was likely chosen for its proximity to Badder Bus’ operations centre in nearby St. Thomas, and for the space available to park and load a bus in the RV/trailer parking area. The truck stop operates 24 hours, with an on-site convenience store, washrooms, and restaurant, so there are amenities for bus drivers and waiting passengers.

    Unfortunately, Megabus and Badder Bus could not pick a less accessible place to catch a bus. The truck stop is surrounded by warehouses, light industry, and agricultural lands. Highbury Avenue is a high-speed highway connecting Highway 401 and central London, with a 100 km/h speed limit. Pedestrians and cyclists are prohibited from using Highbury Avenue (which, until the 1990s, was provincial Highway 126). There are no sidewalks leading south to Wilton Grove Road.

    Looking north on Highbury Avenue towards Highway 401, with the Flying J truck stop on the right. Note no sidewalks — pedestrians and cyclists are prohibited from Highbury Avenue at and north of the 401. (Google Streetview – April 2021)

    The only transit route within walking distance is London Transit Route 30, a rush-hour only service that serves the industrial area south of Highway 401. Downtown London is easily a 45 minute bus ride (when route 30 is operating), and Western University — a major market for Greyhound when it operated — is over an hour away by bus or a $50 taxi ride. Ironically, the northern outskirts of St. Thomas — that city remains disconnected to nearby London — are closer to the Flying J than Western University.

    The Greyhound Terminal in downtown London, two blocks from the VIA Station. At its peak in the 1980s, the terminal served Greyhound, Gray Coach, Erie Coach, and Cha-Co Coach, with buses departing for Toronto, Detroit, Niagara Falls, Buffalo, and cities and towns throughout Southwestern Ontario. (Google Streetview – January 2021)

    Greyhound Canada operated out of a terminal in Downtown London, two blocks west of the VIA Rail station. Greyhound shared its building with other carriers in the 1970s, 1980s, and 1990s, including Gray Coach, Cha-Co Trails, and Erie Coach Lines. From Downtown London, there were direct buses to Toronto, Detroit, Niagara and Buffalo, and cities and towns throughout Western Ontario. The terminal was a short walk to nearly all of London Transit’s bus routes, making connections to Western University, Fanshawe College, and the major hospitals easy.

    Choosing a truck stop at the far edge of town, nearly inaccessible by public transit reminds me of the final years of Greyhound’s operations in Western Canada. Greyhound abandoned downtown terminals in Winnipeg, Edmonton, Regina, and Saskatoon in favour of new stops in outlying area.

    In Edmonton, the downtown Greyhound terminal was expropriated for a new hockey arena, but Greyhound moved for the VIA station in the city’s northwest, which had no public transit access. (Red Arrow, a competing coach operator, maintained a downtown office and stop). In Regina, Greyhound moved from the downtown STC terminal to the airport, which has no public transit connection, and in Saskatoon, Greyhound moved to a truck stop — similar to London’s Flying J — in the northern outskirts of that city. It was clear that Greyhound Canada had no interest in attracting customers and was planning for an eventual withdrawal.

    Given Greyhound’s experience, why would a new carrier choose such a poor location for an intercity bus stop, especially in a city as large and important as London? The terminal need not even be in Downtown London to be a major improvement; a stop at White Oaks Mall, just one interchange to the west at Wellington Street, would provide good local transit connections to Downtown London and even Western University while remaining close to the highway.

    For now, Ontario’s newest bus stop might also be its worst bus stop.

  • The TTC, by the numbers

    The TTC, by the numbers

    Route 116 Morningside was created in 1989, replacing a branch of Route 34 Eglinton East

    On Sunday, June 20, the TTC will renumber two bus routes, Route 5 Avenue Road and 6 Bay. This change comes ahead of the opening of the Crosstown LRT and the Finch West LRT, which will be assigned those numbers, as they added to the city’s rapid transit network in the next few years.

    Route 5 Avenue Road, in service since 1954, will become Route 13 Avenue Road. 6 Bay, which has existed since 1963, will be renumbered 19 Bay. Those follow similar measures in 2001, when the 2 Anglesey and 4 Annette routes were renamed to 48 Rathburn and 26 Dupont, respectively.

    Though there are over 150 bus routes operated by the TTC, including express routes and all-night routes, the TTC was relatively late numbering all of its services. A consistent system for numbering bus routes did not exist until the late 1950s (though they did not appear on system maps until 1964), while streetcar lines were not assigned numbers until 1979.

    Later, new series of route numbers were assigned to the overnight “Blue Night” network in the late 1980s, rapid transit lines in 2001 (just prior to the Sheppard Subway’s opening), and express bus routes only a few years ago. But for the regular service lines (those between 7 and 189), the numbers seem random — not grouped by geography, service type, or year each route was established.

    In the late 1950s, though, when bus routes were numbered for the first time in 30 years, there was a system: numbers would be assigned in alphabetical order, with north-south routes given odd numbers, and east-west routes assigned even numbers.

    Bus on Route 34 Eglinton East, in the late 1950s.
    City of Toronto Archives Series 648, File 29, Item 1.

    Route 1, Armour Heights, was a short shuttle that ran along Avenue Road between the fare zone boundary at Roe Avenue (the end of the frequent 61 Nortown trolley coach) and Bombay Avenue, north of Highway 401. Route 2 Anglesey served several neighbourhoods in central Etobicoke. Route 96 Wilson remains a busy east-west route in North York, and Route 97 Yonge was originally a very frequent trolley coach route between the north end of the subway at Eglinton Station and the City of Toronto limits at Glen Echo Loop.

    In 1964, the numbering system was still mostly intact, with two notable exceptions: 6 Bay, introduced one year earlier in 1963, was a north-south route. Route 17 Birchmount, introduced in 1960, broke the alphabetical order after Route 15 Brimley.

    The opening of the Bloor-Danforth Subway in 1966 and major extensions in 1968 resulted in major route restructurings, and while the TTC tried to maintain the odd numbers for north-south routes and even numbers for east-west routes, that eventually came to an end, especially when further expansion required the use of three-digit numbers in the mid 1970s.

    The interactive map below shows the full extent of the TTC’s service area in 1964, along with the municipal boundaries of that era, before Metro went from thirteen cities, towns, and townships to just six.

    Link to interactive map

    Though today’s regular service bus route numbers do not follow a specific pattern, recent changes to the night bus and express bus numbering systems have restored order to the numbering scheme.

    Number Route Type
    1-6Rapid transit lines (subway, LRT).
    7-189Regular local bus service
    300-396Night bus and streetcar routes, with numbers often echoing the daytime service (for instance, 329 Dufferin night buses follows the daytime 29 Dufferin bus’s route)
    400-407Community buses, offering ultra-local accessible services in selected parts of the city.
    501-512Streetcar routes. Streetcar route numbers were introduced in 1979, coincident with the introduction of the CLRV streetcars. The small area for destination signs in the new vehicles required numbers to be displayed instead of names for information to be legible.
    600-699Subway operations, internal use only. Previously, rapid transit routes were numbered in the 600-series, with Yonge-University-Spadina numbered 601, Bloor-Danforth 602, and Scarborough RT 603. Briefly, the Harbourfront Streetcar was branded as a rapid transit route and assigned number 604.
    900-996Express network bus routes, with numbers often echoing the regular service (for instance, 996 Wilson Express follows the local 96 Wilson bus’s route)
  • Shining a light on Toronto’s streetlamps

    Shining a light on Toronto’s streetlamps

    Replacement high pressure sodium lamp on left, the white glow of Toronto’s classic “acorn” lamp on right.

    Street lighting is an important, yet overlooked, part of any city’s standard infrastructure. For over seventy years, Toronto’s streets were lit with an elegant and increasingly unique streetlamp design. But modern standards and a desire for standardization will see this change, just as Toronto’s streetcars and street signs have.

    Toronto Hydro, which is responsible for Toronto’s street lighting, is replacing the older “acorn” lamps with high pressure sodium (HPS) cobra head lamps (so-called due to their shape when seen from the top or bottom). While surrounding municipalities are switching to white-burning LED lights, Toronto Hydro is installing the older beige-orange glowing lamps.

    I asked Toronto Hydro what their long-term plans were for the city’s street lighting infrastructure. Read more on Spacing’s website.

  • Signs of recognition

    Signs of recognition

    New “No Exit- Pedestrians Excepted” sign in Moore Park

    Back in January, inspired by a Twitter thread that expressed the frustration of getting around the city by foot, my Walk Toronto colleague Dylan Reid suggested that we could create an inventory of all instances in the city where “No Exit” signs do not apply to all road users.

    As part of this project, I created a map of all streets where “no exit” signs betrayed an exit for pedestrians and/or cyclists, with suggestions coming in from all over Toronto. Over 450 locations were identified.

    On April 8, Toronto City Council approved a motion brought forward by Councillor Paula Fletcher to change that. Councillor Fletcher’s motion was titled “I’m Walking Here.” Only two months later, new signs are already appearing across Toronto — in Scarborough, Monarch Park, and Swansea. For a city that often takes years to adopt what may seem like simple, easy solutions, this was implemented impressively quickly. The new signs look like standard yellow “no exit” signs, but with a “pedestrians excepted” note at the bottom.

    My hope is that these signs will entice Torontonians to get outside, go for a walk, and check out some new streets and parks, enticed by these signs inviting through passage.

    In related news, this week Toronto Council approved the expansion of sidewalk slow clearance to all of Toronto’s streets, a service that was previously provided only to suburban areas, where unobstructed sidewalks made municipal slow clearance easy to do. With new snow equipment able to navigate narrow urban sidewalks, Toronto is now finally able to provide universal snow clearance services, a boon for full accessibility.

    As public health restrictions ease and stores and restaurant patios reopen this Friday (supported by the city’s willingness to reallocate road space on streets like Yonge and Danforth), there’s never been a better time to for a walk.

  • You can’t get there from here: Union Station’s lost cities

    You can’t get there from here: Union Station’s lost cities

    Union Station’s Great Hall, looking east

    Union Station’s Great Hall is one of Toronto’s great indoor spaces. The station was constructed during Toronto’s first great building boom, in an era that began with E.J. Lennox’s Old City Hall (completed in 1899), and concluded with the completion of the Bank of Commerce Building, opened in 1931.

    Work on Union Station, built for the Grand Trunk Railway and Canadian Pacific Railway, began in 1914, with the grand headhouse completed in 1920, construction delayed by the First World War.

    Foreshadowing the long-delayed station renovations that are still ongoing, work on the elevated tracks and platforms connecting to the new station took nine more years, though a lavish official opening took place on August 6, 1927. By then, the Grand Trunk Railway was fully absorbed by Canadian National Railways (now CN).

    Toronto’s Union Station became Canada’s busiest and most important railway hub, with direct trains to cities throughout six provinces and six American states, with through sleeper cars to even more US destinations via Buffalo. Though Montreal was Canada’s largest city until the early 1970s, CN and CP operated out of separate terminals.

    Up high, the names of 27 Canadian cities are carved into the walls. On the north side are the names of cities that were served primarily by the Canadian National Railway (the former Grand Trunk, Grand Trunk Pacific, National Transcontinental, Canadian Northern, and Intercolonial Railways, as existed in 1914-1918); on the south, were the names of cities served primarily by the Canadian Pacific Railway.

    On the north side, from west to east, the cities read:

    Prince Rupert – Edmonton – Saskatoon – Winnipeg – Port Arthur – North Bay – Sarnia – London – Toronto – Ottawa – Sherbrooke – Levis – Moncton – Halifax

    Ottawa – Sherbrooke – Levis – Moncton – Halifax, on the northeast corner of Union Station’s Great Hall

    On the south side, from east to west, the city names read:

    St. John [NB] – Fredericton – Quebec – Montreal – Hamilton – Windsor – Sault St. Marie [sic] – Sudbury – Fort William – Regina – Moose Jaw – Calgary – Vancouver

    Montreal – Hamilton – Windsor – Sault St.-Marie – Sudbury – Fort William — names of cities over the entrance to the train concourse

    Many, but not all, cities had direct train service from Union Station; the rest required a change of train at Montreal for points east, Sudbury for Sault Ste. Marie, or Jasper, Alberta, for Prince Rupert.

    As rail passenger services declined after the Second World War, the number of destinations reachable from Union Station declined. Fredericton lost its rail service in the 1960s, with buses connecting it with the CPR Montreal-Saint John train. (A VIA-operated RDC restored service between Fredericton and Saint John for a few years in the 1980s.) Sault Ste. Marie lost its RDC service to Sudbury in early 1977, though an intrepid traveler could technically still get to Sault Ste. Marie by rail until 2014, by taking a VIA train to Franz or Oba, and then waiting for many hours in remote Northern Ontario for a southbound Algoma Central Train.

    But it wasn’t until 1990, due to severe cuts made by Brian Mulroney’s PC government, that daily passenger service across the country came to an end. No longer could a rail passenger reach Calgary, Moose Jaw, Regina, or Thunder Bay (Fort William) by train. In 1994, with the rerouting of all Montreal-Halifax trains to the CN route though Lévis and Campbellton, stations in Sherbrooke and Saint John lost their remaining service. In 1998, CN abandoned its tracks through central Lévis, requiring the Ocean to be rerouted away from the ferry connection to Québec City. And in 2012, the Ontario government ordered the end to the Northlander, which ran through North Bay to Cochrane.

    Today, just 14 of the 26 destinations proclaimed on the walls of Toronto’s Union Station can be reached by train. In Fredericton, there are not even any rails remaining.

    Despite the decline in medium and long-distance passenger rail services in North America, Toronto’s Union Station is more relevant than ever. GO Transit began operating in 1967, and expanded throughout the 1970s and 1980s. Now, thanks to its role as hub for commuter and regional rail, regional and intercity buses, local transit, and the rail link to Canada’s busiest airport, Union Station became busier than ever. Today, most passengers are headed to places like Aurora, Mississauga, Pickering, or Burlington, despite the promises of far-flung destinations etched on the Great Hall’s walls.

  • Greyhound Canada’s inevitable decline leaves a few gaps to fill

    Greyhound Canada’s inevitable decline leaves a few gaps to fill

    Barry’s Bay, on Greyhound’s Peterborough-Pembroke route, is one of many smaller towns and villages that permanently lost all intercity bus connections since the COVID-19 pandemic

    On Thursday, May 13, Greyhound Canada announced that it was permanently ceasing operations. This should not have come as a shock to anyone following the intercity transport industry: for over three decades, intercity bus carriers in this country were privatized (Gray Coach and Canada Coach Lines in Ontario, shut down (Saskatchewan Transportation Corporation), or strangled by continued cutbacks and poor customer service (Greyhound). In 2018, Greyhound Canada ended all its remaining services between Vancouver and Sudbury. The loss of commuter and student traffic — Greyhound’s bread-and-butter in Ontario and Quebec — due to the pandemic led to a temporary, then permanent shutdown.

    The next day, on Friday, May 14, Megabus — operated by Coach Canada, a subsidiary of UK-based Stagecoach — announced that it would begin service on the Toronto-Ottawa and Toronto-Kingston routes abandoned by Greyhound. Two buses a day will soon operate between Toronto, Scarborough Town Centre, Kingston, and Ottawa, daily except Tuesdays and Wednesdays, terminating at St-Laurent Shopping Centre, a stop on Ottawa’s new LRT. Though this provides a new option for travelers between the big three cities (VIA Rail continues to serve this route), it does not fill the gaps left by years of decline by private intercity bus operators.

    (I updated my map of Ontario’s intermunicipal carriers to include Megabus’ new route).

    Before Greyhound’s website disappeared, I downloaded the PDF schedules for Ontario and Quebec. In 2019, Greyhound operated three routes between Toronto and Ottawa: an express bus, with stops only in Scarborough, Belleville, Peterborough, Madoc, and/or Kanata, a local bus, making stops in cities and towns along Highway 7 between Peterborough and Carleton Place, and a Kingston-Ottawa bus via Smiths Falls. You can view and download the schedules below:

    table-745-toronto-ottawa-expressDownload
    table-746-toronto-peterborough-ottawaDownload
    table-786-ottawa-kingstonDownload

    Peterborough loses two buses a day to and from Ottawa and express bus service to Downtown Toronto (which made the trip in less than two hours off-peak.) Though Peterborough is still connected to Toronto via GO Transit bus Route 88, it can take nearly three hours to go between Union Station and Downtown Peterborough, including a train connection at Oshawa, and many local stops in Clarington and along Highway 115. Other towns, such as Norwood, Marmora, Madoc, Perth, and Carleton Place, lose all bus services, except for a commuter-oriented weekday run between Ottawa and Carleton Place.

    Greyhound has chosen to become irrelevant to most Canadians long before the final shutdown announcement. Northern Ontario, at least, still has Ontario Northland (which has expanded its reach), and the Greater Toronto and Hamilton Area has GO Transit (though gaps continue to exist in that network). If your rural community is lucky, your local or regional municipality launched a new, subsidized bus or microtransit service. There is also VIA Rail, which serves most larger communities that lost Greyhound services in 2020-2021 (Windsor, Chatham, Belleville, Ottawa, etc.), though it is typically more expensive.

    Despite these continued and emerging services, there remains a need for government support of those crucial links left behind by Megabus, VIA, and GO Transit.

  • The slow decline of Canada’s passenger rail network

    The slow decline of Canada’s passenger rail network

    Rail diesel coaches (RDCs), introduced to Canada’s railways in the 1950s, were used on branch lines and in local service on busy mainlines through the 1980s. Today, they can only be found on VIA’s Sudbury-White River service, a remnant of the once-mighty CPR transcontinental network.

    Updated December 18, 2023 as part of my interactive maps migration.

    I recently completed a map of all Canadian passenger rail services that operated in 1955, from Whitehorse, Yukon, to St. John’s Newfoundland. As I wrote back in March, the decline in rail services in Canada can be attributed to a few factors: passenger train revenues were augmented by express cargo and mail, mixed trains, carrying both passengers and freight, were still justified in a time before trucks took over general industrial traffic. An incomplete highway network in northern Ontario, Newfoundland, and much of Western Canada also guaranteed healthy passenger demand in an era before jet travel became accessible to the masses.

    The introduction of rail diesel coaches (RDCs), with their lower labour costs compared to conventional trains kept some branch lines going through the 1960s, but by the mid 1970s, neither Canadian National nor Canadian Pacific were interested in running passenger trains anymore; both were increasingly focused on bulk freight (grains, minerals, chemicals, finished automobiles) and intermodal container traffic.

    VIA Rail took over most of CN and CP’s passenger trains in 1978, with direct government subsidies helping to fund its operations and capital expenses. By then, passenger train service was concentrated in the highly populated Quebec City-Windsor Corridor, but there were still three trains a day between Halifax and Moncton, two trains daily between Montreal and Atlantic Canada, between Winnipeg and Vancouver, and between Calgary and Edmonton. Scheduled bus connections, some even operated by VIA Rail, provided connections to places such as St. John’s, Fredericton, Charlottetown, and the Okanagan Valley.

    Cuts imposed in 1981, 1990, and 2012 devastated the network. By 2019, there were only three trains a week in Atlantic Canada, two trains a week between Toronto and Vancouver. Even the Corridor saw cuts: there were five trains a day between Toronto, Kitchener, and Stratford, in 2019, there were just two. The only bright spots were an increase in the number of trains between Toronto and Ottawa and growing commuter rail networks in Toronto and Montreal.

    A revised map, linked to below, depicts the passenger network in 1955 and in 1980, just prior to the 1981 cuts. Routes operating between Canada and the United States are depicted (CN, CP, New York Central, Delaware & Hudson, Great Northern, Northern Pacific, and White Pass & Yukon in 1955, Amtrak and White Pass & Yukon in 1980). More information on each route is available by clicking on the lines.

    Link to interactive map depicting 1955 and 1980 passenger rail services in Canada