Rocketman has consistently been one of the best transit apps on iOS (and more recently, Android and BlackBerry 10), with support for a good chunk of the bigger Canadian and US cities. Not only does it support subway, streetcar and bus times but in certain cities (like Toronto, Ottawa and Montreal) it shows bike sharing
Signal installation means no trains will be running between Bloor-Yonge and St. Andrew stations from March 8 to 9.
You’ll have to make alternative travel plans if you were planning to ride the Yonge-University-Spadina line between Bloor-Yonge and St. Andrew stations in the next two days: trains on the University-Spadina line will be turning north again when they reach St. Andrew, and trains on the Yonge line will be doing so when they reach […]
New video outlines how signal systems work, and why scheduled subway closures are actually good and useful things.
Unless you happen to be a subway operator with the Virtual TTC Academy, you might not be entirely clear on how the transit system’s signal system works—or even what, precisely, it’s for. You might, in fact, be familiar with it mostly thanks to the kind of announcement featured at the beginning of the video above: […]
Let’s face it: Very few forms of public transit are as awesome as trains. That’s why we want to live in a house made of trains, just like the ones in this gallery.Read more…
The area’s mayors again made their pitch for two-way, all day long GO Train service between Kitchener and Union Station in Toronto to Ontario Finance Minister Charles Sousa today. As part of a pre-budget consultation that included Kitchener Centre MPP John Milloy, outgoing Kitchener mayor Carl Zehr made the case on behalf of Waterloo mayor Brenda Halloran and Guelph Mayor Karen Farbridge for provincial and federal government funds to pay for the capital costs of greatly increasing GO Train rail service between our area and downtown Toronto. They claim the stretch of land between Waterloo-Wellington and Toronto represent an "innovation…
Rush hour traffic in uptown Waterloo is a mess. Some of the busiest intersections – William/Caroline, Erb/Caroline – are going to get even worse when the LRT goes through them.
What we need to relieve the congestion in uptown is an expressway, or at least a rapid road, on the west side of town. Currently the Conestoga Parkway (shown in yellow below) is only two-thirds of a ring road.
In recent years much of our growth has been in the north-west, an area not serviced by the Conestoga Parkway. People in those subdivisions clog up Erb and University getting to (Read more…)
You’ll have to make alternate plans for downtown travel on January 25 and 26.
Once again, scheduled construction on Union Station’s second platform will result in a service suspension—no trains will be running between Union and St. Andrew stations from January 25 to 26. Because southbound trains on the Yonge line will stop at Union, and southbound trains on the University-Spadina line will stop at St. Andrew, riders will [...]
Nominated for: letting pandering trump policy.
Torontoist is ending the year by naming our Heroes and Villains: the very best and very worst people, places, things, and ideas that have had an influence on the city over the past 12 months. Cast your ballot until 2 p.m. on January 1. At 4 p.m. we will reveal your choices for Toronto’s Superhero [...]
Moovit used to be an example of a great app brought down by an ugly interface and poor design. The transit-focused mapping app uses crowd-sourced reports to determine whether a certain subway, streetcar, bus or tram line was snarled, and much like Waze does for traffic, Moovit has saved thousands of people many hours waiting
This article continues an earlier series by Jonathan English that examined transit issues in the GTA, including the Cityrail proposal, which sought to promote the idea of using the GO corridors to expand rapid transit throughout the region.
The first CityRail article introduced the concept of CityRail as a plan for regional rail in Toronto, in particular the need to consider the modernization of surface rail corridors as an integrated package with a rapid transit end goal, rather than as a series of piecemeal upgrades. The second article examined the impact of CityRail on Union Station, and explained that far less infrastructure investment is necessary to upgrade the station for regional rail than has commonly been claimed. The third article examined the ease with which high-frequency CityRail rapid transit service could be accommodated on existing rail corridors with limited new physical infrastructure beyond electrification and modern signalling.
North American cities were transformed by the arrival of suburbanization and the automobile. Postwar rapid transit development was forced to cope with this new reality. Built in metropolitan areas of comparable size, Washington’s Metro, San Francisco’s BART, and Toronto’s subway took very different approaches, and were met with starkly differing levels of success. BART decided to embrace the automobile, building many of its lines in highway medians and surrounding its stations with large parking fields and garages. Washington chose to promote development around many of its stations, including suburban business centres like Rosslyn, in order to generate walk-in traffic. The planning of the Metro went hand-in-hand with land-use planning, which sought to build high-density ‘urban villages’ in the suburbs and direct suburban office development to the areas around stations. Toronto’s subway, by contrast, supplements traffic from adjacent development with a frequent and extensive network of buses to feed its stations, dramatically increasing their catchment area while still providing pedestrian- and development-friendly stations that aren’t swimming in a sea of parking.
Relying on the American Public Transit Association for U.S. figures and the TTC for Toronto (unlinked trips for easy comparison, 2008 figures are most recent directly comparable statistics), we can see the different results quite clearly:
Washington’s combination of park-and-ride with intensive transit-oriented development at many of its suburban stations is clearly more successful than the Bay Area’s almost exclusively auto-oriented model. It has been remarkably successful at directing development to station neighbourhoods. Both systems make extensive use of highway rights-of-way, but Metro leaves the highway much more frequently to serve the heart of suburban business districts, while BART tends to stick rigidly to highway medians outside the urban core of San Francisco, Oakland and Berkeley. Several studies have been written comparing the different approaches of BART and Metro, but none have included the Toronto model: a suburban rapid transit system as backbone embedded within a dense network of high-quality bus service. Almost all of Toronto’s major suburban bus routes operate every ten minutes or better until the late evening. The same cannot be said for Washington or San Francisco suburbs, where buses routinely stop at the dinner hour and run every hour or less on weekends. A good suburban bus network greatly extends the catchment area of a subway station, which is critical in a relatively low-density area. They can also move far more people than any park-and-ride lots could bring. Even better, ridership generated by feeding the subway can justify frequent bus service that is also used for local intra-suburban trips.
The difference between the systems is also illustrated by the ridership at a typical suburban station. El Cerrito del Norte is located in the suburbs of the San Francisco East Bay and is surrounded by large parking lots and garages. Its average weekday ridership is 7,633 (Source). Bethesda station on the Washington Metro is located at the heart of a dense, urban office and residential neighbourhood. Its average weekday ridership is 10,765 (Source). Though it is largely surrounded by forest, a golf course, and estate homes, York Mills has a ridership of 27,260 (Source), largely due to its connecting bus routes. In fact, York Mills is busier than all but two stations on the entire Metro network. A station with significant high-density residential and employment nearby will have a higher ridership than one surrounded by parking, but truly busy stations in the suburbs need frequent connecting buses.
In much of the rest of North America, governments spend billions on rapid transit infrastructure but are unwilling to spend a few million per year on providing decent connecting bus service to feed its stations. Operational improvements are less glamorous than ribbon cuttings for new subway or light rail lines, but they’re just as valuable.
Despite Toronto’s far smaller rapid transit network, it transports more people than Washington Metro and far more than BART. By providing high-frequency bus service seamlessly connecting to its subway stations, the TTC is able to extend their catchment area far beyond the 500-800 metres that keeps appearing in recent planning reports. This is why subways can and do serve far more people than those living in the immediate vicinity of stations. The failure to apply this feeder bus model in the 905 is the reason for its far lower transit ridership. With rapid transit level service on the regional rail corridors, fed with free transfers to high-frequency bus service like in the Toronto suburbs, it would be possible to extend the City of Toronto’s admirable transit mode share performance to the region as a whole.
The Toronto model of high-quality bus service feeding rapid transit stations is clearly the most successful approach to providing transit in a suburban area and is worthy of emulation both in the GTA and across North America.
The series will continue with an examination of fare integration and of common myths about transit in the GTA.
This year’s City budget continues a multi-year tradition of doing relatively little to help the TTC address long-term problems.
Toronto may crow about its good debt rating and booming economy, but its transit system is in trouble. Service is more crowded—when it runs at all—thanks to flatlined subsidies and relaxed loading standards that stuffed more riders into fewer vehicles. Major repair and renewal projects are starved for funding while politicians woo voters with expensive [...]
A U of T academic has found a way of getting traffic lights to “talk” to one another.
Samah El-Tantawy, a University of Toronto postdoctoral fellow, has invented something she thinks could revolutionize the way vehicle traffic flows in cities. It’s called the Multi-Agent Reinforcement Learning for Integrated Network of Adaptive Traffic Signal Controllers, or MARLIN-ATSC for short. The system isn’t in use yet, but it has been tested on a simulator with [...]
Riders can expect another interruption to subway service, but there is a silver lining.
There’s good news and bad news for TTC users this weekend. The good news is that the 511 Bathurst streetcar route, which has been serviced by buses since September, is going to be a real streetcar line again starting on Sunday, November 24. The reason for the temporary change was track work. The TTC was [...]
The University of Waterloo Planning Alumni of Toronto hold an annual dinner, one of the premier planning events in the city. On November 14 at the Royal York Hotel, movers and shakers from across the planning and development industry attended the 23rd annual edition. This year, the keynote address was given by Taras Grescoe, writer and author of the book Straphanger, on the importance of getting public transit right.
The University of Waterloo’s Toronto Planning Dinner helps support the university’s Planner-in-Residence Program, as well as entrance scholarships to the University of Waterloo’s planning program. Its list of friends and corporate sponsors is a veritable ‘who’s who’ of the industry. This year’s main sponsors were:
In addition, there were several dozen organizations that helped sponsor the night’s event, that included (but was not limited to) Aird & Berlis LLP, the City of Toronto, MMM Group Limited, planningAlliance, and the Region of York. Together, approximately 900 individuals shared drinks and conversation before sitting down to a full course meal, and a remarkable keynote speech.
Taras Grescoe began his speech, Toronto’s Future Depends on Transit, by highlighting the role of the pedestrian in making public transit work. A straphanger, he said, is a term used in London and New York to describe a person who finds themselves crammed onto public transit, reaching for the straps for balance. Grescoe feels however, that the definition should be expanded. “For me, being a straphanger can mean being a cyclist or a pedestrian—because in many cities, bicycles are a form of mass transportation, and every ride on a bus, subway, or light-rail train begins and ends on foot, with a walk to work, or school, or home.”
Grescoe says that Strasbourg (France) trams are an example of transit done right. Photo by Klaus Philipsen.
Grescoe showed the audience some examples of what he felt was transit done right, that could be used for inspiration for Toronto. They included:
Perugia’s MiniMetro (Italy), which Grescoe says is an example of transit function fitting urban form. Photo by 61max.
As important as the big infrastructure is, Grescoe said that paying attention to how systems connect is important too, and showed examples such as Perugia’s MiniMetro, and the mid-level escalators of Hong Kong, both of which served to move small amounts of population quickly and effectively. “I’m showing you these to emphasize that transit isn’t always about subways, or buses, or light rail. It’s about mobility. But mobility has to be matched, with artistry and imagination, to the city you’re bringing it to. If you’re looking for bang for your transportation buck, slapping a billion-dollar rail project onto a city it’s not suited to is just a waste of money.”
Grescoe criticized Toronto’s failure to build new transit infrastructure to meet its population needs, calling the city “North America’s biggest example of a transit fail”. Furthermore, he criticized the slowness to build dense mid-rise streets, not only in Toronto, but in growing cities like Calgary and Vancouver. In the face of a Canada that only seems to want to build glass towers or knockoff Victorian single-family housing, he said the only explanation that makes sense is that “we suffer from a toxic blend of greed, NIMBYism, and car-centric thinking, all of which are driving us towards urban paralysis.”
Bogotá’s TransMilenio, which uses a feeder system that Grescoe says Toronto can learn from. Photo by CEFER.
Grescoe pointed to Bogotá’s TransMilenio bus rapid transit system which uses smaller feeder buses that connect to larger articulated buses in order to move 1.7 million passengers a day, at a profit no less. He said while Toronto achieves something similar with its own buses feeding into the city’s subway system, as TransMilenio shows, it could do more, and for a relatively low-cost.
But, Grescoe said, one big obstacle in Canada is a federal government that is lagging behind. He pointed how the federal government has spent $7 billion on public transportation since 2006, while Germany spends €8 billion every year. “Canada has astonishingly high levels of transit ridership—in other words, we already have public buy-in. With reliable funding from the feds, year-in, year-out, Canada’s transit systems would be the envy of the world.”
Grescoe says that cargo bikes are an innovative step in ditching the car. Photo by Vik Approved.
Grescoe ended his speech by imploring both the urban planners in attendance, and the who’s-who of industry professionals, to start tackling the immense challenge that faces Toronto by thinking about how they can change people’s relationship not only with the street, but with the neighbourhoods they live in.
“Why go zipping around in a car if you actually like the place you live? Which is why I think everybody who considers him or herself an urbanist or planner should be asking one very important question: Why aren’t we building ourselves streets, and neighborhoods, and cities, that we want to linger in, rather than escape from?”
Photo of Dostoevskaya Metro Station (Russia). Photo by Dmitriy Valtonen.
Does Mr. Grescoe’s talk resonate with you? Are there other international examples that you would cite where Toronto could look to solve its transit needs? Leave a comment below.
R.J. Fleming’s self-made rise from schoolyard fist fights in Cabbagetown to the mayor’s office.
He was among the most popular mayors in the city’s history. Some suggested he was its best mayor. R. J. Fleming pulled himself up from austere origins on the strength of hard work and his proclaimed Christian convictions to become a business leader and municipal politician in the late 19th century. Then, in economic collapse, [...]
Assorted content for your weekend reading.
- Thomas Walkom notes that the Harper Cons’ latest EI cuts look to amplify the pain of unemployment in Ontario while serving the broader purpose of forcing workers to conclude their federal government doesn’t care if they go hungry: The great irony is that these days hardly any jobless qualify for EI to begin with.
Latest figures from Statistics Canada show that only 37.6 per cent of unemployed Canadians qualified for employment insurance in August.
In part, that’s because the nature of work is changing. More people have the kind of jobs (such (Read more…)
Assorted content for your weekend reading.
- Thomas Walkom notes that the Harper Cons’ latest EI cuts look to amplify the pain of unemployment in Ontario while serving the broader purpose of forcing workers to conclude their federal government doesn’t care if they go hungry:
The great irony is that these days hardly any jobless qualify for EI to begin with.
Latest figures from Statistics Canada show that only 37.6 per cent of unemployed Canadians qualified for employment insurance in August.
In part, that’s because the nature of work is changing. More people have the kind of jobs (such as self-employment) that EI was never designed to address.
But as a 1998 federal study found, about half of the gap is the result of earlier employment insurance reforms put in place by Jean Chretien’s Liberal government.
Now the Harper Tories are making their own effort to eliminate what is left of EI.
The strategy is quite simple: Destroy whatever political support exists for employment insurance by making the benefit almost impossible to collect.
The aim is equally straightforward: Crush any social program that interferes with the downward pressure on wages.
- And Paul Krugman discusses the Republicans’ war on the poor south of the border:
I still sometimes see pundits claiming that the Tea Party movement is basically driven by concerns about budget deficits. That’s delusional. Read the founding rant by Rick Santelli of CNBC: There’s nary a mention of deficits. Instead, it’s a tirade against the possibility that the government might help “losers” avoid foreclosure. Or read transcripts from Rush Limbaugh or other right-wing talk radio hosts. There’s not much about fiscal responsibility, but there’s a lot about how the government is rewarding the lazy and undeserving.Republicans in leadership positions try to modulate their language a bit, but it’s a matter more of tone than substance. They’re still clearly passionate about making sure that the poor and unlucky get as little help as possible, that — as Representative Paul Ryan, the chairman of the House Budget Committee, put it — the safety net is becoming “a hammock that lulls able-bodied people to lives of dependency and complacency.” And Mr. Ryan’s budget proposals involve savage cuts in safety-net programs such as food stamps and Medicaid.
All of this hostility to the poor has culminated in the truly astonishing refusal of many states to participate in the Medicaid expansion. Bear in mind that the federal government would pay for this expansion, and that the money thus spent would benefit hospitals and the local economy as well as the direct recipients. But a majority of Republican-controlled state governments are, it turns out, willing to pay a large economic and fiscal price in order to ensure that aid doesn’t reach the poor.
- Andrew Coyne highlights the sheer lack of substance in Harper’s convention speech, while Tabatha Southey imagines the difficulties facing a hotel trying to take Harper’s room service order. And Stephen LaRose documents the connection between Brad Wall and Pamela Wallin – featuring a series of promises to lead the way toward Senate elections, coupled with an utter refusal to follow through when it meant ceding an inch of political advantage.
- The Toronto Star questions whether the green bonds being pushed by Ontario’s Libs make sense as a transit strategy on their own. But Mike Moffatt raises more important questions as to whether they make sense at all – since they seem to do little other than impose extra costs on a government financing regime which is already the most efficient means of funding infrastructure.
- Finally, David Atkins points back to the positive, community-based message sent to the world (and indeed the universe) by the U.S.’ leaders just a few decades ago – and asks what we’ve lost if it’s out of place in our current political climate:
The tone and message of (Jimmy Carter’s statement sent in the Voyager) should strike the modern reader as oddly optimistic and daringly progressive. It clearly assumes that the modern nation-state is a temporary and anachronistic step on the way to a global civilization. It assumes that “our problems” such as poverty, illness and the like can, should and will be solved. It assumes that, much as the nation-state will be subsumed into a global civilization, so too will the denizens of Earth hopefully take our place in a greater galactic community.
It’s a profoundly hopeful and inspiring message. It’s also one that would sadly likely never be written today by a sitting President.
When the Left talks about how far the national conversation has shifted to the Right, this is what we mean. In spite of huge advances in civil rights, we live in a political society where sentiments such as those we placed on Voyager seem anachronistic and almost shockingly liberal.
That’s a problem. It means that we as a society, as a culture and as a civilization, are making a headlong retreat from what makes us human, from what binds us to one another, and from what will ultimately drive us forward toward a successful future if we are to share one at all.
And for what? So that billionaires can steal more money while stoking jingoistic sentiments so that no one notices the optimism we have lost? That’s shameful and inhuman.
Some west-end subway riders will be taking the bus on Saturday and Sunday.
Relax: This one is relatively minor. Unless you happen to live between Jane and Kipling stations, or have some need to be in that area on Saturday or Sunday. The TTC says that, because of track work, the Bloor-Danforth line will be closed between those two stations starting on Saturday, with normal service to resume [...]
|Now, you’re either on the bus or off the bus|
By a clear margin, Torontonians would choose the LRT plan for Scarborough over both competing subway proposals.
Three transit options have been proposed for Scarborough, all starting at the Kennedy subway station. Which do you think is best option? 6 km, two stop subway to Scarborough Town Centre, costing about $2 billion: 10% 8 km, three stop subway to Sheppard Avenue, costing about $3 billion: 27% 10 km, eight stop LRT to [...]
A proposal for improving transit in a city that desperately needs it.
View A Don Mills Subway Proposal in a larger map Toronto should have a subway line that runs from Front and Spadina to Eglinton and Don Mills. Formerly known as the “Downtown Relief Line,” it should instead be called the “Don Mills Subway,” and there should be no pretensions about it being some sort of [...]
Yes, a Hudak led Ontario government would cancel LRT projects in the Big Move, causing major project cancellation losses to sunk costs (many projects are in-flight in planning or construction) and contract escape penalties to vendors like Bombardier for cancelling or scaling back orders. “I think GO and our subways are the strengths in our system, and I do not believe in ripping up existing streets to lay down track.” – Tim Hudak
Toronto’s decision to cancel the previously agreed and in-flight Scarborough LRT has cost at least $85M in sunk costs, plus a yet to be determined (Read more…)
In a previous post we looked at Seoul’s experience with a free market led surface transit “system.” Seoul has several other important lessons to teach Toronto though. From that excellent paper I was citing:
Removing car lanes and dedicating them to transit can speed up everyone’s commute:
In Seoul’s case this was done with “Bus Rapid Transit” (BRT) where buses operate in dedicated lanes and private traffic is not allowed in those lanes. But surface LRT on major roads would achieve a similar effect since it would remove the need for buses to operate on those roads (Read more…)
Former Rob Ford chief of Staff Mark Towhey gained some notoriety in the 2010 mayor’s race for a blog post he wrote prior to joining Ford’s team where he advocated the city simply shut down the TTC and sell off whatever assets that anyone wants to buy. For anyone familiar with internet libertarians, it is a familiar refrain of blind ideological faith in the free market to provide for all needs, and that government cannot do so.
Sometimes libertarians are operating in the realm of sheer fantasy with no actual real-world examples of the magical benefits they claim will (Read more…)
Bloor-Yonge and St. George stations will be the test sites for a new generation of signs.
The image above is only a mock-up from the TTC, but if transit officials have their way, it will soon be reality. Bloor-Yonge and St. George stations are expected to become the test beds for a new generation of subway signage designed to make route information clear and consistent—which, at the moment, it frequently isn’t. [...]
Next up on the mayor’s agenda: subways for Sheppard and Finch, because “the downtown people have enough subways already.”
“Obviously the next election’s going to be fought, again, on subways. I want to connect McCowan [the Scarborough subway extension council just voted on] to Don Mills to the Sheppard line, do that. Then I’m going to go to Finch, and look at the Downtown Relief Line. But to be fair, the downtown people have [...]
And the Scarborough subway debate goes on and on.
“We expect an Environmental Assessment of the two different routes to be completed.” —Tuesday’s council decision to back a Scarborough subway extension (despite the unpredictable financials) has been interpreted as a big win for Mayor Rob Ford. But, in an emailed note to Spacing, Ontario Transportation Minister Glen Murray seems to suggest that he’s not [...]
Also out of commission starting this weekend: certain west-end streetcar routes.
You know the drill by now. Because of the TTC’s ongoing signal upgrade project, all subway service south of Bloor Street is going to be suspended this weekend, beginning on Saturday, October 12. That means there will be no trains running between St. George and Bloor stations on the Yonge-University-Spadina line. Unlike most of the [...]
The TTC’s new streetcars are still making test runs, and they’re still really, really long.
SPOTTED BY: YouTube user ttcgeek WHERE: At the TTC’s Roncesvalles Yard WHEN: Unknown WHAT: The TTC has been testing its next-generation streetcars on public streets for quite a while now, and there are plenty of pictures of the new vehicles available online. This video, which was posted to YouTube yesterday, is notable for the especially [...]
The City is holding some last-chance public consultations on Eglinton Avenue’s post-LRT future.
Scene: 5 p.m. on a sunny afternoon in the future. It’s time to wind up the workday at one of the firms calling the city’s latest “innovation cluster” home. After a short stretch in a park that used to be a Walmart, you wander to the neighbourhood’s main drag to run a few pre-dinner errands. [...]
Council will yet again debate whether it’s light rail or a subway for Scarborough. We’ve got some interactive charts, to help you figure out how much each one costs.
Subways are once again on city council’s agenda, part of the ongoing, never-ending debate about the future of Scarborough transit. The City and the province already have a signed agreement to build a seven-stop light rail route; that plan would be fully paid for by Queen’s Park. This past summer, however, TTC Chair Karen Stintz [...]
The debate about which taxes and fees we might get to pay for new transit has been delayed; in the meantime many aren’t sure we need any new money at all.
Do you agree or disagree new taxes and fees will be required to build transit and transportation infrastructure in the Greater Toronto and Hamilton Area? Agree: 42% Disagree: 38% Transit and infrastructure isn’t necessary: 7% Don’t know: 13% Which of the following new taxes or fees are the fairest way to pay for this transit [...]
We took a test ride on one of the TTC’s new articulated buses.
How does riding the bendy portion of one of the TTC’s new articulated buses feel? Stand in the middle of the rotating section and you’ll notice little difference from elsewhere in the vehicle. Move closer to the edges and the experience resembles a slow-but-smooth merry-go-round. One tip: if you’re tall, stand elsewhere in the bus [...]
Vancouver’s transit system is to move to a new Compass card program in 2014. This new system will make it harder for low income people to use both buses and Skytrain. Peter Greenwell is the coordinator of programs for homeless people at Collingwood Neighbourhood House. He speaks with Redeye host Jim Mainguy.
To find out more about Redeye, check out our website.
If you’re planning on traveling through Etobicoke at all this weekend, be aware that the TTC is going to be replacing track between Kipling and Islington stations, meaning trains won’t be running through there on Saturday or Sunday. There will be shuttle buses, and the TTC says there will be Wheel-Trans vehicles at Jane and [...]
Why the headline-grabbing cost figures don’t tell the whole story.
In May, city council met to discuss 15 different revenue tools—that is, different types of taxes and fees—to fund the proposed “Big Move,” Metrolinx’s long-term transit plan for the Toronto region. But there was a problem: a majority of councillors like public transit, but they don’t like to pay for it. Councillor Giorgio Mammoliti (Ward [...]
TTC CEO argues that our single biggest transit priority should be ensuring the flow of people through the existing transit network.
“If I had to pick one, I would choose the Downtown Relief Line.” —TTC CEO Andy Byford, when asked by a reporter which he would select if he had to choose either a Scarborough subway or a Downtown Relief Line for Toronto. Byford was answering questions after a TTC board meeting on Wednesday, during which [...]