That Sophomore Season

Originally posted as a Historicist column on Torontoist on June 14, 2008. Due to the low quality of images that were used in the original post, as well as relevant material I’ve gathered over the past decade, new ones have been substituted.

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’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

Stories about the early days of the Toronto Blue Jays tend to focus on their debut in 1977, highlighted by a snowy opening day. Despite a mixture of cast-offs, free agents, and untested rookies that landed the team in the basement, the Jays quickly generated a fan base and set an expansion record of 1.7 million attendees at Exhibition Stadium. The Toronto Star‘s Jim Proudfoot summed up their maiden voyage:

Nothing was allowed to spoil the blissful excitement of Toronto’s first season in the American League. Criticizing our beloved Blue Jays simply wasn’t permitted. Their laughable blunders and glaring deficiencies were forgiven as cute idiosyncracies, inevitable and easy to accept with an expansion team in its infancy. This was a genuine romance; those in love perceived no flaws in the object of their adoration. A first baseman would drop a routine toss from shortstop and the spectators would chuckle indulgently. They bought the Jays’ message totally, even after it began to sound like a cracked record: you can’t expect too much from us, so be patient.

But what about the Jays’ second act?

None of the local papers predicted great things for the Jays in 1978 as all of the papers envisioned another last place finish. Ken Becker of The Toronto Sun felt that “the bottom half of their batting order still looks anemic.” Allen Abel of The Globe and Mail was the most succinct: “Sigh.”

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More shots from spring training. ’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

Over the course of spring training, the team added home run power with the acquisition of designated hitter Rico Carty from the Cleveland Indians and first baseman John Mayberry from the Kansas City Royals. Another addition was a $2.5 million scoreboard, the most expensive to date in baseball. Requiring a crew of six to operate it, the 23-foot by 38-foot board was able to produce 16 shades of colour and display photos generated from 35mm slides and 16mm film. The cost was covered through 15-second ads, with the initial clients including Pepsi, Benson and Hedges, Hiram Walker and team investor Labatt’s Brewery.

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Don’t even think of drinking a stubby at the old ball game. ’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

The scoreboard was the only place fans could legally gaze at alcohol during games, as the team waged a battle with the provincial government over selling beer in the stadium. Tracking the issue over the season revealed much hesitancy from Queen’s Park, especially from Minister of Consumer and Commercial Affairs Larry Grossman, who was personally opposed to the matter and worried about the bad behaviour of rowdy fans. Hearings were held in April after a concessionaire proposed setting up a segregated area to serve alcohol. Opponents ranged from temperance groups to cab drivers, the latter worried about running into drunk drivers roaming the streets of Parkdale. The Star noted the testimony of cabbie Bill Zock, who felt that “Parkdale in general already has a drinking problem…there is an overabundance of licensed drinking establishments and an overabundance of people with chronic drinking problems.” A cabinet shuffle in October saw Frank Drea take over Grossman’s portfolio, with a firm vow that beer would never be sold at games. Not until July 1982 did Premier Bill Davis step in and allow beer sales, though Grossman (by then Minister of Health) still frettied about other fans vomiting on his children.

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’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

On the other hand, potentially tipsy fans (or the large number that smuggled in their liquid requirement) could have relied on public transit to head home. When ridership numbers from opening day were released, TTC Commissioner Michael Warren was proud that the target of 50% of fans arriving at the ballpark via TTC or GO was reached. A plan was devised for certain high attendance games so that 83 extra vehicles would be placed in service for fans, while police rerouted traffic in the vicinity of Exhibition Place, forbidding left turns off major routes like Bathurst Street.

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Toronto Star, April 10, 1978.

The season opener in Detroit was delayed by rain. This might have been an omen as the Jays lost to the Tigers, the first of 102 defeats. Starter Dave Lemanczyk, predicted to be the staff ace, lost his first seven decisions and wound up with a 4-14 record. The home opener was a happier affair, a 10-8 victory over Detroit on April 14. No snow was sighted in the stands.

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Pierre and Sacha Trudeau visit the umpires and (Blue Jays coach Bobby Doerr?), April 22, 1978. Photo by Dick Loek. Toronto Star Photo Archive, Toronto Public Library, tspa_0085644f.

Despite the team’s poor on-field performance, most of the booing from the stands was directed at political figures and anthem singers. When Prime Minister Pierre Trudeau, accompanied by his sons, threw the first pitch on April 22, he was greeted with jeers, perhaps an early sign the next federal election campaign would not go his way. Exactly a month later, singer Ruth Ann Wallace was loudly booed when she sang a bilingual rendition of “O Canada” two days in a row. The incident provoked much handwringing among editorial writers and politicians. Visiting Toronto the day after, Quebec Premier Rene Levesque said “I honestly think it’s too bad, but you have people on both sides you know that more or less represent the two solitudes.” Asked if he considered the booing crowd bigots, Levesque said “yeah, that would be a good word for it.” Trudeau feared the incident played into the hands of separatists, indicating that “this is a sad commentary but there’s nothing more I can do about it than to help people slowly attune their ears to the reality of two languages in Canada and two main linguistic groups.”

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’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

The year’s most controversial trade occurred on August 15 when fan-favourite Carty, who led the team in most offensive categories, was traded to the Oakland A’s for designated hitter Willie Horton and pitcher Phil Huffman. Horton had a short, star-crossed stay in Toronto, hitting .205 over the remainder of the season. One reason for his low productivity was an incident on September 4 when Horton, his wife and two children were charged with causing a public disturbance after a fight broke out with three bystanders in the stadium parking who, according to an interview with Horton in The Globe and Mail, “gave them dirty looks.” During the melee Horton was knocked out by riding crop of a police officer on horseback. The trade was effectively nullified in the off-season when Carty rejoined the Blue Jays, while Horton signed as a free agent with the Seattle Mariners.

(Carty was also the first native of the Dominican Republic city of San Pedro de Macoris to play for the Blue Jays, paving the way for the likes of George Bell and Tony Fernandez.)

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’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

The Horton incident one of many things that went wrong for the team during the final month of the season. Globe and Mail reporter Neil Campbell saw his press credentials revoked after he picked up sensitive team documents accidentally left in the press box by club president Peter Bavasi. A draw for a free car on September 22 ended with two cars being handed out to fans after the initial winning ticket holder showed up just as the holder of a second drawn ticket made their way to the field (the first ticket holder was walking out of the stadium when the draw was announced). The team tried to palm off free tickets as compensation to the second winner, but the threat of a lawsuit suddenly made a second car appear.

The team ended the season with an eight-game losing streak. These matches, all against the Boston Red Sox or New York Yankees, played a key role in shaping one of the most dramatic pennant races in baseball history and one of the most vivid examples of the “curse of the Bambino” that plagued the Red Sox for most of the 20th century (the Red Sox led the Yankees by 14-1/2 games in July, ended the season tied and lost in a special one-game playoff thanks to a home run by Yankee Bucky Dent.

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“Jim Clancy says he used the best slider he ever had to handcuff the Chicago White Sox as Blue Jays won 4-2 before 44,327 fans and Prime Minister Pierre Trudeau at Exhibition Stadium,” April 22, 1978. Photo by Dick Loek. Toronto Star Photo Archives, Toronto Public Library, tspa_0038299f. Originally published in the April 23, 1978 edition of the Toronto Star.

There were signs of optimism for the future. The team had won five more games than in 1977 (59 versus 54). Players who would take part in the team’s first championship drive in 1985 debuted in the low minors—the amateur draft netted Lloyd Moseby and Dave Stieb. Fans would sit through four more losing seasons before general manager Pat Gillick’s assembly skills paid dividends and the team’s early blunders were remembered with a certain charm.

Vintage Toronto Ads: Transit Workers Get Sick Too

Originally published on Torontoist on February 24, 2009.

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Globe and Mail, October 10, 1957.

Whether it is a warning to riders of the penalties for assaulting transit employees or simple tips on how to ride an escalator, the Toronto Transit Commission devotes part of its ad space to informing its users about safety issues. The topic of illness prevention occasionally pops up, especially during cold season when your fellow citizens allow their germs to ride the rocket. Drivers are not immune from these unwanted passengers, which appears to have caused havoc for the TTC back in the late 1950s. Today’s ad doesn’t provide any tips on how to prevent further driver sick days, but it does urge riders to be more punctual or build in more time for their trips. We might add a provision allowing riders to toss off the vehicle any sneezing passengers who spend their ride parked at the front, yammering away as their distracting conversation not only causes a stop or two to be missed but adds another casualty to the mounting pile of ill drivers.

Years later, the city took up the fight against sneezing with a poster that made its way into a transit stop or two.

The Water Nymph Club (Part Two)

During the summer of 1923, the Evening Telegram published a syndicated series of swimming lessons for women. Due to time constraints, and wanting to post the rest of these tips while its swimming season, here is week two of the series sans commentary. More context in future posts!

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The Telegram, July 23, 1923.

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The Telegram, July 24, 1923.

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The Telegram, July 25, 1923.

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The Telegram, July 26, 1923.

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The Telegram, July 27, 1923.

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The Telegram, July 28, 1923.

The Water Nymph Club (Part One)

 

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Preview ad, The Telegram, July 14, 1923.

While it’s hard to say if swimming develops grace and charm, it’s true that Torontonians love to hit their local beaches and pools. The arrival of the high swim season provides an excuse to explore a syndicated series of tips directed towards women that were published (mostly) on the Telegram‘s comics page during the summer of 1923.

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The Telegram, July 16, 1923.

Are your scissors handy? Good. Let’s begin with a guide to proper gear (this was still the era of Mack Sennett’s Bathing Beauties), and some background on the author of this series.

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The Telegram, July 17, 1923.

The Water Nymph Club’s roots appear to be Midwestern. Merze Marvin Seeberger (1887-1973) entered journalism in her late teens, assisting her father at the Sentinel-Post in Shenandoah, Iowa. In 1911 she published a book, The McCauslands of Donaghanie and allied families, which is available on the Internet Archive. According to several genealogical sites, she spent a year-and-a-half working as a stenographer for the state auditor in Des Moines, and graduated from the University of Missouri.

By 1918, she worked in the advertising department of the Des Moines Register-Tribune and belonged to Theta Sigma Phi, a society for female journalists which later evolved into the Association for Women in Communications. At TSP’s first convention, held at the University of Kansas that year, she spoke about the need for female journalism instructors.

One-third of the students enrolled in schools and departments of journalism today are women. The percentage is steadily increasing, just as the number of women employed on our newspapers is increasing…The schools boast of their progress, their up-to-datedness…Are they now to fall behind, to fail to keep up with the newspapers in giving women their opportunity? I think not. Before another Theta Sigma Phi convention the woman instructor in journalsim will have come into her own.

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The Telegram, July 18, 1923.

Based on a filing with the Library of Congress, the Water Nymph Club series first appeared in the Des Moines Evening Tribune on July 2, 1923, running for 32 installments through August 8. Scanning the web shows it appeared in various newspapers across the midwest that summer.

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The Telegram, July 19, 1923.

The series may have circulated for several years, as it  (or a similar column) appears to have been published in the Washington Evening Star two years later.

 

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The Telegram, July 20, 1923.

The introductory ad for the series appeared on “The Girls Own Tely” page, which was billed as “Sports, Interests, and Activities of Girls, By Girls and For Girls.” Besides this page, the Saturday Telegram carried similar spreads for boys and young children. The features on July 14, 1923 included:

  • “Boys Best at Mathematics? Popular View May Be Wrong”: A piece attempting to debunk the belief of many Toronto high school teachers that males were better at math. The uncredited writer points to statements given by E.F. Phipps, headmistress of a girls school in Swansea, England, in reaction to recent exams at Oxford University where male math scores were higher. Phipps pointed out four reasons for this seeming inequality: lower school attendance by females; less time devoted to mathematics compared to domestic sciences; exam questions using examples more familiar to males than females, such as “cricket and racing;” and males had better qualified teachers. “I think you will find,” Phipps concluded, “that where the above-named disabilities have not been present girls have done as well as boys in arithmetic.”
  • Highlights of Inter-Church Baseball League play (Toronto was the “City of Churches”…)
  • A picture of the staff of the Harbord Collegiate Review, which had published its first edition in over a decade.
  • A story about the misadventures of several girls from The Beaches attempting to return home from a day on the Toronto Islands, foiled by rain, a slow freight train, and the TTC (see below).

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  • “In the World of Books,” where the uncredited writer reminisced about childhood favourites like Alice in Wonderland, Peter Pan, Beatrix Potter, and Tanglewood Tales. Their present taste in literature included classics by Jane Austen, Charles Dickens, and Oscar Wilde.

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The Telegram, July 21, 1923.

In the next installment, another week’s worth of lessons, and stories of swimming in 1920s Toronto.

Additional material from Women’s Press Organizations, 1881-1999, Elizabeth V. Burt, editor (Westport: Greenwood Press, 2000) and DC Sports: The Nation’s Capital at Play,
Chris Elzey and David K. Wiggins, editors (Fayetteville: University of Arkansas Press, 2015).

Scarborough Gets an RT

Originally published on Torontoist on March 22, 2015, based on an article published by The Grid on July 15, 2013.

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Toronto Star, March 19, 1985.

Torontonians love arguing about the same proposed transit lines ad nauseum. The current quest to bring Scarborough the subway it deserves as a replacement for the Scarborough RT‘s replacement feels like a replay of past battles where a streetcar/LRT line was displaced in favour of a pricier, sexier option.

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Toronto Star, January 29, 1975.

Among the priority studies recommended in January 1975—by a joint provincial/Metro Toronto task force on the region’s transportation needs for the next quarter-century—was a high-speed transit line linking the recently approved Kennedy subway station to Scarborough Town Centre, Malvern, and Pickering. Scarborough officials saw this line as key to spurring development in a downtown area based around the new civic centre, which would employ 25,000 people.

Based on passenger capacity projections, the plan that emerged was a streetcar line on its own right-of-way. While Scarborough officials glowed about the development possibilities, others, like Toronto city councillor John Sewell, believed the opposite. In a series of Globe and Mail op-eds, Sewell argued the line would serve commuters who worked in downtown Toronto and would be cursed by debt and low ridership. His appeal to the Ontario Municipal Board to hold public hearings was rejected when it approved the line in September 1977.

Another early opponent was North York Mayor Mel Lastman. During a December 1978 North York council meeting, Lastman said that TTC services in his jurisdiction shouldn’t be sacrificed because of the selfishness of a fellow Metro municipality. (Lastman went on to exhibit just that when he later fought to preserve the Sheppard subway line as a development tool for North York.)

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Toronto Star, March 19, 1985. The forthcoming systems elsewhere were Vancouver’s SkyTrain (opened December 1985) and the Detroit People Mover (opened July 1987).

The streetcar line was intended to commence soon after Kennedy station opened in 1980. Instead, TTC staff reports presented in June 1981 recommended a new vehicle Queen’s Park had heavily invested in. Through its interest in the Urban Transportation Development Corporation (UTDC), the province had been promoting the Intermediate Capacity Transit System (ICTS) since the mid-1970s as a cheaper alternative to subways. While there were technical problems with the system’s linear-induction motors, the province saw the vehicles as ideal for a future network of TTC and GO lines. When the TTC approved the system switch, Metro Toronto chairman Paul Godfrey was confident the transit provider would work the bugs out.

Scarborough mayor Gus Harris thought there was “something very screwy” in the TTC’s sudden change of heart. He was quickly isolated for his concerns over ICTS testing problems; Scarborough council approved the switch after a six-hour debate. Their decision was boosted by promises that the province would cover cost increases and that the vehicles would be quieter than streetcars. Some councillors regretted their vote when reports of exploding motors during testing filtered back to them a few months later. One TTC official dismissed the lack of public scrutiny of the project, noting that most people didn’t understand the complexities of ICTS technology.

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Toronto Star, February 22, 1985.

Though several TTC officials favoured naming the line “Metro Rail,” the name “RT” was revealed as the winner of a public contest in January 1982. Speculation that riders would humanize the line’s name to “Artie” proved idle.

Local testing of the new vehicles began in April 1984. The public received free rides on the test track that summer. John Sewell, by now a Globe and Mail columnist, still wasn’t impressed with the line, calling its seating “uncomfortable” and “not private enough.” Gus Harris publicly reversed his position, going from an “I told you so” attitude as project costs rose from $134 to $196 million, to boosting the technology as a sign that Scarborough was “the city of the future.” There were bugs galore, starting with the return of the first four cars to UTDC due to uneven wheels. Late fleet delivery prompted the TTC to operate a reduced schedule once the line opened; shuttle buses would run after 10 p.m. Monday through Saturday and all day Sunday.

Up to 1,000 dignitaries and TTC employees attended the RT’s opening ceremony on March 22, 1985. Harris called it the “greatest day in the history of Scarborough,” while a message from Premier Frank Miller (who didn’t attend) observed that “the RT is proof positive that Ontario can challenge the world and produce the best facilities anywhere.” Guests were treated to champagne and a performance by U of T’s Lady Godiva Band at Kennedy station. Also attending were placard-waving protestors angry at the TTC for not making the new line wheelchair accessible.

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“Wheelchair protest: As invited guests prepare to board Scarborough’s new $196 milliion rapid transit system at Civic Centre yesterday; protestors showed up in wheelchairs to complain that the disabled have been denied access to the new line.” Published in the Toronto Star, March 23, 1985. Photo by Alan Dunlop. Toronto Public Library, from the Toronto Star Archives, tspa_0011910f.

The next day, 30,000 people flooded the seven kilometre line to take advantage of free rides during the first official day of service. The biggest complaint during the RTs first week was the small size of the two-car trains. Other complaints soon arose, especially from neighbours between Kennedy and Lawrence East stations who found the RT too noisy. Despite attempts to fix the problems, caused by flat spots on the wheels and rail joints, several complainants eventually wound up with sizable property tax breaks for their misery.

As other problems emerged, the transit system of the future no longer looked so bright. The extension to Malvern was killed due to cost, as ICTS didn’t prove much cheaper than a subway. As early as 1987, local politicians mused about converting the line into a subway, but the TTC indicated that would also cost too much. There was speculation that the RT had to continue operating so that UTDC could sell its system, which had been bought by Detroit and Vancouver, overseas. The line was shut down for over two months during the summer of 1988 to replace a turnaround loop at Kennedy whose curves were too tight for the ICTS cars to handle. As the line’s lifespan dwindled, thoughts about its replacement came down to the LRT proposed in Transit City and the subway championed by Mayor Rob Ford. Whichever form wins, don’t count on it being the last word.

Additional material from the December 21, 1976, December 4, 1978, June 17, 1981, March 25, 1982, July 12, 1984, August 15, 1984, March 7, 1985, June 3, 1985, and October 12, 1987 editions of the Globe and Mail, and the January 29, 1975, September 30, 1977, December 11, 1978, June 17, 1981, June 22, 1981, January 23, 1982, March 23, 1985, and March 24, 1985 editions of the Toronto Star.

ADDITIONAL MATERIAL

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A sample of the anti-Scarborough LRT articles John Sewell wrote for the Globe and Mail, this one taken from the June 10, 1977 edition (click on image for larger version).

Attention Subway Customers: Wi-Fi Has Arrived

Originally published on Torontoist on December 10, 2013.

The good news: free Wi-Fi service is now available on subway platforms. The bad news: it’s currently limited to two key stations, and you still can’t use your regular mobile phone service.

After a two-week soft launch that began on November 25, the TTC officially introduced TConnect at a press conference this morning. “In a time when we talk a lot about transit infrastructure, we don’t actually see a lot get built,” observed TTC Chair Karen Stintz. “Today is a time we can celebrate new infrastructure being built in our TTC that’s going to help commuters every day communicate with home, communicate with work, and communicate with each other.”

The infrastructure for TConnect was provided by BAI Canada, which signed a 20-year contract with the TTC in December 2012. The service is currently available only at Bloor-Yonge and St. George stations, but Stintz promised that the downtown loop south of the Bloor-Danforth line will be connected by the start of the Pan-Am Games in 2015. Though cellular capability has been installed, a lack of agreements with the major mobile carriers means you won’t be gabbing on the phone while waiting for the next train.

While we encountered annoying videos upon logging onto the service during the soft launch, all we noticed today was a welcome screen plastered with sponsor logos. Service was smooth on our test phone while walking around all four station platforms, but it vaporizes the moment your train exits the premises.

For much of the press conference, it was hard to tell if the purpose was to celebrate the launch of Wi-Fi, or push Stride Gum and Huffington Post Canada. Mondelēz Canada has signed on to provide “messaging” for Stride, Oreo cookies, and its other popular processed products. HuffPo will offer news and other original content which, as AOL Canada general manager Joe Strolz suggested, “fuels social media interactions.”

Whether commuters will utilize TConnect’s content or rush past it to their usual information sources is yet to be seen.

UPDATE

As of 2018, Wi-Fi is available in all station, though not in between them.

Articulating the TTC’s New Bendy Bus

Originally published on Torontoist on October 3, 2013.

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 unless you like ducking your head. The ceiling in the joint area is a little lower than normal.

Media and TTC officials experienced the new articulated buses during a test run between the TTC’s Hillcrest complex and Bathurst Station this morning. The feel of the ride was a little different than what passengers are accustomed to. For one thing, the predominantly grey interior makes the inside of the bus seem a little brighter than normal. Footrests improve the comfort level on raised seats. We suspect the plentiful aisle space will allow the vehicles to fit far more than the official peak capacity of 77 passengers (48 sitting, 29 standing). We also noticed many video cameras lining the roof.

When the articulated buses start rolling officially, the routes they serve will see less-frequent service to offset the increased rider capacity in each vehicle. When asked about this, TTC CEO Andy Byford pointed out the positives. He claimed that the extra set of exit doors will shorten stop times by speeding up passenger unloading, and that the higher capacity will provide passengers with better odds of getting on a vehicle. How this will play out in reality, with rush-hour passengers who could care less about the cost efficiencies that come with fewer drivers and vehicles, remains to be seen. Byford also indicated that, unlike the new streetcars, the first new buses won’t be equipped with Presto technology.

Also on hand was Deputy Mayor Norm Kelly, who marvelled at the gizmos drivers require to operate the vehicle. He praised TTC drivers for being “technically competent and socially alert.”

The vehicle used in today’s run is the first of 153 new Nova “Artic” buses that will go into service between December 2013 and January 2015, marking a return after a decade’s absence—though the articulated buses the TTC was using a decade ago were made by a different manufacturer. The buses will be a Christmas present for riders along the 7 Bathurst route, while long-suffering passengers of the 29 Dufferin bus may see the January arrival of the Artics as a New Year’s gift. Other routes slated to see the new buses before the end of 2014 are 6 Bay, 36 Finch West, 53 Steeles Express, 63 Ossington, and 85 Sheppard East. As for other routes, the buses will only be used where the demand exists and where garages can service the longer vehicles.