With all the subway lines down for about 40 minutes on Friday, representing about 3% of service time (though probably less % of trips on YUS and BD not being rush-hour), I was curious what Friday’s service summary would look like.

YUS – 95%
BD – 98%
Sheppard – 99%

As that seemed improbable, particularly for Sheppard that has the same frequency all day, I tweeted Brad Ross about it.

His response was (subject to confirmation from Chris Upfold, who I’m guessing is on a well-deserved vacation from his silence recently)

“this KPI reflects +/- 3 min of scheduled headway only. Can’t measure that when nothing is moving anywhere. @TTCchris can confirm”

Oh my! This is the danger of using overly processed statistics, and not simply providing raw data.

Steve: Those KPIs are some of the more useless examples of self-serving “management” statistics I have seen in a long time. They are the same stats pre-Byford management reported for years, and nobody has ever challenged their accuracy or validity as a measure of actual customer experience. As I mentioned in my review of the Finch West bus, there are periods where they actually do achieve their target (not that 70% of trips within 3 minutes of scheduled headway is all that impressive), but locations and times where they are wildly off of the mark. Presenting only the summary data, even presuming they can show a calculation that reaches this number, misrepresents the actual quality of service and borders on flagrant dishonesty. In an environment where budget hawks want more cuts, stats that “show” riders are getting good enough service undermine the “customer” interest in better transit.

I am going to finally turn to more route analyses in the next few weeks while other issues are, for a bit, quiet.

2 way service is always better for intending passengers as it is generally more consistent and therefore more reliable.

I would prefer to see the 352 go to Mt Dennis Garage operating via south Weston Rd, east Ray Ave, northwest Industry St to Mt Dennis Garage (returning via reverse routing). Walking transfer to the 307 at Eglinton.

Any word on the new bus tender? If the TTC wishes to have these new buses delivered in 2013 they ought to award that contract soon.

Steve: I have not heard about the bus tender although I believe it was to come to the Commission soon. The situation with Orion may have thrown things askew.

The reason is this situation from this link where a Subway train stopped inches from woman on the tracks at the Dundas West Subway station.

Steve: The platform door project was at one point a billion dollar line in the TTC capital budget, and it was erroneously listed as “state of good repair” rather than as a system improvement. Platform doors require automatic train control as a pre-requisite and that project won’t be finished on the YUS line until at least 4 years from now, probably more. There isn’t even a start time for an ATO conversion of BD, and that project is on hold.

There are lots of things to spend our money on, and hard as the “how much is a life worth” question is to answer, many people would prefer the billions to be spent another way.

If I recall correctly, the victim was a worker at the Humber Heights Retirement Community. When this made the news, other co-workers that were interviewed complained about the walk at night from the 352 at Weston Rd to get to work.

Replacing some of the blue night routes with streetcars would at most reduce the needs by 4: 313 along Roncesvalles, 303 along Broadview, 312 along St. Clair (a bus would be needed for service from Gunns loop to Jane station), 322 along Kingston Road.

Also, many of the buses starting or finishing runs on the blue night routes do day service anyway. All the final 46 Martin Grove runs become 319s, and buses start or finish daytime service from both the 300 and 320.

Also, seeing my local councillor supporting this, I generally believe he’s playing to his target demographic: seniors ( or his other targets, football players and people who read the Sun). They might never use it (if anything, I’d say more people would use it at Islington, Kipling, and Sandwell Drive), but by doing something to appear he cares, he gets votes. Also, getting technical here, but he can’t really argue extending it to cover the daytime 52 routing because the ward boundary is Royal York Road (as far as the 52 is concerned). I don’t know if he’s willing to deal with Gloria Lindsay Luby.

No surprise about that and you did talk about the start of construction on the north end in 2014 in a previous post. However, the reason why I used the pole example is because if Metrolinx were to use a side of right of way support for the overhead for that section in question rather than using centre poles, it wouldn’t necessarily require the RT to be shut down for construction to begin.

I guess I’m just disappointed that the Pan/Parapan American Games are being treated as a barrier for starting the conversion rather than just a barrier for shutting down the RT with as many components as practical being started before the end of the games.

Steve: The Pan Am Games are being used as an excuse for all sorts of manipulation on project timing, and Queen’s Park seems petrified that they will be blamed for any delays. The fact that none of the transit services will be ready in time for the games is a rather sad commentary on the whole affair.

1) Why wouldn’t you extend to Islington where it would connect with the Islington night bus?

2) How is a night bus route serving the Humber Heights retirement community? The regular Lawrence West bus runs until after 1:00 a.m. (I have been on the bus at that time and haven’t seen passengers get on and off there.)

Steve: It shows that where a Councillor is involved, anything is possible.

If I’m not mistaken, the SRT conversion also involves tweaking the horizontal alignment around some in-line stations, including Lawrence East. I think this is to increase the length of straight trackage through the station.

The TTC, supported by the independent APTA Peer Review Panel, recommend:
…
• Start the Scarborough RT construction in 2015 immediately after the Pan/Parapan American Games.

Something has been bothering me about this and I’m not sure if it has already been addressed, but is there any non funding issues as to why some elements of the RT conversion cannot be started before the full shutdown of the RT so that the completion date can be moved up? For example, while the overhead cannot be finished until the track work is complete, couldn’t they go with a design that would allow them to start at least installing poles between Kennedy and Ellesmere at the start of the 2015 construction season?

Steve: Actually it is my understanding that Metrolinx planned to start the SRT work in 2014 working on the north end (the extension). It’s not just a question of installing poles, and the south end will have to be substantially rebuilt including, I think, a change in the track spacing.

to test out overhead that has been converted for pantograph operation

Aren’t the LFLRV vehicles using trolley poles? Would this be an engineering test for the new LRT lines?

Steve: The TTC has already started to install some pantograph-compliant overhead on the system and this work will continue in anticipation of the new cars. They will have both pans and trolley poles and, I suspect, may operate with whichever is appropriate.

“The low floor light rail vehicle procurement project is partway through the Final Design phase. The first of the three prototype LRVs (streetcars) is scheduled for delivery in early September, 2012, with the other two scheduled for delivery before year end. The prototype vehicles will undergo extensive vehicle reliability, performance and technology verification tests. System compatibility tests including accessibility features, platform and on‐street boarding interface with the vehicle, its bridgeplate and ramp deployment, fare collection and overhead power interface, etc. will be conducted.

Based on the prototype tests, a baseline vehicle configuration will be established for production vehicles, scheduled for delivery beginning in the fall of 2013.”

Once the prototypes had done their winter testing conditions of leaves, snow, and salt, we could expect to see them enter revenue service in 2013. However, before they could even enter revenue service, the current fare collection has to evolve with the Presto system first. With delivery of the production vehicles in late 2013, we will need to see Presto first on the current TTC vehicles, hopefully sooner than later.

Steve: You have an evil mind.

This would seem like a substantial improvement that could touch most of the city (and thus most councillors). Wouldn’t the TTC want to promote this list, as evidence of tangible improvements as opposed to a general service improvements slush fund? And to get more citizens and councillors on board? Or is this deliberate — that they want the Commission to focus on agreeing in principle to apply additional funding, without getting bogged down in which routes end up benefiting?

Steve: I am hoping that the list will appear at the Commission meeting on Wednesday. Obviously, the more details, the more publicity about the benefits.

In the last CBA (April 1, 2008 to March 31, 2011),there was a clause that was negotiated in Article II, Provisions Applicable to Operators in the Operations Branch. Section 24, GTA Clause states:

“When the arbitration award is issued, or a settlement is reached in the Operator/Collector Job Evaluation Arbitration, the Commission will provide that notwithstanding the provisions of the award or settlement, TTC Operators will receive the highest hourly wage rate in the GTA from the time if the award or settlement to March 31, 2011. TTC Operators will receive $.05 more on a hourly basis than the highest paid property in the GTA during the time period referenced above. GTA is defined as including GO Transit, Mississauga Transit, York Region Transit, Durham Transit, and Brampton Transit.”

The Commission balked at paying out this clause and ATU113 took the issue to arbitration. The arbitrator ruled in favour of the Union. The other arbitration mentioned in the clause referred to an ongoing (10+ years – it predates my employment at TTC) job evaluation process that ATU113 had to take to arbitration as well! The GTA clause only applies to operators; not collectors or any other employees.

Steve: The original map was put together by someone who didn’t have much experience and was unfamiliar with some parts of the city. My favourite was an assumption of “coverage” that involved walking across Grenadier Pond. This was fixed, but embarrassing to see in an official proposal. In the last round of attempts to cut night service, the author was unaware of natural barriers to walking paths such as the Don River Valley.

At the political level, it is amusing to see a request for night service from a Councillor noted for railing against waste in public spending. Normally I would expect Doug Ford to complain about the low ridership on night routes, not ask for an extension, and seek to have them cut. The Mayor’s policy advisor on transit is on record saying that on unproductive routes people should just car pool or take cabs.

I walked up the Dufferin stretch earlier this year and noted the poor track condition en route. I also have seen the TTC gradually work through its backlog of track repairs and finally get to the diversion tracks. I figured that Dufferin was overdue, and was surprised that more wasn’t done when they were punching the street extension beneath the underpass, but maybe that would have complicated construction too much. It’ll be good to see this section restored, as it is a useful diversion point. It’s a shame they can’t add east-to-south and north-to-west tracks at Queen, but I understand it’s because of the steep hill on Queen west of Dufferin that’s preventing this. They don’t want potential runaway streetcars encountering a facing switch, correct?

One stretch that seems destined to be the last project they tackle is Adelaide. I’ve been looking forward to having this stretch restored. It would certainly come in useful should something happen along King.

Steve: The good news for Adelaide is that new overhead poles have been appearing along this street, and there are sidewalk markings indicating the locations of new poles well west of York Street. The Toronto Water project will occupy the street for much of this year, and I suspect we won’t see trackwork until 2013 or later. York Street has some preliminary survey markings. McCaul from Queen to Dundas is scheduled for this summer.

And, yes, it will be good to have Adelaide in service all the way from Spadina so that, eastbound at least, there is another diversion for Queen around the chaos at John every time there’s a big event at what used to be the CITY building, and a bypass for King around TIFF.

“Subway performance continues to be monitored against schedule ±3 minutes 96% of the time. It remains unclear how a systemic delay — where many trains are one or more headways out of place but service is otherwise well-spaced — affects this metric”.

This means that each line (not each train) can’t be operating behind schedule for more than 45 mins. per day, on average.

Steve: Will you cue the laugh track, or should I?

David O’Rourke says:

“May 26, 2012 at 10:56 pm
Trouble on the north end of the Cherry St. Line? What could go wrong with such a short route through such ordinary conditions?”

I think the line on which there is trouble is the subway extension not Cherry Street. The CEO report says: (Section 5.5)

“The project is largely on schedule with the exception of the northern tunnels and Highway 407 contract which is seriously behind schedule on all sites.”

Steve: My annoyance, and the main reason for my tone, is that from time to time there are comments about how we are somehow wasting money on the streetcar system, usually made by people who know very little about how it works or what it does.

Steve also mentioned the workforce limitation to having enough operators to drive the vehicles, so I won’t get into that issue.

Steve: There will be test runs all over the city to make sure that the cars work on our track (curves and hills) as advertised, to test out overhead that has been converted for pantograph operation, propulsion system behaviour, lots of things. A media event is a fine idea provided that the cars do actually work. There will be a lot of testing in the shops first, and the trial runs will be in the middle of the night to avoid screwing up service if things go wrong. This is basic for any new vehicle. The first TR train was not out on the line the day after it was delivered, and I hope the LFLRVs have fewer teething problems than the new subway cars.

Steve: Maybe on the Supplementary Agenda.

Steve: I know perfectly well who you are, and in your position you should know that the TTC has been gradually rebuilding its network and recently turned to the “non revenue” streets (Parliament, Church, etc.). Dufferin’s track is not in as good shape as it looks as anyone who saw the track heaves there in the past few years would know. Track on the 501 and 504 has been completely rebuilt and there is no place (aside from intersections and a few leftover bits such as the part of Queen near Russell now under construction) that remain to be done. Much-delayed work on Harbourfront and Spadina finally gets under way this year. One street that really needs work is Bay, but I’m sure they will get to its soon. It may be non-revenue track, but it’s essential to diversions and short turns on two route. We are finally at the end of replacing the badly-built track from the 1980s and early 90s.

Steve: You obviously belong to the Ford school of transit analysis — anything you don’t understand is waste. Dufferin Street was, until the overhead was taken down for the bridge widening at Queen, routinely used as part of a diversion and short turn for both the Queen and King routes (using Shaw and/or Dufferin as necessary). Dufferin Loop is a standard short turn for King cars. Maybe when you learn what track is actually used for in various parts of this city I will give you a civilized answer.

“TTC Operators will receive 5¢ more on an hourly basis than the highest paid property in the GTA”

What on earth does “property” mean here? (And hence what does this sentence actually mean, other than that TTC operators will get a pay increase?)

Steve: “Property” is the generic term used in the industry to refer to a transit system. Hence each of the systems in York, Peel, Hamilton, etc., is a “property”.

At least with Westjet or even Air Canada, they can cut routes without even a mention in the newspaper. When a route is expanded, no one calls it a waste. They buy whatever planes they want and start whatever routes they want.

On a side note, the load factor for Westjet is 86.2% and 81.5% for Air Canada (based on the latest quarterly reports). This is consider record high and it is about as highest it will go. There is no way to load a TTC vehicle to 100% without any trouble. When a plane breaks down, the slack on other planes will be able to transport those stranded passengers. Can one imagine if the Yonge line does not have slack? A train breaks down, what will transport those stranded passengers?

Steve: Airlines get indirect subsidies, and the aircraft industry is also propped up by government funds. Porter and the Island airport wouldn’t exist without federal handouts. When airlines, especially Air Canada, talk about withdrawing service from low performing routes, all sorts of howls go up about how rural Canada is ignored.

I agree with you about load factors. Too many people view empty space on a vehicle as waste rather than as an essential party of doing business.

Let’s say they use 40 buses for Dufferin during peak times, 25 outside peak times….so those 15 buses sitting in one of the garages…why can’t they use those in between peak times?

Same thing for other routes. 40/25/15 is just random number for sake of sentence.

TTC uses more buses during peak times/rush hours…since now due to ridership outside original rush hours…keep those buses around instead of sitting around on a ttc garage.

Steve: That is precisely the point I was making. Limits on growth of off peak service are not due to a lack of buses or streetcars, but due to a lack of funding to run them (mainly the cost of hiring more operators and some increase in maintenance and fuel/power cost).

“The first prototype of the new Low Floor Light Rail Vehicle (LFLRV) for the streetcar system is expected to arrive in September 2012 with two more by year-end. Production deliveries will start in September 2013.”

I don’t know whether to laugh or cry. Pathetic!

Steve: Yes, it’s rather sad how this has dragged on in both the Miller and Ford eras. Miller didn’t get it far enough, fast enough, and Ford just sat on it (or tried to).

“The offices of Councillor Doug Ford and Member of Parliament Ted Opitz forwarded a request to extend the 352 LAWRENCE WEST overnight bus route farther west, from its current terminus at Weston Road, to better serve residents and workers at the Village of Humber Heights Retirement Community complex, which is located at 2245 Lawrence Avenue West, between Scarlett Road and Royal York Road.”

Doug Ford? Interesting that the route change would put it closer to his mother’s home, as well.

Steve: Over the years, mothers of politicians have had an amazing influence on TTC plans, although I don’t think that is the case here.

Steve: At Hillcrest for major repairs, or at Russell with some sort of temporary arrangement for roof access. There are already two bays at Hillcrest that could hold LFLRVs without their having to be moved on the transfer table. They were built to handle the ALRVs. It’s not ideal because of all of the timing screwups in the carhouse project, a problem that would have been more acute without the delay in vehicle design and delivery.