Updated September 21, 2014 at 11:20am: Details of subway operational changes have been added to the article, and the summary table showing all schedule changes is now included.
In a previous article, I wrote about the crisis in system capacity across all modes – buses, streetcars and subways – and the danger that Toronto may face years without meaningful improvement in transit capacity.
This is a campaign issue, but one that is embraced only by one major candidate, Olivia Chow, and even then, not very well.
Full disclosure: Early in the campaign, I was approached by the Chow team to advise on what became her better bus service plank, but I certainly didn’t write it for reasons that will soon be obvious.
Her transit plan includes support for LRT lines, GO electrification and the first stage of a Downtown Relief subway line. It also includes this commitment regarding bus service:
A better transit plan starts investing now, with buses. Because 60% of TTC rides involve a bus and as the TTC says, the only way to expand transit now is with buses. So Olivia will invest to boost bus service right away, investing $15 million a year.
When we stack a paltry $15m up against the billions in rapid transit plans, it looks rather puny and gives the impression we are trying to get more service on the cheap. How can small change by transit budget standards stack up against the massive spending schemes of rapid transit networks?
Where did the number come from? Back when the Ford/Stintz crew started to dismantle the Miller-era service standards, the anticipated saving was only about $14m/year. However, reversing the cuts is not quite as simple.
When you cut transit service, you can reduce costs simply by letting old buses wear out and not replacing them, by reducing the operator workforce through attrition, and by cutting plans for a new bus garage (needed for a bigger fleet) out of the capital budget. That’s precisely what happened.
To undo the damage, we need more buses, more garage space and more operators. Some, but by no means all, of the cost will come out of the $15m, but there is much more involved.
McNicoll Garage has a pricetag of $181-million (of which only about $80m has been funded as of 2014), and it is required simply to handle growth in the bus fleet with no provision for better service standards. Yet another garage will be required to support better service, although in the short term one garage will do for both purposes. Also, by 2020, some bus services will have been replaced by rapid transit lines, but we don’t really know how much because the future of various schemes is uncertain.
(Some of the chaos in fleet planning dates from the cancellation of Transit City, and still more from shortsighted cutbacks of the last few years.)
New buses cost about $700k apiece. With current peak service at around 1,500 buses (not including those used for construction service), a 10% bump in fleet capacity means 150 new vehicles at a cost of $105-million.
At the very least, in the next few years, the TTC would face the following capital costs over and above what is already committed:
- $100m to fully fund McNicoll Garage
- $105m to purchase 150 buses
Moreover, the McNicoll project must be accelerated for completion before 2019, the current schedule. The idea that Toronto would see no additional peak service for five years is a disgusting testament to the ill-informed folly of the Ford/Stintz era.
Late in May, John Tory launched his “SmartTrack” transit line, the centrepiece of his “One Toronto” plan. Media reps gathered for a preview at the Metro Toronto Convention Centre, and the launch was handled almost entirely by Tory’s staff. All of the background papers are on the One Toronto website, and little has been added since that event.
Even then, in the early days of the campaign, there was good reason to distrust Tory’s grasp of his own proposal, let alone a willingness to engage in debate, when he made the briefest of appearances for a canned statement to give the media clips for the news broadcasts, but answered few questions.
I was modestly impressed that at least a Mayoral candidate was not just thinking at the ward level for a transit proposal, but felt the plan was rather threadbare — a single line to solve almost all of Toronto’s problems.
Wearing two hats that day – as both reporter and activist – I was scrummed by the media for comments, and the Tory campaign chose to lift one phrase out of context as an “endorsement” for SmartTrack that remains online.
Steve Munro, Toronto Transit Blogger, said, “This is very much a refocusing of what transit in Toronto should be.”
What I was talking about was the need to look at the region and at trips to points other than the corner of Bay & Front and times other than the traditional commuter peaks. As to the specifics of SmartTrack, I was rather less complimentary.
In brief, SmartTrack would see electric multiple unit (EMU) trains operating primarily on GO Transit corridors between Unionville on the Stouffville line and Mount Dennis on the Weston corridor (the Kitchener-Waterloo line). At Eglinton and Weston, the line would veer west along the former Richview Expressway lands to the Airport Corporate Centre, but not to the airport itself.
The route would charge regular TTC fares with free transfers to the existing system, and with frequent all-day service at peak levels of every 15 minutes. Over its 53km it would have 22 stations, and might, according to the campaign, carry over 200,000 passengers per day.
Updated Sept. 9, 2014 at 12:50 pm: NOW Magazine has published an article by Rob Salerno detailing the problems with the right-of-way on Eglinton West that John Tory’s SmartTrack plan assumes is available, as well as questions about the need for both a frequent service on the Stouffville GO corridor and the Scarborough Subway.
Toronto is beset by a love of drawing lines on maps. We have stacks of rapid transit studies going back to the horsecar era. We have competing views of regional and local transit. We have the pandering “I have a solution for YOU” approach tailored to whichever ballot box needs stuffing. Almost none of this gets built.
Fantasy maps abound. The difference between the scribblings of amateur transit geeks and professional/political proposals can be hard to find.
Common to both is the sense that “my plan” is not just better, it is the only plan any right-thinking person would embrace. Egos, both personal and governmental, are literally on the line. Once pen meets paper ideas acquire a permanence and commitment that are almost indelible.
If transit networks were cheap to build and operate relative to the resources we choose to spend on them, transit would be everywhere and blogs like this would be reduced to debating the colour scheme for this week’s newly-opened station. Transit is not cheap, and the debates turn on far more complex issues than which shade of red or green is appropriate for our two major networks.
Another election with competing views of what is best for Toronto brings a crop of proposals. I hesitate to say “a fresh crop” as some schemes are long past their sell-by dates. Candidates may strive to bring something new to the discussion, but these attempts can discard good ideas simply to appear innovative. Perish the thought that we might embrace something already on the table when we can wave a magic wand and – Presto! – the solution to every problem appears in a puff of smoke, a well-timed entrance and an overblown YouTube video.
Moving people with transit is not simply one problem with one solution. Nobody pretends that a single expressway could cure all the ails of Toronto and the region beyond. A single highway – say, a “401″ in a Toronto that had only recently paved Sheppard Avenue – would be recognized for its limitations. But once a plan is committed to paper – even the dreaded coffee-stained napkin, let alone election literature – resistance is futile. At least until the next election.
This article reviews several dreams for new and upgraded transit, and tries to make sense out of what all these lines might achieve.
As I was reading through all of this, I felt that some of my critique will sound rather harsh, and inevitably I would be challenged with “so what would you do”. If you want to see my answer, jump to the end of the article, remembering that my scheme is not a definitive one.
Although some of my comments touch on proposals of various Mayoral candidates, I will leave a detailed review of those for a separate article. A good regional plan is more important than any one campaign, and the debate on what we should build should not be dictated by this week’s pet project, whatever it might be.
Updated September 5, 2014 at 3:00 pm:The Nextbus site now displays wheelchair symbols on route tags for the Flexities running on the 510 Spadina line.
Updated September 2, 2014 at 12:45 pm: Thanks to Darwin O’Connor for the URL that takes us to a page on his website showing where the new cars are located in real time.
Original article from August 31, 2014:
August 31, 2014 marked the reopening of the
511 (oops!) 510 Spadina streetcar between Bloor and Queens Quay, and the introduction of the first two of Toronto’s new fleet of Bombardier Flexity streetcars.
Regular service had been operating since 5:00 am, but the official ceremony took place at Spadina Station at 10:00 with the usual speechifying by sundry officials and politicians. Particularly gratifying were remarks by TTC CEO Andy Byford praising the people who had designed and built the new cars. Politicians show up for the ribbon cutting, but it’s the folks who have spent years to bring us these new cars who did the real work.
The August 31 schedules will see a return to fall service across the system as well as several other changes. At long last (I have been distracted with other events, and there was a lot to do this month) here is the consolidated list of service changes. The list combines all types of change because there are overlapping seasonal, construction and service improvement effects.
The table linked here has been updated to correct errors missed in its creation. Thanks to Timor Urakov for catching these.
2014.08.31_Service_Changes (Revision 2)
Major changes include:
- Return of streetcars to 510 Spadina
- A major change of the 504 King schedule to provide added running time
- Return of 504 King and 505 Dundas streetcars to Broadview Station
- Route split of 501 Queen for Gardiner Expressway construction at Humber Loop
- Route split of 116E Morningside Express to 198 UTSC Rocket
Something I have not included here, but will add in a future update, is a list of all of the Standby Buses (and a few streetcars) that are spotted around the city for various reasons. They don’t show up in the route-by-route info, but there is a substantial chunk of the fleet used to provide this service. Due to a bus shortage, the number of standby vehicles scheduled for fall 2014 is lower than originally planned.
Streetcars will return to Spadina between Bloor and Queens Quay with all service running through to the south end of the line. The route will be scheduled based on CLRV capacity, and new Flexities will take over runs one by one as cars become available. Current plans are for through service to Union and a resumption of streetcar service on 509 Harbourfront in October.
At the end of the AM Peak, 508 Lake Shore trippers operate a westbound trip as 506 Carlton to provide extra capacity to the UofT St. George campus. These trips previously operated back to Roncesvalles Carhouse, but they will be changed so that the cars switch over to 510 Spadina which has more cars during the midday than the AM peak.
Previously, this interlining was done using 503 Kingston Road cars from Russell, but with the move of 510 Spadina to Roncesvalles, trippers from that division will be used.
504 King Running Time Changes
In an attempt to reduce the need to short turn much of the service to keep operators on time, the TTC is changing the round trip times during all periods of service on this route.
King Round Trip Time Changes September 2014 Weekdays Saturday Sunday Aug Sept Aug Sept Aug Sept AM Peak 104+8 120+8 M-F Midday 100+8 122+5 PM Peak 115+8 135+7 S-S Early Morning 85+5 105+5 78+2 95+4 S-S Late Morning 97+7 111+6 94+5 109+5 S-S Afternoon 97+7 111+6 94+8 109+5 Early Evening 95+7 116+6 97+4 111+4 82+8 97+3 Late Evening 85+6 99+4 83+7 100+4 76+4 95+4
In the table above, the “before” times are shown under “Aug” and are taken from the schedules in effect until Aug. 30. The “after” times are shown under “Sept” and are taken from the schedules effective Aug. 31.
The time is given as running time plus recovery time. For example, the AM peak running time of “120+8″ means that cars will have 120 minutes of driving time to make a round trip plus 8 minutes of terminal recovery time. Some of the changes increase the total time by 20%, a very substantial increase.
Whether this will translate into a noticeable reduction in short turns remains to be seen. One potential problem will be the accumulation of “early” cars at terminals where it is already possible to find lineups of cars. From my own knowledge of the line, some of these changes appear to be excessive and will probably have to be rolled back.
501 Queen & 508 Lake Shore
From September through December, reconstruction of the Gardiner Expressway at Humber Loop will close off the underpass between the loop and Lake Shore Blvd. The outer end of the Queen route will once again switch to a shuttle bus connecting with the streetcar.
Yonge subway operations will be changed to base more trains at Davisville Yard. This will give more time for maintenance work as the last service trains will be clear of the line sooner than on current schedules. An early morning non-revenue train that carries Station Collectors to work will be replaced with a shuttle bus.
On the Bloor subway, service will be improved weekday middays and evenings, and on Saturday afternoons to reduce crowding.
In anticipation of the arrival of more Flexities, some runs will be shifted to other locations. Exhibition Loop will now be used to store some 511 Bathurst runs as well as 512 St. Clair runs already at that location.
The 510 Spadina route will operate from Roncesvalles where the Flexities will be based, and to make room, all runs on 505 Dundas will operate from Russell.
Streetcar service will return to Broadview Station after a temporary absence in July-August.
Since the re-opening of the Broadview & Queen intersection, carhouse trips from Russell westbound have resumed using the west-to-north curve that was taken out of service for safety concerns in October 2012.
Six Points Project
The reconstruction of the Kipling-Dundas-Bloor interchange begins in September and this will trigger diversions of various routes around Kipling Station.
This post has been added to track the reconstruction of the streetcar right-of-way on Queens Quay leading to the resumption of 509/510 Harbourfront and Spadina services on August 31, 2014.
Because the construction work on Queens Quay is being done out of geographical sequence as various stretches of the road become available, this post is organized by block from Bay to west of Spadina.
Current construction details are available from Waterfront Toronto.
Updated August 21, 2014: A photo of car 4400 testing at Queens Quay Loop has been added.
Updated August 20, 2014: Work west of Spadina is now well underway with the track in place and the concrete pour scheduled for this week. This will complete the track construction. Meanwhile, testing of the track and overhead at Queens Quay Loop has begun. Continue reading
Updated August 19, 2014 at 10:50 pm: The TTC board unanimously adopted the proposals in this report with amendments. Some of these were intended to ensure clear understanding that approval was only in principle and subject to the review process in the 2015 budget.
In what proved quite a surprise to me, Chair Maria Augimeri moved a request for a set of reports related to service and fleet plans. The text of this came directly from a deputation on the CEO’s report which, at that point in the meeting, I had not actually presented because the Board took the agenda items out of sequence.
Here are my deputation texts, one on the “Opportunities” report itself, and one on the CEO’s report. The motion I proposed and which the Board adopted is in the second item below.
Although there were questions about details and about the manner in such a far-reaching set of proposals appeared on the Supplementary Agenda of the last Board Meeting before the election, there was broad support for the content.
Of the Mayoral candidates, even Mayor Ford has spoken favourably about many of the proposals with the exception of the widespread rollout of PoP (self service) fare collection and the move to time-based transfers/fare receipts.
Only John Tory has been strongly opposed choosing to take a hard-line tax-fighter stance that is hard to swallow in light of his own multi-billion dollar transit plans. Tory also does not understand that a staff report at the TTC only makes proposals for what should or might be done — it is up to Council to decide on priorities and funding mechanisms. Tory continues to disappoint as a candidate who has more bluster than substance, a trait he shares with the current Mayor.
Updated August 15, 2014 at 8:00 pm: Detailed comments about the proposal have been added.
The Supplementary Agenda for the TTC Board Meeting of August 19, 2014, contains a report that is breathtaking in its scope:
The report recommends a program to include the following initiatives:
a) implement all door boarding and proof-of-payment on all streetcar routes;
b) reduce wait times and crowding on bus and streetcar routes;
c) establish a city-wide network of Ten-Minute-or-Better bus and streetcar services;
d) expand the Express Route Network with new and improved express bus routes;
e) implement more transit priority measures;
f) add resources to improve service reliability and route performance;
g) operate all routes all day, every day across the city;
h) change the one-trip-per-fare to a two-hour-travel-privilege-per-fare;
i) expand the overnight bus and streetcar network.
[The agenda will also include presentations on the new streetcar implementation, and on "Customer Journey Times", a new way to measure the usefulness of transit service to riders. These presentations are not yet online.]
August 8, 2014
Regular streetcar service on McCaul Street is rare both because of how this trackage fits into the network and because the narrow street invites autos and trucks to park foul of the tracks. Below, a few shots of McCaul Street while the 505 Dundas route is still there.
Regular service through Dundas & Spadina resumes on Tuesday, August 12.
Updated August 8, 2014 at 6:40 am: According to an article in today’s Toronto Star, TTC CEO Andy Byford is advocating a move to Proof-of-Payment (POP) fare collection on all streetcar routes effective January 1, 2015. He will also seek funding for service improvements including a return to the 2012 crowding standards, although this will only be applicable for off-peak service thanks to the shortage of vehicles.
Updated August 7, 2014 at 4:20 pm: The City’s Planning & Growth Management Committee has voted to defer the McNicoll Garage issue until 2015. More political point scoring by the Ford/Stintz faction in their waning hours.
Updated August 7, 2014 at 7:50 am: Information has been added about the bus and streetcar fleet sizes in 1990 before the recession that led to widespread service cuts. Service in 1990 was better on the streetcar network than it is today, and the bus fleet is barely back to 1990 levels in terms of scheduled capacity across the system.
Comments about system capacity that were originally in the post about service changes for August 31, 2014 will be moved to this thread.
Transit is “The Better Way”, or so we have been told by the politicians responsible for managing our transportation system. Road building simply won’t work — there is no room for more cars in many locations even if we could build more expressways — and transit is the answer.
Sounds great! Transit advocates like me should be cheering. With the election of those champions of infrastructure spending, Kathleen Wynne’s Liberals, to Queen’s Park and the imminent demise of the Escalade-loving Brothers Ford at City Hall, transit’s future should be assured.
If only it were that simple.