In a previous article, I reviewed the capacity of service provided on King Street over the past few years to see just how much, if any, change there has been in actual capacity as the mix of streetcars and buses changed over time.
This article expands the charts with current data to the end of 2016 and with some historical data going back to December 2006. The periods included are:
- December 2006
- November 2011
- March 2012
- May 2013
- July 2013 to January 2016
- March 2016 to December 2016
Data for route 514 Cherry is included from June 2016 onward when that route began operation.
Vehicle tracking data gives the location of transit vehicles at all times, and therefore gives the time at which each vehicle crosses a screenline where values such as headway (vehicle spacing) and a count of vehicles by hour can be calculated. This is done for every weekday (excluding statutory holidays) in the months for which I have data to produce these charts.
The capacity values used for each vehicle type are taken from the TTC’s Service Standards.
- CLRV: 74
- ALRV: 108
- LFLRV: 130
- Bus: 51
In the charts linked below, the data are presented in several pages for each location:
- By count of vehicles separated by type, by hour
- By total capacity of vehicles, by hour
- By total capacity across a four-hour peak period span
The most critical part of King Street where service quality and capacity are at issue is the section from Yonge Street west to Liberty Village.
For the AM peak, the capacity is measured eastbound at two locations, Bathurst Street and Jameson Avenue.
[Note: In these charts, the horizontal axis includes labels for every 13th entry based on what will physically fit. The exact days for each point are less important than the overall trend in the data.]
Items of note in these charts:
- The effect of service reallocation to the central part of the route with the creation of 514 Cherry is evident from June 2016 onward. Cars that formerly operated over the full route were confined to the central portion between Cherry and Dufferin adding capacity there while removing it from the outer ends. However, the running time allocated was insufficient, and after schedule changes to correct this, the actual improvement in capacity on the central part of King was not as great as had been expected with the new configuration.
- The capacity provided eastbound at Bathurst is only slightly better in 2016 than it was in December 2006 during the key hour from 8 to 9 am. Capacity is improved notably in the shoulder peak hour from 9 to 10 am.
- Although bus trippers make up for the shortage of vehicles in the streetcar fleet, they do not proportionately replace capacity. The TTC’s characterization of these buses as being an “addition” to the streetcar service is misleading.
For the PM peak, the capacity is measured westbound at Yonge Street. In cases where service was diverted via Queen for construction, the measurement is at Queen and Yonge.
The PM peak period operates with wider headways (fewer vehicles per hour) and has some room for growth before hitting the practical lower bound of two minute headways (30 vehicles/hour) on a busy street in mixed traffic. Over the years, capacity has improved, although with ups and downs along the way. However, a good deal of the total capacity increase fell in the shoulder peak periods.
These charts show the capacity, based on design parameters that do not reflect packed cars, and it is likely that total loads are higher than shown here especially during the height of the peak periods. What these charts do not show, of course, is the latent demand for service that might appear if only there were room for passengers to board.
I have requested vehicle loading data from the TTC to determine how this can be incorporated with the service analysis to demonstrate how ridership and crowding interact with headways and overall capacity. The TTC has not yet replied to the request.