Updated October 30, 2017 at 10:00 pm: The City has announced the timing of various works to prepare King Street for the pilot implementation.

As various elements of the pilot appear, I will post photos here for those who are not regularly in the downtown area.

Updated October 25, 2017 at 10:50 am: The treatment of left turns from King at minor intersections, and of left turns onto King, has been clarified by the City. Also, my reference to a reduction in the number of taxi spaces in the banking district has been clarified.

The City of Toronto has released the design for new lane arrangements for the coming pilot of a transit and pedestrian oriented King Street that will go live in the second week of November.

The illustrations below are taken from a single long pdf on the City’s project website. Click for larger versions.

The pilot section of King to be modified runs from Bathurst to Jarvis. Between these bounds, through traffic will be discouraged by forcing motorists to turn off at regular intervals, and left turns will be banned.

The street will be broken into segments by intersections where all traffic except transit vehicles must turn off of King. Taxis are exempted from this rule between 10 pm and 5 am, but they must be bona fide, identifiable taxis, not Uber vehicles or private cars pretending to be.

• Bathurst to Portland
• Portland to Spadina
• Spadina to Peter / Blue Jays Way
• Peter to University
• University to Yonge
• Yonge to Church
• Church to Jarvis

Vehicles wishing to access any segment of King will have to do so via the intersecting north-south streets, and through travel will be forced to divert to parallel roads.

At some locations it is now possible to make a left turn onto King from a north-south street (either a south to east or north to west turn). No ban on these turns is shown in the map, but they are not shown as possible ways to access King.

Some side streets such as Brant Street (other similar locations are Charlotte, Widmer, Duncan and Jordan, Victoria and Toronto Streets, and Leader Lane) can be accessed from King by left turns only during certain hours. It is unclear whether the hours of the ban will be extended or remain as is for the pilot.

Updated October 25: I asked the City to clarify these issues and they replied:

The map shows only new restrictions (all existing restrictions continue, and a note is being added to clarify).

Since we are making some signal changes, the left-turn prohibition is meant to apply to major (signalized) intersections. So some left turns, while being discouraged, are not prohibited. Of course, we will monitor and make adjustments as required if we start to see major impacts.

Similarly, we are not initially banning turns onto King Street, beyond existing restrictions, but these regulations could change over the course of the pilot project.

We fully expect that traffic patterns in the area will change significantly, and plan to respond accordingly. University Avenue is certainly one location that we’ll be watching closely.

[Email from David Kuperman, October 25, 2017]

At many locations, the transit stops will be moved “farside”, that is the streetcar will cross the intersection before stopping, and at these locations the sidewalk space will be widened out into what is now the curb lane to provide an expanded transit stop. The existing transit shelters will not be moved, but new ones will be installed at some of the relocated stops (the details are not yet published).

The farside stops will be protected from curb lane traffic with Jersey barriers that will be decorated for the pilot. Come the spring, a more attractive barrier such as planters might be used. The important point is that nothing will be “nailed down” and the configuration will be easy to change.

Sections of the curb lanes will be set aside for various purposes, and these are colour-coded in the diagrams below:

• taxi zones (yellow)
• accessible loading areas (pink)
• passenger pick up/drop off/loading zones (blue)
• public spaces such as seating, cafés or bicycle parking (green)

The most challenging points for traffic will be at the entries to the pilot area eastbound at Bathurst and westbound at Jarvis where through traffic will be forced to turn right or left. Bathurst is already the site of congestion eastbound, particularly in the morning peak, although the turns will be simpler with little westbound conflicting traffic.

Pedestrians will also be subject to new rules with dedicated right turn phases to allow cars to make their turns off of King at some locations. This will be a new experience for downtown where pedestrians travel in waves that give little quarter to competing traffic.

Although there are designated cab stands, considerable portions of the street will be given over to pedestrian areas that cabs could not access, notably west of Spadina in what is now the busiest part of the club district. By contrast, the north side of King in the Theatre District from Simcoe west to Widmer is designated as a zone for pick ups and drop offs.

Generally speaking, the curb lane is not maintained as a continuous route for traffic.

Enforcement will be key to making this work, and there is a very real chance, given past experience with City and Police priorities, that actively managing the pilot area will be a short-lived affair. Mayor Tory has talked about “Traffic Wardens” in the new year, and these will have to be out in force.

Bathurst to Brant

Through traffic will be banned both at Bathurst and at Portland.

The eastbound stop at Bathurst will be shifted farside so that stopped streetcars do not block traffic that is forced to turn north from the streetcar lane. This should work provided that the streetcars are not bunched and blocked from crossing to the carstop because it is already occupied. The westbound stop will remain in its current location.

Portland is another break for through traffic on King, and through east-west moves will not be allowed here. As at Bathurst, the eastbound carstop will be shifted farside.

Spadina to Widmer

Both Spadina Avenue and Peter Street are locations where through traffic is not allowed. Carstops here will be moved farside in both directions. The elimination of through traffic at Spadina should make turns by streetcars, when they are necessary, a lot simpler because there will be less competing traffic. The large volume of pedestrians here is another matter.

Note that on both sides of King, there are areas earmarked for improvements that will block through traffic in the curb lane.

John to University

This is the main Theatre District with four major venues:

• TIFF at the northwest corner at John Street
• The Princess of Wales just east of John Street on the north side
• The Royal Alexandra east of Duncan Street on the north side
• Roy Thomson Hall on the southwest corner at Simcoe Street

The north side curb lane is dedicated mostly for drop offs and pick ups, and this is an area already heavily used by tour buses coming to the theatres. They are not intended to park in the drop off areas. On the south side, there are extended areas reserved for pedestrian improvements that will prevent travel in this lane.

The carstops at John are both shifted to the farside of the intersection. This will place the westbound stop right in front of the TIFF Lightbox building, and this stop will almost certainly be taken out of service when the annual film festival is running (assuming there even is a King car). Left turns will not be allowed at John Street in either direction.

At Simcoe, the left turn is now a considerable delay for King cars when the theatres are busy, and this turn will be prohibited.

University Avenue is another break in the segments along King, and its carstops will be moved farside in both directions. Left turns from King, now a considerable source of delay eastbound, will be banned.

York to Victoria

There is no longer a carstop eastbound at York, although the relocated University stop eastbound will be a stone’s throw from the old York stop’s location.

At both Bay and at Yonge, the carstops will be shifted to the farside of the intersection. Use of the curb lane space as a streetcar loading zone will considerably expand the space available to transit riders at these locations where today (except for Bay eastbound) the nearside stops are constrained by narrow sidewalks and subway entrances.

Through traffic will be allowed at Bay, but not at Yonge where all traffic must turn.

The area between York and Bay which is now an extended cab stand on both sides of the street, and part of it will remain for this purpose, but a good chunk in each direction is dedicated to a pick up zone. This will provide space for commercial vehicles loading goods, as well as for taxi drop offs. The net result of the change is a reduction in taxi stand spaces on this section of King, although they are more elsewhere.

Victoria to Jarvis

Church Street will be another of the locations where non-transit vehicles are forced to turn, and the carstops will be moved farside in both directions. This will have an effect on short turns and diversions nominally headed to “Church Street” because there will no longer be an eastbound carstop there for them to use.

The curb lane in the area between the St. Lawrence Hall and St. James Cathedral and Park is largely given over to pedestrian improvements. This will have a significant effect for trucks that now use this area as parking during the Saturday market hours.

At Jarvis, as at Bathurst, all incoming traffic will be forced to turn. This presents a potential problem for westbound streetcars during periods when Jarvis southbound become impassible and traffic wishing to turn west to south will have no place to go.

This article will be updated as further information about the pilot’s design becomes available.