The King Street Pilot project is well regarded for the improvement in travel times it brought to transit riders, and for the large jump in ridership on the route. In past articles, I have reviewed the statistics for travel times, but another important aspect is the reliability of headways – the intervals between streetcars. Early results showed a distinct improvement, but this has not been sustained. Moreover, headway reliability outside of the pilot area remains quite erratic, especially near the terminals.
This brings us to the TTC’s assertion that if only the service would depart on time from the ends of its many routes, the problem of irregular service in the middle would look after itself. This is a completely bogus claim on two counts. First off, erratic service at terminals is the norm, and regularly spaced departures usually depend on hands-on service management by supervisors on the street. Second, service has a fair latitude to be considered “on time”, and even with this leeway, gaps and bunches quickly form that exceed TTC targets.
In theory, if travel times are more consistent thanks to the pilot (or any other transit-supportive changes), then it should be easier to keep service properly spaced. Reality is somewhat different from theory.
This article examines headway behaviour at Yonge Street for the 504 King car, as well as the combined service of the King and 514 Cherry cars. Although these are thought of as “blended” services, like all branching TTC routes, there is no co-ordination between the two routes and the Cherry cars fill gaps in the King service by accident, not by design. Beyond the limits of the Cherry cars (Sumach in the east, Dufferin in the west), the King service is as erratic after the pilot’s introduction as it was before.
Also included is a review of 514 Cherry service on the outer ends of the route. Only recently has the service to Distillery and Dufferin Loops become more reliable and the improvement has more to do with revised schedules than with the King Street Pilot.