Month: August 2018

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Goodbye to 514 Cherry (Updated)

Updated August 28 at 11:45 am:

I inquired of the TTC whether the restriction at Distillery Loop was due to noise, and whether the CLRVs, when needed, could be operated on the 504B Dufferin service which does not go to the Distillery.

They have replied that:

  • “We have a commitment from Rick and community relations that we do not operate legacy cars into Distillery Loop. We will short turn any CLRVs on that branch at Parliament.”
  • “We were trying to avoid having any CLRVs operating through the peak point to maximize scheduled capacity. All the CLRVs are also scheduled as swing cars, so that had to be considered as well. As a result, we had to split the CLRVs between the two branches. We will prioritize LF deployment on the remaining CLRV runs on 504A first to minimize missed trips from Distillery.”

Thanks to Brad Ross for the update.

Original article:

Effective with the October 7, 2018 schedules, the 514 Cherry car will disappear from the streets of Toronto.

Since June 24 it has been on a temporary hiatus during the reconstruction of Broadview Avenue and a revised service on the 504 King car. On September 2, the “standard” service will resume on 504 King, 514 Cherry and 503 Kingston Road, but it will only last a month.

In October, the TTC will make the summer route split permanent and will operate two separate routes, both under the name 504 King:

  • 504A will operate from Dundas West Station to Distillery Loop
  • 504B will operate from Broadview Station to Dufferin Loop

The two services will operate at the same frequency and will be scheduled, to the degree anything like this actually happens on the TTC, so that they blend in the central part of the line rather than running in pairs. That will probably be greatest challenge given the TTC’s chronic inability to manage branching routes and the less than professional manner in which some operators run right behind their leaders rather than spacing out the service.

Most of the recovery time (layovers) will be scheduled at Dufferin and Distillery Loops so that streetcars are not sitting in subway station loops with queues extending out onto the street.

All service will be scheduled to operate with new Flexity low floor streetcars, although until the end of 2018, the TTC expects to be short a few cars and will substitute CLRVs (standard sized old streetcars).

Some CLRVs will operate in the peak periods through the end of the year and will be designated on runs that operate outside the busiest hour in the morning and afternoon peak periods. These will be replaced by low-floor streetcars, as available, at the divisional level.

Where a 504A streetcar is designated for CLRV, these cars will turn back via Parliament, Dundas, Broadview, and Queen, at the divisional level, as CLRVs are restricted from entering Distillery Loop. [From the Service Change Memo for the October 2018 Board Period]

This arrangement means that there could be random gaps in service to the Distillery depending on vehicle allocations of the day, and operators of these cars will lose their east end rest break.

The effect of the new service design varies depending on the day of the week and the location on the route.

On weekdays, the total number of cars in service goes down, although this is offset by the scheduling of larger Flexitys replacing the CLRVs. All will be well if the TTC actually fields a full service of Flexitys unlike the situation on 501 Queen where for many years CLRVs were sent out on schedules intended for the larger articulated ALRVs. [That was nominally “fixed” with the February 2018 schedules, but this was a very long-overdue correction to reflect the TTC’s inability to actually muster a full service of ALRVs.]

  • AM peak service between Dundas West and Dufferin, and between Broadview Station and Sumach (the point where the Cherry line branches off) will change from a mixture of CLRVs and Flexitys every 3’40” to a Flexity every 5’15”. This is, just barely, a one for one replacement of capacity, but not on the peak part of the route.
  • PM peak service on the outer ends will change from a CLRV/Flexity mixture every 4’15” to a Flexity every 6’00”.
  • Midday and evening service on the outer ends of the line will also be less frequent, and it will be essential that all service actually reaches the terminals.
  • Service in the middle part of the route from Dufferin to Sumach will generally be more frequent and will operate with all Flexitys once they are available.

On weekends, the total number of cars in service goes up during all periods. The effect is that even though only half of the service is scheduled to run through to Dundas West and to Broadview Stations, the change in frequency is small. The central part of the line will see better service both in frequency and capacity.

Service to the Distillery District will be improved compared to the 514 Cherry schedule during all periods. (This change was quite evident with the summer 2018 schedules, and will no doubt be missed for the period from September 2 to October 6 where the “old” Cherry service will operate.)

Overnight service on 304 King will continue to operate between Dundas West and Broadview Stations, but all runs will be scheduled with Flexitys.

The PDF linked here shows the details of the changes. I will publish the full list of October service changes in a separate article.

20181007ServiceChanges_504King

As a parting thought, it will be intriguing to see how many years it will take for the last of the signage, advertising and other TTC materials (notably the onboard route maps) to lose the 514 Cherry car. At least, only two months after the change, the cars are not all calling “Short Turn” at every stop.

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King Street Update: July 2018

This article is part of a continuing series tracking the behaviour of transit service on King Street during the pilot implementation of pedestrian and transit priority measures. The last update was in May, and I skipped June because there was little new to report.

Although we are now into the summer when conflicts with pedestrians and space constraints from recent takeovers of curb lanes with a variety of artworks and seating areas, travel times on King have not been affected. In fact, thanks to the re-activation of Transit Priority Signalling (TSP) at various locations on July 7, travel times have actually dropped during some periods.

Peak Travel Times

Continuing the tradition of these articles, here is the travel time chart for the 50th (median) and 85th percentile values westbound from Jarvis to Bathurst from September 2017 to the end of July 2018.

The collection of charts for five periods during the day for the two directions are linked here:

The following service disruptions show up in the charts above for the June-July period:

  • June 14, 20 and 26 eastbound: Congestion eastbound to University Avenue from 5-6pm (typically this is caused by north-south traffic blocking the intersection)
  • June 26 eastbound: Service held at Church Street just before 2pm (and therefore counting in the 1-2pm travel time stats) by a fallen overhead wire.
  • June 26 westbound: Service held at Peter Street at about 10:40 pm by a collision.
  • July 10 westbound: Service held east of Bathurst Street at about 1:15 pm by a collision.
  • July 25 westbound: Service held near Church Street just before 9 am. Reason unknown (no TTC eAlert was issued).

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Why Can’t I Get On My Bus (II)

Correction August 15, 2018: Off peak service for the Westway branch of 52 Lawrence has been corrected.

In Part I of this article, I reviewed the evolution of bus and streetcar fleet capacity measured by scheduled service over the period from 2006 to 2018. The central point was that there has been little improvement in the overall peak period capacity operated on the bus network for much of the past decade. On the streetcar network, two recent changes – the addition of buses to supplement streetcars and the replacement of old cars by new, larger ones – have provided some peak period capacity growth. However, in both cases, this growth is small seen over the long run. Off-peak service has improved more because the system is not fleet-constrained outside of the rush hours, but there is still a budgetary limitation which affects how much staff are available to operate these vehicles.

In this article, I will review several major suburban bus routes to compare service in January 2009 when the benefits of the Miller-era Ridership Growth Strategy had kicked in with service operated in January 2018. Given the results seen in Part I, it was no surprise that when I compiled this information, many routes have less capacity today than they did a decade ago and improvements where they do exist are not major. That is not a recipe for system growth. How did this happen?

First off, when Rob Ford became Mayor, he rolled back the RGS Service Standards and service just stopped improving. Several off-peak improvements were undone, but these affected periods outside of the range reviewed in Part I (mainly evenings and weekends). Ironically, the streetcar system suffered less because, thanks to the vehicle shortage (even a decade ago), the loading standards for streetcars in the peak period had not changed. There were few RGS improvements to unwind. When John Tory reinstated some of the RGS standards, this allowed growth to resume, but almost entirely in the off-peak period because neither the bus nor the streetcar fleets had spare vehicles.

Another more subtle problem lies in TTC scheduling. As congestion built up on routes, the reaction was to stretch existing headways (the space between vehicles) rather than adding more buses to a route. This responded to the vehicle crunch, but it gradually trimmed service levels across the system. Even though the same number of buses were in service, with fewer passing a point per hour the capacity of service riders saw declined. The TTC made excuses for this practice as simply running buses to the conditions, but the long term effect was to cut service to keep operational demands within the available fleet size.

The balance of this post summarizes the data for each route. The full set of tables is linked below as a PDF.

2009_2018_ServiceComparisons_V2

A few notes about these tables:

  • Services are grouped by corridor because, in some cases, more than one route operates along a street. For example, Lawrence Avenue West has been served by 52 Lawrence, 59 Maple Leaf and 58 Malton (now folded into the 52).
  • Service capacity is shown as buses/hour. The only adjustment for vehicle size is that articulated buses count as 1.5 so that 6 artics per hour is the same, from a capacity point of view, as 9 regular-sized buses. Where a headway is followed by the letter “A” in the tables, this means that artics are operated.
  • In some cases, routes have a branch where every “nth” vehicle takes a longer trip. For example, some of the services running through to York Region have every 3rd, 4th or 5th bus going beyond the “standard” destination. These do not provide net additional service where the branches rejoin in the same way as a branching route where half of the buses go one way and half the other. In other words, if a 5 minute service runs to Steeles and every 4th bus runs beyond on a 20 minute headway, the headway to Steeles is still only 5 minutes, or 12 buses per hour. These cases are noted with an asterisk “*” in the tables.
  • Some routes were affected by the opening of the Vaughan extension. In these cases, data are shown for November 2017, the last set of schedules before the routes changed, so that the evolution of service right up to that point is clear.

The information for these comparisons is from the TTC Scheduled Service Summaries:

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Why Can’t I Get On My Bus?

Recent years brought much hand-wringing from TTC Board members and management about falling ridership numbers. One oft-cited source for this is the combination of fare evasion and the under-reporting of fare payments by Presto. These are linked in that the multiplicity of fares and rules create situations where a rider can validly enter a vehicle without showing a pass or tapping a card. Indeed, there are a number of cases where Presto users are explicitly told not to tap to avoid double charging by software that cannot distinguish many types of valid transfer movements.

Riders, on the other hand, might be forgiven for wondering whether there is enough service actually on the street to carry them. There are two aspects to this problem. One is vehicle bunching, a topic I will explore in coming weeks in detail for several major suburban bus routes, and the other is the actual amount of service.

An important factor in the provision of TTC service is that, in general, it lags demand growth rather than leading it. When the buses and streetcars are full, the TTC runs more of them provided that there is headroom in the budget, enough vehicles and enough operators to actually field more service. City Councillors have a fetish for controlling headcount, and this is one major problem at the TTC – more service requires more drivers (not to mention other staff), but increases to the approved staffing levels are only grudgingly approved. The other big problem for both the streetcar and bus fleets is that the TTC does not have enough vehicles thanks to constraints on capital spending and increases in garage capacity.

I wrote about the TTC’s capacity crisis in an earlier post, but here I will turn to the long-term trends in service provision. This is of particular interest in an election year when competing claims will be made about the actions and policies of current and previous administrations.

All of the charts included in this article as well as the underlying data are consolidated in one PDF linked at the end.

All data here comes from the TTC Scheduled Service Summaries. An archive of these is available on this site.

Scheduled Fleet Capacity

When tracking and comparing capacity for the bus and streetcar fleet, simply looking at the number of vehicles or the distance they travel is not enough. Other factors are at play including the capacity of each vehicle type, and the degree to which schedule changes are in the peak of off-peak periods. Maintenance factors come into play as well because the size of each fleet is larger than the scheduled service.

As a starting point, I converted the scheduled service to a fleet capacity by taking the “standard” vehicle as “1” and scaling up for larger vehicles. Note that the intent is only to track the ratio within each mode and the associated routes, and therefore a basis of “1” can be used for both fleets.

  • Standard 12m low floor bus: 1
  • Articulated low floor bus: 1.5
  • Canadian Light Rail Vehicle (CLRV): 1
  • Articulated Light Rail Vehicle (ALRV): 1.5
  • Flexity Low Floor Streetcar: 2
  • Bus running on a streetcar route: 0.7

Therefore, for the purpose of the chart which follows below, if a Flexity is scheduled to operate, it counts as twice the capacity of a CLRV. One immediate problem with this is that the TTC does not actually operate as many ALRVs as the schedules call for. Recently, although nearly 30 ALRVs are supposed to operate at peak, one is lucky to find a dozen of them on the road. Conversely, where a conversion of a route from old to new streetcars is in progress, there may be more Flexitys in service than scheduled. Similarly, one can find cases where bus trips that are supposed to be provided by longer artics are actually operated by standard length vehicles. The discrepancy between TTC schedules and the real world cannot be helped, and we must take the scheduled numbers as the intended service for an historical review.

To put this in a political context, in January 2007 David Miller beginning his second term as Mayor. He was replaced by Rob Ford in the election in fall 2010. John Tory was elected in fall 2014. The effect of a new administration is not visible in the January schedules which are generally in place before the election is determined.

The increase in bus service capacity in 2009 is the result of the Ridership Growth Strategy which changed the crowding standards to allow for less crowded vehicles. There is some growth in off-peak streetcar service capacity, but little for peak periods because there were no spare vehicles.

Peak capacity on the streetcar network begins to grow in 2013 with the substitution of buses on Queens Quay during its reconstruction while the displaced streetcars went to other routes. A few years later the arrival of the first Flexity cars and the continued substitution of buses on streetcar routes allowed more service to be provided on the streetcar network. The 514 Cherry route began operating in June 2016, but its requirements were absorbed within the available fleet.

Peak capacity on the bus network has not grown much in recent years. The downturn in January 2018 was caused partly by the opening of the subway extension to Vaughan and partly by changes in TTC spare ratio policies that reduced the number of vehicles available for service.

The big changes in recent years came in the off-peak period when there are spare vehicles in both fleets to provide better service.

In brief, there has been little improvement in the peak capacity operated on the TTC network for several years. For streetcar routes, there is some improvement, but for bus routes, not much for almost a decade.

There are a few caveats that must be included here:

  • The bus fleet capacity has not been adjusted for the migration from high floor to low floor buses which reduced capacity by up to 10%. This was already well underway in 2006, but there were still over 800 high floor buses in scheduled service in January 2006. Conversion to low floor buses represents a loss of a substantial capacity which is not reflected in the chart above.
  • In the mid 2000’s, the TTC operated more contract service than they do today. The decline in buses running outside of the city boundary is around two dozen (AM peak) counted as fractional vehicles where the service inside of Toronto is part of TTC routes that continue to exist. The capacity of these vehicles is included in the total.
  • These numbers represent vehicles in service. TTC maintenance practices have increased the spare ratio in recent years causing the total fleet size and garage requirements to rise while the actual amount of service does not. Some recent bus purchases made in the name of service improvements actually went into enlarging the pool of maintenance spares. These spares do not contribute to in service capacity and therefore do not affect the charts.
  • As traffic congestion increases, routes overall slow down, and the amount of service (counted as passenger kilometres) a vehicle can provide goes down. More buses are needed to carry the same number of trips. This factor is not included in the charts which only look at how many buses are in service, not how far they actually carry riders. The net effect is that service from a rider’s point of view does not go up as fast as the fleet capacity. Although this varies by route, there is a system wide effect that slower travel times “eat” buses and streetcars that might otherwise be adding to service.

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