This post continues from Part I, and is broken off from it simply in the interest of keeping each article a reasonable size. For introductory comments please see Part I.

Routes included here are:

Problems seen on many routes in Part I show up here as well including:

• Less reliable service on evenings and weekends
• Missed trips due to missing buses without an attempt to rebalance headways to eliminate wide gaps

Most readers are only interested in some of the routes here, and that is why I have only published a few charts per route with links to details in PDF sets. Only the truly keen (some might say obsessed) and, of course, those whose job it is to know these details will look at just about everything.

Apologies if I’ve missed your route. I plan to look at others once the Line 5 and 6 changes fully cut in to see how new service designs work.

To those who ask why I publish so many of these route analyses, the answer is, sadly, that it takes a lot of data to make the point that erratic service is not found on only a few routes, nor only on major city-spanning bus and streetcar routes. “Traffic congestion” is too simplistic an explanation too often raised by the TTC, and it simply does not apply in some times and locations where these routes have poor service. TTC has no metric to report on this problem, and therefore no tracking mechanism to flag issues or the result of corrective strategies, if any.

65 Parliament

The 65 Parliament bus has become more important in recent years thanks to growing population through redevelopment along the route, and demand on the southerly extension from King to Queens Quay. The route operates between Castle Frank Station and Corus Quay / George Brown College at Queens Quay. Service frequency ranges from 10-15 minutes as shown below.

Headway reliability from the terminals is spotty with standard deviations that range to 5 minutes and more, especially from the south end of the line. Although the average headways are generally near the scheduled values (all scheduled trips operated), the high SD values indicate that individual headways can vary substantially. The lower left chart below shows actual headways for Week 2 with a typical pattern of minimal variation until the afternoon followed by gaps and bunching from 2pm onward.

The lower right chart shows Sunday/Holiday service as an example of weekend behaviour. The data points stay close to the trend line except on September 7 (similar behaviour is also on September 6) when the route diverted around the annual Cabbagetown street fair. Service for most of the day was erratic with both gaps and bunching. Note that the trend line is similar to other Sundays showing a similar service was operated overall, but the scatter in values was much higher on September 7.

The screen lines for the chart sets are on Bloor just west of Castle Frank Station, and on Queens Quay just east of Corus Loop.

• Southbound from Castle Frank Station
• Northbound from Corus Loop

70 O’Connor

The 70 O’Connor bus operates from Coxwell Station to Eglinton & O’Connor looping via Victoria Park and Pharmacy. At one time, it branched at St. Clair with half of the service running east to Warden Station, but that branch was replaced by an extension of 8 Broadview. Service on the “blended” branches was extremely erratic when I wrote about this in 2019-2021.

Splitting the branches was supposed to fix this, but as the high standard deviation values in the charts below show, the late afternoon and early evening service is ragged. If you browse the charts linked below, you will see a common pattern that headways spread widely apart ranging from almost zero to 30 minutes in the PM peak. Service on Sundays is also erratic.

Screenlines for these charts are northbound on Coxwell at Wolverleigh, one block north of Coxwell Station, and southbound at Sunrise & O’Connor. The locations are chosen to avoid double counting any buses that circle loops, and to pick up alternate turnback routes at Eglinton.

• Northbound from Coxwell Station
• Southbound from Sunrise

72 Pape

The 72 Pape bus normally operates from the waterfront to Pape Station, but during Ontario Line construction, it has been amalgamated with 81 Thorncliffe Park. In September, the northern terminus was a loop around Thorncliffe Park, but in October the route now continues to Eglinton and its future terminus at Don Valley Station. Except for early Sunday morning, service is every 10 minutes or better.

The charts below show the service at the two termini as well as north and south of Pape Station. Buses on this route sometimes hold for their time at Pape Station, and service should be fairly reliable.

Northbound service comes from a loop east of Ookwemin Minising (originally known as “Villiers Island”) where buses loop from Commissioners Street via Saulter, Lake Shore Blvd., and Bouchette. The northbound screenlines are just east of Bouchette and at Mortimer, north of Pape Station. Southbound screenlines are in the southeast corner of Thorncliffe Park and at Danforth.

Some standard deviation are in the 2-3 minute mark typically early in the day and at Bouchette Street, but at other times they are 5 minutes or more showing a scatter of headways 10 minutes or more either side of the scheduled service. When 72 Pape operated with branches, this problem was common because the service did not blend, even on the schedule, but now it is a single route. If you browse the detailed charts linked below, you will see that headways range from zero to 20 minutes during many periods, even on weekends.

• Eastbound on Commissioners from Bouchette
• Northbound on Pape at Mortimer
• Southbound from Thorncliffe Park
• Southbound at Danforth

75 Sherbourne

75 Sherbourne runs between an on-street loop in south Rosedale and an on-street loop at Queens Quay via Sherbourne, Queens Quay, Jarvis and The Esplanade. Scheduled service is frequent when there is demand bound for Corus Quay and George Brown College, but every 20 minutes or more otherwise

Weekday headways tend to be well behaved until mid-evening, and this can be seen on the linked charts where all five weeks show values clustered in the 5-10 minute band with a few outliers. Weekends are another matter with bunching and gapping, especially on Saturdays.

The screenlines are northbound on Jarvis near Queens Quay at a point chosen to be generally north of the south end layover point, and southbound at Rachael Street just south of the loop through Rosedale, and at a location commemorating Rachael Loop, formerly the terminus of the Sherbourne streetcar.

• Northbound near Jarvis & Queens Quay
• Southbound at Rachael & Sherbourne (N of Bloor)

83 Jones

The 83 Jones bus runs from Donlands Station via Donlands, Danforth, and Jones south to Queen, then east to Leslie, south to Commissioners and west to Lake Shore Garage.

Weekday service is reasonably well-behaved during most hours with low standard deviation values for southbound service, although northbound is less reliable. Weekend service is less so, especially on Sundays when some wide gaps appear to be caused by missing buses (wide headways with no corresponding short one that would signal bunching).

The screenlines in both cases are near the exits from the respective loops.

• Southbound from Donlands Station
• Northbound from Lake Shore Garage

87 Cosburn

The 87 Cosburn bus shares with 62 Mortimer a route between Broadview and Main Street Stations. As the most frequent of the three East York routes at Broadview Station it remained at that terminus while 8 Broadview and 62 Mortimer were extended south to Gerrard to make room for the 25/925 Don Mills services displaced from Pape Station.

The Cosburn bus is scheduled to operate every 10 minutes at all times. This is echoed in the flat average headway lines from both termini as shown below. However, the SD values wander quite a bit showing that the advertised 10-minute service is not always reliably achieved, especially from Main Street Station.

In the detailed charts linked below, readers will see headways in the 15-20 minute range, sometimes higher, and including weekends.

The screenlines for these charts are just north of the respective loops to avoid double counting of buses looping around stations rather than departing.

• Northbound from Broadview Station
• Northbound from Main Street Station

88 South Leaside

The 88 South Leaside bus runs east from St. Clair Station via Pleasant Blvd., Avoca, St. Clair, Welland, Moore, Bayview and Sutherland Drive to Millwood Road. Buses then divide with half running clockwise and half counterclockwise around a large loop through the Leaside industrial area and Thorncliffe Park. In October the route was changed slightly to serve Laird Station on Line 5 Crosstown, but otherwise it is about the same.

The blended headways lie between 15 and 25 minutes except in peak periods, and service on each direction of the eastern loop is twice as infrequent.

The charts below show service eastbound from St. Clair Station, and westbound on Sutherland just west of the large Millwood Loop. The third chart shows the service south/westbound on Overlea at Thorncliffe Park East showing the behaviour of the clockwise branch of the service.

Standard deviations are poor eastbound from St. Clair Station from midday onward and particularly bad in the evening. The situation westbound on Sutherland from Millwood is even worse. On the third chart, headways on the clockwise branch are shown in Thorncliffe Park. The range of values is particularly bad from the PM peak onward.

Gaps and bunches are common for the weekday service, less so on weekends when the primary issue is missing trips creating wide gaps.

The charts for the clockwise branch are particularly troubling to see bunching on scheduled headways of 25 minutes.

To be fair to this route, it has been heavily affected by Ontario Line construction in the Thorncliffe Park area but by September 2025 this had begun to dissipate. Clearly little effort was made to maintain a quasi-reliable service.

• Eastbound from St. Clair Station
• Westbound west of Millwood on Sutherland
• Southbound on Thorncliffe Park East at Overlea

91 Woodbine

The 91 Woodbine bus meanders north from Woodbine Station via Woodbine, O’Connor and a series of roads to Lawrence & Victoria Park. It turns west and north via Underhill and Valley Woods to York Mills. There are route variations by direction and a peak period loop through the Railside industrial area. The north end of the route was recently duplicated by the new 116 Underhill from Don Valley Station, but the 91 Woodbine continues to operate to York Mills.

Service is infrequent during all hours with an AM peak of 15 minutes as the best headway.

The standard deviation values are extremely erratic and often about 10 minutes showing wildly diverging headways in both directions. Gaps well above half an hour between buses are common.

The charts below show northbound service just north of Woodbine Station, and southbound from Brookbanks, the south end of the loop below York Mills. The third chart shows the service further south including the Railside trips measured on Lawrence west of Carnforth.

• Northbound from Woodbine Station
• Southbound from Brookbanks
• Southbound from Lawrence/Carnforth

92 Woodbine South

92 Woodbine South operates between Woodbine Station and Lake Shore Blvd. at Northern Dancer Blvd. Service varies between 10 and 20 minutes. Note that this is the Fall schedule without the extra summer service for Beach-bound traffic. (Much more frequent service operated on Labour Day as can be seen in the detailed charts for Sundays/Holidays.)

The SD values are low in some periods, but there are gaps and bunching in peak periods, early evenings and weekends.

The screenlines for these charts are southbound on Woodbine at Danforth, and eastbound on Lake Shore at Sarah Ashbridge just east of the loop.

• Southbound from Danforth
• Northbound from Sarah Ashbridge

111 East Mall

The 111 East Mall bus operates from Kipling Station, west via Dundas to The East Mall, north to Eglinton, back east to Martin Grove, then north to an around-the-block loop. Service is at best every 12 minutes, and sometimes 20 minutes or more.

Daytime service is fairly well-behaved northbound, but bunching is common in the peak periods, Saturday mornings and midday, and Sunday evenings. Service southbound a Eglinton shows a similar pattern but with a wider spread in headways as shown by larger SD values below.

• Northbound from Kipling Station
• Southbound at Eglinton & Martin Grove

112 West Mall

The 112 West Mall bus operates with its primary service between Kipling and Disco Road via Renforth Station (112C). On weekdays during the peaks and midday, half of the service turns back from Renforth Station (112B). Late evenings on weekends, all service ends there.

Three sets of data are shown here. On the left are the headway leaving Kipling Station. Daytime headways should be evenly spaced between the branches, but some gaps and bunching are seen. Evening service is less frequent, but on a more reliable headway. Weekend service shows more bunching and some very large gaps in service.

The middle chart shows the service southbound from Disco Road. The scheduled headway on weekdays is wider than on the southern part of the route, and bunching is rare simply because the buses are so infrequent. Even so, headways can vary substantially up to 40 minutes for daytime service. Reliability is better in the evening because all buses run north to Disco. Weekend service is more frequent, but there are gaps and bunches.

On the right are data southbound at Eglinton which show considerable scatter during most periods as seen in the higher SD values than for service leaving the terminal at Kipling.

• Northbound from Kipling Station
• Southbound from Disco Rd
• Southbound south of Eglinton

114 Queens Quay East

The 114 Queens Quay East bus replaced the south end of 19 Bay when it was cut back to Union Station, and the 114 runs further east to Lake Shore Garage well beyond the old 19 Bay terminus at Corus Quay. Service runs every 12 minutes or better at all times.

The route suffers from congestion problems on Bay Street and around its downtown loop of Front, Yonge, Wellington and Bay, and headways are somewhat scattered ranging generally from 5 to 15 minutes with some outside of that range. Weekend service stays within the 5-15 range with few trips outside those values.

One might expect service west from Lake Shore Garage to be better behaved because it provides an off street loop and layover point, but headways there are badly scattered. Although the 114 benefits from a short red lane on Queens Quay, this only addresses some of the travel time and congestion problems faced by routes in this area.

• Southbound at Bay & Front
• Westbound from Lake Shore Garage

154 Curran Hall

In a recent article, I reviewed the new 154 Curran Hall route for July and August. The data here pick up from September. The situation with erratic service has not improved.

The route operates between Kennedy Station and UTSC via the Kennedy/Midland pair to/from Lawrence East and Scarborough Golf Club Road, then north via Brimorton and Orton Park to Ellesmere, and finally east to UTSC. Since mid-September, westbound service has operated straight south on Orton Park to Lawrence due to watermain replacement work.

Scheduled service runs every 22-25 minutes at all times, and buses have substantial recovery time relative to the driving time on the route.

Headways from both terminals, especially from UTSC, are extremely erratic. On weekdays from mid-afternoon onward, departures from Kennedy Station show very wide gaps and bunching with headways ranging from a few minutes to nearly one hour. Weekends are somewhat better, but Sunday, September 21 showed an example of the effect of a bus that was missing from noon onward.

The bottom pair of charts below show typical weekday data on the left, and Sunday data on the right. Weekday service is utterly unreliable from roughly 2pm onward. Sunday service is better on some days, but on the 21st the series of turquoise dots show the double headways each time a missing bus should have operated. This gap persisted with other buses staying “on time”, and is an example of how hitting that target can cause poor service thanks to a large continuous gap. (Note that the solid lines are trend lines, not moving averages. The cumulative effect of the missing bus pulls the trend line upward as the day goes on.)

Although the intent of the 154 Curran Hall route was to split the Orton Park service off from 54 Lawrence East and provide another route to UTSC, its frequency an unreliability make it little more than a line on the map.

This is a particularly bad example of the TTC’s inattention to service quality.

• Eastbound from Kennedy Station
• Westbound from UTSC

168 Symington

In September 2025, the 168 Symington operated between Dundas West Station and Avon Loop at Rogers & Weston Roads. In October it was extended north to link with the future Line 5 at Mount Dennis Station, but stats presented here reflect the operation ending at Avon Loop.

Scheduled service runs between 10 and 20 minutes with the least frequent periods being late evenings and Sundays. As part of the October extension, headways were widened during almost all periods.

The standard deviation of headways on weekdays generally stays below five minutes through the daytime, but rises in the evenings. Weekend service shows some evidence of missing trips with double headways that are not matched by closely-spaced departures typical of bunching. Southbound service from Avon Loop is slightly less reliable than northbound from Dundas West Station.

I will return to this route as part of a review of changes associated with Line 5 once data has accumulated for the extended route.

• Northbound from Bloor & Dundas
• Southbound from Weston Rd