Subways

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A Few Myths About Subway Capacity (Updated)

Updated October 18 at 10:15 am: A few comments about system reliability during bad weather have been added as a postscript to this article.

In a recent post, I wrote about the TTC’s Capital Budget and the projects that are creeping into view as the true cost of adding capacity to the subway becomes evident.

Once upon a time, the TTC was really worried about the capacity of Bloor-Yonge Station, and came up with a scheme to add a third central platform on the upper (Yonge) level, and possibly a second, eastbound platform on the lower (Bloor) level.  Interest in this project faded with the dwindling riding of the mid-1990s, but it never completely vanished.  Plans such as a Richmond Hill extension raised concerns about YUS capacity even before recent ridership growth took back the “surplus” capacity available for many years to hide the problem.

Independently of the third platform proposal, the TTC came up with a plan to add to the number of trains on the line.  If only they could convert to automatic train control (ATC), they could decrease the headway of trains and add to the line’s capacity.  In practice, what happened was that the TTC had to replace the existing, worn out signal system anyhow, but really wanted other governments to buy into the project.  At that point, ATC’s justification became not only the rejuvenation of the subway (a maintenance project), but a way to add capacity at lower cost than building a new line.

Of course, the trains the TTC was running, the H-series cars and the newer T1 fleet, are not equipped for ATC.  A retrofit of the T1 fleet is possible but expensive, and this drives a “need” for a completely new fleet simply to make use of ATC on the Yonge line.  In earlier fleet plans, the TTC treated the entire system as one pool and simply counted trains regardless of which type they might be.  Now, however, they need a “YUS” fleet that can run ATC and a “BD” fleet that will run with conventional manual controls.  (It is unclear what will happen if a BD train finds its way onto YUS trackage, say, for a diversion.)

With the recent, overdue arrival of the first TR train in Toronto, there were bold statements by the Mayor no less (although he was just parroting the TTC) about how these new cars would allow a 40% increase in subway capacity.  Well, yes, maybe, but there’s a catch.  Several catches, in fact.

Continue reading →

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TTC 2011 Budget Preview — Part II: Capital

In my previous article, I reviewed the TTC’s preliminary information regarding its Operating budget for 2011.  Here I turn to the Capital Budget — the one that pays for major repairs, replacement vehicles and system expansion.

Following this budget from year to year can be challenging.  For the better part of a decade it has been clear that there would be a funding crisis as project deferrals accumulated, and now the dam has finally burst and big-ticket schemes are underway.  The early years of such projects tend to have low cash-flows because they are mainly design work and progress payments on smaller preparatory steps (such as the utility relocations and grade separation on the Sheppard East LRT).  Now, as spending builds on Transit City, the Spadina Subway Extension, replacement subway trains and streetcars, the demand for capital will grow.

During the 2010 Budget Cycle, many projects were deferred beyond 2019 so that they would not appear on the City’s or TTC’s books.  This made the depth of the budgetary hole appear more shallow than it really was.  If that were not bad enough, the TTC has created a new group of projects aimed at Yonge Subway capacity problems and, in the process, is partly pre-judging the outcome of a Downtown Relief Line study.  The combined result is that the funding shortfall shown as $1.344-billion in the 2010 budget papers for the years 2010-2019 has grown substantially, and there is now a funding shortfall of $2.8b for 2011-2020.

The staff budget report does not include a detailed breakdown of the projected funding sources.  Much more information was presented in the September 2009 report in the previous budget cycle.  (Note that the 2009 report does not exactly reflect the budget as it was eventually approved by Council.)

For the 2011-2020 budget planning, the TTC is taking the approach that it should show what spending is required, not just which projects fit within the available envelope.  This puts both Council and various funding agencies on notice about the true scope of future needs.  Council may not like the level of spending, but at least a debate is possible on the relative merit of transit programs.

In theory, this is a welcome change as it avoids the “surprise” factor when unplanned spending requests appear out of thin air.  However, there will be some debate about how critical some “required” projects might be, and what additional projects are still hidden out of sight.

The TTC estimates that restoring previously omitted items as well as new additions will raise the capital requirement by $3-billion over the next ten years.  That is a gross number, but the degree to which it will attract subsidies depends on the generosity and enlightenment of other governments. Continue reading →

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Union Station 2nd Platform Update

I have received queries from some people here, and know there is a discussion on another transit site, about the status of the TTC’s 2nd platform contract.  Recently I asked Adam Giambrone what was going on, and the following info is based on his reply.

The bid that would otherwise have been successful came in at a price well above the project budget.  As this work will be funded by Waterfront Toronto, and they are not prepared to up their contribution, the bid was rejected.

The TTC has reviewed the project staging and will re-tender the work using a different construction scheme that will require the full or partial closing of Front Street.  The new tender will go out within a week.

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TTC Launches Downtown Rapid Transit Expansion Page

The TTC now has a page within the Projects section of their website devoted to the Downtown Rapid Transit Study.

The study’s purpose is:

1. Assess the need for additional rapid transit capacity to serve the downtown core given the capacity improvements already planned by TTC and GO and recognizing forecast land use and ridership scenarios;

2. Assess alternative strategies to accommodate the forecast demand including the costs and benefits associated with various scenarios composed of the following elements:

(a) The construction of new rapid transit lines such as the previously-proposed Downtown Rapid Transit (DRT) line;

(b) Expanded GO Rail capacity (including additional GO stations in the City of Toronto);

(c) Improvements in streetcar services to enhance shorter-distance transit accessibility in the downtown; and

(d) Fare, service and other policy initiatives to increase downtown transit ridership that may be appropriate.

3. If necessary, undertake the appropriate functional design and environmental assessment studies required to obtain approval for the construction of the recommended facilities.

Information about public consultation will appear when available.

This study is important by comparison with many past efforts by both TTC and Metrolinx in its review of transit as an integration of long, medium and short distance trips, each of which has its own requirement for service.  Too many studies look at only one aspect of this larger problem.

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New Second Exits at Donlands and Greenwood Rouse Community Ire (Update 5)

Updated July 15, 2010 at 11:00 am:

With luck, this will be the last update in this thread.

At the TTC meeting on July 14, there was a long presentation and discussion of the issues at Donlands and Greenwood Stations.  The presentation materials are not yet online as the project pages are being updated by the TTC to reflect recent changes.

Greenwood Station

TTC staff recommended and the Commission approved that the community’s alternative proposed second exit route be used.  This route passes through the back yards of numbers 11 and 15 Linsmore rather than through a site now occupied by any house.

The first version of this scheme included the expropriation of the house now under renovation at 9 Linsmore.  A newspaper report of the affected landowner gives some idea of the background and suggests that his 7-year renovation project is a long-standing annoyance to at least some in the neighbourhood.

In any event, it appears that other owners on Linsmore may be willing to sell, and one way or another, that’s where the exit will go.  The only remaining issue for the TTC is to determine the location of a sewer that may interfere with the proposed route to the exit, and the feasibility of diverting this sewer to suit the new construction.

Donlands Station

The situation at Donlands is more complex than at Greenwood.  TTC staff did a much more thorough job at the Commission meeting, compared with the public meeting a few days earlier, of explaining the standards and calculations used in evaluating the alternatives.  Their target for the path length from the point where an exit stair meets the platform to the surface is two minutes.  This keeps the total exit time, including getting to the exit on the platform, within the overall code targets.

The original group of exit proposals by the community fails to meet the exit time criterion.  However, a new alternative came to light at the Commission meeting.  This would link into the east, rather than the west, end of Donlands Station.  The exit passages would all lie under roads rather than houses, and the exit building would be on the north-east corner of Donlands & Strathmore where there is now a school parking lot and a vent shaft to the subway.  TTC staff will report back on this option once they have a chance to review it.

The most contentious part of the discussion turned on whether the TTC would give approval to any plans on July 14, or would wait until their August 23 meeting to finalize their choice.  The community, understandably, does not trust the TTC, and a deferral would have been a sign of good faith from the Commission.  Such an action would not have slowed work because the Council meeting at which expropriation will be considered is not until August 25.  A TTC recommendation could be taken to Council as supplementary information, a routine process.

On a split vote of 6-3, the Commission decided not to delay approval, and decided to give staff the authority to proceed with the three proposals now on the table:  (a) Donlands & Strathmore, (b) the new TTC alternative with a building in the Dewhurst road allowance and (c) the original scheme using property now occupied by 1 & 3 Strathmore.

Staff assured the Commission that they will report back in August with the outcome of their review.  More generally, there is a recognition at TTC that a public consultation process is needed for “small” projects that don’t trigger formal Environmental or Transit Project Assessments.

Continue reading →

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Neighbourhood Maps Return! Riders Still Somewhat Mystified.

Last September, I reported on the travesty of new “area maps” for the streets around subway stations.  They were so hopelessly inaccurate that an excellent Toronto trivia contest could have been held to spot all of the errors.  In very short order, they vanished.  (It’s amazing how quickly the TTC can move when it’s embarrassed.)

Joe Clark reports that a new area map has just appeared at Christie Station and has posted photos on Flickr.

Have a look.  What is missing?  The TTC routes serving the area!  There’s a nice green line showing the subway, and the stations are marked, but no surface routes.  Yes, riders can look at the big map right next-door to see the local routes, but it wouldn’t hurt to have them on the area maps too.

Also missing-in-action is the alternate entrance at Bathurst/Markham.

The next question for trivia seekers is this:  will the TTC replace the even older generation of local maps which can be found in selected locations around the system?  These missed the first wave of really inaccurate updates, and were not removed in the great purge.  Does the TTC even know they exist, and will they update them with brand new maps?

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Broadview Station Second Exit Stays Closed

The second exit from Broadview Station opened briefly last summer ending the long period of reconstruction at that station.  By fall, it was closed again due to ongoing problems with water.  The announced opening date kept changing, and most recently signs declared that June 30, 2010 was the new target. 

Here is the explanation from the TTC’s Brad Ross:

We’ve encountered a very difficult problem with water ingress at Broadview Station. TTC Engineering and our consultants are continuing geotechnical investigations to determine the source and extent of the water presence.

The next step is to remove the below grade water on a temporary basis to allow the extensive repairs needed to stairwell finishes and the stairs to re-open. In the interim a permanent solution will be developed and implemented to prevent water from entering the structure in the future. There’s a tank on-site is to facilitate remedial and testing measures and removal of the below grade water.

The saga continues.

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More New Streetcars For Toronto (Updated)

Updated on June 15 at 11:30 am:  Thanks to “nfitz” for pointing out that the base prices for both the TTC and Metrolinx cars are available in Bombardier press releases. 

Updated at 11:50 am:  A link to Transit Ottawa’s website has been added.

We gathered at an odd, odd-of-the-way spot — the GO platform at Kennedy Station — a small band of media, government aides and friends of MPPs.  In the background, SRT trains came and went from the upper level of the subway station.

The occasion?  Metrolinx and the Government of Ontario announced Cabinet approval of the extended “Big 5 in 10” project funding and the  purchase of 182 new Light Rail Vehicles for the Transit City network.  The “Big 5” announcement was no surprise — an agency like Metrolinx doesn’t publish a plan like that without knowing approval is certain.  The real news was that Ontario has embraced LRT by actually ordering vehicles.

The irony of the location, a site where we might have seen Toronto’s first LRT line three decades ago, made this event one I just had to attend even if I will have to wait almost a decade to see the new cars rolling out of Kennedy on a rebuilt, extended SRT.

This order builds on the already-approved TTC “legacy” order of 204 LRVs from Bombardier.  That contract included an option for up to 400 additional cars of which 300 were assigned to Metrolinx and the remaining 100 stayed with the TTC.  If Metrolinx wants to bump its order, it has six years to exercise the option for its remaining 118 cars.  This lies well within the timeframe of announcements for another round of LRVs for Toronto or possibly other Ontario systems, but on the timescale of transit planning, is short enough to focus attention on the question “what’s next”.

The new cars (5MB pdf) are slightly longer and wider than the “legacy” LRVs, and the Transit City lines have been designed to match the specs of an “off the shelf” vehicle rather than the more restrictive TTC streetcar system.  A comparison chart shows the major differences between the two new fleets as well as the existing CLRVs and ALRVs.

The contract price is $770-million not including taxes, spare parts and future change orders.  This $4.23-million unit cost compares favourably with the TTC’s $1.2-billion contract for 204 cars (roughly $6-million each), but the actual difference will only be in the range of 5-10% according to Metrolinx CEO Rob Prichard.  Much of the difference lies in the way the TTC and Metrolinx quote pricing and inflation (the TTC’s is an all-in price because as-spent dollars must be quoted in capital budget projections).

The TTC and Metrolinx would do well to present a price reconcilliation so that everyone can make an apples-to-apples comparison.  The last thing we need is a bunch of ill-informed Mayoral candidates presenting the difference as an example of how streetcars are too expensive in Toronto.

Updated June 15:

The base price for each set of vehicles can be found in Bombardier press releasesThe first of the new cars will run on the Sheppard East LRT scheduled to open in 2014.  The remainder of the fleet isn’t needed until 2019/20 when the Finch, Eglinton and (rebuilt/extended) SRT lines are scheduled to open.  This puts much of the order at the back end of the TTC legacy car deliveries running to 2018.  Bombardier and their workers in Thunder Bay are quite happy to see production continuing at their plant.  They have committed to 25% Canadian content, and Bombardier hopes to improve on that figure.

Metrolinx order: 182 cars for $770-million, or $4.23-million each

TTC order: 204 cars for $851-million, or  $4.17-million each

This order sets the technology pattern for other LRT projects in the GTA including Hamilton, Mississauga and Kitchener-Waterloo if any of these progresses beyond the planning stage.  Less clear, however, is the relationship with Ottawa whose LRT scheme recently got back on track with announced 1/3 funding from the federal government.  Siemens was the chosen supplier for the original Ottawa proposal, and will no doubt have a presence in any revival of that scheme.

So begins the long-overdue introduction of LRT to suburban Toronto, although much remains just lines on a plan.  There are the “Phase 2” elements of the four LRT lines, the proposed Sheppard East extension south to University of Toronto Scarborough Campus, the rest of Transit City, and who knows what beyond the 416.  The UTSC extension proposal will be on the Metrolinx Board agenda for its June 29, 2010, meeting, while the remainder awaits the “Investment Strategy” and discussions on how to fund a growing regional network.