The service changes for the October-November period are relatively minor.
On the streetcar network, provisions for construction diversions on 505 Dundas and 506 Carlton end, but for 501 Queen and related routes a new project at McCaul plus the ongoing streetcar shortage leave service in that corridor with temporary schedules:
501 Queen streetcars will operate from Neville to Roncesvalles, but they will divert via Church, King and Spadina for about three weeks during the reconstruction of the intersection at McCaul.
501L Long Branch and 501M Marine Parade bus service continues as it was in September.
Bus trippers have been shifted from King to Queen where they will operate between Woodbine and Sunnyside.
Kingston Road services 502 and 503 continue to operate with buses.
The 511 Bathurst route continues to operate with buses although the introduction of Flexitys on 512 St. Clair is releasing CLRVs that could be redeployed elsewhere. How quickly streetcars will return to temporarily bused routes remains to be seen.
Although schedules for routes at the Renforth Station (formerly “Gateway”) were altered in September, this facility is not yet complete and routes continue to operate to their former termini.
Through the fall and winter of 2017-18, the TTC will be converting all remaining stations and entrances to use fare gates and Presto card readers. There are station-specific notices, but for readers’ convenience I have consolidated all of the information here. The first two pages of the following pdf contain the information in textual format, and the remainder is a Gantt chart. The information is current as of September 9, 2017. Stations are in sequence by line. If a station is not shown, either it has already been converted or the TTC has published no information about it.
There are variations on the way the program will roll out depending on the station.
Some entrances/stations will not close for this project, but will be converted in stages with access maintained throughout construction for passengers.
Some entrances/stations will have only selective late night closings (generally after 11pm), and work will otherwise take place maintaining a pathway for passengers.
Some stations/entrances will close completely for some or all of the conversion project. There will be weekend closings for selected stations in the downtown “U” on Line 1 YUS, but many of the secondary entrances will close completely for over a month.
During construction, riders will not be able to purchase fare media from the station collectors while their booths are close.
Even after the shutdown periods, work will continue at some locations for an extended period.
Following the conversion, riders will still be able to pay with all fare media at the main entrance of stations, but the secondary entrances will support either a combination of Metropasses and Presto, or only Presto in some cases. Details are in the linked chart.
Postscript: Notices for the closing of stations on lower Yonge Street include the following info:
During the early and weekend closures subway trains will not stop at the station. Customers should use [nearby] stations to access the subway or board a northbound or southbound 97 Yonge bus.
Of course, the 97 Yonge bus does not run on lower Yonge Street except during weekday peaks when the stations will be open. The TTC has been advised of this and will, in due course, fix the affected pages. No need to kvetch here in the comments.
As part of the September CEO’s report to the TTC Board, management made two presentations on the evolution of service quality on the surface and subway networks.
For the surface routes, Rick Leary (Deputy CEO and Chief Service Officer) ran through an overview of two sets of statistics: on time performance and the numbers of short turns.
For the subway, Jim Ross (Deputy Chief Operating Officer) reviewed schedule versus actual capacity provided on Line 1 YUS as well as a breakdown of the types of incidents that produce most delays.
From time to time, readers mention in comments the common delays at Spadina Station caused by the manner in which streetcars unload and load at the platform.
Before the introduction of the new Flexitys, cars would enter the station, unload at the east end of the platform, then pull ahead to load at the west end. There was even enough room that three cars could be on the platform at once with one ready to move forward into the loading zone as soon as room was available.
However, with the longer Flexitys, two cars will not quite fit on the platform, and although there are still separate unloading and loading stops, in practice only one car can be on the platform at a time. When this is compounded with delays for crew changes and with the siestas some cars take while loading, delays to passengers waiting to get off of arriving cars are chronic and lengthy.
I asked the TTC’s Brad Ross why cars did not make better use of the space.
An option that comes up is for the loading car to pull slightly beyond the platform and not open its front-most door. This would allow the following car to come fully onto the platform and unload. The front of the loading car would not be in the tunnel itself, but adjacent to an unused area of the platform at the west end.
The reply from the TTC is:
It is not possible to isolate the front doors of the LFLRV. If the streetcar were to go past the glass barrier to allow a second streetcar to access the platform, we would not be able to open the remaining 3 doors, while keeping the first door closed. All doors would closed but enabled, and would require our customers to push the door button to gain access to the streetcar. In addition, we would not be able to prevent anyone from opening the first set of doors from the inside of the streetcar (or even from outside, should a customer go around the glass wall and push the button). This is a huge safety issue, as the front doors are not flush with the platform at that position, and customers would have to step down to the rail bed.
One obvious solution would be to extend the platform so that it does sit flush with the front doors, but that is not an option at this point. The issue actually lies with the structural pillars that support the station; they are too close to the streetcar to allow proper egress. This is where I am seeking clarification from the Construction group. I am unsure of which pillar is in the way and what the actual requirement is, but have heard that it would cost millions to relocate the pillar to allow us to extend the platform. That is why that section of the platform is not being used and the glass partition is in place.
This begs the rather obvious question of why it is not possible for an operator to selectively open doors on a car. It is not unknown for vehicles to be in locations where a physical barrier would prevent use of all doors. In the specific case of loading at Spadina Station, the loss of the comparatively narrow first door would be a good tradeoff for simply getting a car far enough into the loading area that its follower could unload behind it.
I await further feedback on the matter of the cost and practicality of modifying the station, but in the meantime, it is useful to look at this problem in the manner we normally see for evaluations of expensive rapid transit projects: the value of riders’ time. Billions in spending on rapid transit has been justified by the premise that people will move more quickly and thereby save time, time that has a value against which the capital investment can be offset.
(This is a dubious proposition because the public investment is “balanced” against a private saving in “money” that can never be recaptured, but stay with me for the purpose of the exercise.)
There are 15 cars per hour attempting to serve Spadina Station. If we assume that each car is delayed by an average of 2 minutes, and that it has an average of 50 passengers, this translates to 1,500 minutes of passenger delay per hour.
If this condition persists on average for 8 hours per day, that means there are 12,000 passenger minutes of delay, or 200 passenger hours.
The value of riders’ time is often quoted at about $30/hour, and this means a value of lost time of $6,000 per day. Scaling up to a year with a 300:1 factor (counting weekends as one day) gives us an annual lost time value of $1,800,000.
It is self evident that any of the variables used here can be tweaked up or down, but this gives the general idea of how the calculation would come out. Of course the City cannot “spend” that $1.8 million to offset reconstruction at the station because it is not real money, as I’m sure we would be told by the financial boffins.
In addition to any notional saving that riders might obtain, there is the real cost of, probably, one extra car on the Spadina route thanks to the extra running time needed to serve Spadina Station Loop.
There is a real need for the TTC to sort out operations at Spadina Station to minimize delays. This should include both figuring out how to use the loading area with a car projecting slightly beyond the platform and ensuring that crew changes happen as briskly as possible.
I will update this article when/if more information becomes available.
Updated Aug. 14, 2017 at 4:05 pm
Based on Twitter feedback, a few comments are in order.
In this article, I did not refer to explicit methods of crewing, but used the term “drop back” on Twitter. Some took umbrage saying that the term is “step back”. In fact both terms have been used over the years. It is the mechanism that counts, not the name. The idea is that operators get a break without the car having to sit there while they take it. To do this, there are more operators than cars, and an operator from car “n” “steps back” to car “n+2” (or whatever) so that they get a break of, in theory, two headways (the number can vary depending on how long a break is desired). This works fine as long as the operator who is supposed to take over an incoming car is actually available when it shows up.
At a location like Spadina Station, there is no stacking space to accommodate late crew changes whether they are part of a step back system or a regular shift change, and the problem can be compounded when the home division for the line is a long way away, and operators have to travel to pick up their cars in service.
Delays of cars getting on to the platform because of the loading techniques just make this worse by holding cars in the tunnel.
My aim in writing this article was twofold:
Everyone involved – TTC management, planners, line supervisors and operators – need to work together to find a way to improve operations at this busy station which have deteriorated noticeably since the new cars were introduced.
The principle of “value of riders’ time” is often used to justify big ticket capital projects, but it does not have the same clout in day to day operations.
In his continuing program of bribing the electorate with promises that the City cannot afford, Mayor Tory has asked the TTC to bring forth a 2018 operating budget containing no fare increase. This would come, of course, just in time for his re-election campaign where Tory could brag about all the transit wonders he has bestowed on our fair city.
Fare freezes are simplistic approaches to a “transit policy” not unlike fantasy subway maps and promises that tax increases will be held at no more than inflation. Can’t fit it all into the budget? There must be efficiencies, cost cutting that will solve problems, because as we all know public agencies like the TTC are rife with fat just waiting to be trimmed. That’s a great story, and it plays to the wing of Council whose only concern is to be re-elected for keeping taxes down.
The reality is not quite what it is made out to be.
TTC faces a shortfall in its budget for 2018 thanks to increasing costs and expansion of its subway service. The degree of this shortfall has probably been understated. There is no provision for improved service (net of the subway extension) because ridership is expected to remain fairly static. The cost increases cannot be wished away with an appeal to make the TTC more “efficient” both because of their scale, and the many cuts that have been made in recent years responding to subsidy constraints.
Several projects-in-progress are expected to bring efficiency savings to the TTC in future years, but not in 2018. Moreover, some “savings” are really an ability to do a better job with existing resources, not to cut costs.
“Fare equity” means different things to different people, and can be argued from viewpoints that trigger quite different outcomes.
“Poverty reduction” is a key strategy for City Council, but much more as a talking point than a real, financial commitment. TTC fares are part of this strategy, but there is a danger this will get lumped into overall transit costs rather then be recognized as a need for dedicated, separate funding in the City budget.
The inherent economic value of simply having good transit service at an acceptable price rarely enters the discussion even though billions in tax revenue and development opportunities hinge on transit’s existence.
Policy discussions consistently avoid complex issues regarding fare discounts and service quality, and there is little understanding of the menu of options available should Toronto and the TTC choose to pursue them. As in so many past years, the TTC enters its budget cycle in crisis mode – how will we find all the money – having studiously avoided the details of its budget and of revenue options.
Perish the thought that the TTC might actually suggest or even advocate for new fare and service policies without first getting the Mayor’s blessing and staging a press conference to announce his decision.
The September 2017 schedule changes primarily involve the reversal of summer service cuts to many routes with only minimal service improvements. This continues the TTC’s policy for 2017 of constraining service growth in the face of lower than budgeted ridership, as well as the shortage of vehicles.
Construction projects continue to affect route 501 Queen and will do so for many months to come:
Streetcar service is restored between Russell Carhouse (at Connaught) and Sunnyside Loop.
This will be affected in October when the intersection of McCaul and Queen is rebuilt requiring a diversion.
A bus shuttle will operate from River to Neville Park due to the reconstruction of the intersection at Coxwell and Queen.
This will also require the continued operation of buses on the 502/503 services on Kingston Road.
Through streetcar service to Neville Park will resume with the October schedules.
A bus shuttle to Long Branch will operate from Dufferin Loop, and Marine Parade will be served by its own local shuttle to Windermere.
Construction on The Queensway will prevent streetcars from operating to Humber Loop until the end of the year.
Streetcars will not operate west of Humber Loop to Long Branch until mid-2018.
With the return of ALRVs to the Queen route, 504 King will operate primarily with CLRVs, and the peak period trippers will mainly be buses, not streetcars. The effective capacity of the route will fall because of the lower capacity of CLRVs and buses versus the streetcars that have been used over the summer of 2017. This will be minimally offset by a small reduction in headways during all operating periods thanks to trimming of the running time. King cars now enjoy extended layovers leading to queues of vehicles at terminals thanks to an overly-generous schedule. The number of streetcars in service remains the same, but on slightly shorter headways.
New low-floor Flexity streetcars will be deployed on 512 St. Clair starting in September, subject to availability. The schedule will be based on CLRVs until new car deliveries reach the point where the line can be scheduled as a Flexity route.
The TTC plans to begin using Flexitys on 504 King late in 2017 subject to availability.
Between them, the King and St. Clair routes require about 60 CLRVs at peak. Allowing for some capacity growth with Flexitys, this translates to about 45 of the new cars, plus spares. It will be some time before both routes are converted, assuming Bombardier achieves their ramped up delivery rate in fall 2017. They are already slightly behind schedule with only two of three planned cars for July 2017 out the door in Thunder Bay, and they have not yet implemented the additional shifts/workforce to produce cars at a higher rate effective October 2017.
The northbound stop at Broadview & Danforth will be removed allegedly in the aid of transit priority signalling. In fact, this is a location where the substantial green time afforded to east-west traffic on Danforth makes the idea of “priority” for transit movements difficult to swallow. There is already an advanced green northbound for left turning motor traffic. Given the layovers now enjoyed by streetcars at Broadview Station, it is not clear just what this priority will achieve, but removing the stop will annoy the many riders who now use it. The southbound stop remains in service.
Other construction projects include:
54 Lawrence East: Water main construction west of Victoria Park has completed.
Renforth Station opens: 32 Eglinton West and 112 West Mall are rerouted into the new regional terminal.
Kennedy Station: The schedule change to accommodate Crosstown construction is implemented for weekend service on 86 Scarborough.
Long Branch Loop: All buses will loop via the streetcar loop during reconstruction of the bus roadway.
123 Shorncliffe: Additional running time to accommodate a City paving project.
506 Carlton: The only remaining construction area/diversion is on College between Bathurst and Lansdowne. This will end in October.
505 Dundas: The diversion between Bay and Church will end in late September or early October depending on progress of the road works east of Yonge.
The 400 Lawrence Manor and 404 East York Community Bus services will be extended. For details, see the TTC’s July 2017 update on these services.
The TTC Board met on July 11, and the public agenda contained little that prompted extensive debate. The entire meeting was over in 75 minutes, a quite unusual situation reflecting the onset of the summer break at City Hall.
The status of the streetcar order from Bombardier prompted a spin-off discussion of the subway. CEO Andy Byford had noted that reliability on the Yonge line’s fleet of TR (Toronto Rocket) trains has reached a world-class level, and it is quite substantially better than that of the T1 trains operating on Bloor-Danforth, although their performance is reasonable for cars of their age (about 15 years) and technology.
This prompted a question from Vice Chair Alan Heisey who asked when the TTC should be making plans to replace the T1 fleet. Chief Operating Officer Mike Palmer replied that “we probably had to order the cars last week”. (See YouTube video of meeting.) This came as something of a surprise to the Board thanks to the way that planning for the Scarborough Subway Estension (SSE) and Line 2 BD in general have been handled, with information dribbling out bit by bit, and with plans in the TTC Capital Budget not fully reflecting future needs.
I wrote about this in a previous article, but as an update, here is the status of various projects related to the BD line’s future.
Summary
There are four major components to upgrades facing the TTC for subway expansion on Line 2 Bloor Danforth. Here is their status:
Replace T1 subway car fleet
Estimated cost: $1.737 billion
“Below the line” in the City Budget (i.e. not funded)
Current replacement schedule is out of step with plans for other projects
New subway yard at Kipling
Approximate cost: $500 million
Only $7m for planning work is included in the Capital Budget, but nothing for construction
Carhouse and yard are a prerequisite for the T1 replacement fleet
Automatic Train Control
Estimated cost: $431 million
Only about $250m currently allocated in the City’s approved Capital Budget
Current signal system dates from 1966-69 when the BD line was built and it uses obsolete technology
Bloor-Yonge Station capacity relief
Estimated cost: $1.117 billion
Only $6m for planning work is included in the Capital Budget, but nothing for construction
Scope of work and feasibility have not been published
This is not simply a matter of TTC management providing a rosy view of capital needs, or of the City choosing to ignore the scope of the problem. When projects of this scale don’t appear in the “to do list”, they are not considered any time another government comes calling with a funding offer. Many projects that will receive money from Ottawa’s infrastructure fund (PTIF) are on that list because they were acknowledged as part of the TTC’s outstanding requirements.
Keeping the full needs of the Bloor-Danforth subway out of view short-changes the TTC system and the riding public, and politicians are surprised to find that the “ask” for transit spending is a lot bigger than they thought. Meanwhile new projects make claims on “spending room” that might exist only because needs of the existing system have been downplayed.
TTC management plans to bring a consolidated report on the renewal of the Bloor-Danforth line to the Board in September 2017.
At a community meeting on June 27, 2017, the TTC presented updated information about their work on reducing the noise level from streetcars at King & Sumach. In response to complaints after the 514 Cherry route began operating in 2016, the TTC changed the 514 so that late evenings and early mornings it operates to Broadview & Queen (looping back via Dundas and Parliament just like a short turning 504 King car). During these periods, a Wheel Trans bus provided a shuttle service on Sumach and Cherry to Distillery Loop.
The TTC presented updated noise readings for this location showing the combined improvement of the full changeover to Flexity cars from CLRVs and of changes to the rail profile that were made to complement slower operation around the curves.
The chart above shows results for the tightest curve at King & Sumach, the east to south. The data plotted here summarize readings taken over a four-hour period, and so they reflect the contribution of whatever type of vehicles showed up. For the most recent reading on May 4, 2017, when the service should have been largely or completely run with Flexitys, the levels from the middle to the high end of the spectrum are markedly lower than they were in the fall.
From the vehicle tracking data for 514 Cherry, I can confirm that the vehicles in service on that date were:
Depending on when the measurements were taken, there was at most one CLRV in service on the route, and none for most of the day.
By contrast, on Aug. 10, 2016, all but one car on the route was a CLRV with only a single Flexity in service, 4418, between 5:30 am and 2:07 am the following day.
For the north to west turn, the data show less of an improvement. Oddly, the readings for the gentler left turn curve are higher than for the eastbound right turn, but this could be a factor of the measurement location which is closer to the westbound turn.
As a matter of comparison, the TTC also presented readings from two intersections with comparable curve radii, Queen & Broadview and Bathurst & Fleet.
Note that this chart presents maximum values rather than a four hour average. The higher values for the comparator intersections are almost certainly due to the noise caused by CLRVs or ALRVs which have (a) inherently more squeal and (b) less car design factors to limit noise transmission.
Bathurst & Fleet would have had service only on 509 Harbourfront on May 4 as this predates the return of streetcars to 511 Bathurst. I do not have the tracking data for the 509 on that date, and so cannot comment on the proportion of service provided by each vehicle type. Harbourfront is supposed to be all Flexity, but routinely has a few CLRVs on it. It would take only one noisy CLRV to set the maximum values shown above.
The chart is also unclear about which turn was measured at each location, only that this was done from 8 metres away.
Future work of this type should be more careful in identification of the vehicle type and location specifics for any readings and charts. If nothing else, this will improve credibility with members of the public by showing the improvements new cars bring.
Based on the improvements recorded at King & Sumach, the TTC plans to return full streetcar service to Distillery Loop on a date to be announced in July.
This decision provoked something of a pitched battle between residents at various locations on the route. The high points (if they can be called that) included:
Wheel squeal at King and Sumach prevented some nearby residents from getting a full night’s sleep, and the respite with no cars making turns was 3 to 3.5 hours. (It was unclear whether the residents have ever had a Flexity-only late night or early morning service as a reference point because service was cut last November before the route conversion was completed.)
Squeal is worst after rain because the normal film of grease on the track (both from natural causes and from wheel greasers) washes away. Wet track actually is very quiet because the water acts as a lubricant, but track that is drying out can be extremely noisy. This also happens during periods of high humidity. The TTC was criticized for taking noise measurements only under ideal conditions.
Residents at King/Sumach who predate the installation of the intersection were used to quieter streetcar operation, and enjoyed a long period of no streetcars at all while the King leg of the Don Bridge was closed.
The Wheel Trans shuttle bus is utterly unreliable running on a schedule unknown to riders and with unpredictable headways that can be considerably longer than the round trip route would imply. Operators often bypass waiting passengers. There are safety issues for the large number of disabled transit users living in this neighbourhood if they are forced to make a transfer to an unreliable, infrequent service.
Residents along the Cherry Street portion of the route complained that they effectively lost service because the bus was so unreliable, and in any event, its wide headways and forced transfer at King Street added to travel times. They also noted that the change was implemented without notice to the wider community. (There were also complaints about poor publicity for the June 27 meeting.)
Aggrieved King/Sumach residents proposed that the 514 Cherry route be completely converted to bus operation during the hours when the shuttle runs now to eliminate the transfer connection and improve service to the Distillery. This option was rejected by the TTC and by some users of the 514 who noted that streetcars can be very crowded at late evenings downtown where the route is supposed to provide supplementary service on King.
Early morning trips from Leslie Barns to Distillery Loop make the west to south turn for which no automatic greasing is provided.
Not all who attended from King/Sumach objected to the streetcars, but as this was a small meeting, it is not clear what the balance of opinion in the neighbourhood might be.
Notable by its absence from any comments were complaints about noise from eastbound streetcars clattering through the trailing switch of the north to east curve. The slow order at this location appears to have dealt with this issue.
In addition to operating the 514 Cherry route with only Flexitys, the TTC is working on a design of a noise absorbing ring that will damp the high frequency vibrations. Wheel sets for two cars are now being manufactured, and they will be installed on test cars in the fall.
Further noise readings will be taken through the summer and fall to track conditions as they evolve, and the level of grease application will be increased. (There is a trackside greaser southbound at Distillery Loop, and the Flexitys have on board greasers that are triggered by GPS information to activate where lubrication is required.)
In a separate article, I will turn to the general unreliability of service at Distillery Loop on the 514 streetcars. The TTC puts this down to the usual problems of mixed traffic operation on King, but there are also issues with uneven headways departing from both the Distillery and Dufferin terminals following layovers that can be fairly long. Line management, as elsewhere on the system, is a problem for this service.
Updated June 19, 2017 at 3:30 pm: The TTC has clarified that the hourly costs shown for various routes are net costs, not gross costs, and this addresses my concern that some of these values were understated. The text of this article has been updated where appropriate.
Updated June 20, 2017 at 10:30 am: A section has been added on gross operating costs (the TTC study includes only net costs) to illustrate how these vary from route to route.
The TTC Board recently approved an Express Bus Network Study that proposes several new and enhanced express routes in Toronto. The premise of the study – improving the bus network’s attractiveness and convenience to riders – is a good one addressing the basic function of any transit system. However, thanks to the TTC’s severe constraints on capital and operating funding, the actual implementation of these proposals drags out for the better part of a decade. Bus planning in Toronto is converging with new subways for a lengthy gestation period.
There are three types of “express” route in Toronto:
The (mainly) peak period services usually signified by an “E” suffix on the route number. Typically, buses will run express over part of a route stopping only at major transfer points or destinations, and will continue as local service on the outer part of the route. These services are useful for riders who would otherwise face a long stop-and-go trip on a local bus for their entire journey. By carrying the long-distance riders express for part of the trip, the cost of route operations is reduced from that of an all-local service and provides a more attractive service overall.
The Rocket services (route numbers in the 18x-19x series) operate for most of the day on weekdays and weekends, and provide a more limited stop service, end-to-end, than the “E” branches. Some are designed around major endpoints such as the 192 Airport Rocket from Kipling Station to Pearson Airport, while others more closely resemble the stopping pattern of “E” services. Unlike the “E” branches, the Rockets do not necessarily duplicate the route of a local service.
The five Downtown Premium Express services (route numbers 14x) charge an extra fare for the privilege of avoiding the crowded Yonge subway and the 501 Queen car.
The TTC proposes an interim classification of the first two of these as Tier 1 (Rockets) and Tier 2 (“E” branches) with the intent of coming up with some sort of branding that could be used to market them. Some cities have special bus services with their own names such as Hamilton’s B Line Express and Vancouver’s 99 B-Line. Given that there already is an established name for Tier 1 with a strong Toronto reference, it is hard to understand why a new brand is required. As for the Tier 2 services, riders are well acquainted with the “E” convention (broken in rare cases such as 60F Steeles West).
The first recommendation of this study is that a marketing effort is required to brand these services. That says a lot about where the TTC’s focus has been in recent years – selling the “pizzazz”, to quote a former TTC Chair, while the system gradually declines thanks to penny-pinching by two successive City administrations.
Summary
This is a long article. Here are the highlights:
Growth of express services is limited as much by the political question of transit funding as it is by planning and resource constraints within the TTC.
The TTC’s bus fleet plan should be thoroughly reviewed to determine how more buses can be made available for service sooner than 2019/20 when McNicoll Garage opens.
TTC budgets should reflect a return to full streetcar service on the streetcar lines in 2018 and the redeployment of replacement buses back to the bus network.
Express bus routes that were added in 2016 have performed better than expected showing that these are popular services and should be expanded as soon as possible.
New Rocket and express routes are proposed in two waves, one for 2019-21 and the second with a tentative date of 2026.
Costs and revenues allocated to existing and proposed routes should be verified.
Update (text deleted): The costs shown for some routes appear to be in error if the methodology for costing used by the TTC is to be believed. (This issue has been referred to the TTC for comment.)
Revenue allocation in a flat fare system can distort the benefit of a route, and the measure of value should be based on usage not on a misleading allocation of fare revenue.
Express buses provide a means of carrying riders on a route with a mix of short and long haul demand more efficiently and attractively than an all-local service.
Riders on express services travel further than on local services taking advantage of the faster trip between major points on the route. There are fewer riders per bus kilometre because there is less turnover of the passenger load on express services.
Express buses cost more per ride than local buses because of their lower turnover (i.e. more riders), but the overall route cost is lower with a mix of services.
A proposal by one member of the TTC Board to charge extra for express routes would be counterproductive.
The Premium Express buses to downtown operate at a very high cost per passenger, although this needs to be verified in light of the issue with cost calculations. Demand on these routes is relatively light, and they contribute only trivially to reducing demand on parallel services. The TTC proposes to leave them in place at least until 2021, but this should be reviewed even though removing the services will be politically challenging.
Transit Signal Priority is not just an issue for an Express network, but for transit in general. It should be pursued on major routes whether or not they include express operations.
Route supervision will be essential to maintaining reliable service not just on express routes, but on the transit system overall.
The staff proposal to “brand” services continues the TTC’s focus on marketing when what is needed is service. The “Rocket” name is already well-established as a service type in Toronto, as are the “E” express branches of various routes. In a few cases, the “wrong” name is associated with a service (some “rockets” are really just “E” services in terms of their service patterns), but this does not justify a complete rebranding exercise.
Steve Munro 