TTC Service Changes Effective November 18, 2018 and December 23, 2018

The TTC will only make a few changes to its schedules for the November and December board periods.

November 18, 2018

Express Service Rebranding

Five routes will be rebranded into the new 900-series of Express routes. In all cases there is no increase in service, only a change in the route number.

  • 41E Keele express becomes 941
  • 95E York Mills express becomes 995
  • 131E Nugget express becomes 903, and will interline with 131 “local” service between STC and Old Finch.
  • 188 Kipling Rocket becomes 944 Kipling South Express.
  • 192 Airport Rocket becomes 900.

It will be interesting to see how long the 192 route number will live on in TTC maps to confuse the tourists.

Construction Changes

Work at Bathurst Station will be complete and the bus routes will resume their normal platform assignments.

Work at Kennedy Station will be complete to the point that routes normally on the north side of the bus terminal can use their regular bays.

Service Changes

One additional gap train will be scheduled on 1 Yonge University during each of the peak periods to fill service gaps.

Service on 505 Dundas (still operating as a bus route) will be rescheduled to remove some of the excessive running time with reduction of scheduled vehicles in some cases, and service improvements in others, notably Saturday evenings.

Service on 511 Bathurst (also still operating as a bus route) will return to the split version with a short turn at Front Street.

81 Thorncliffe Park will be changed so that it circles Thorncliffe counterclockwise at all operating hours rather than changing direction at 3 pm. The official “end of the line” will be moved out of the loop to Thorncliffe and Overlea so that passengers do not sit part way around the loop while the bus waits for its time. This will improve transfer connections with other routes on Overlea.

Weekday Run As Directed service will be reallocated as weekend Standby and Service Relief for the November-December shopping season including Sunday, December 23 (which is technically part of the next schedule period).

Other minor changes are listed in the details linked below.

December 23, 2018

For the two week holiday period, the usual arrangements will apply with many routes reverting to summer schedules.

No subway construction buses will be scheduled as there are no planned shutdowns during the holidays.

Late night service will be operated on most routes on New Year’s Eve. There has not yet been announcement about a sponsor for free service.

[The table linked here was corrected at:

  • 11:15 pm on October 20, 2018 to reflect that the Keele express buses terminate at Finch West, not at Pioneer Village, and at
  • 10:00 pm on October 21, 2018 to specify (a) articulated buses on the 41 Keele local service and (b) to include “before” figures that had been omitted.]

2018.11.18_Service_Changes

Where Have All The Riders Gone?

TTC ridership has been static for the past few years, as set out in the October 2018 CEO’s Report. Year-to-date ridership is down 3.2% compared to budget and 2.0% compared to 2017.

This is attributed to several factors:

Ridership has flatlined since 2014 due to various factors, including congestion, changes in customer mobility, and growth in digital ride-hailing services.

Another important factor that has adversely impacted ridership is the ongoing decrease in Metropass sales, which currently generate approximately 40% of total ridership. Specifically, there were 163,000 (-7%) fewer passes sold between January and August 2018, compared with the corresponding months in 2017. Although some of these lost sales have likely been offset by an increase in PRESTO e-purse transactions, the declining Metropass sales continue to have a significant impact on overall ridership trends. [p. 19]

The statements here present many factors, but do not attempt an analysis. One vital and missing component in the list is the question of service quality and capacity. If people cannot get on their bus, streetcar or subway train, or if the service is unpredictable enough, they will use transit as a matter of last resort, not as a first choice.

The entire concept of a monthly pass was to remove the incremental cost of taking another trip, something which (at least back in the late 1970s when the debate raged over whether Toronto could have monthly passes) was an important factor. Fares are still an issue, but service is a troubling component too.

The note about declining Metropass sales requires some explanation. The TTC, through user surveys, estimates the number of trips taken by the typical passholder in a month, and this sits at about 74. For every 100,000 passes they sell, they count 7.4 million trips. Obviously, the number of trips each passholder takes will vary, but things will average out. For example, in the first week of July when, by chance, I was part of the survey sample, I took 27 trips (and that’s counting a “trip” by the transfer rules then in effect). That translates to over 100 trips/month. The trips/day varied from a low of 2 to a high of 7. It was a busy week, and I made one or two round trips from home, plus a few stopovers, on the busiest days. If I had counted on the basis of the two-hour transfer, the “trip” count would have been close to 20 factoring out the stopovers and a few quick there-and-back-again round trips.

Because each Metropass sale translates to so many trips in the stats, the loss of a sale has a big effect on the total TTC numbers. However, the people who “fall off” the Metropass group are likely to be those whose usage was borderline break-even and for whom convenience of a flash-and-go card had a value in its own right. Presto eliminates that value, and it would be no surprise to see many passholders switch over. The actual trips lost to the TTC are, for these riders, fewer than the average Metropass usage.

The trips/pass for the remaining sales should go up if the low end of the market shifts to Presto, but it is not clear whether the TTC adjusts their multiplier frequently. The “lost” riding could be as much an effect of overcounting the lost pass sales (and associated trips), as it is a real decline in system usage. This problem will become even trickier with the two-hour pass available through Presto where trips that used to count as two (or more) fares will now only count as one.

Meanwhile, in response to the falling numbers, the TTC has plans:

To re-establish sustained ridership growth, a new Ridership Growth Strategy (RGS) is being implemented. RGS initiatives include implementing a two-hour transfer on PRESTO and relieving overcrowding on surface routes.

Research is also underway to analyze the changes in monthly Metropass sales and corresponding ridership impact. [p. 19]

If one goal of RGS is to relieve overcrowding, then it is clear that at least part of the system needs more service to handle demand even while official “ridership” is not growing. There may be routes with falling ridership, but even they must be viewed with caution lest the fall be the result of irregular or even reduced service.

Indeed, if there are overcrowded routes, why does the TTC not publish a list of routes, periods and locations where crowding is a problem that cannot be addressed without more capacity? Toronto cannot begin to talk about attracting new riders if it does not provide enough service to carry those who are already trying to use the system, or even understand the scope of the current system’s shortfall.

The two-hour fare will accentuate the split between the trend in “fares” (considered equivalent to “ridership”) and boardings on vehicles. (A “boarding” is one passenger getting on one vehicle, and each transfer counts as a new boarding, except on the subway which is considered one route for this purpose in TTC stats.) This will add to the confusion between apparently falling “ridership” and system crowding.

It is no secret that the TTC is capacity constrained. Although the bus fleet is now more reliable than ever thanks to better maintenance and the retirement of old clunkers, the actual size of the fleet is not growing because there is no place to put any more vehicles. Expansion plans are limited, as I have written before, and this is a major problem for the TTC’s future. On the streetcar fleet, new cars are gradually replacing old ones, and on close to a one-for-one basis bringing greater capacity to King Street this year, and to Queen in 2019. Subway capacity will not improve until early 2020 at best on Line 1 YUS, and 2026 or later on Line 2 BD.

Even the new Express Bus network has limited benefit because so much of it simply rebrands service that already exists rather than making a real improvement in what riders experience. Of the changes to date, the most striking has come on 29 Dufferin, but on many routes the service is identical to, or only a slight improvement on, the old “E” branches that are now 900-series routes.

The TTC has research underway on the effect of pass sales on ridership numbers, but this potential effect of the Presto migration was hardly unknown. If anything, the TTC has been derelict in placing so much focus on “ridership” while ignoring the basic question of service quantity and quality.

Former CEO Andy Byford set a management goal for a reduction of short turns and an improvement in on-time performance. This triggered various responses:

  • On some routes, scheduled running times were inadequate to actual conditions, and short-turning was inevitable. Running times were lengthened (and service was often scheduled less often to stretch available vehicles to match longer trips). However, in some cases the padding has been excessive leading to dawdling vehicles enroute and queues of buses and streetcars that arrive early at terminals.
  • When even padded schedules didn’t eliminate short-turns, the edict went out “thou shalt not short turn”. This can be counterproductive because there are cases where short turns are needed, but simply are not done and vehicles remain in a pack following a long gap.

The matter of “on time performance” is a blatant case of cooking the metrics to make management look good.

  • Previously, the TTC measured “on time performance” at various locations along routes. The results were not pretty.
  • The metric was changed to look only at terminal locations on the premise that service which is on time at the start of its trip will remain so as it moves across the city. Alas that is not so.

As we will see in a series of articles I will start publishing in coming days, there is a common problem on many routes that service may begin with vehicle spacing that is close to “on time”, but it takes only a short distance along a route for vehicles to catch up to each other and run in pairs or triplets. A further issue is that the TTC considers a bus or streetcar “on time” within a six-minute window, and this is meaningless for the frequent service on major routes. Because the service quality goal is only measured at the terminal, the actual reliability seen by most riders (who board elsewhere) is considerably worse than the values management reports.

For its part, Council looks at ridership numbers, sees a system that is not growing and says “why should we give you more money”? When added subsidy does come, it is as likely to go into fare reductions as to service growth, but lower fares are cold comfort if a rider cannot rely on transit for a timely and comfortable journey.

TTC Modifies Transition to Presto Annual Pass

Because of potential disruption in Canada Post services, the TTC has announced that it will end the mailing of Metropasses to Monthly Discount Plan (MDP) customers effective immediately. For the months of November and December 2018, the TTC will credit accounts of customers who would receive these passes with the equivalent of the discount.

This will allow those still receiving MDP passes to purchase a regular Metropass while having a net cost equal to the MDP value.

The TTC is also encouraging MDP customers to shift to Presto cards and will provide a $6 credit to MDP users on November 1 to cover the cost of purchasing a new card.

The use of physical Metropasses as we know them will end on December 31, 2018, and only the Presto equivalents will continue.

Tickets and tokens will remain available until the start of August 2019, and will be honoured for an as-yet unspecified time thereafter.

 

King Street Update: September 2018 (Update 2)

Updated November 2, 2018: ERRATA: Capacity charts in the original version of this article omitted 514 Cherry cars from February to June 2018. This has been corrected.

Updated October 11, 2018: Charts have been added at the end of the article giving more detail about the effect of TIFF on operation of the King Street service.

September 2018 brought a major change on King Street with the presence of the Toronto film festival, TIFF, and diversion of service around the festival district. The service design was the same as in 2017, but last year the King Street Pilot and associated traffic restrictions downtown had not begun.

Other service changes in September included:

  • The return to the standard 504 King routing from Broadview Station following completion of track construction on Broadview.
  • Reinstatement of 514 Cherry following a split 504 operation during the construction period. (The split operation will become standard on Sunday, October 7.)
  • The 503 Kingston Road car resumed tripper operations to York Street, but this lasted only to mid-September when the route was extended again west to Spadina (Charlotte Loop) to accommodate construction on Wellington Street.

Peak Travel Times

PM peak travel times continued the pattern seen over the past year, but the TIFF period produced major disruptions because of service diversions. Note that in the chart below, travel times across the pilot area from Jarvis to Bathurst include the time spent on diversion all day on Thursday and Friday, September 6 and 7. Diversions also occurred at some times in the week of September 10-14, but these trips are not included below.

  • Westbound via north on York, west on Queen, south on Spadina
  • Eastbound via north on Spadina, east on Queen, south on Church

The effect of TIFF diversions was worse in 2018 than 2017 with the 85th percentile of travel times on Thursday September 6 hitting 54 minutes. The chart below expands the first three weeks of September and includes four percentile lines rather than the two used in the chart above. Note that the four lines stay close together indicating there was little spread between the best and worst case values.

  • Thursday/Friday September 6/7: The diversion via Queen more than doubled the travel time between the bounds of the pilot.
  • Monday September 10: No diversion or temporary service blockage at TIFF affected the period from 5-6 pm.
  • Tuesday September 11: Service was blocked at TIFF during the 5-6 pm hour:
    • some cars were held producing higher travel times at the 85th and 100th percentiles;
    • some cars diverted (not included below);
    • some cars ran through unimpeded producing a 25th percentile similar to “normal” days.
  • Wednesday September 12: Emergency sewer repairs west of Bathurst required a diversion via Queen for much of the day. No cars operated through King and Bathurst and so there were no trips on King between Jarvis and Bathurst to measure.
  • Thursday/Friday September 13/14: Travel times returned to close to values seen before and after the TIFF period.

Travel times eastbound were also affected by TIFF and the diversions, and the effect was comparable to westbound data.

I will return to the effects of TIFF on all day travel times later in this article.

Here are the full sets of charts:

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Request for Comment: Measurement of Service Bunching (Update 2)

Updated October 11, 2018

An updated set of charts has been added which show the evolution of headway values across the route by time of day, including an improved version of the “box and whisker” chart format. Scroll down to the end for this update.

Updated October 9, 2018

A substantial section has been added to this article with replies to many of the issues received in the comments and examples of revised and additional charts. Thanks to all who have commented on this.

Errata

I noticed that the data for the period from 6-7 am on 505 Dundas at Broadview Station has an unusually high value for headways below two minutes. On investigation I discovered that this was caused by garage trips that were inadvertently included in regular service. This only happens for buses that arrive via Danforth rather than via Broadview because of the geometry of the screenline in my model at Broadview/Danforth. This caused these trips to be counted twice: once on the way into service, and again when they left Broadview Station. Charts in the original article that were affected by this problem have been replaced.

Original Article

An ongoing issue for transit riders is the question of service regularity. TTC Service Standards call for vehicles to leave terminals no more than one minute early and no more than five minutes late. That by itself provides a huge amount of variation within “acceptable” service, but there is no attempt to measure route behaviour once vehicles leave the terminals.

One unfortunate effect of Andy Byford’s term at the TTC was the creation of service metrics without necessarily making things better for riders.

Riders do not care if a bus or streetcar is “on time” on many routes, only that they show up regularly. That is the whole idea of “frequent service” – you don’t need a timetable, you just show up and travel without an excessive, unpredictable wait.

I have been wrestling with how to illustrate the problem for some time. As part of preparation for a series on suburban bus service, I wanted to create a measurement that would be fairly easy to understand and which would allow comparison from route to route and place to place.

This article presents the work-in-progress for suggestions to improve or add to the charts before I start publishing data for many routes.

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Many Questions About A Subway Takeover

In the melee that passes for Ontario politics, one major issue is the proposed takeover of Toronto’s subway system by Queen’s Park. Such a change, they claim, would allow a great speed-up of system expansion currently hung up at Toronto Council. A good deal of that hang up can be traced to the Premier and his brother’s actions at Council, but such trivialities get in the way of a good stump speech.

The idea that planning should be based on actual evidence is a buzz-phrase heard most commonly when a politician is trying to appear “businesslike” and claims to be applying some sort of intellectual rigour to back-of-the-envelope planning. The uploading proposal sounds good in theory, but this is due in part to poor understanding of transits needs and cost both at Queen’s Park and at City Hall. The scheme surfaced years ago at Council as a simplistic way to cut the cost of transit support in the City’s budget, and the idea moved to the provincial level along with the Ford regime.

A common thread through every proposal is that the true cost of owning, operating and upgrading the subway system is poorly understood, even by members of Toronto Council and the TTC Board whose job it should be to know these things. It is a convenient myth that the subway “breaks even”, and that if only someone would take the cost of expansion and capital maintenance off of the City’s hands, all would be well.

In the interest of informed debate, this article examines the plan, such as it is, and the many issues that have yet to be addressed by its proponents.

Understanding the TTC Budget

A detailed breakdown of the TTC Budgets can be found in:

The TTC’s budget and long-term plans are poorly understood. The TTC Board scheduled Budget and Strategy meetings, but either cancelled them or spent the available time on narrow-focus rather than system-wide issues. At Council, things are even worse because budget debates, crammed with every department’s issues, get only short review. These are usually in an environment hostile to discussions of change except for a few, small topics. The “big picture” is limited to battles over new transit lines while the health of the overall system goes ignored.

For a decade or more, service growth in Toronto was constrained by the size of the streetcar and bus fleets, the physical limits on train spacing on the subway and the capacity of its stations. Much of the recent service growth is outside of the peak period when spare vehicles are available.

On the capital side, the City has a policy that its debt service costs should not exceed 15% of tax revenues. The province mandates a 25% cap, but the City takes a more conservative approach to provide headroom. Originally the cap applied to each year individually, but it is now considered over a ten-year average so that peaks and valleys in debt costs can smooth out for a 15% average. Already, planned borrowing for future years takes up all available room, and additional debt-financed work is possible only with special levies such as the Scarborough Subway tax (1.6%) and the John Tory City Building Fund (building up to 2.5%). (These are both tax increases above the rate of inflation.) If the cost of borrowing goes up, or City tax revenues fall, the 15% line will be only a fond memory.

The problem is compounded by a chronic understatement of transit needs going back at least eight years. When the marching orders are to keep deficits, and hence taxes, down, any proposals for improvement run counter to political goals. “We can’t afford it” becomes a standard response, and options simply go unstudied especially if they are associated with the wrong political faction.

If we don’t know what options will cost, we don’t know what might be possible or what the trade-offs among options would look like.

Even worse, with the Capital Budget, there is a long list of items that are either:

  • approved but not funded (roughly 1/3 of the approved list, about $3 billion worth)
  • “below the line” with neither approval nor funding (over $1 billion)
  • “future consideration” (over $2 billion)

Many of the big ticket items in these lists are subway items such as new and expanded fleets for the two major routes, and capacity expansion at busy stations. Many items in the budget are actually part of a larger project such subway capacity. However, the budget is presented on a departmental basis, and there is no consolidation of related line items. This has two effects: the TTC Board and Council rightly complain when projects appear to grow because approving the first step triggers the need for all that follows, related items are consigned to “funded” or “unfunded” status without regard for their place in the larger scheme.

The problem with these lists is that they are getting longer, especially the second and third group, even though some items form parts of critical system updates. Other projects simply are not on any budget, or are pushed so far into the future that they have no effect on the current ten-year plans. The 15% rule caused important projects related to Line 2 Bloor-Danforth to be pushed into the late 2020s even though some of them are pre-requisites for the Scarborough Subway Extension. (The components of Bloor-Danforth subway renewal and capacity expansion are discussed in detail in an appendix to this article.)

If Ontario takes over responsibility for the subway, they will inherit that long list of projects. For its part, Toronto Council and the TTC Board do not fully understand the implications if Ontario simply chooses not to invest in the existing system because the estimate of a takeover has been low-balled.

The TTC Board is very simple-minded in its deliberations, and avoids going into details. Their focus is on cost containment, not on service, except when someone needs a photo op to announce some relatively trivial change such as an express bus network that adds few new buses.

If Council and the TTC don’t understand their own system and its real needs, how can they fight for it?

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Dundas/Lansdowne Reconstruction

The second leg of College Loop is under construction at Dundas & Lansdowne, although the work has been interrupted by an unexpected gas main. The northern leg at College & Lansdowne was done in 2016, and the western leg at College & Dundas is planned for 2020 along with other work on the western end of the Dundas and Carlton routes.

A snag in the project is described in a comment on another thread:

Re: Dundas and Lansdowne, based on conversations with a TTC worker a few days ago, it seems that contractors discovered a previously unknown high-pressure gas main directly under the roadbed, thus the slowdown. (I had noticed a switch from demolition using heavy machinery to much slower work with handheld jackhammers in that area.) The worker I spoke to said that due to the discovery of the gas main they would be unable to install the west-to-north curve as current standards demand greater clearance between the tracks and buried gas lines. The pipe does indeed seem to be very shallow and is readily visible when standing on the northeast corner of the intersection. I was told that relocation of the gas main would not be possible within the current construction window and that the missing curve would have to be installed next year as part of the College/Lansdowne reconstruction. [comment by “slmably”]

Looking at the pending construction work map on the City of Toronto’s website, work is planned on Lansdowne south from College in 2019.

Here are photos of the work in progress:

Thursday, September 13. 2018

Tuesday, September 18, 2018

Friday, September 28, 2018

2018.09.28 Looking E on Dundas at Lansdowne

TTC Service Changes Effective Sunday, October 7, 2018

Thanksgiving weekend will bring a major change in the organization of streetcar service on King Street, a further expansion of the new Express Network, and several service improvements mainly during the off-peak period.

2018.10.07_Service_Changes

[Revised to correct branch letters on 12 Kingston Road, and to correct PM peak and early evening service for 929 Dufferin Express]

King and Cherry Streetcars

As I reported in a previous article, the 514 Cherry route will disappear as a distinct entity. Service on 504 King will be changed to a configuration to the design used over summer 2018 while Broadview Avenue was closed for construction. An eastern and western branch will serve the route overlapping in the central section.

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

Unlike the summer routes, the Kingston Road streetcar service will remain in its traditional design:

  • The 502 Downtowner route operates between Bingham Loop (at Victoria Park) and University Avenue weekdays until 7:00 pm. This remains as a bus service pending availability of enough streetcars to restore streetcar service to McCaul Loop.
  • Peak period 503 Kingston Road Tripper streetcars operate from Bingham Loop to York & Wellington via King. Service to the Charlotte loop at Spadina, part of the summer design, was discontinued with the return to fall schedules in September.

Scheduled headways on the outer parts of the route are wider than currently operated on the premise that the route will operate with larger Flexity cars rather than the old CLRVs. The TTC’s intent is to have the route completely converted to new cars by the end of the year. As of September 13, about three quarters of the AM peak 504 King cars were operating with Flexitys as well as all of the 514 Cherry cars. Based on Flexity delivery rates, the conversion will not complete before the new schedules go into effect and a few CLRVs will remain at least to late October. The TTC plans to use these only on peak period trippers so that off-peak service is fully provided by Flexitys.

Express Bus Network

Four routes will join the 900-series express network. (For details of stopping patterns, please refer to the table of changes linked above.)

952 Lawrence will operate from Lawrence Station to Pearson Airport via Dixon Road during peak periods. The combined local and express service will provide about 13.5 buses per hour compared to the current 12 at the express stops.

Concurrent with this change, the end of construction at Lawrence West Station, service on the Westway branch will be cut back from Yonge Street to its usual eastern terminus at the Spadina subway. This branch will also change from 5 to 4 buses per hour during the AM peak.

Overall, the total number of buses assigned to this route will rise slightly during peak periods, but weekday off-peak headways will widen slightly.

924 Victoria Park will operate during peak periods replacing the 24E Victoria Park Express. This is only a rebranding, and the number of AM peak buses is actually dropping by one in the new service design.

929 Dufferin will operate weekdays in peak and off-peak until mid-evening between Wilson Station and the Dufferin Loop at the western entrance to Exhibition Place. Concurrently, the peak period short turn at Tycos Drive will be dropped and all of the local 29 Dufferin buses will run through to Wilson Station. The peak period combined frequency at express stops will improve, but local stops will see less service. Both the local and express services will operate with articulated buses.

989 Weston will operate during peak periods as a through service from Keele Station to Steeles overlapping both the 89 Weston and 165 Weston Road North routes. There is no change on the 165 schedule. The combined service at express stops will improve over current 89 Weston levels.

Service on Sheppard East will be reorganized on weekends.

  • On Saturdays, the 85 Sheppard East local service will change from articulated buses to standard-sized vehicles, while the 985 express service to STC will change from standard to artic buses.
  • On Sundays, the 985 Sheppard East Express will change to artic buses.

Concurrent changes will lower the capacity provided on the 85 service while slightly increasing it on the 985 express. However, the headways (time between vehicles) on the express service will widen to offset the use of larger vehicles.

Service on Finch West will be improved on weekends by provision of 939B Finch Express service to Finch West Station during the daytime. There is no change in the local bus schedules, and so this is a net new service, albeit not a very frequent one.

Construction Projects

Three construction projects end with the October schedules:

  • Lawrence West Station will re-open as a bus terminal for 59 Maple Leaf and the Westway branch of 52 Lawrence. The 109 Ranee and 400 Lawrence Manor buses, which had been stopping on street, will move back into the bus loop. Concurrently, because of the large number of buses on Lawrence serving this station, the through services to Yonge Street will continue to use on street stops and riders will require transfers to enter Lawrence West Station unless they are Metropass or Presto users.
  • Track construction at Lansdowne and Dundas will complete. The 47 Lansdowne, 402 Parkdale and 505 Dundas routes will resume their normal operation. Given the speed of recent construction projects, this is likely to occur before the official schedule change.
  • City construction at Yonge and Sheppard is finally complete and the 97 Yonge bus will resume its normal route rather than being split at Lawrence.

Seasonal Services End

Various seasonal services will end including the trial operation of 175 Bluffer’s Park. Its future will be the subject of a report to the TTC Board in 2019.

Miscellaneous Changes

1 Yonge-University-Spadina operations will be modified to improve reliability in three ways:

  • On current schedules, four trains in the AM peak originate at Finch Station rather than operating from Wilson Yard. This will be increased to five.
  • At the end of the AM peak, trains running in to Davisville currently short turn northbound at Lawrence Station. This requires co-ordination with the southbound service and can cause delays and gaps. On the new schedules, these trains will run through to Finch northbound, and then dead head southbound to Davisville. Although this will remove a problem at Lawrence, it could worsen queuing problems northbound at Finch.
  • In the evening, all trains running in to Wilson Yard will do so southbound from Vaughan using the new north entrance to the yard, rather than short turning northbound at Wilson.

Peak period service will be modified on a few routes:

  • 11 Bayview will get better AM and PM peak service.
  • 12 Kingston Road will gain a new branch 12D operating to UTSC and providing a through service on Kingston Road. However, this will run only every 30 minutes during the AM peak, 25 minutes during the PM peak, and the actual usefulness of the service is dubious. Concurrently, service will be reduced on the existing 12A/C branches. This change is more about political optics in southern Scarborough just in time for the election than it is a real contribution to better service. [Lettering of branches corrected Sept 13/18 at 3:55 pm.]
  • 25 Don Mills will get better service on its 25C branch to from Sheppard to Steeles during weekday midday and PM peak periods.
  • 925 Don Mills Express will see a slight improvement in AM peak service.

Off peak service changes include:

  • 54 Lawrence East will receive better service on both branches on Saturday afternoons.
  • 63 Ossington will receive better late evening service on Saturdays.
  • 95 York Mills Saturday service will be revised both to operate more frequently, and to extend the hours of the 95B service to UTSC which now ends eastbound from Yonge just before 7 pm into the mid-evening.
  • Saturday afternoon service on 102 Markham Road will improve slightly, but evening service north of Steeles Avenue will be cut from every 20′ to 30′ at York Region’s request.
  • 112 West Mall will receive improved weekday midday service.
  • Service on 129 McCowan North will be improved on Saturday daytimes primarily by trimming excess running time.
  • 131 Nugget will get better service on Saturday afternoons.

Details of all changes are in the PDF linked above.

King Street Update: August 2018

This article continues the series reviewing the operation of transit service on the King Street transit priority pilot. August brings two major events that affect service on King Street, although the traffic problems are concentrated at the western part of the line: the Caribbean Carnival and parade on Saturday, August 4th, and the CNE from mid-August onward, especially with the air show in the final days of the month. Both of these bring congestion through Parkdale notably at the approaches to The Queensway and to Jameson Avenue westbound.

Peak Travel Times

As usual, we begin with the PM peak travel time chart westbound from Jarvis to Bathurst. The 85th percentile line has higher spikes in August, and the three largest relate to specific events:

  • Wednesday, August 8: A delay near Church Street held a few cars causing a jump in the 85th percentile value although the change to the 50th (median) percentile was much lower. The cause of the delay is unknown because the TTC did not issue a service alert.
  • Tuesday, August 21: Severe congestion westbound to Spadina from about 5:40 pm onward drove up both the 85th and 50th percentile values. Again, there was no TTC alert indicating a problem.
  • Friday, August 31: “Police activity”, as the alert put it, required diversion of streetcars in both directions due to an incident west of Yonge Street. The spike in the 85th percentile was caused by one car that crossed Jarvis at about 5:30 pm but was not diverted. As a result its trip, including the delay, was included in the 5-6pm data for the pilot district. As with the August 8 data, note that the change in the 50th percentile is small and on a par with typical day-to-day variations.

For comparison, here is the eastbound chart.

Here are the full sets of charts:

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