Analysis of Route 505 Dundas Bus Operations

Route 505 Dundas has operated with buses since February 2018 thanks to various construction projects and the shortage of streetcars. March 29, 2020 will see Flexity streetcars on Dundas.

The past two years have not been kind to riders on this route. Flocks of buses travel back and forth, often in packs, and large gaps in service have been common. An easy answer to any complaints is that congestion induced by construction prevents the TTC from providing reliable service.

Actually tracking the route’s behaviour has been difficult because most of the vehicles on Dundas were using the new Vision tracking system, and the data extracts from Vision were, until recently, at a much simpler and less illuminating level than the data from the old CIS system that Vision replaced. This changed in October 2019 when detailed tracking data for Vision vehicles became available, and I have been collecting this for the past five months.

The High Points

This is a long read, and many will not do go through the whole presentation. The following points are of special interest:

  • Over the period of bus operation, schedules were changed a few times in response to conditions on the route, or at least that was the idea.
  • Some of these schedules had inadequate running time, but TTC management did not react, in general, with short turns which are a very bad thing from a point of view of reporting on service quality to the TTC Board.
  • Instead, they adopted the tactic of either running buses express across a parallel route (Dundas is “U” shaped) to make up time, or having buses lay over at terminals to get back on time for their next trip. This reduced the actual bus/hour count along the route below the scheduled level causing crowding and increased dwell time.
  • The schedules that added travel time back onto the route in mid-February had the unexpected effect of lowering travel times during some periods, and of improving line capacity because very few buses now run express to get back on time.
  • A problem with irregularly spaced service and gaps remains even with the new schedule, but the situation has improved considerably.

These observations should not be taken as a blanket endorsement of longer scheduled travel times. There will always be a trade-off between having enough scheduled time so that almost no service short-turns and having so much padding in schedules that buses and streetcars congregate in packs at terminals. Conditions vary from day-to-day and no schedule can be “perfect” for all situations.

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TTC Streetcar Network Changes in 2020 (Updated)

Construction projects and the ongoing shuffling of streetcars and buses between the 500-series routes will bring some changes over coming months.

Updated March 30, 2020

The planned switch to streetcars on 505 Dundas has been deferred to late April, and buses will continue to operate on this route.

In turn, streetcars will remain on Bathurst until Dundas switches to streetcars.

New overhead poles have begun to appear on Broadview at locations where the curves must be rebuilt for pantograph operation.

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TTC Service Changes: Sunday, March 29, 2020 (Corrected)

The TTC has several changes planned for the schedules going into effect on March 29.

Updated March 5, 2020 at 10:20 pm: Incorrect information was in the original description of the 163 Oakwood route. It will operate from Ossington Station to Lawrence West Station, not from St. Clair as the southern terminus as I had originally described it. Thanks to reader Joseph (who got there first) and others for spotting this. I am not quite sure where that idea came from, but both the article and the detailed list of changes below have been updated.

Updated March 6, 2020 at 10:55 pm: Incorrect naming of the 109 Ranee branches corrected. Thanks to reader Steven for spotting that.

2020.03.29_Service_Changes_V3

Streetcar/Bus Mode Changes

The most significant change is the restoration of streetcar service on 505 Dundas after a long absence due to watermain construction and the shortage of streetcars. The new service plan represents an increase in capacity primarily in the off peak periods. The change in headways will be most noticed during the peak periods where there will be 6.9 new streetcars/hour in the AM, and 7.7 cars/hour in the PM as compared to 16 buses/hour AM and 15 in the PM. Of course the buses tend to travel in packs of two or three, and so the waits for service could be more comparable than the raw schedules suggest especially if the TTC manages to maintain proper vehicle spacing on these much wider headways.

Changes during off-peak periods are not as substantial, and the net effect will be an increase in capacity on this route

A related problem is that the TTC has extended the travel times for streetcars substantially over the bus times in some cases (and the bus schedules were themselves adjusted in Mid-February 2020). This could leave many streetcars with a lot of excess time at terminals where it is now common to see several buses laying over because they are early. I will publish an analysis of actual travel times for both bus and streetcar operations as data become available.

Service on Dundas will be supplemented by four bus trippers in each direction during the period from 8 to 8:30 am.

With 505 Dundas switching back to streetcars, the 511 Bathurst route changes to bus operation for various construction projects including work on the bridge over the rail corridor at Front, utility and track work from Front northward, and track work from Dundas to just north of Wolseley Loop (north of Queen). According to the TTC service change memo this will persist through all of 2020 implying that the streetcar service to the CNE will be provided only on the Harbourfront line this year. I have asked the TTC for service details, but they have not responded.

Keele Station Construction

The bus loop roadway at Keele Station will be under construction until mid-October 2020. During this period all services that normally terminate here will be redirected.

  • The 41 and 941 Keele services will be extended south to Howard Park looping via Bloor, Parkside, Howard Park, Roncesvalles and Bloor back to Keele.
  • The 89 and 989 Weston services will be extended west to High Park Station Loop.
  • The 30 High Park and 80 Queensway services will be interlined.

Eglinton West Station Construction

The bus loop at Eglinton West Station (to be renamed “Cedarvale”) will close for work on the Crosstown project. This will trigger several changes:

  • The 32D Eglinton West to Emmett service will be extended east to Eglinton Station.
  • The 63 Ossington and 109 Ranee routes will be reorganized into three segments.
    • 63B Ossington buses will run between Liberty Village and St. Clair (Oakwood Loop).
    • 163 Oakwood buses will run between Ossington Station and Lawrence West Station.
    • 109 Ranee buses will run between Lawrence West Station and Neptune (the street, not the planet).
  • The 51 Leslie and 56 Leaside buses at Eglinton Station will be shifted south to make room for a bay for the 32D service.

Passengers on the 32 Eglinton West bus will make connections to and from the subway from on street stops in what is already an area poorly set up for pedestrians. How this will operate with all of the additional foot traffic after March 29 remains to be seen.

Reliability Improvements

The TTC continues to “improve” routes by adding to running time and widening headways. Their claim is that they are just matching actual conditions, but what happens is that they aim for almost worst case situations (95th percentile) causing most vehicles to run early and bunch at terminals. From a rider’s point of view, service is less frequent most of the time.

Changes planned for March 29th affect:

  • 23 Dawes: Buses will run less frequently in all weekday periods except the AM peak. Off peak service is not affected.
  • 37 Islington and 937 Islington Express: Buses will run less frequently during the peak periods and midday weekdays. Evening service is not affected.
  • 111 East Mall: Buses will run less frequently during all weekday periods.
  • 161 Rogers Road: Buses will run less frequently during all weekday periods.

In one case, on 7 Bathurst, the TTC is clawing back excessive running time. During peak and weekday midday periods, there will be one bus less on the route, but scheduled headways stay the same. During the evening the number of buses and headways are unchanged, but some scheduled driving time is converted to make “recovery” time even longer than it is now.

Streetcar Carhouse Allocations

Due to trackwork at Roncesvalles Carhouse, there will be no access to the “North Gate” exit onto Roncesvalles for at least the remainder of 2020. Some services will be shifted among carhouse to allow for the reduced capacity at Roncesvalles.

  • All 501 Queen Humber-Neville service will operate from Russell Carhouse.
  • All 505 Dundas service will operate from Leslie Barns.
  • Some 506 Carlton service now operating from Leslie Barns will shift to Russell Carhouse.
  • Two of the five 508 Lake Shore trippers will operate from Russell Carhouse.

Crowding Standards

The TTC continues its practice of scheduling services at crowding levels above the board-approved standards. This occurs in some cases due to vehicle shortages, but more commonly because of budget pressures that do not allow provision of service at the level the standards would require.

New periods of scheduled crowding added on March 29 are:

  • 37 Islington weekday early evenings
  • 111 East Mall AM peak

TTC management are supposed to be reporting regularly to the Board on routes that exceed crowding standards, but this report has not yet appeared.

Streetcar Service During the CLRV Era

With the retirement of the CLRV fleet on December 29, 2019, this is a good time to look back at how service on the streetcar network has evolved during the lifetime of those cars.

When they first entered service on the Long Branch route in September 1979, the new cars marked a real sign that Toronto was keeping its streetcar system.

Although Toronto decided to keep streetcars in late 1972, there was no guarantee that without renewal of the fleet and infrastructure the system could last very long. The last-built cars in the PCC fleet (the 4500s) dated to 1951 and, despite their simplicity compared to what we now call “modern” cars, they would not last forever. Second hand cars from other cities were older than the most recent “Toronto” cars. They were retired over the years even while the TTC undertook major overhauls on its own, younger fleet.

In 1980, the streetcar service was still dominated by PCCs as much of the CLRV order was still to come, and the ALRVs would not arrive until the late 1980s.

Yes, I know. What are all of those acronyms? Not every reader is a die-hard railfan with all of this information at their fingertips.

PCC: The President’s Conference Car was the product of work by a consortium of street railways to update streetcar design in competition with the rise of the private automobile. This was a large research project, especially for its time in the 1930s, and it produced a totally re-thought vehicle. The TTC was working with Hawker Siddeley on an updated PCC design in the mid-1960s, but nothing came of this thanks to a provincial fascination with new, high-tech transit. A license agreement for updated PCC patents held, in the 1960s, by the Czech manufacturer Tatra was never signed, and work on a new PCC for suburban routes stopped.

PCCs on King Street at Atlantic Avenue

CLRV: The Canadian Light Rail Vehicle. This car was designed partly by the TTC and partly by a provincial agency, the Ontario Transportation Development Corporation (later renamed as “Urban” to remove the explicit local reference). The design, from the Swiss Industrial Group (SIG), was very different from the car the TTC had worked on, but the UTDC needed a viable product after their magnetic-levitation project ran aground with technical difficulties. As a city streetcar, it was overbuilt in anticipation of high-speed suburban operation, notably in Scarborough. That scheme was supplanted by what we now know as the “RT”.

CLRV at High Park Loop

ALRV: The two section “Articulated” version of the CLRV was designed to run on heavy routes, notably the Queen car. These vehicles were never as reliable as the original CLRVs, and they were the first to be retired. At various times over the years, they ran on Queen, Bathurst and King.

An ALRV at “Old” Exhibition Loop

Flexity: This is the generic product name for Bombardier’s low-floor streetcars. It exists in many formats with Toronto’s version being designed to handle tight curves and steep grades. Delivery of the 204-car fleet was almost complete at the end of 2019.

Flexity on King Street at University Avenue

When the TTC decided to keep streetcars in 1972, they were still enjoying a long period of post-war ridership growth with constant expansion into the suburbs of bus and subway lines. Getting new riders was a simple task – just run more service. The downtown streetcar system was still bulging with riders thanks to a stable population and a robust industrial sector.

By 1980, however, the TTC hit something its management had not seen before, a downturn in ridership, thanks to the economic effect of the first Middle Eastern oil war and its effect on energy prices. Although the TTC continued to grow through the 1980s, a mindset of running just enough service to meet demand took over. This would be particularly unfortunate when the ALRVs entered service, and the new schedules merely replaced the capacity of former CLRV/PCC service on wider headways. With cars 50% bigger, the scheduled gap (headway) between cars increased proportionately. This combined with the TTC’s notoriously uneven service to drive away ridership, and the Queen car lost about a third of its demand.

The real blow came in the early 1990s with an extended recession that saw the TTC system lose 20% of its ridership falling from about 450 million to 360 million annual rides over five years. The effect was compounded when Ontario walked away from transit subsidies when the Mike Harris conservatives replaced the Bob Rae NDP at Queen’s Park.

The TTC planned to rebuild and keep a small PCC fleet to supplement the LRVs in anticipation of vehicle needs on the Spadina/Harbourfront line. However, when it opened in 1997 service cuts had reduced peak fleet requirements to the point that the PCCs were not required and the network, including 510 Spadina, operated entirely with CLRVs and ALRVs. This locked the TTC into a fleet with no capacity for growth, a situation that persisted for over two decades and which the new Flexity fleet has not completely relieved.

The combination of rising demand, in turn driven by the unforeseen growth of residential density in the “old” City of Toronto, and of commercial density in and near the core, leaves Toronto with unmet transit needs, latent and growing possibilities for transit to make inroads in the travel market, and a customer attitude that “TTC” means “Take The Car” if possible.

The problem with service inadequacy and unreliability extends well beyond the old city into the suburban bus network, but this article’s focus is the streetcar lines. I have not forgotten those who live and travel in what we used to call “Zone 2”, but the evolution of service on the streetcar system is a tale of what happens when part of the transit network does not get the resources it should to handle demand.

The evolution of service and capacity levels shown here brings us to the standard chicken-and-egg transit question about ridership and service. Without question there have been economic and demographic changes in Toronto over the years including the average population per household in the old city, the conversion of industrial lands (and their jobs) to residential, the shift of some commuting to focus outward rather than on the core, and the shift in preferred travel mode.

Where service has been cut, ridership fell, and it is a hard slog to regain that demand without external forces such as the population growth in the King Street corridor. The lower demand becomes the supposed justification for lower service and what might have been “temporary” becomes an integral part of the system. However, the level of service on any route should not be assumed to be “adequate for demand” because that demand so strongly depends on the amount of service actually provided.

This is a challenge for the TTC and the City of Toronto in coming decades – moving away from just enough service and subsidy to get by to actively improving surface route capacity and service quality.

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TTC Updates Flexity/CLRV Replacement Schedule

Over past months there has been some inconsistency in TTC statements about the fate of the “legacy” CLRV and ALRV fleets with conflicting information that

  • some legacy cars would survive into early 2020,
  • all of these cars would be retired by the end of 2019,
  • all of the buses now operating on streetcar routes would be available for bus service improvements in 2020.

It is self-evident that these statements cannot all be true.

The situation is now clarified in two reports on the TTC Board’s Agenda for May 8, 2019.

The CEO’s Report includes the following:

On streetcar services, we’ll address crowding through the continued rollout of new high-capacity, low-floor streetcars. Low-floor vehicles are expected to be on all streetcar routes by early 2020.

Supplementary bus service may be used on some routes during the busiest times.

With the continued delivery of new low-floor streetcars, we are advancing their deployment on more routes.

Currently, the 504 King, 509 Harbourfront, 510 Spadina and 512 St Clair are fully served with low-floor streetcars. We began deploying these streetcars on the 501 Queen in January 2019. We expect that all service on Queen, between Humber Loop and Neville Park Loop will be operated by low-floor streetcars by early summer.

Subsequent routes for streetcar deployment will be: 511 Bathurst (summer 2019), 501 Queen (Long Branch Loop to Humber Loop, fall 2019), 506 Carlton (late 2019), and 505 Dundas (spring 2020). Low-floor streetcar service on Kingston Road will be introduced in 2020 following a review of streetcar services as part of our Five-Year Service Plan. [pp 11-12]

The CEO’s Report now shows the decommissioning plan for all legacy cars in 2019 as “Projected” [p 39].

The 2019-2023 Accessibility Plan includes:

By the end of 2019, the remainder of the order of low-floor streetcars is expected to be received and the TTC plans to retire all high floor streetcars from regular service. [p 27]

The Five-Year Service Plan mentioned above will not be out until December 2019, but with the Capital Investment Plan now showing spending on a further order of streetcars in the mid-2020s, there will be an extended period where expansion of streetcar capacity will be limited to whatever can be provided with supplementary bus service. From King Street, we know that there is a latent demand for better service on the streetcar network, but actually addressing that will be challenging in the current climate.

Crowding is a problem on all parts of the system, but the political focus is on new subway lines that will not address most of these problems, and certainly not in the short-to-medium term. The CEO’s Report now includes a table showing crowding levels, although on a system-wide basis, not for individual routes.

These numbers should be understood in the context of “periods” as defined in TTC schedules. There are five periods through the day:

  • Weekdays: AM Peak / Midday / PM Peak / Early Evening / Late Evening
  • Weekend: Early Morning / Late Morning / Afternoon / Early Evening / Late Evening

The transition points between these periods vary from route to route depending on local demand patterns.

In the chart below, the combination of routes and periods shows that in the first quarter of 2019, 41 bus routes were overcrowded during 82 periods, but this means the combination of one route and one period. With 82 representing only 4.5% of the total, this means that there are over 1,800 possibilities for the bus fleet.

The methodology of counting weekend days individually yields 15 periods overall for most routes. (Some routes do not operate in the Early AM period on the Sunday schedules.) The reason for this is that there is a common schedule for all weekdays, but separate schedules for each of the weekend days. However, this methodology consolidates the majority of the service (weekdays) into only one third of the period count undervaluing the number of riders affected by weekday problems. Moreover, crowding that varies by day-of-week could be masked by averaging over a five-day period.

There also appears to be a mathematical problem for the subway where 7 periods are claimed to be 13.5% of the total. This implies that there are over 50 subway “periods”, but with only 3 lines and 14 periods per line (no early Sunday service), this is impossible (it is unclear where the SRT fits in here). This chart needs work to improve its content.

Reliability of the new Flexity fleet bounced back from a big dip in January 2019, but the mean distance between failures of 13,223 km is still below last year’s performance and less than half of the contracted target. This does not bode well for any move to extend the existing contract with Bombardier.

CLRV reliability continues to track at under 4,000 km MDBF, and the TTC no longer publishes stats for the ALRVs as they have been out of service over the winter. The May schedule plans show a return of five ALRVs to 501 Queen, but this is tentative and the affected runs might simply show up with CLRVs or Flexitys. The CEO’s report notes:

As this legacy fleet is scheduled to be decommissioned by end of this year, maintenance staff will continue to ensure the vehicles are safe to operate in service. However, technical efforts moving forward are being shifted to the new LFLRV fleet and to providing Bombardier with additional assistance. [p 40]

Broadview Avenue Reconstruction Summer 2018 (Updated August 9, 2018)

This summer, the TTC will rebuild the special work at the intersections of Broadview with Dundas and with Gerrard, as well as replacing the tangent track between these two locations. Minor repairs are also planned between Gerrard and Danforth.

This post will track the progress of the work.

As of August 9, the TTC has announced that the intersection will reopen to traffic and normal routes for 504 King, 505 Dundas and 506 Carlton will resume on Sunday, August 12 at 7:00 am.

Thursday, June 28, 2018

By the fourth day of the project, the old intersection had been demolished and the new concrete foundation was nearly ready for the new track.

Sunday, July 1, 2018

On day seven, the intersection is fully in place, and work is in progress on various connecting tracks.

 

Wednesday, July 11, 2018

These photos illustrate the first stage in replacing track that was built with the now-standard three-layer technique. At the bottom is a concrete slab, and in the middle layer are steel ties with mount points for Pandrol clips that hold the rail in place. The top  layer of concrete goes from the top of the ties to the rail head.

In the first photo below, the machine is cutting away the concrete between a pair of rails to the depth of the first layer and throwing the spoil into a dump truck. The second photo shows the resulting structure with the rails still in place, but only a narrow band of concrete on either side. In the third photo, the remaining concrete is broken away from the track.

 

Friday, July 13, 2018

The photos below work north from Dundas Street. In some of them, the old track has been removed while it others it remains in place. The last photo shows the result after the track is removed with the connection points for the Pandrol clips exposed but not yet cleaned up for new track installation.

 

Tuesday, July 17, 2018

The photos below show the progress of attaching new rail strings to the pre-existing structure.

In the first and second photos, the attachment points for the Pandrol clips are exposed, but the rail strings have not yet been placed.

In the third photo, the rail is positioned on the ties, and the rubber vibration insulation has been placed around the rail.

In the fourth photo, the clips have been installed locking down the rails.

In the fifth photo, covers have been added over the clips, and concrete work (in the foreground) has already begun. A gauge bar is used to verify the rail spacing. Although the attachment points for the clips effectively dictate the gauge, there is a bit of play, and the rail is checked and adjusted if necessary before the concrete pour.

In the sixth photo, the concrete pour is underway north from Dundas.

Thursday, July 26, 2018

Demolition of the old intersection at Broadview & Gerrard is well underway. Work began on July 24.

Sunday, July 29, 2018

Most of the concrete foundation is in place ready for track to arrive.

Monday, July 30, 2018

The central diamond had been placed and part of the southern quadrant was roughly in position when I visited about noon. The diamond is unusual in that it is not a 90 degree crossing, and there the curve coming out of the east side begins within the diamond itself. Also, the intersection slopes from south to north.

The only other intersections with a non ninety degree diamond are at Bathurst & Queen, Dundas & McCaul and College & Spadina.  [Thanks to reader “Max” who pointed out the Dundas/McCaul location, and L. Wall who pointed out Spadina & College both of which I missed in the original article.]

August 2, 2018

At midday, the intersection was almost completely assembled with only the approaches still in progress. The City of Toronto tweeted yesterday that the intersection work is ahead of schedule and should open on August 20.

Great news! Broadview & Gerrard St E expected to fully reopen by Aug 20, ahead of schedule as crews make excellent progress on TTC track replacement. Thank you for your patience during this work. [Tweet from @TorontoComms August 1, 2018]

Diversions in Progress

The assembly of the intersection will likely take the balance of the week through to August 4, and then there are the connection tracks to the adjacent structures. Once concrete is placed, it would be about a week before before traffic could return. This has now been announced for August 12.

504 King and 505 Dundas buses have shifted to use the roads connecting to Gerrard at St. Matthews. 506 Carlton buses divert via River, Dundas and Logan both ways. When the intersection reopens to traffic, the replacement bus service will operate on the normal route. Streetcars return to 504 and 506 on Sunday, September 2.

Ooops!

The TTC has confirmed that although the Board approved addition of a north-to-west curve at this location back in 2010 (along with other changes), corporate amnesia caused this to be omitted from the current work.

505 Dundas Streetcars vs Buses: Part II – Headway Reliability and Capacity

In Part I of this series, I reviewed travel times for the 505 Dundas service operating with streetcars and buses. As I have reported for other routes, the buses are slightly faster only when they operate on uncongested sections of a route where the more aggressive driving style of bus operators gives them a slight advantage. On the portions of the routes in the older city, generally west of Parliament Street, there is little difference between the two modes.

This article reviews service reliability and capacity on Dundas.

As with the analysis of 506 Carlton, the headway data are presented in three formats to illustrate different aspects of route behaviour.

As a general observation, the reliability of service on Dundas has not been good for several years and this worsened during the period of construction diversions in 2017. The TTC does not report on service quality, and when they do, it is on an averaged basis that hides a great deal of the variation that, to riders, translates to “where is my streetcar” and disbelief in the “official story”.

Service is ragged leaving the terminals, and it becomes more bunched and “gappy” as  it moves across the line. Buses run in pairs commonly, even from terminals, in direct contradiction of the TTC’s goal that service be evenly spaced at least at the ends of the line.

There are a lot of charts in this post, and I have included them all so that readers can select items of interest.

As for the capacity charts, they show how Dundas has received no improvement in route capacity for years and, if anything, capacity has fallen.

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Those Vanishing Streetcar Stops

Readers who follow me on Twitter will know that the question of which streetcar stops are being removed has been a simmering issue for some time. The question has become less “what is the list” than “why is it impossible to get the list”.

A related matter is the degree of consultation, or not, that preceded implementation of the changes.

Several changes for The Beach (Queen Street East and Kingston Road) were announced in an email newsletter from Councillor McMahon, and the format of the list, complete with stop numbers, made it clear that this was a TTC document.

TTC will proceed with the following streetcar stop relocations on May 13 to support the deployment of new streetcars:

On Kingston Road:

  • Move the westbound stops #2786 (Malvern Avenue) and #2799 (Walter Street) to a new stop at the midblock pedestrian signal at Glen Manor Dr
  • Remove the farside westbound stop #2801 at Woodbine Avenue to a new stop nearside of the same intersection

On Queen Street:

  • Move the stops at Kent Road, and Woodward Avenue, to new stops at the pedestrian crossover at Woodfield Road
  • Move the eastbound stop #3055 at Laing Street to a nearside location at Alton Avenue
  • Move the eastbound stop #6807 at Kippendavie Avenue east to the signalized intersection at Elmer Avenue
  • Move the eastbound stop #6815 at Scarboro Beach Boulevard and the eastbound stop #6812 to the signalized intersection at Glen Manor Drive
  • Move the stops at the unsignalized intersections of Lee Avenue and Waverley Road to the signalized intersection at Bellefair Avenue
  • Move the westbound stop #6818 at Sprucehill Road closer to the pedestrian crossover at Beech Avenue

Courtesy of the fact that the TTC’s own website contains out of date information about stop locations while the list in NextBus is current, it did not take long to track down the remaining changes, but the bizarre part of this is that repeated attempts to simply get a list from the TTC ran aground.

Today, I took an inspection tour of the affected locations to verify what has happened, and here is my list:

On King Street:

  • Stops both ways at Trinity Street removed
  • Eastbound stop at Fraser replaced by a new stop at the signal at Joe Shuster Way where there is already a westbound stop.

On Queen Street (in addition to the above):

  • Stops both ways at Connaught removed. (How will operators ever change cars without a transit stop?)
  • Westbound stop at Simcoe replaced by a new stop at the signal at St. Patrick. Now if only the TTC would put an eastbound stop there to replace the one they dropped in the last round at McCaul, and thereby break up the long gap from John to University.
  • Eastbound stop at Gladstone farside replaced by nearside stop. [Thanks to a reader for spotting this.]
  • Westbound stop at Beaconsfield shifted east a short distance to align with the new traffic signal at Abell St.
  • Eastbound stop at Wilson Park shifted west one block to Triller where there is a crosswalk and an existing westbound stop.

On The Queensway:

  • As a result of the restoration of streetcar service to Humber Loop, the stop at Parkside is back in service. This is reflected on NextBus but not on the TTC’s own site.

On Dundas Street:

  • Westbound stop at Crawford shifted one block to Shaw Street where there is a traffic signal and an existing eastbound stop.

On College Street:

  • Stops both ways at Clinton removed. (Thanks to readers who pointed this out in the comments.) [Updated May 18, 2018]

Now that wasn’t hard at all, was it?

(There may be more that I have missed, and if anybody spots one, leave a comment and I will update the article.)

What is not clear is the degree to which local councillors or residents were consulted about this change. This gets us into a rather murky bit of TTC management bafflegab. When the original proposal was before the TTC board in May 2014, there were motions amending the staff recommendation including:

Chair Augimeri moved that the Board:

1. authorize staff to proceed with the recommended changes to the stops in the staff report where consensus has been reached; and

2. refer the remaining stops identified in the staff report back to staff for further consultation with local Councillors and for report back to the next meeting.

The motion by Chair Augimeri carried. [Minutes of May 28, 2014 Board Meeting, Item 14]

It is quite clear that the Board intended that the proposals in the report had to be accepted by those affected. (For the record, there never was a follow up report provided by staff.)

The current round of changes includes several stops that were not part of the original list. When I pressed TTC management on what appeared to be a lack of notice of the change, not even bringing the scheme to the Board for approval, I was told that the 2014 motion was by an old Board and the staff were no longer bound by it.

Say what? Management can simply make up whatever policy they want when the Board is replaced in a new term of Council?

This is not a question of a nerdish railfan wanting to track the locations of stops, but of a much larger issue that will affect many parts of the City when the TTC turns it attention to bus routes. Some of the stop spacings on bus routes are embarrassingly short, and if the same principles are followed as for streetcars, a lot of buses won’t stop as often, or as conveniently as they do today.

Many of the changes are quite reasonable and take into account the fact that there are now both crosswalks and traffic signals at locations where they did not exist when the transit stops were first installed. This type of change has less to do with new streetcars than simply reflecting the updated street design.

Another justification for elimination of stops in the 2014 round was that this would speed service. In fact, the effects were minimal because many stops that were dropped were not at traffic signals, and they did not represent much delay to streetcar service. This time around, most changes are relocations.

Memo to Councillors with bus routes: Pay attention to what the TTC is up to in your ward.

505 Dundas Streetcars vs Buses: Part I – Travel Times

This article continues the comparison of streetcar and bus operations which began with a review of the 506 Carlton route in the following articles:

Both Carlton and 505 Dundas were converted to full bus operation in mid-February 2018 to deal both with the shortage of streetcars and with numerous construction projects affecting both routes.

The question often arises of which is the faster mode, and that came up in 2017 when Councillor Michael Ford wanted the bus substitution on Queen to continue into the fall so that there could be a controlled test. I have already written about the situation on 501 Queen:

This article deals with travel times on the 505 Dundas route. Part II will review headway reliability (the spacing between streetcars or buses).

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Streetcar Service Updated Effective February 18, 2018 (Updated)

Updated February 8, 2018: The TTC has announced details of changes to bus and streetcar services on the west end of the 501 Queen route. This information has been added below in the section on that route.

The February 2018 schedules will bring major changes to the streetcar system. I will include these in a coming article with all of the details for the new schedules, but with the scope of the streetcar changes and the interest in this topic, here is a wrap-up of what is planned for these routes.

King Street Corridor

The current schedule calls for trippers to operate, primarily buses and in the AM peak, over the entire 504 King route. These will be replaced with four ALRVs (articulated streetcars) operating from Sunnyside Loop to Broadview. As actually operated, the AM trippers are already using CLRVs (regular sized streetcars) swapped from the 505 Dundas route. Four more ALRVs will be used as standby “run as directed” cars to supplement service on King as needed.

January Schedule January Actual February Schedule
AM Peak
CLRV 33 33 33
CLRV Tripper 7
ALRV Tripper 4
ALRV Run as Directed 4
Bus Tripper 7
PM Peak
CLRV 33 33 33
CLRV Tripper 2
ALRV Tripper 1 1 4
ALRV Run as Directed 4
Bus Tripper 2

The tripper schedules have been changed so that they better cover the peak periods.

  • Eastbound trips leave Sunnyside Loop at: 7:41 a.m., 7:57 a.m., 8:12 a.m., 8:27 a.m., 9:10 a.m., 9:27 a.m., 9:42 a.m., 9:56 a.m.
  • Westbound trips leave Broadview & Queen at 3:07 p.m., 3:20 p.m., 3:33 p.m., 3:46 p.m., 4:50 p.m., 5:03 p.m., 5:16 p.m., 5:29 p.m.

The 503 Kingston Road Bus which now operates from Bingham Loop to York & Wellington during peak hours only will be replaced by a streetcar with service on weekdays peak and midday. This will replace the 502 Downtowner bus which changes to peak-only operation.

During the peak periods the 12′ headway of buses will be replaced by a 12′ headway of CLRVs on the 503 service, and it will be extended west to loop via Spadina, Adelaide and Charlotte Streets. Midday service will operate every 9′ replacing the existing 10′ service on the 502 Downtowner bus. This removes 6 buses/hour from Queen Street, and adds not quite 7 cars/hour to the section of King east of Spadina.

According to the TTC, track construction is planned on Wellington east of Yonge in May. It is not clear whether, when this is complete, the 503 will revert to its usual York street terminus as this would remove the added service between York and Spadina. Whether the Wellington Street work actually occurs remains to be seen as there were plans to defer this until 2019 to avoid complications with the King Street Pilot. The track recently became operational with the restoration of overhead on the one missing section between Church and Yonge westbound.

Service on 514 Cherry during the midday and early evening will be improved from every 15′ to every 10′ to provide added capacity on the King corridor. On Sundays from 10:00 am to 7:00 pm, service will improve from every 15′ to every 11′. (The 514 Cherry route is notorious for irregular headways at its terminals and so the scheduled headways may not match actual experience. This will be the subject of a separate article.)

In combination, these changes will increase the level of service on King Street with the effect concentrated downtown. In particular, there is little AM peak relief for riders inbound from Parkdale, Liberty Village and Bathurst/Niagara beyond a change in the timing of the trippers, whatever benefits the “run as directed” cars might provide and the gradual replacement of runs now operated with CLRVs by the new Flexitys as they become available.

501 Queen & 502/503 Kingston Road

As noted above, the 502 Downtowner midday bus service from Kingston Road to Queen & University will be replaced by the 503 Kingston Road streetcar operating to Spadina & King. Peak service on the 502 bus is not changed, and peak 503 streetcar service will operate at the same frequency, every 12′, as the former bus service. Midday service on the 503 streetcar will be slightly better at 9′ than the 10′ headway now on the 502 bus.

The 501 Queen schedules were written on the basis that Humber Loop would re-open, but work there will not be completed until later in the spring. The planned service would have seen 501 Queen cars operating from Neville to Humber with the 501L Queen bus running from Long Branch to Windermere. Pending the completion of Humber Loop, the streetcars will turn back at Sunnyside Loop, and the 501L buses will operate east to Roncesvalles. 501L buses will no longer run east and south to Dufferin Loop.

The looping and transfer arrangements for the 501L bus at Roncesvalles, and later at Windermere, have not yet been announced.

When 501 Queen streetcar service to Humber Loop resumes, the last service stop will be at South Kingsway because there will be no connecting services at Humber.

The 501M bus service via Marine Parade will be dropped because of low use. The 66 Prince Edward bus is available as an alternative, and it will continue on its diversion routing.

The 301 Queen night service is unchanged with two branches continuing to operate from Neville to Sunnyside (streetcars) and from Dufferin Loop to Long Branch (buses). This will be modified with the April schedules (details not yet announced).

Service on 501 Queen streetcar will be scheduled to operate with a mix of CLRVs and ALRVs on a more frequent headway than the current schedules that presume all ALRVs and their capacity. This has been a long-standing problem for Queen street where smaller cars attempt to handle demand on a service designed for larger vehicles. The improvement is about a 10% increase in cars/hour in the peak, and a 20% improvement off-peak.

Updated February 8, 2018

The planned changes to routes on the west end of Queen is different from that originally described in the service change memo. The following information is taken from the TTC Service Advisory page.

Effective February 18:

  • Streetcars will operate between Roncesvalles and Neville as originally planned.
  • 501L buses will operate between Long Branch and Dufferin/Queen looping via Gladstone, Peel and Dufferin instead of running south to Dufferin Loop as they do now.
  • 301L night buses will continue to run between Long Branch and Dufferin Loop.
  • The 501M Marine Parade shuttle will be discontinued as originally planned.

Effective April 1:

  • Streetcars will operate between Humber and Neville. However, Humber Loop will not be ready to reopen as a transfer point with bus routes, and so the connection to the 501L service will be at Windermere (if the information in the service memo still holds).

Effective early June:

  • Streetcars will return to the full route from Long Branch to Neville.

Work now underway at Humber Loop includes:

  • new streetcar tracks including new spur track
  • accessible platforms
  • new/wider pedestrian tunnel walkway
  • new sub-station building and underground conduits for electric cables
  • realignment of all existing overhead wiring in the loop and in the tunnel leading to Lake Shore Boulevard West

According to the TTC notice:

Track installation and some overhead adjustments for the Queen turn-back will completed by April 1, 2018, weather permitting. Remaining work, including passenger platform renewal, track renewal and overhead adjustments for the Lake Shore turn-back, as well as a wider pedestrian tunnel walkway will be completed by early June 2018.

506 Carlton & 505 Dundas

Service on both the 506 Carlton and 505 Dundas routes will be converted to bus operation. In addition to the streetcar shortage, several construction projects will affect these routes in coming months:

  • Track construction on Broadview from south of Dundas to Hogarth (north end of Riverdale Park) beginning in May
  • Track construction at Parliament/Gerrard in May
  • Track construction at Broadview/Dundas and Broadview/Gerrard in the summer
  • Track constuction at Dundas/Lansdowne in September
  • Water main construction on Dundas from Bathurst to Huron in September
  • Main Street Station construction through the summer

506 Carlton buses will run to Keele Station as their western terminus rather than to High Park Loop.

The bus replacements for streetcar service vary in the ratio of buses to streetcars depending on the time of day.

Dundas Streetcar Dundas Bus Carlton Streetcar Carlton Bus
AM Peak 18 27 32 45
M-F Midday 18 27 28 36
PM Peak 19 30 29 42
M-F Early Evening 14 20 18 25
M-F Late Evening 10 12 14 18
Sat Early Morning 10 10 14 15
Sat Morning 16 20 18 22
Sat Afternoon 25 28 25 30
Sat Early Evening 11 14 16 20
Sat Late Evening 10 10 13 16
Sun Early Morning 9 9 11 12
Sun Morning 14 17 12 17
Sun Afternoon 19 20 18 22
Sun Early Evening 10 11 12 13
Sun Late Evening 9 10 11 12
Night Service 3 3

511 Bathurst

The 511 Bathurst route will revert from bus to streetcar operation using CLRVs. All service will operate between Bathurst Station and Exhibition Loop.

Service on weekdays will generally be less frequent with the streetcars than the buses reflecting their larger capacity, although peak service south of King and west to Exhibition will improve with the elimination of the short turn 511C bus service.

Weekend streetcar schedules are the same as those used in November 2015. Saturday daytime service will be at similar headways with the streetcars as with buses reflecting demand at those hours. Sunday afternoon and early evening service will be slightly less frequent with the streetcars.

509 Harbourfront, 510 Spadina and 512 St. Clair

There are no changes to the schedules for these routes.

Roncesvalles Carhouse

This carhouse will close until late 2018 for construction in the yard. Service will be operated from the east end carhouses as below:

  • Leslie: 509 Harbourfront, 510/310 Spadina, 514 Cherry
  • Russell: 501/301 Queen, 503 Kingston Rd., 504 King, 511 Bathurst, 512 St. Clair