TTC Service Changes Effective March 26, 2017

The TTC plans for service changes in March 2017 are not extensive. They are detailed in the spreadsheet linked below. I have modified the format of this to include not just headways but also running times (including layovers). This was done to clarify situations where adjustments are made to deal with traffic conditions on routes and to show the amount of time added for diversions.

2017.03.26_Service_Changes

Construction Projects

Although diversions and bus replacements are inevitable for track construction projects, the degree to which the TTC and city are content to remove streetcars for construction outside of the streetcar lanes says little for the “transit first” language we often hear. There also appears to be little incentive to complete such projects as quickly as possible.

501 Queen

Construction projects affect sections of the Queen route for all of 2017:

  • Reconstruction of The Queensway right-of-way, the Humber bridge, Humber Loop and track on Lake Shore
  • Sidewalk reconstruction on Queen between Spadina and Bathurst (late March to late summer)
  • Reconstruction of the intersection of Coxwell and Queen (August)
  • Replacement of the overhead walkway west of Queen and Yonge linking the Eaton Centre to the Simpson’s building (now HBC/Saks)

For the period from March 26 to May 6, Queen cars will divert both ways via Spadina, King and Shaw. Replacement bus service will operate from University to Dufferin (terminating at Dufferin Loop south of King). Night service will operate from Yonge to Dufferin looping in the east via Church, Richmond and Victoria.

During the Queen diversion, running time will be added on 510 Spadina to allow for streetcar congestion and delays making turns at Queen and King. One cannot help wondering where “transit priority” fits in this situation considering that problems with this diversion were quite evident during 2016.

Starting on May 7, the route will be converted to bus operation end-to-end. This will have two branches similar to the streetcar service before 2015. One branch will operate from Neville to Long Branch, while the other will run from Neville to Park Lawn. Buses will run through the construction area from Spadina to Bathurst.

Because so many buses will be required and streetcars now on Queen will be released, streetcars will return to 511 Bathurst, 503 Kingston Road Tripper and the 504 King trippers.

Streetcar service on Queen between Neville and Sunnyside will resume in September, and over the full route to Long Branch in January 2018.

See also Ben Spurr’s article in the Star.

505 Dundas

Three projects affect the Dundas service during 2017:

  • Reconstruction of the intersection at Victoria and Dundas Square (beginning late March)
  • Reconstruction of the intersection at Dundas and Parliament (May-June)
  • Watermain construction between Yonge and Church (late March to October)

Effective with the March schedules, 505 Dundas cars will divert both ways via Bay, College, Carlton and Church.

During the May-June period when streetcars will not be able to operate through the Parliament intersection, a different arrangement will be required, but the details have not been announced.

504 King

Starting with the March 26 schedules, the King bus trippers will be extended north to Dundas West Station to avoid congestion at Sunnyside Loop.

With the May schedules, the Queen turnback at Sunnyside will end, and the bus trippers will be replaced by streetcars.

503 Kingston Road Tripper

With the May schedules, this peak period route will return to streetcar operation, but it will loop downtown at Charlotte Loop (Spadina, Adelaide, Charlotte) because Wellington Street will be under construction.

For the July schedules (mostly in August), the intersection at Queen and Coxwell will be under construction, and so bus operation will return to the 503.

The 502 Downtowner service will remain a bus operation throughout.

506 Carlton

When the March schedules were planned, a diversion was to be implemented between Broadview and Coxwell to allow reconstruction of the overhead over that section of the route. This diversion has been deferred due to the shortage of buses, but the new temporary schedules were already in place for March-April. This will leave 506 Carlton service on its regular route, but with added running time and wider headways. The standard schedule will come back into operation in May.

Continuation of last year’s sidewalk construction and streetscape improvements is likely, but yet to be confirmed, beginning in June between Bathurst and Lansdowne. Service adjustments are yet to be announced.

Route Changes

73 Royal York

The peak period 73A service that now terminates at Dixon Road will be extended north following the same route as the 73C Albion Road service to loop via Knob Hill Drive and Oak Street in Weston. This branch will be renamed as 73D.

121 Fort York – Esplanade

The route will be extended west into Exhibition Place so that operators on the route have access to a washroom (in Exhibition Loop). Running times during certain periods will be adjusted to match conditions on the route.

131 Nugget Express

Two branches of this service operate to supplement the SRT while the fleet undergoes major repairs to extend its lifespan. The 131E runs from Kennedy Station to Old Finch, but the 131F runs only from Kennedy to STC. Due to low ridership the 131F service will be removed. Service on the 131E is unchanged.

Transit First For King Street?

Toronto’s Planning Department and the TTC hope to transform King Street as a realm primarily for transit vehicles and pedestrians with a pilot project aimed for fall 2017. Are the plans too aggressive, too timid, or just right? Is Toronto willing to embrace a fundamental change in the operation of a major downtown street?

On February 13, a crowd of hundreds packed into meeting rooms at Metro Hall for the launch of a new vision for King Street by the City of Toronto. Chief Planner Jennifer Keesmaat introduced the session with an overview of the project’s goals and the framework for upcoming studies and implementation. Top of her list is “Transit First”, a fundamental view of the street as existing primarily to move people in transit vehicles and, by extension, to shift from a street designed around automotive traffic to one built around pedestrians. This is not just an exercise in transit priority, but also a shift in street design beyond transit lanes to expand and improve pedestrian spaces.

Transit service is beyond capacity, and fast and reliable service cannot be achieved while accommodating the existing volume of cars. For the duration of the pilot, the transit experience should be improved.

Improving the transit experience on King Street should also transform the public realm experience for increasing numbers of pedestrians to help address open space deficits along the corridor.

King Street users are overwhelmingly pedestrians, not motorists, and yet the lion’s share of space is dedicated to cars, not to transit and those on foot.

kingstreetpilot_usersvsspaceallocation

Inspired by trial street interventions by other cities, Toronto looks to take a short-cut in reaching a demonstration of what is possible with pilot configurations using a minimum of construction. This has several advantages. A trial avoids the lengthy, complex and finality of a formal proposal assessment, which can take years before anyone has a chance to learn whether a scheme actually works. A pilot can use temporary, movable installations such as planters, signs and road markings that can be quickly changed for fine tuning, to test alternate arrangements, or to undo the changes. Residents, businesses and politicians can buy into a trial hoping to see improvement, or at least to determine that side-effects are tolerable for the broader goals, without fearing they are locked into major expense and upheaval that might not work.

This is a refreshing change from endless studies producing little action, with the only downside being that some changes are simply beyond the limitations of a pilot. If a trial works well enough, then more lasting changes requiring construction can follow.

King is not a street like others in Toronto where transit priority has been attempted. Spadina, St. Clair and Queens Quay are all wider, and options for increasing road space on King are few. Traffic patterns and business needs differ on each street, and a layout that works in one place may not be appropriate for others. Equally, the benefits or horrors of these streets do not necessarily apply on King.

The city has three proposed layouts for a transit-first King Street. At this stage they exist only as general schemes, not as detailed, block-by-block plans. On that fine-grained level any new scheme will succeed or fail. Even if a plan achieves transit improvements, too many small annoyances, too many details overlooked could collectively derail a scheme. The planners flag this as a need for both a “micro and macro” view of the street – the big picture of better transit, and an awareness that every block, every neighbourhood along the street is different.

Common to all plans is a substantial reduction in the space available for cars and trucks. Some areas now used for loading, drop offs and cab stands would be repurposed either as through traffic lanes with no stopping, or as expanded sidewalk space into what is now the curb lane. Left turns would be banned throughout the area.

This demands a major re-think in how the street works for its many users both regular and casual.

The street is only four lanes wide, and along much of its length buildings come out to the sidewalk line. Only limited roadway expansion is possible, but not practically across the corridor. In any event, the focus is not on cars but on pedestrians and their transit service. Road improvements should not masquerade as benefits to transit.

In the illustrations below, the yellow areas indicate new space reserved for pedestrians while the blue lines show where cars would be expected to drive.

kingstreetpilot_blockoptions

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How Fast Can The King Car Run? (Updated)

Updated January 31, 2017 at 12:20 pm:

Additional charts:

  • Saturday vs Sunday travel speeds
  • Detailed bus and streetcar speeds
  • Terminal layover times

As part of its TOCore studies, the City of Toronto is contemplating changes to King Street to alter the way it serves many users: cyclists, pedestrians, cars, taxis, delivery vehicles and, of course, transit. Recent media coverage latched on to a scheme to remove at least private automobiles from the street completely. This is only one option, but the focus on the “no cars” scheme, probably the most extreme of possibilities, leads to a polarized debate, hardly the way to launch into a proper study.

The primary beneficiary of a “new” King Street is supposed to be the transit service, but a vital part of any proposals and analysis is the understanding of just how the street and its transit work today.

Recent articles related to this post contain background information that I will only touch on briefly here:

The basic premise behind improving transit on King is that with less traffic in the way, streetcars (and buses) on the route will move faster, and this will allow better service to be provided without additional resources (vehicles, operators) that the TTC does not have, nor have budget headroom to operate even if they were available.

This sounds good, but it presumes that a large portion of the route is mired in traffic congestion throughout at least the peak periods, and, therefore, there are substantial “efficiencies” to be had by speeding up the service.

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How Much Service Actually Runs on King Street? (2)

In a previous article, I reviewed the capacity of service provided on King Street over the past few years to see just how much, if any, change there has been in actual capacity as the mix of streetcars and buses changed over time.

This article expands the charts with current data to the end of 2016 and with some historical data going back to December 2006. The periods included are:

  • December 2006
  • November 2011
  • March 2012
  • May 2013
  • July 2013 to January 2016
  • March 2016 to December 2016

Data for route 514 Cherry is included from June 2016 onward when that route began operation.

Methodology:

Vehicle tracking data gives the location of transit vehicles at all times, and therefore gives the time at which each vehicle crosses a screenline where values such as headway (vehicle spacing) and a count of vehicles by hour can be calculated. This is done for every weekday (excluding statutory holidays) in the months for which I have data to produce these charts.

The capacity values used for each vehicle type are taken from the TTC’s Service Standards.

  • CLRV: 74
  • ALRV: 108
  • LFLRV: 130
  • Bus: 51

In the charts linked below, the data are presented in several pages for each location:

  • By count of vehicles separated by type, by hour
  • By total capacity of vehicles, by hour
  • By total capacity across a four-hour peak period span

The most critical part of King Street where service quality and capacity are at issue is the section from Yonge Street west to Liberty Village.

For the AM peak, the capacity is measured eastbound at two locations, Bathurst Street and Jameson Avenue.

[Note: In these charts, the horizontal axis includes labels for every 13th entry based on what will physically fit. The exact days for each point are less important than the overall trend in the data.]

Items of note in these charts:

  • The effect of service reallocation to the central part of the route with the creation of 514 Cherry is evident from June 2016 onward. Cars that formerly operated over the full route were confined to the central portion between Cherry and Dufferin adding capacity there while removing it from the outer ends. However, the running time allocated was insufficient, and after schedule changes to correct this, the actual improvement in capacity on the central part of King was not as great as had been expected with the new configuration.
  • The capacity provided eastbound at Bathurst is only slightly better in 2016 than it was in December 2006 during the key hour from 8 to 9 am. Capacity is improved notably in the shoulder peak hour from 9 to 10 am.
  • Although bus trippers make up for the shortage of vehicles in the streetcar fleet, they do not proportionately replace capacity. The TTC’s characterization of these buses as being an “addition” to the streetcar service is misleading.

For the PM peak, the capacity is measured westbound at Yonge Street. In cases where service was diverted via Queen for construction, the measurement is at Queen and Yonge.

The PM peak period operates with wider headways (fewer vehicles per hour) and has some room for growth before hitting the practical lower bound of two minute headways (30 vehicles/hour) on a busy street in mixed traffic. Over the years, capacity has improved, although with ups and downs along the way. However, a good deal of the total capacity increase fell in the shoulder peak periods.

These charts show the capacity, based on design parameters that do not reflect packed cars, and it is likely that total loads are higher than shown here especially during the height of the peak periods. What these charts do not show, of course, is the latent demand for service that might appear if only there were room for passengers to board.

I have requested vehicle loading data from the TTC to determine how this can be incorporated with the service analysis to demonstrate how ridership and crowding interact with headways and overall capacity. The TTC has not yet replied to the request.

Travel Times on Route 504 King (Updated)

Updated on January 28, 2017:

Changes include:

  • Addition of data for November and December 2016.
  • Reformattied chart pages so that data for years 2014, 2015 and 2016 appear on separate sheets.

With the launch of Toronto’s TOCore project, the city set in motion a complete rethink of what “Downtown” means and how it will evolve in coming decades. On some counts, one might argue that this work is long overdue as concentration of office and residential space in a very small area brings many problems for residents and businesses, not to mention a very competitive demand for a crucial resource – road space.

I will leave the debate on many of these issues to other people and forums, but as this is a transit blog, my focus is on understanding how transit works (or doesn’t) and what effects might result from various proposals.

In the Globe & Mail, Oliver Moore writes about “Complete Streets” and how this design philosophy could affect Toronto. Without question, better attention must be paid to improving the safety and usability of major streets by pedestrians (who are also transit riders) and cyclists who collectively outnumber the motor traffic.

King Street has long been the busiest of the downtown streetcar routes carrying about 65,000 riders every weekday. But these riders do not all travel to and from the business district at King & Bay, nor do they all travel in conventional am and pm peak commuting times. New demands on the shoulders of downtown such as Liberty Village and the St. Lawrence district include not only residents bound for jobs at Bay Street, but workers and students headed to offices and schools on counter-peak trips. Indeed, the term “counter peak” can seem odd when one looks at some of the demand patterns.

In 2014-15, I was retained by the City’s Transportation Department and the TTC to review the major streetcar routes with a view to identifying locations on the shoulders of peak periods where parking and turning restrictions should be extended beyond the traditional two hour window. As a result of this and other surveys conducted by the City, traffic regulations were changed in several areas. This brought some improvement, typically eliminating anomalies where the pm peak, for example, actually was worst for transit service in the hours just before and just after the “official” rush hour.

However, that review was considerably smaller than the goals of TOCore. A redesign of a street like King is an all-day effort, and one that could, depending on its scope, affect a great deal of the streetcar route. This is not a case of tweaking a few hours a day, but of reinventing the street.

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The TIFF Gorilla Returns For 2016

Once again, the Toronto International Film Festival (aka TIFF) will take over King Street between University Avenue and Peter Street for its opening weekend from Thursday, September 8 to Sunday, September 11. Transit riders rank second to this Toronto event, one which is well-connected at City Hall and can elbow aside other users of the street to suit its purpose. Imagine King Kong descending from the CN Tower for his annual visit.

An attempted compromise that would have kept streetcars running on King during the weekday daytimes fell in place of the benefits of the festival. That’s the official story, anyhow.

Several routes will be disrupted by this arrangement:

  • 504 King will be split into two routes with the eastern segment operating to the Church, Wellington, York loop normally the home of 503 Kingston Road Tripper cars. The western segment will use the 510 Spadina route’s short turn loop via Spadina, Adelaide and Charlotte to King. This is a change from 2015 when the western branch of the route turned north on Bathurst Street.
  • 514 Cherry cars will operate as one route bypassing TIFF via Queen between Church and Spadina. This route already has problems staying on schedule, and the diversion will make things even worse at both ends of the line.
  • 504 buses will bypass TIFF via Richmond and Adelaide (WB and EB) between University and Spadina.
  • 304 King night car will be supplemented by a bus shuttle running from Parliament to Spadina.

The full details are on the TTC’s website.

This arrangement is further complicated by the continuing diversion of 501 Queen service between Spadina and Shaw via King for watermain construction on Queen Street.

The TTC notice says that:

Toronto Police will be positioned at key intersections to assist with traffic flow.

I hope so. The complete lack of transit priority signals to assist in diversionary routings is a long-standing problem for the TTC and produces no end of delays at intersections where turns across traffic must happen. This has shown up already in 2016 as queues of Queen cars eastbound at Spadina (to which the King cars will be added).

There are priority signals for turns off of Spadina to east-west streets, but not for turns onto Spadina. The situation is made worse by the number of electric switches that are out of service because it is the switch controllers that tell the signals when an extra phase for turning streetcars is required.

Diversions like this downtown are commonplace. Both the TTC and City of Toronto should do more to provide transit priority assistance for these as part of the standard installation at all major intersections where streetcars have to make turns during these events.

According to the TTC’s Brad Ross, TIFF is paying for most of this arrangement, although the TTC Ambassadors (extra staff to direct riders to the relocated services) will be covered by the TTC. It is unclear how much of the extra service the TTC will operate (and that’s assuming they do actually provide some) will come out of the TTC budget. This sort of thing is an ongoing issue for the TTC which is expected to arrange alternate services as a community benefit, but usually does not receive compensation for doing so. It is one of those hidden costs of doing business for the transit system.

Full disclosure: I am a regular attendee and donor at TIFF, but I do not agree with the degree to which they disrupt transit service on a major downtown route during workday hours.

How Much Service Actually Runs on King Street?

In many past articles, I have reviewed the quality of service on various routes from the point of view of headway regularity, travel times and short turns. While these analyses can show that disordered service is commonplace, they do not address a more basic question: what is the actual capacity of service offered, how consistently does the TTC actually provide room for passengers to ride?

This article uses vehicle tracking data in a different manner.

Service at Bathurst & King picks up almost all transit vehicles in both directions without effects of short turns. However, raw vehicle counts do not directly represent “capacity” because this must be adjusted for vehicle size. For example, twenty streetcars in one hour can carry more passengers than twenty buses. The capacity per hour is affected by the combination of two factors: how many vehicles of each size actually passed the intersection, and how many vehicles even operated in the peak period. The latter factor is important because “missed trips” don’t just arise from erratic service, but also from a failure to field all of the scheduled vehicles.

Hour-by-Hour Capacity

The following sets of charts show the capacity of service passing Bathurst Street eastbound during the AM peak (0600 to 1000) and westbound during the PM peak (1500 to 1900). Data are shown for all weekdays from September 2013 to July 2016 except for February 2016 (because I do not have data for that month).

There are three types of chart in each set:

  • Vehicle counts by type by hour
  • Capacity of the vehicles observed by hour
  • Total capacity over the four-hour period

504_CapData_Bathurst_EB

504_CapData_Bathurst_WB

Visible in these charts is the fluctuation from time to time in the proportion of service provided with standard CLRV streetcars, articulated ALRV cars, buses and new Flexity LFLRVs (since June 20, 2016). Very low values on individual days correspond to situations where a diversion to much or all of the service away from the intersection, typically to Queen Street. Another factor is that occasionally information for the time in question does not exist in the data provided by the TTC.

Over the length of an hour, a small day-to-day variation might be expected in vehicle counts through minor service irregularity. However, the mix of vehicles affects overall capacity. Late 2014 saw the onset of bus replacements of streetcars, and the drop in streetcar counts came primarily from ALRVs which are much larger vehicles. The number of bus trips required to replace ALRV trips was substantially larger as the charts show. However, there remains a considerable fluctuation from day-to-day in the number of each type of vehicle.

Capacities are calculated from the TTC’s service design values:

  • CLRV: 74
  • ALRV: 108
  • LFLRV: 130
  • Bus: 51

Note that vehicles can carry more people than these numbers suggest under crush conditions, but service cannot be designed based on crush loads on every trip.

What is quite striking about the capacity charts is the fluctuation over a range of about 500 passengers per hour, roughly 25% of the typical value, during the busiest periods. In other words, even if the vehicles arrived evenly spaced and, therefore, evenly loaded, there would be a considerable change day-to-day in the quality of service experienced by riders.

This begs the question of whether the days with lower capacity arise from “traffic congestion”, the TTC’s favourite explanation for erratic service, or if another factor could be at work.

Vehicles in Service

Another way to look at the data is to simply count the number of vehicles in service on the route. The next charts report on the number of vehicles of each type observed on the central part of King (Jarvis to Jameson) from 0700 to 0900, and from 1600 to 1800.

504_CapData_VehicleCounts

What one would expect to see if the schedules are to be believed is that the vehicle counts would stay more or less the same for a series of weeks corresponding to one or more “board periods”, the five-to-six week periods for which set of schedules remains in effect. However, what we see, particularly for streetcar modes, is a substantial change day-to-day in the number of vehicles the TTC actually fielded. The total vehicle count has fluctuated quite a lot (a range of about 10 vehicles on a likely scheduled total in the high 50s in the AM peak).

The numbers here do not translate directly to capacity, but they are linked:

  • More streetcars and fewer buses can lead to higher capacity depending on the replacement ratio, but this can be offset by the degree to which larger streetcars (ALRVs) are used.
  • Schedule changes to increase running times, even at similar headways, result in more vehicles in service (because the round trip time is longer) but not in more capacity (the vehicles/hour counts are unchanged).

The TTC speaks of the bus trippers on King as “expanding capacity”. As the charts clearly show, they do not achieve this effect because they are only replacing streetcars, and not necessarily on an equal capacity basis. The buses are a response to a shortage of streetcars, not a service improvement, except in the sense that without them the remaining streetcars would be even less able to cope with demand.

One factor which the vehicle-based data cannot reveal is the degree to which runs are cancelled because there are not enough operators available to drive them. This is not just a manpower issue, but one of schedule design and the degree to which all runs are part of regular crews, and how many depend on spare or overtime operators whose availability fluctuates. Trippers that operate for a short period are especially vulnerable to this because they are short pieces of work more likely to be crewed as extras.

The TTC has many challenges on King Street, and the City is now studying ways to redesign the street to aid transit operations, among other goals. However, fielding a consistent level of service is an essential part of delivering a consistent quality to riders on the line, and the TTC does not achieve this.

There has been some growth in capacity of service provided on the central part of the route, notably with the service redesign for 514 Cherry, but how long this will last in an era of trimmed budgets remains to be seen.

Note:

The counts and capacities shown here include service on 514 Cherry starting in late June 2016, but do not include service on 508 Lake Shore. This service was suspended due to the streetcar shortage in January 2015 (PM peak), and June 2015 (AM peak). It contributed a small amount of added capacity when it operated, but this was quite erratic because the arrival times and numbers of vehicles assigned varied considerably. I do not have 508 tracking data for many of the months included in these charts, and so have omitted the route from the analysis.

504 King: Did Eliminating Car Stops Make Any Difference?

On Sunday, June 19, 2016, the TTC eliminated several carstops on the central portion of the 504 King route with the alleged purpose of speeding up service. This is an idea that sounds good in theory – fewer stops means faster trips – but that’s not necessarily what happened.

The stops in question were located at:

  • Victoria Street westbound
  • York Street both ways
  • Simcoe Street both ways
  • Brant Street both ways

Another stop outside of the core that was removed was on Broadview north of Queen, northbound. This was originally created for the Don Mills night bus when it served Broadview, but had become a popular location for riders making the transfer from westbound Queen to northbound King cars without having to make a double-crossing of the intersection. That convenience is gone in the name of faster service.

Readers of this blog will know that a common thread through many of my service analyses is that some of the worst ongoing delays come from poor or non-existent transit priority including badly timed traffic signals or the lack of transit-only green time for turns. Other major delays arise when there is anything unusual such as utility construction with no corresponding change in traffic/parking regulations to retain as much of the street’s capacity as possible.

When the TTC floated the idea of eliminating minor stops at various locations, the idea sounded plausible. Did the change actually achieve anything?

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King Street Service Update: June 2016

The City of Toronto is about to launch its review of how King Street “works”, and Chief Planner Jennifer Keesmaat has an op-ed in the Star, It’s time to reimagine Toronto’s streetcar ‘King’.

Both for personal interest and as part of my work for the TTC and City of Toronto on the behaviour of streetcar routes, I have been following the 504 King route for some time using TTC vehicle tracking data. This article updates the consolidated stats in anticipation of the King Street project with data to May 2016, and looks in detail at some of the current information from that month including vehicle speed profiles.

For information about the creation of these charts, please see Methodology for Analysis of TTC’s Vehicle Tracking Data.

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TTC Service Changes Effective June 19, 2016

Many changes will affect TTC operations with the onset of summer schedules for 2016. These include both the usual seasonal changes to service levels, several construction projects affecting routes, and the restructuring of routes serving the waterfront.

Updated May 24, 2016 at 7:30 pm: Preliminary information on construction diversions at Broadview Station has been added to this article.

2016.06.19 Service Changes

The information in the spreadsheet linked here is organized into three sections:

  • Routine, mainly seasonal, changes
  • Groups of changes related to specific projects and route reorganization
  • Construction project calendar

20160619Map514Changes

The 514 Cherry streetcar route begins operation running via a short spur south from King to Distillery Loop. Initially this will run with a mix of Flexities and CLRVs pending an increase in the fleet of new cars. Eventually track on Cherry will extend under the rail corridor and south into the Port Lands, but that is a project still years away and subject to the usual wrangling at Council about capital spending priorities.

In the 2016 Budget, the TTC Board and Council chose not to fund the new service with additional money, and so this operation will be implemented by cutting service on the outer ends of the 504 King route. Peak service will operate every 8-9 minutes, and off-peak periods, the line will operate on a 15 minute headway with five cars. A blended service on King is impractical given the large difference in frequencies between the 514 and 504 routes. Whether the Cherry cars actually pull out onto King into gaps and carry passengers, or merely slip in behind King cars and let them do the work remains to be seen.

The 172 Cherry Street bus has been replaced by an extended 72 Pape over a new route serving Queen Quay East, and by a new 121 Fort York – Esplanade bus that will operate on, at most, 15 minute headways, a considerable improvement over the former 172 Cherry.

Sunday Stops

The TTC continues its program to remove Sunday Stops from the system with removal of stops at the following locations.

20160619SundayStops

Streetcars Return due to Bus Shortage

With the onset of construction season, and despite the summer service cuts, several streetcar routes will be partly or completely replaced by buses: 512 St. Clair, 511 Bathurst, 506 Carlton. This will be offset by the return of streetcar service to the 502 Downtowner and 503 Kingston Road Tripper lines, as well as full streetcar service on 504 King with no bus trippers. Service will likely revert to combined streetcar/bus operation in September thanks to the late deliveries of new Flexity streetcars by Bombardier.

Construction Work on College Street

Several projects on College Street West have been timed to occur over the summer of 2016.

  • Special track work replacement at Bathurst and at Lansdowne
  • Removal of safety islands at Bathurst eastbound and at Bay Street both ways
  • Expansion of the safety island westbound at Bathurst
  • Water main upgrades on College and on Lansdowne
  • Streetscape improvements on College

The effects of these will be:

  • 506 Carlton will operate with buses in the west and streetcars in the east on weekdays, and with buses over the entire route on weekends. The weekday services will overlap between Church and Bay. This will continue throughout the summer.
  • 47 Lansdowne will divert around the construction area via Dufferin Street.
  • 511 Bathurst will be operated by buses until the next schedule change at the end of July diverting around construction via Spadina between Harbord and Dundas.
  • The 509/511 bus shuttle on Fleet Street will be replaced by the 511 bus service.

Details of the service diversions are in a separate article.

When streetcar service returns to Bathurst Street, the cars will operate into Exhibition Loop so that through service is provided until the Labour Day weekend. In September/October, service will be cut back again to Fleet Loop for a track replacement project in Exhibition Loop.

St. Clair Construction

Major construction work at St. Clair and St. Clair West Stations will require removal of streetcar service over the summer and early fall. The approach ramps at St. Clair West were not rebuilt during the line’s reconstruction, and the track must be replaced. The entire 512 route will be operated with buses through the summer, and streetcars will return from St. Clair West to Keele in September. Full streetcar service will resume on the Thanksgiving weekend in October.

Buses will not be able to enter either station during this project. At St. Clair Station, all bus service will loop on street via Avoca, Pleasant Boulevard, Yonge and St. Clair with transfer connections at the Pleasant Boulevard entrance. At St. Clair West Station, the 90 Vaughan bus will be extended south to Bathurst Station, and routes 33 Forest Hill and 126 Christie will be interlined. All buses will make an on street transfer connection at St. Clair West.

Broadview Station Construction

The bus loop at Broadview Station will be rebuilt over the summer and all bus services will loop on street via Erindale, Ellerbeck, Danforth and Broadview using an on street transfer. Given the frequent congestion of streetcars on Broadview awaiting entry to the station, the bus service will add to the congestion at Danforth northbound. The arrangement of on street stops for the four bus routes affected here has not yet been announced. Running time has been added to allow for the around-the-block loop except in cases where there was already enough recovery time in the existing schedule.

Updated May 24, 2016: Brad Ross at the TTC has provided the preliminary construction notice for the service and street changes. In addition, the Brick Works shuttle bus which normally loads on Erindale outside of Broadview Station will be relocated to Chester Station.

Bayview Services Reorganized

Peak period frequent service on 11 Bayview now ends at Davisville & Bayview, but this will be extended to Sunnybrook Hospital with every second bus running through to Steeles.

The 28 Bayview South route serving the Brick Works now operates only on weekend daytime hours, but will provide service during all periods.

Victoria Park North

Service in York Region on Victoria Park will now be provided by York Region Transit. The 24D Victoria Park branch to Major Mackenzie will be dropped and all service will turn back at Steeles Avenue. The 224 Victoria Park North route will cease operation.

Richmond Street Construction

All Downtown Express services will divert westbound from Church to Peter while Richmond Street is rebuilt from Victoria to York. Whether there will be any provision to assist the left turns west-to-south at Peter that will block 501 Queen Service (itself forced to divert and turn south at Spadina for water main construction) remains to be seen.