TIFF 2019 To Demolish Downtown Transit Service, Again

Updated Aug. 22, 2019 at 8:05 pm: The TTC has advised that temporary stops for the diversions are still to be finalized. Also, there will be Paid Duty Officers to manage traffic at Spadina, York and Church Streets. Thanks to Stuart Green for the update.

The City of Toronto and TTC have announced various road closures and service diversions associated with the 2019 edition of the Toronto International Film Festival (TIFF).

As in past years, King Street will be completely closed to traffic including transit operations from University Avenue to Spadina Avenue. This will begin at 5 am on Thursday, September 5 and continue through to 5 am on Monday, September 9.

Additional ad hoc diversions might occur on both Monday and Tuesday, September 9-10, for “red carpet events” from 3:30 pm onward.

Service arrangements this year are somewhat different from 2018 because there is now the split 504A/504B King service and the soon-to-be-restored 508 Lake Shore.

The primary diversion for almost all services will be:

  • From King to Queen on Spadina, both ways
  • From King to Queen on York, northbound/westbound
  • From Queen to King on Church, southbound/eastbound

Riders wishing to transfer from the subway to an eastbound King car to Broadview Station or to the Distillery should do so at Queen, not at King, or they will have to walk from Yonge to Church from King Station. There will be no eastbound King cars at Osgoode Station. It is not yet confirmed whether the TTC will establish a stop at Queen and York for a walking transfer.

Riders wishing to transfer from the subway to a westbound King car must do so at King or Osgoode Stations. There will be no streetcar service at St. Andrew Station, although there will be plenty of King cars nearby at York Street. Whether a temporary stop will be created at King and York is still to be confirmed.

This service design will see ALL of the King Street services, both ways, operating northbound on York Street giving an extremely frequent service, not to mention the potential for a total bottleneck making the turns east and west at Queen Street.

504A Dundas West to Distillery Service

This service will be broken into two segments:

  • From the west, 504A cars to/from Dundas West will operate downtown via Spadina and Queen east to Church, then loop via Church, King and York.
  • From the east, 504A cars to/from the Distillery will loop downtown via King, York, Queen and Church.

504B Broadview Station Service

The Broadview Station service will use the same loop downtown as the 504A Distillery cars:

  • Westbound on King to York, then north to Queen, east to Church and south to King.

There will be no replacement bus service parallel to King as has been attempted in some past years. Anyone destined for the area between University and Spadina on King will have to walk in from the bounds of the closed area or south from Queen Street. This is of particular concern for anyone going to screenings at TIFF Bell Lightbox which will have no transit service during the diversions.

508 Lake Shore Service

The new 508 Lake Shore trippers will loop downtown via:

  • Eastbound via Spadina, Queen and Church
  • Returning westbound via Richmond and Victoria to Queen, then west to Spadina

304 Night Service

The 304 night cars will divert via Spadina, Queen, Church/York both ways.

A shuttle night bus will operate between Wolseley Loop and Parliament/King bypassing the TIFF district via Adelaide and Richmond Streets.

503 Kingston Road Bus

Not mentioned in the TTC’s announcement is the 503 bus service which consolidates the 502/503 Kingston Road services in September. These buses are supposed to loop via York, Richmond, and University to King including a layover point on York north of King. That area will be thick with streetcar service. It is ironic that the only service that will stop eastbound at St. Andrew Station will be the 503 bus on what is sure to be a “now and then” schedule.

I am a TIFF supporter as a member and donor, and have attended the festival for over three decades. That said, I am disgusted by the gorilla-like behaviour of TIFF in elbowing aside vital transit services on weekdays in Toronto.

These diversions produce severe effects on service not just downtown, but on parts of the King and Queen routes far from the TIFF district. Riders across the city suffer so that TIFF can have its street fair.

Every year we hear that “next year will be different”, but nothing happens.

From the TTC’s diversion announcement:

We encourage you to plan your trip in advance. We thank you for your patience during this important event benefitting Toronto’s economy and international reputation as a world-class city.

A “world class city” would figure out how to integrate its transit service into a major cultural festival.

King Street Update: March-April 2019 Part III (Revised)

May 13, 2019 at 9:00 am: In response to a reader’s comment, I have modified the analysis of operations at Dufferin Loop to split out time spent within the loop itself from queuing southbound on Dufferin approaching the loop.

This article continues the analysis of 504 King operations in early 2019 with the following posts:

A major problem with 504 King car operations at both Dundas West and Broadview Stations is the queuing of streetcars approaching the station but unable to enter because the platform space is occupied. As the route changed over from the “standard” length streetcars around which these stations were designed to the double-length Flexitys, what had been an occasional nuisance is now a daily experience.

Living near Broadview Station, I am quite aware of this problem (not to mention the flocks of 505 Dundas buses which are quite another matter), but with the TTC’s May 12, 2019 schedule changes that will add running time to 504 King, there is the potential for this problem to become even worse. This article looks at the situation at all four of the loops used by the 504A/B King service: Broadview Station, Distillery, Dufferin and Dundas West Station in April 2019. I will update this information when data for May is available and a before-and-after comparison will be possible.

Unlike the travel time charts in other articles where the route segments extend over many city blocks, the “map” used for this analysis is very finely-grained with screenlines at spacings of under 100 metres. Please refer to the Appendix to this article for notes about methodology and the choice of screenline locations for calculation of travel and queuing/layover times.

The chart below is taken from my summary of the May 12 service changes.

  • During most weekday periods, the number of streetcars in service goes up, but the headway stays the same or gets wider. The result is that cars have more time to get from one end of the line to the other.
  • During weekday early evenings, headways widen from 6’30” on each branch to 8’00” and running times are increased.
  • On weekends, there is a combination of wider headways and/or added cars to produce additional running time.

From the actual data showing time spent by streetcars at the four terminals of the 504 King route (Broadview Station, Distillery Loop, Dufferin Loop and Dundas West Station), it is far from clear than any additional running time is actually needed during many periods of operation. The TTC appears to be making a broad brush change to the schedule rather than targeting fixes to periods and locations where they will actually improve service.

Moreover, at a recent meeting of City Council, TTC staff advised that there would be more cars on King starting in May, but neglected to mention that this would not improve the scheduled service level, and in some cases would actually reduce service. Further changes on 504 King are expected in the fall, but the details are not yet available.

Apologies to readers for the plethora of charts in this article. I have used excerpts from chart sets for each location and included a link to the full sets for those who want them.

Continue reading

King Street Update: March 2019 Part II

In the first part of this review, I extended previous charts showing travel times through the Jarvis-Bathurst “pilot” area to the end of March 2019. This installment turns to the question of headway reliability – how regularly do streetcars arrive – as opposed to how long they require to cross the pilot district. A rider’s experience is affected by both of these factors, not to mention the basic question of “can I get on” when a streetcar does show up.

Although one end of a journey might be within the pilot, many trips on the King car begin or end beyond the pilot’s limits. They are affected by service quality along the whole route, not just in the core. This article begins by looking at March 2019 service at Yonge Street, and then moves further afield including the termini of the route.

The weather varied considerably over March 2019, but this did not play a big factor in the data overall, and statistics for most weeks and locations are similar. The larger issue is that service at the terminals is irregular most of the time, and this makes it impossible to have a properly “blended” service in the central part of the route.

The measurement shown in this article are taken at various screenlines along the route.

  • Southbound on Broadview crossing Danforth (leaving Broadview Station)
  • Northbound on Cherry crossing Mill (leaving Distillery Loop)
  • Westbound on King crossing Parliament (blended service from 504A/B). Note that any short turns coming south on Parliament are not included.
  • Westbound on King crossing Yonge
  • Southbound on Dundas crossing Bloor (leaving Dundas West Station)
  • Northbound on Dufferin crossing Springhurst (leaving Dufferin Loop)
  • Eastbound on King crossing Strachan (blended service)
  • Eastbound on King crossing Yonge

Headway Reliability at Yonge

The service at Yonge Street includes both the 504A and 504B branches of the King route. Their schedules normally have the same headway and so in theory this should be a blended service of cars alternating between destinations on a combined headway half that of each branch.

There are various ways of presenting the headway data each of which reveals a different aspect of the operation.

Headway Scatter Chart

Each dot on the chart represents one car with different colours for each day. The horizontal position is the time of day, and the vertical position is the headway in front of the car when it crossed Yonge Street. Note that because of the farside stop, few values are right at the zero line because cars tend to wait their turn and do not cross within the same 20-second interval used by the vehicle tracking system.

The wavy coloured lines are best fit curves threaded through the data to show how the values behave over the course of the day. Note that even though the dots for each day may be in different locations, the overall values as shown by the trend lines is quite similar for each day. In other words, one day is very much like another.

The scheduled combined headways of the King branches in March were:

  • 2’38” in the AM peak
  • 3’30” in the midday
  • 3’00” in the PM peak
  • 3’15” in the early evening
  • 4’30” in the late evening

The trend lines lie generally on the scheduled values as one would expect at the middle of the route where there should be no effects from short turns and all service is present.

The full Service Summary for 504 King is shown below.

Averages and Deviations

Another way to look at the same data is to see the hourly averages and standard deviations (a measure of how dispersed the values are around the average).

On this chart, each week’s data is displayed in a different colour (the red line corresponds to the week 1 data on the previous chart). The solid line shows the hourly average values and the dotted lines show the standard deviations. The latter values are of some concern because they lie close to the averages. This indicates that the band of data values around the averages for over half of the headways is close to the scheduled headway itself. In other words, many cars are running two headways apart, and by implication others are running very close together. This is evident in the scatter diagram, but the chart of averages and SDs shows that this is a consistent pattern for all weeks in the month.

Note that “week 1” actually is six days long because March 1 is a Friday and is included with the following week.

Quartiles

The chart below shows the week 1 data in “block and whisker” format breaking down the range for each of four quartiles.

Each column displays the data for one hour within week 1.  The green and blue boxes show the range of the second and third quartiles with the dividing line being the median value for the data. The red “whiskers” at the bottom show the range of the first quartile data, while the upper purple whiskers show the fourth quartile.

This chart shows that one quarter of the service operates well below the median headway, close to zero, and another quarter operates well above reaching values of 10 minutes and more throughout the day. The other half of the service lies within the green and blue boxes. The shorter this box is, the closer to the scheduled headway half of the service is operating, but the “whiskers” ideally should not be so long.

This is a simplified view of the scatter chart above. From a rider’s point of view, wait times are important and more people will accumulate at a stop during a wide headway than a narrow one. More riders “see” the gaps (and following bunches) even though the average and median headways might be close to the scheduled values. This also affects crowding on cars.

Weekends show little difference. The Saturday data are shown below, and the Sunday data are quite similar except for the early morning hours.

All of the charts above are for westbound service. The eastbound charts are quite similar. Full sets for both directions are available below.

A classic argument about transit service is that bunching is inevitable given the vagaries of traffic and the impossibility of running precisely to a schedule. By the time the service reaches Yonge in either direction, what might have been a well-behaved service has fallen apart. At least that’s the story. However, when we look further away, this is not born out by the data.

Continue reading

TTC Service Changes Effective May 12, 2019

The May 2019 service changes bring a number of adjustments across the system:

  • Routes that serve post-secondary institutions have reduced service levels reflecting the lighter demand for summer enrollment.
  • The seasonal extension of 121 Fort York – Esplanade to Ontario Place and Cherry Beach begins, and the 175 Bluffers’ Park weekend service returns.
  • Many routes have “service reliability” adjustments which, for the most part, consist of giving more running time and/or recovery time to buses with slightly increased headways.

Construction projects beginning with this schedule period:

  • Davisville Station paving work will see the 14 Glencairn and 28 Bayview South routes interlined. They will not stop in the station. Also, peak period 97B Yonge service will only serve the southbound stop at Davisville. 11 Bayview and 97 Yonge northbound services will continue to use the station but will change loading spots as the work progresses.
  • Jane Station paving work will displace the 26 Dupont and 55 Warren Park services to Old Mill Station. They will serve Jane Station at on-street stops. 35/935 Jane services will offload in the station, but will load on Jane Street northbound.
  • Constuction work at the Wheel-Trans Lakeshore Garage will close the operators’ parking lot for several months. During this time, service to the garage will remain on 83 Jones, but a new 383 Wheel-Trans Shuttle night bus will operate from Queen and Coxwell west to Leslie and south to Commissioners. The eastbound route will use Eastern Avenue from Leslie to Coxwell.
  • Construction work at Eglinton West Station by Metrolinx will close the station during overnight hours. The 363 Ossington will be cut back to Oakwood and Eglinton and will operate as 363B from 2:12 am which will be the last southbound trip from the station.

Service on the Scarborough RT will be improved by extending the peak period service to 11 am in the morning, and to 9 pm in the evening. There is no change in the peak service level of 5’00” headways due to the ongoing reconstruction of the fleet which leaves only 5 trains available for peak service plus 1 spare.

Peak period service on 72 Pape will be modified by decoupling the 72B Union Station branch from the 72C Commissioners branch. Rather than attempting to operate the same headway on each service, the two will run independently of each other with improved service on the 72C branch and reduced service on 72B to Union.

The last of the old “Rocket” services, 186 Wilson Rocket, will be rebranded as 996 Wilson Express with no change in service levels.

The proportion of 501 Queen service between Neville and Humber operated with Flexity low floor cars will continue to increase, especially on weekends. Actual numbers could be higher than those shown in the schedule. In theory, the schedule provides for five ALRVs on the 501 service, but this is subject to availability. Either CLRVs or Flexitys would be substituted.

504 King service will see changes to the schedule during all periods, although this mainly involves adding running and recovery times, as well as some stretched headways.

  • Peak headways stay the same but with longer times through the addition of 3 cars in the AM and 4 cars in the PM.
  • Early evening service sees the greatest change with a move from service every 6’30” on each branch to every 8’00”. If nothing else, this might placate business owners on King Street who complained that service during this period was excessive.

Construction at Roncesvalles Carhouse has progressed to the point where much of the 504A Dundas West to Distillery service will now operate from that location rather than from Leslie Barns.

The growth of the Flexity fleet, combined with remaining “legacy” CLRVs and ALRVs and construction at Roncesvalles is causing problems for overnight car storage. Service on 304 King will be improved from every half hour to every 15 minutes, and similar changes will occur on other overnight routes in coming months. The reconstruction of old facilities moves to Russell Division in 2020, and so this problem is not going away soon. The TTC is also working on a plan to build a yard for 24 cars at Hillcrest as a base for 512 St. Clair, but this is only in the design stage.

2019.05.12_Service_Changes (Version 2, April 20/19 at 5:40 pm)

King Street Update: March 2019 Part I

On April 16, 2019, Toronto Council by vote of 22-3 endorsed making the King Street transit and pedestrian priority area between Jarvis and Bathurst permanent. This is the first of two articles updating the collections of statistics I have been publishing about King Street since the pilot began in November 2017. This article reviews travel times and line capacity in the pilot area. The second will turn to service reliability both in the pilot area and in the outer parts of the 504 King route.

My thanks to the TTC for the raw vehicle tracking data on which these analyses are based. Presentation and interpretation of the data are entirely my own.

As a refresher, service on King between Jarvis and Bathurst was provided by two routes for much of the pilot period:

  • 504 King between Dundas West and Broadview Stations
  • 514 Cherry between Dufferin and Distillery Loops

Service on the 504 was generally more frequent than on the 514.

In 2018, there was a temporary change in service over the summer to a new design. This was reversed in September, but at Thanksgiving weekend in October the new arrangement became permanent:

  • 504A King between Dundas West Station and Distillery Loop
  • 504B King between Dufferin Loop and Broadview Station

Service on the two branches is generally the same so that, in theory, cars alternate in the central section of the route where service is supposed to be twice as good as on the outer ends. A detailed history of service changes was included in the October 2018 update.

The balance of this article includes charts that have been published previously, but with the data extended out to March 31, 2019. The winter season shows expected effects such as a dip in travel times over Christmas Week when traffic is very light, and a peak at January/February corresponding to a major snow storm. The effects vary depending on time of day.

To view any chart at a larger size, click on it. Full chart sets are available as pdfs at the end of each section.

Continue reading

King-Queen-Roncesvalles Project Deferred to 2020 (Updated)

Updated February 28, 2019: The TTC has confirmed that schedule and routing for 504 King and 501 Queen will not change at the end of March as originally planned. However, the 29 Dufferin schedule had also been changed to send all buses to the Princes’ Gates loop anticipating streetcar congestion at Dufferin Loop. This schedule change will remain for one schedule period and then be backed out in mid-May.

The City of Toronto announced today that the work planned for this summer at the King-Queen-Roncesvalles intersection and westward on The Queensway to Parkside Drive would be deferred to 2020 because of complications with the project.

Email from Chief Engineer, Michael D’Andrea.

“As you know, in early February, the City issued the tender for the planned project at the intersection at King / The Queensway / Queen / Roncesvalles. This project included: sewer and watermain replacement, replacing the entire TTC overhead and track infrastructure within the intersection and west along The Queensway, Streetscaping, road and intersection works along the Queensway, rehabilitating the bridge over Parkside Drive, removing the right-turn channel at Queensway and King Street and overall intersection / road improvements within the area. Based on feedback received to date from contractors considering the tender, there are areas of construction and design that require additional review and clarity to ensure the construction delivery schedule and budget can be upheld and delivered according to plan.

As a result, the City of Toronto is rescheduling the delivery of this project to 2020.

Efforts are underway between several City Divisions and TTC to firm up the design, schedule, and tender and reporting to the Infrastructure & Environment Committee. We expect to provide additional information to all stakeholders involved (Parkdale BIA / Roncesvalles BIA / St. Joseph’s Health Centre) in April – with more details to follow for the residents in the area at a later date.

We understand that the wait and anticipation for this construction has been a long time coming; however, the City and TTC wanted to ensure that the planned construction will be delivered according to the plan, schedule and budget that works to mitigate traffic and TTC service impacts as much as possible. We look forward to meeting with you and stakeholders soon, to further discuss these measures.”

I await clarification from the TTC whether the route changes contemplated to go into effect with the March 30 schedules will or will not take place. They are probably far enough away from finalization of those schedules to avoid having an inappropriate service design for diversions that are not required now.

When I hear definitively, I will update this article.

Meanwhile, the expected release of streetcars from the west ends of 501 Queen and 504 King will not occur, and this will prevent the change back to streetcar operation on other routes until more of the new cars are available.

King Street Update: November 2018 (Part II)

This is the second part of the November 2018 update of data from the King Street Pilot. Part I dealt with travel times and line capacity. For a detailed review of headway changes on 504 King and 514 Cherry, please refer to Part II of the October update.

With the consolidation of the King and Cherry routes, the scheduled service on each of two branches is roughly the same. When these were separate, service on the Dufferin and Cherry spurs was worse than on the main King route, and service to the outer ends of the 504 at Dundas West and Broadview Stations was better.

The revision has widened headways on the outer part of the route, but in a more troubling change, it has also widened the range of headways indicating that gapping and bunching now affect these areas to a greater degree. This is a fairly common effect on TTC routes when headways are widened. When headways are short, the gap between two cars running as a pair, or caused by a short turn, is not as noticeable to riders as the gap on a wider scheduled headway. Line management tactics, including a laissez-faire approach, that might work on short headways compound the effect of wider headways. Although one might expect some unevenness in service heading outbound to terminals after crossing the city, there are also problems with reliability inbound indicating that service is not well regulated at terminals.

As I have written many times, the TTC Service Standards allow a generous variation in “on time” performance at terminals which allows pairs of streetcars to be considered within the target. This allows management stats to look good while service to riders suffers.

(As a simple example, consider an eight minute headway where cars are to leave at 10:00 and 10:08. Within the standards, the first car can be up to five minutes late at 10:05 and the second one minute early at 10:07. This small gap would quickly collapse into a pair of cars travelling together. If the pattern repeats, the next pair of cars could be 16 minutes later, a much worse service than is scheduled or advertised, especially on the “ten minute network”.)

In the central part of the route, headways are short because two services overlap, and the spacing of streetcars is, to some degree, regulated by the combination of long cars, traffic signals and farside stop lengths. Only one car can serve a stop at a time leaving its follower on the nearside and likely held by the traffic signal. With shorter cars and nearside stops, it was common for pairs of cars to serve a stop at the same time and depart on the same signal cycle.

This is the last detailed review I will publish of the King Street pilot until March 2019 when the effects of route changes to take effect in mid-February will be visible. (All streetcar service will turn back at Dufferin for overhead and track reconstruction at Queen & Roncesvalles.) That update will include all data for December 2018 through February 2019 covering much of the winter period.

Continue reading

King Street Update: November 2018 (Part I)

This article continues the series reviewing the effects of the King Street Pilot with data up to November 29, 2018. [November 30 will be included with the December update.]

November 2018 was the first full month of the consolidated 504/514 King/Cherry services with subroutes from Dundas West to Distillery (504A) and Broadview to Dufferin (504B). The new service design does not affect running times through the pilot area, but is does have an effect on headways depending which portion of the route one is travelling.

The transition to 100% low floor operation on 504 King is now complete and there was no change in the scheduled service capacity after the mid-October route consolidation. 503 Kingston Road trippers continued to operate with the smaller high-floor cars to the Charlotte Loop at Spadina through November. In January 2019, the 503 will revert to bus operation and will loop over the standard streetcar routing via Church-Wellington-York. This will slightly reduce the capacity for short trips within the pilot area during peak hours.

This article deals with travel times and line capacity. In Part II, I will turn to headways (the time between vehicles) and reliability.

Travel Times

The following charts show the travel times between Jarvis and Bathurst (the pilot project limits) in each direction for the pm peak hour, 5-6 pm, over the past three years. The 50th percentile (median, blue) and 85th (orange) are shown. As with all previous charts, there is a small reduction in travel time compared to the pre-pilot data, but there is also a marked reduction in the range of values showing a much more consistent travel time.

The values swing upward a bit in November, although they are still slightly better than a year ago when the pilot began. Some of this change is probably seasonal, but that will be verified with data from December and January. In the sets of charts showing the data for various times of day, this rise occurs mainly in the peak period.

The rise in November travel times does not show up in the westbound data for the preceding hour, 4-5 pm.

However, an increase is visible in the following hour, 6-7 pm.

The full sets of charts are linked below.

For a more thorough discussion of past events and trends in these charts, please refer to the October 2018 update.

Continue reading

504 King vs 501 Queen Speed Comparisons (Part II)

This article continues the analysis of transit vehicle speeds on King and Queen Streets downtown over the past two years. The first installment of the article compared travel times between the vehicles on each street at specific times of the day and periods over the course of two years. Here, the same data are arranged to show the evolution of travel times on each street over time both before and after the implementation of the King Street Pilot.

King Street

Westbound

Here is a sample chart showing King Street westbound in the hour from 8 to 9 am.

Three periods in 2017 (January, September and early November) are plotted in “warm” colours (pink, red, orange), while periods in 2018 with the pilot in operation (January, July and October) are plotted in “cool” colours (green, blue and purple). This makes it easy to distinguish the groups of data that belong to the “before” and “after” periods.

As this is westbound data, the chart is read from left to right. A common pattern that shows up here is the different location of low speeds corresponding to stops once the pilot is active with “before” data dipping ahead of the intersection, and “after” data dipping following. The degree to which “after” data also includes a nearside dip indicates how traffic signals can compound the stop service time with farside stops. Note especially the green line which shows data from before the re-activation of Transit Signal Priority (TSP). At Jarvis, for example, there is a decided reduction in nearside delay comparing the blue (July 2018) and purple (October) lines with the green (January) one. There is also an improvement at York Street and at University Avenue.

Continue reading

504 King vs 501 Queen Speed Comparisons (Updated)

Updated December 2, 2018 at 8:00 am: A sixth set of charts has been added covering the last two full weeks of September 2017. The intent is to show fall conditions before the pilot, but also before construction on King (at least some of which was to set up the pilot itself) slowed King cars in the early November 2017 data already published here.

With a year’s worth of the King Street Pilot now behind us, attention turns to two basic questions: should King Street remain as it is with a degree of priority for transit, cyclists and pedestrians; and should this scheme be extended to other major streets, notably Queen Street.

In previous articles I have reviewed the behaviour of the King and Queen routes:

This article provides a detailed look at average weekday speeds along the streets during six separate periods, and with hourly breakdowns from 6 am to 1 am.

  • January 16-27, 2017: Winter operations downtown deal with less traffic, especially on Queen Street. This is a “before” snapshot of the two streets.
  • September 18-29, 2017: Fall conditions after TIFF and before the beginning of construction at Queen & McCaul.
  • November 1-10, 2017: Just before the implementation of the pilot.
  • January 15-26, 2018: Winter operations with the pilot in place.
  • July 16-27, 2018: Summer conditions for the pilot. (2017 was a construction year on Queen and a direct comparison to 2018 is not available.)
  • October 15-26, 2018: Current fall conditions.

This gives a view of “normal” conditions, but does not capture all of the seasonal and special event variations, many of which are evident in the data in previous articles. The periods have been chosen to avoid skewing the numbers with special events such as TIFF, vacation periods and construction.

A Caveat About “Average Speed”

The values show in these charts are derived from TTC vehicle tracking data. This originates in GPS format, and after cleaning up the “rogue” points that are off route due to GPS errors, what is left is mapped onto a version of the route broken into 10m segments. The speed of a vehicle at each segment is determined by the “before” and “after” locations of adjacent GPS observations and the time difference (usually 20 seconds) between them.

These values give the average speed within each segment of all vehicles whose GPS data placed them there. This is not the same as the average speed over the entire pilot area on any given trip. What the numbers show is the locations where vehicles tend to be making good time between stops, the places where they are bogged down, and the places where they stop. Even at stops, the average is never zero because it includes observations where vehicles are just stopping or just starting up within a segment, not to mention variations in stopping location and cases where vehicles do not stop at all.

The Effect on Riders

Vehicle speeds on Queen are often comparable to those on King, but Queen is notorious for less frequent, unreliable and crowded service. Riders are very sensitive to waiting times at stops, and this is compounded if they cannot board the first vehicle to appear, let alone if they walk some distance without a streetcar ever passing them.

With the King Street Pilot there has been a reduction in the variability in travel times which has led to less irregular service. Scheduled service comes more often and the line’s capacity has been improved with new streetcars. Speed alone is not the only measure of a service improvement.

It is vital that debates about the effectiveness of changes to King are debated not just on speed but also on reliability and capacity for demand. The early focus on speed changes which were, in some cases, unimpressive, opened the field to critics who argued that there was a great upheaval for little benefit. It is the combination of more reliable travel time, increased speed, reliability and capacity that has affected the riding experience and drawn more people to use this route. Any move to expand either the scope on King or to another street must take all of these factors into account.

Reading the Charts

Each chart contains data for one hour’s operation in one direction. Here is a sample from the PM peak westbound in October 2018:

The blue line shows data for King while the green line shows Queen data. Trend lines are interpolated through the data for King (red) and Queen (yellow).

The limits of the chart are east to Parliament and west to Shaw, both beyond the Jarvis-Bathurst pilot, for a few reasons:

  • The wider scope shows conditions on the approaches to the pilot area.
  • The nature of the trend line calculation in Excel can cause misleading behaviour in the lines as Excel tries to project beyond the charts using values near the edges. Having a “buffer” area on either side of the pilot ensures that the trend lines do not include this problem through the Jarvis-Bathurst section.

Queen and King run parallel to each other with most north-south streets at the same location on both. This allows data from the two routes to be lined up on a single chart. A few notes about special cases:

  • Sherbourne Street is used as the reference point for aligning the data. The distance from Sherbourne to Bathurst is the same on each street.
    • Ontario Street is slightly offset on Queen relative to King.
    • Parliament Street is slightly further east of Sherbourne on King (measured as travel distance) than on Queen due to the shift in King’s direction just west of Parliament at Berkeley.
  • Victoria Street has a small jog at Adelaide. The line on the charts reflects its location on Queen which has a transit stop and traffic signal.
  • The stop and traffic signal at Queen and Augusta have no equivalent on King.
  • Niagara Street curves eastward between Queen and King, and so the crossing points are different on the two streets.

Westbound charts as above are read from left to right. Eastbound charts are in the same format and should be read from right to left.

Comments on the details of these charts are included later in the article.

Continue reading