King Car

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Toronto Deserves Better Transit Service Now! Part 4: Streetcar Riders Count Too

Much discussion of improved service has talked about bus riders in the suburbs who have long trips and whose bus routes lost peak service when the crowding standards were rolled back in 2012.

Peak period crowding standards had never been improved for streetcars because there were no spare vehicles, and so there was nothing to roll back. However, over past decades, that shortage of streetcars limited peak service in a way that the bus system didn’t have to deal with.  This was compounded by two factors:

  • The TTC opened a new Spadina-Harbourfront line without increasing the fleet.  This was possible because service cuts on the early 1990s left Toronto with “spare” streetcars.
  • The project to buy new streetcars dragged on for years thanks both to the embrace of 100% low floor technology, and the obstructions posed by Mayor Ford to streetcar and LRT plans in general.

Between 1998 and 2014, the total number of streetcars scheduled for the peak periods has risen only 10%, and there is no headroom for further growth with the existing fleet. Indeed, service quality is compromised by vehicle failures, and the scheduled service may not all get out of the carhouse.

This year, the TTC will finally take delivery of the first “production” vehicles in its new fleet, and claims that service will operate as of August 31, 2014 on 510 Spadina with the new cars.  Whether the line will convert 100% to the new fleet in one go remains to be seen.

The TTC Fleet Plan contains no provision for improving service on any streetcar route beyond the higher capacity that new cars will provide. This will come only as the new fleet rolls out line-by-line and some routes will wait until late this decade to see more capacity (and even then with less frequent service).  Existing cars would be retired at a rate that matches or exceeds the new fleet’s ability to replace service, and would also eliminate any spare capacity for growth on lines running older cars.

This is what passes for responsible planning in an organization that claims a dedication to “customer service”.

This article looks at each streetcar route in turn and at a possible revised fleet plan that would make provision for short term improvements as the new fleet arrives.

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TTC Service Changes Effective March 30, 2014

On March 30, 2014, the TTC will make changes to many routes.  In the detailed listing linked below, these are broken into four groups for miscellaneous service changes, new construction projects, route restructurings, and seasonal changes.

2014.03.30_Service_Changes

Construction Projects

The 29 Dufferin and 329 Dufferin Night routes will divert southbound via College, Lansdowne and Queen around water main work on Dufferin.  The interlined operation with 316 Ossington will be discontinued until late 2014 when this diversion is scheduled to end.

Reconstruction of the Gardiner Expressway will split the 501 Queen, 301 Queen Night, and 508 Lake Shore routes at Humber Loop.  The schedule will be the same one used in fall 2013 during construction on Lake Shore.  This is planned to last only for one schedule period (to mid May).

The intersection of King & Sumach will be rebuilt to add special work leading to new tracks on Cherry Street.  Streetcar service here is already diverting around the closed bridge east of River and so the construction has no effect on service.

Articulated Buses

7 Bathurst will be scheduled to use 18m articulated buses on weekdays with resulting headway widenings.  The effect is greatest during peak periods when headways widen to match the higher capacity of the vehicles.  The changes by time period are:

  • AM Peak:  6’15” to 9’10”
  • Midday:  8’00” to 9’30”
  • PM Peak:  5’30” to 7’45”
  • Early Evening:  9’00” to 10’00”
  • Late Evening:  12’40” to 12’30”

This route is already notorious for erratic service which will likely become even worse with fewer buses.  I plan to compare vehicle tracking data for this route for the “before” and “after” operations in a future article.

Other Changes

Several routes have new and/or adjusted last trip times to meet last subway trains including an allowance for the time it takes riders to get from the subway platform to the bus.

322 Coxwell and 324 Victoria Park Night Buses will operate directly through Bingham Loop.  Eastbound 322 Coxwell buses will enter the loop at the west end via Bingham and exit directly onto Victoria Park as 324s.  Southbound 324 Victoria Park buses will enter the loop on the streetcar platform from Victoria Park and exit via Bingham to Kingston Road as 322s.

Service on 36 Finch West will be reorganized by removal of the scheduled short turns at Kipling (36A) and Jane (36C), and increase of service on the renamed 36 Humberwood (formerly 36B).

The express service on 35 Jane will be split off as 195 Jane Rocket and it will operate independently of the schedule for the local service.  Because the 195 will run during periods that the 35E does not today, the headways at local stops will widen considerably during many periods.

The 52 Lawrence West and 58 Malton routes will be combined as route 52, and the 58 Malton route number and name will be discontinued.  More service will run east between Lawrence West and Lawrence Stations as a result.  Service on the 52C Culford branch of Lawrence West will be provided at all times by 59 Maple Leaf.  Service in the 52G branch to Martin Grove will continue to run via The Westway over the existing Lawrence 52 route.

The 79 Scarlett Road bus will now have split operation via St. Clair during midday service all days, and during the early evening on weekdays.  This extends a practice already used during the peak period.

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TTC Board Meeting Followup: February 24, 2014

The TTC Board met on Monday, February 24.  In an earlier article, I gave a preview of issues from the agenda.  This post reports on some of the debate and follow-up information from the meeting.

This was the first meeting under new Chair Maria Augimeri, and it was noteworth for the amount of actual discussion that took place.  The four citizen members, who at one point were a majority of Commissioners actually present, participated at some length with pointed questions.  One can only guess the degree to with former Chair, now mayoral hopeful Karen Stintz, ran tightly scripted meetings that were all about good news with little or no dissent or disruption.

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Streetcar System News – February 2014 (Updated)

Updated February 11, 2014 at 10:00 am:  Questions & answers related to trackwork plans and new streetcars have been added.

Spadina / Queens Quay Update

To nobody’s great surprise, the restoration of streetcar service south of King Street on Spadina will not occur until June 21 rather than with the schedule change in late May as originally hoped. This is a direct result of the bad weather and poor construction conditions. The TTC’s position is:

Due to the delays in Waterfront Toronto’s work and the need for TTC work to follow in series (i.e. overhead), it is not anticipated that the loop will be available for service for the May Board Period. Once we have greater clarity, we will reflect that online.

Some preliminary work on suspension for the new overhead has already been done, but this cannot be completed until the track is in and overhead vans can drive on the new pavement at the loop.

As plans now stand, service will resume on both the 510 Spadina and 509 Harbourfront routes with the re-opening of new streetcar track on Queens Quay rather than in two stages as originally hoped.

I await detailed info from Waterfront Toronto on updates to their construction plans. Much of the utility work on the south side of Queens Quay is now completed, and traffic is shifting to that side of the road at least as far west as Rees Street. This move will allow work to begin on the new streetcar right-of-way in the middle of Queens Quay and the construction of the new permanent roadway on the north side.

Detailed construction news updated weekly is available on Waterfront Toronto’s Queens Quay project page.

No sooner will streetcar service resume on southern Spadina, but the route will convert to bus operation for two track projects likely in August. The intersection at Dundas will be rebuilt this year (the one at College has been deferred because of scheduling conflicts), and there will also be work at Spadina Station.

When the line reopens on August 31, service will be provided, at least in part, by the new low-floor streetcars.

Updated February 11, 2014:

Q: What work is planned at Spadina Station? Track? Platform – especially provision so that two new cars can be on the platform at once – one loading, one unloading. Only 3 CLRVs fit there today.

A: The TTC has placed two low floor streetcars at Spadina already. They can physically fit inside the station, although the lead module of the lead car would have to be positioned opposite the five pillars with glass curtains, and that the lead door would be on curved track with a wider gap between the vehicle and the platform. We are reviewing operating procedures and possible alterations that are necessary to allow two new cars to be on the platform at the same time if necessary.

This implies that the work to be done in August will be trackwork, not platform changes.

New Streetcars

Recently, I sent questions to the TTC about the status of new car production and the implementation of these vehicles. Here are the replies:

Q: What is the status of the order and when will production deliveries begin?

A: Production deliveries will begin in March.

Q: What will be the rate of deliveries?

A: As always planned, there will be a ramp up to the production rate of 3 per month (36 per year). Once stabilized at this rate there are opportunities to transition to a higher rate and this is currently under investigation.

Q: What effect will this have on planned retirement of the problem ALRVs before the next winter season?

A: ALRVs will begin retirement at the end of this year and throughout 2015 as more new streetcars enter service.

What is still unclear is how the TTC will adjust service on 504 King and 501 Queen as the ALRVs [the existing two-section streetcars] disappear from the fleet and these routes continue operation with the remaining CLRVs [the shorter, single-section cars].

Updated February 11, 2014:

Q: Are there outstanding issues still to be dealt with on the ramps in the new streetcars, or have whatever design tweaks were necessary been incorporated in the production versions we will receive?

A: There are still a number of outstanding issues to be resolved. The production vehicle will have the necessary structural changes made to receive the new ramps. However, there is a transition phase between cars going into revenue service and when the final version of the ramp is delivered. For a number of vehicles that will go into service, an interim ramp will be incorporated to improve on accessibility – with improved transition between the ramp, the door threshold and the interior car floor. The final production version will be lighter in weight, less demanding on the drive mechanism (hence more reliable), and will have faster deployment and retrieval times. Initial production cars that do not have the latest ramp configuration will be retrofitted with the final version as part of the configuration control process.

Capital Budget Cuts

Among the City-imposed cuts in the Capital Budget was a $10-million/year cut in surface track maintenance for 2014 to 2018 with an equal cut to subway track in 2019 to 2023. I asked about the effect of these cuts.

State of good repair, which track replacement is clearly part of, will not be affected. If we need to further cut the capital budget to do track work, we’ll find that money elsewhere.

Queen East Major Track Projects

Two major projects will affect streetcar service on Queen Street East this spring.

At Queen and Leslie, the new sewer line must be tied into existing infrastructure under Queen Street, and then the new special work for the track leading to Leslie Barns must be installed.   Tentative plans are for this work to begin in mid-May and run to the end of June.

While Queen Street is closed, service will operate with bus replacements and streetcar diversions:

  • A 501 Queen bus will run from McCaul Loop to Woodbine Loop (at Kingston Road) diverting around construction via Jones, Dundas and Greenwood.
  • 501 Queen, 502 Downtowner and 503 Kingston Road Tripper streetcars will divert via Broadview, Gerrard and Coxwell.
  • Carhouse trips for 504 King and 505 Dundas that now operate west from Russell Carhouse via Queen will use Coxwell and Gerrard.

Beginning at the end of June and running through July, the special work at Broadview and Queen will be replaced. This intersection is in poor condition with long-standing slow orders and one switch (west to north) permanently out of service due to a danger of derailments.

During this work, service will operate as below:

  • The 501 Queen bus will divert via River, Dundas and Carlaw.
  • 501 Queen, 502 Downtowner and 503 Kingston Road Tripper streetcars will divert via Parliament, Gerrard and Coxwell.
  • 504 King cars will divert via Parliament and Dundas.
  • Carhouse trips to Russell will continue to operate via Coxwell.

Normal service on all routes resumes in August.

King Street Diversion

New February 11, 2013:

Q:  The 504 King diversion around construction at the Don Bridge is now listed as running to August due to additional work in the area.  I understand that the track connection at Sumach to the new Cherry Street line is to go in this year.  Will this be done while the 504 is on diversion (ie before August), or will there be yet another shutdown for this trackwork too?

A:  The Sumach/King connection work is scheduled for March 30.

Transit Priority for Diversions:

Q:  With the extended period of various diversions, why has there been no change to implement transit priority or at least advance greens for left turns at various locations?

A: We continue to work with the City on transit priority signalling. There are no new installations to date; where there, they are in use. Advance greens and the like is a question better put to the City.

I am meeting with Stephen Buckley, Toronto’s General Manager of Transportation Services, on February 12 and will discuss this issue with him.

[TTC comments provided by Brad Ross via email on February 7, 2014.  Updates by email on February 11, 2014.]

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King Street Update — Fall 2013

Over the opening weekend of the Toronto International Film Festival (TIFF), King Street is closed in the block from Duncan (aka Ed Mirvish Way) to John to provide additional pedestrian space around the major TIFF events in the area.  This will last until Monday, September 9.

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Of particular note, control of access by the streetcars to the centre lanes is handled not by Toronto Police paid duty officers, but by TIFF security guards and festival volunteers.

Further east, at the Don Bridge, structural problems that have imposed a slow order on the King Street leg will finally be addressed (now that Waterfront Toronto and the City have sorted out a cost sharing agreement).  Starting September 9, all 504 King and 503 Kingston Road cars will divert both ways via Queen and Parliament.  There will be no replacement bus service on King.

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The diversion is expected to last until sometime in November.

There is no word on the status of the eastern approach to the bridge which also has a slow order on it.

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King & Spadina Intersection Reconstruction (Update 6)

King & Spadina is the last of the TTC’s three Grand Unions to be replaced in as many years.  Work began on August 6, and is planned to reach the point by August 20 that streetcar service can resume on 504 King, 508 Lake Shore and 510 Spadina (to King only).

This post will track the progress of the reconstruction.

Updated August 16, 2013

Paving of the track lanes is substantially complete, and work has now moved to the curb lanes and sidewalks.

Concurrently with the reopening on Tuesday, August 20, the TTC will begin operation of the 521 King Exhibition streetcar service between Church Street and Exhibition Loop, although the cars will be signed “504” because the “521” exposures were removed from the roll signs years ago.

Many of the pedestrian bypass routes through the intersection are now via the roadway.

Updated August 14, 2013

The TTC has clarified the arrangements for service through King/Spadina starting Tuesday, August 20.

504 King and 508 Lake Shore will resume their normal King Street routes rather than diverting via Shaw, Queen and Church.

510 Spadina will remain a bus operation until the next schedule period (Sunday, September 1) when streetcars will return.  The bus diversion via Richmond/Adelaide, Peter, etc., will cease on August 20 and buses will operate straight north-south through King/Spadina.  Some buses will short turn via Charlotte Loop.

Updated August 12, 2013

Assembly of the intersection was substantially complete late today with most of the new rail in place.  Work remains on the approaches as well as levelling, connection of grounding cables and other finishing touches before the track can be set in concrete.

Updated August 11, 2013

The east quadrant has been installed and work is in progress on the north quadrant of the intersection.

Updated August 10, 2013

The diamond plus the west and south quadrants of the intersection have been installed, and the foundation is in place for the remaining two quadrants.  Placement of the grounding cables for the new track has begun.

Updated August 8, 2013

A substantial portion of the new foundation slab is now in place, and the track panels for the intersection are spotted nearby ready for installation.

Photos follow the break.

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Where and When Is King Street Congested? (Updated)

Updated July 31, 2013 at 2:45pm:

In response to comments I  have received, I have produced charts that show the average speed of operation on parts of the King route.  This is at a very fine detail by contrast to the “link time” charts covering route segments that I published in earlier articles.  The new material is added at the end of this article.

Original article from July 22, 2013:

The TTC’s Andy Byford has proposed that King Street be reserved for transit vehicles during the AM peak period as a means of improving service quality.  In previous articles I have examined service reliability and congestion, as well as the history of transit priority on King Street.

The big issue whenever “congestion” comes up for discussion is that any tactics adopted to improve transit service need to address what is really happening on the street, not an abstract idea that somewhere, sometime, it might be a good idea to have some sort of transit priority.  Previous analyses published here show the effects of congestion through charts of “link times” (the time taken by vehicles to travel of specific parts, or links, of a route), but these don’t pinpoint the exact locations or severity of delays.

This article introduces a new type of chart that is intended to make delay locations and times much more obvious as a starting point for discussions of where priority is needed.

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How Many Streetcars Will Fit at King & Spadina? (Update 2)

Updated July 4, 2013 at 7:50pm:  Observations of actual operations at the intersection for one hour today have been added.  These reveal that the level of service actually operated on all routes (except 508 Lake Shore) is less than advertised.  Although traffic congestion causes some backlogs of westbound cars, the number of movements, especially the west-to-north turn, is low enough to fit within the available traffic signal cycles.  This would not be the case if 100% of the service were operated.

See the end of the article for details.

Updated June 28, 2013 at 6:30pm:  Information on traffic signal timings has been added to this article.

The original article follows the break below.

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King Street: Twenty Years of No Transit Priority

Today, the Toronto Transit Commission passed a motion asking for a report on reserved lanes for King Street.  Yes, you read that correctly: this is a street that, in theory, has had peak period transit lanes since 1993.

Here is the motion moved by Chair Karen Stintz and seconded by Commissioner John Parker:

1. That the Board request the Public Works and Infrastructure Committee to direct Transportation Services to prepare a joint City-TTC report on the feasibility and merits of implementing morning rush hour reserved streetcar lanes on King Street, including details pertaining to extent/boundaries of the lanes, means of designation or separation of the lanes, means of enforcement, means of monitoring effectiveness of the lanes, cost of implementing such lanes, and effects on other traffic in the corridor, as well as study of traffic management measures to mitigate delays at other pinch-points on the King Street route. The report should also include recommendations for a trial implementation of such lanes, including the earliest practical date for undertaking such a trial. If appropriate, this reporting-back could be contained within the forthcoming Downtown Transportation Operations Study. (From Chair Stintz’ blog.)

This is a substantial step back from a desire to ban cars completely on King, a proposal with which Stintz appeared to agree, at least for a Pan Am Games trial period in 2015, in the media [CBC Star].  The pre-amalgamation Toronto Council implemented peak period transit lanes on King from Parliament to Dufferin in 1993, but these were a complete failure thanks to lack of enforcement.  The downtown section, from John to Jarvis, was removed in 1997.  Stintz’ position on timing has changed also with a shift from the Pan Am Games to the “earliest practical date”.

In March 2000, TTC staff reported on “Operational Improvements on 504 King Streetcar” [this report is not available online].  Among the actions taken or under investigation were:

  • Adding a second on-street Route Supervisor “to manage the line and obtain better schedule adherence”.
  • Use of rear-door loaders at major stops to reduce dwell time.
  • Expansion of Proof-of-Payment to the 504 route possibly including reassignment of the ALRVs from Queen to King Street, or the use of coupled CLRVs (this was not implemented).
  • Improved enforcement of parking regulations (occasional blitzes have taken place, but nothing lasting).
  • Restoration of the reserved lanes between Jarvis and John including overhead signs such as those used for the reversing lane on Jarvis.  “Staff believe that the lanes can be made to work effectively, but this will require the lanes to be much more clearly marked and vigourously enforced.”  (This was not implemented.)
  • Continued enforcement of turn restrictions and of the exclusive nature of the streetcar lanes.  (Almost non existent.)
  • Further assessment of problem locations.  (Judging by actions to date, little has been done beyond a study.)

This is not a new problem.  What is very old is a lack of political will to do anything about the situation.

Simply reserving the streetcar lanes during any period of the day is unworkable if the curb lanes are not guaranteed to be free of taxi stands, parking and loading, not to mention construction occupancy arrangements for new condos.  The effect on King will differ between the financial district (east of Yonge to Simcoe) and the entertainment district (Simcoe to west of Spadina), not to mention the Bathurst/Niagara condo district (Spadina to Shaw).  A one-size-fits-all configuration is unlikely to work or be acceptable.

As a four lane street, and with only a temporary reservation, physical barriers are impractical.  Traffic must be free to move between lanes both when the reservation is not active, and when a curb lane blockage requires movement into the streetcar lane.

I have already written about the limited benefit an AM peak reservation will have even if it is well-enforced.  Running times on the 504 King car show little sign of traffic congestion until around 9:00 am when parking is allowed and commercial activity begins on the street.  If the TTC were serious about “fixing” King Street, they would look at the issue on an all-day basis, but that’s not what the Stintz motion does.  She goes for the least controversial option while still attempting to give the impression of doing something for the riders.

(For more of the history on previous King Street and transit priority schemes, please see Transit Toronto and a 2001 TTC report.)

The most disheartening part of the debate at the Commission Meeting was that nobody in the room, no other Commissioners, none of Management, piped up to say “but we already have a reserved lane on part of King, and used to have more”.  This is all treated as if it is a brand new idea, not a 20-year old retread from the days when Jack Layton was a City Councillor.

Was everyone too embarrassed?  Was it an attack of Emperor’s-New-Clothes syndrome?

TTC meetings are turning into friendly gatherings where good news is the order of the day.  There’s nothing wrong with good news, but some decisions involve difficult choices and political battles.  You can’t be an advocate for the good of transit riders and expect everything to be smooth, quiet sailing, especially with an administration so hard set against anything but subways we cannot afford.

The whole matter will now wander through the City’s committee structure, first to Public Works and Infrastructure from which it might not emerge given the Mayor’s anti-streetcar rhetoric.  Will Chair Stintz ensure that even this modest study proposal survives, or is this an empty motion showing concern without action?

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Preliminary Analysis of King Car Operations AM Peak Downtown (Updated)

Updated June 24, 2013 at 6:10 pm:  In the original version of this article, I mentioned that charts for March 2012 would be added in an update.  These charts are now included, and there are minor changes to the text to reflect this.

Recently TTC Chair Karen Stintz and CEO Andy Byford proposed a trial operation of King Street between Shaw and Parliament as a reserved zone for transit vehicles and taxis during the AM peak period.  Their concern and claim is that they cannot provide better service without exclusivity over this area.

I believe that this proposal suffers from a lack of detailed knowledge both of the way the line actually operates and the causes of systemic delays (aka “congestion”) to service.  The AM peak is much less of a problem than midday, PM peak, evening and weekend operations on the King route.  The TTC would do well to concentrate its proposals on areas and problems where there would actually be some benefit.  Asking for a total ban on cars rubs motorists (and their political supporters) the wrong way, and needs to be justified by solid data showing how transit would be improved.  The TTC has not done this.

Normally when I write a post with analysis of a route’s operations, I prefer to wait until I have more of the data formatted for presentation.  In this case, the debate is already underway in the press and in social media.  To contribute some technical background, I have started analysis of route 504 King for the months of November 2011, March 2012 and May 2013.

As with past analyses, the information is taken from the TTC’s vehicle monitoring system known as “CIS” which uses GPS to track the location of all vehicles every 20 seconds.  The GPS data are converted to a “flattened” view of a route which is a straight line (think of a piece of string pulled out taut).  Once this is done, plotting vehicle movements, headways at points and running times between points is greatly simplified.  (I plan to publish a separate article in coming weeks for those interest in the details of this process.)

Note that vehicles on 508 Lake Shore are not included in this analysis.  Only three inbound trips are scheduled during the AM peak.

Because the proposal addresses a reduction in running time and reduction of congestion in the central area, I will concentrate in this first article on movement of streetcars over the proposed exclusive area.  Other sections of the route and aspects of operation (e.g. headway reliability, short turns, time spent serving stops) will be the subject of future articles.

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