King Car

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King/Church Diversion Observations May 12, 2025

Today was the first weekday of the King/Church construction diversions. I watch things evolve via NextBus through the morning peak, and then visited King/Spadina during the PM peak. A caveat: Mondays are light traffic days. There was no Gardiner backlog at all on Spadina. Later in the week will likely be more challenging.

During the AM peak, the service on 504 King and 503 Kingston Road did not load properly, and many vehicles were clumped together. This took quite a while to unscramble, and there were big service gaps. The 504 buses also ran in packs and huddled together at Wolseley Loop, at one point six of them representing about 20 minutes worth of service at the scheduled headway. The peak period did not encounter queueing frequently at points where streetcars turn because of many wide service gaps. When a bunch of cars arrived, they queued one by one awaiting their turn, but then the intersections would open up again even though in theory there should always have been transit service waiting.

In the PM peak at King/Spadina, the major sources of traffic were pedestrians, cyclists and transit in that order. I observed that the traffic signal cycle time was 110 seconds (1’50”). This means that there are 32.7 opportunities (3600/110) per hour for a turn to/from Spadina. The nature of the intersection is that only one streetcar can make the turn per cycle.

The combined scheduled service trying to make the EtoN turn per hour at King & Spadina in the PM peak is 23 streetcars.

RouteHeadwayCars/Hour
503 Kingston Road8′7.5
504 King Car10′6.0
508 Lake Shore20′3.0
511 Bathurst Car9′6.5
Total23

Stir in 12 510 Spadinas straight through northbound on a 5′ headway. When there is a 510 (or any other car) serving the farside NB stop it blocks any car waiting to turn off of King. In a 45 minute visit, I saw this happen four times, and one car missed two turning opportunities because of closely-spaced Spadina cars blocking the stop.

Depending on arrival times and bunching, more vehicles can queue up here than there are cycles to accommodate them. This was under probably the best general traffic conditions we will see.

There were traffic wardens, but they left just before 5pm. The biggest problem was pedestrians blocking turning streetcars which do not have a protected turn phase EB on King. There is a WB advanced green because autos are forced to turn off King here, but there is no advanced green for eastbound streetcars.

The large volume of riders transferring from eastbound streetcars to buses adds to the already substantial pedestrian volumes at this intersection.

The Traffic Wardens did not reliably ensure that streetcars got “first dibs” on turning, and after they left, pedestrian interference became worse.

I boarded a 504 King eastbound at about 5:10. There was congested traffic over the route across to Church especially on Adelaide and it took over 15 minutes to get from York to Church. Some people complain about space “wasted” by bike lanes, but it was the left turn lane that was almost always empty. Some traffic used it to scoot around stopped streetcars!

The severe congestion can be seen in the TransSee maps of service for 504 King and 503 Kingston Road below. The tracking lines for the diversion area are almost horizontal for an extended period. Note that the problem is mainly eastbound (lines reading bottom to top).

Tracking data for routes 503 and 504, May 12, 2025, 4pm to 7pm. From TransSee.ca.

I rode a King car east from Spadina and it took a very long time to emerge from the diversion. The car went from 6 minutes early at King on Spadina to 11 minutes late at Queen and Church. Note the length of time spent approaching King and Spadina inching along the street about one carlength at a time. Other locations where the car crept along are also clear in the tracking data.

Tracking data for car 4634. Source TransSee.ca.

Among the problems enroute were:

  • Congestion on Queen thanks to stopped vehicles and construction in the curb lanes.
  • Autos infilling Adelaide Street eastbound leaving no room for a streetcar to merge from York Street onto Adelaide. We were eventually rescued by a Traffic Warden.
  • Extremely slow progress across Adelaide thanks to a traffic backlog from Church Street.
  • Extremely slow progress on Church Street thanks to a traffic backlog from Queen Street. My car actually fouled the Church/Adelaide intersection as it was unable to complete the EtoN turn in more than one traffic signal cycle.

Ridership on the car was very light and most people got off when the car turned off King onto Spadina. They transferred to the King shuttle buses which were running irregularly and often bunched. These buses were also trapped in the traffic queue eastbound to Spadina of streetcars waiting to turn. (In the chart below, the size of the dot represents the degree of crowding on the vehicle.

Tracking data for 504C and 504D shuttle buses May 12, 2025, 4pm to 7pm. From TransSee.ca.

For those who want to watch the wandering streetcars and buses on NextBus, here is a link. This will open a combined display of routes 501, 503, 504, 510 and 511. The map can be scaled to zoom in to the area of interest. Displays of operating charts on transsee.ca are free for TTC streetcar routes.

Over coming days I will keep an eye on service performance over the diversion, and once a few weeks’ data have accumulated will delve into the details.

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King-Church Construction and Traffic Effects

Updated May 5, 2025 at 12:50pm:

The TTC now has a web page with details of the changes for the first phase of the construction and diversions. This includes a map showing the diversions to west of Bathurst rather than just downtown. I have added this in the body of the article.

May 5, 2025 at 1:40pm:

Information about the 304 King and 303 Kingston Road night services has been added.

May 5, 2025 at 1:55pm:

The TTC has confirmed that overhead upgrades on King Street East and on Sumach/River will be completed before the King/Church track work end, and streetcar service will resume in September.

May 5, 2025 at 4:30pm:

I asked the City if it thought the intersections used by diverting streetcars and buses could handle the volume of traffic. They replied, but didn’t add much. See the end of the article for the exchange.

Major changes are coming to downtown streetcar routes on May 11 with the next schedule change. This will accommodate a combination of water main replacement, track reconstruction and streetcar overhead upgrades mainly at King and Church. Work is expected to require diversions until the October schedule change on Thanksgiving weekend. Streetcar service is expected to return with the September schedule change on Labour Day weekend.

The effects of work an King and Church have been known for some time through the Annual Service Plan and through a City report on the project. (The original report and recommendations were amended at the recent Council meeting to lessen the effect of various proposed lane closures.) Service levels have been published via the electronic version of schedules used by trip planning apps. The information about vehicles/hour at various locations is taken from those schedules.

(As an aside, the TTC website has still not been updated to include the 2025 Service Plan even though it was approved by the Board in January.)

With the concentration of transit service through various intersections, and the added complexity that most vehicles will make turns at these locations, there simply will not be enough capacity even under ideal conditions. It is no secret that “ideal” is a word rarely appropriate for transit operations downtown thanks to the lack of robust traffic management and real transit priority.

In past years, the diversion of services from King Street around the TIFF street fair created problems for transit travel times and reliability, but this lasted for a brief period. The planned diversions for King/Church will last through the summer.

Many of the water mains in the “old” city have been in service for over a century. Other parts of King Street have seen renewal, occasionally on an emergency basis following a break and sink hole.

The special trackwork at the King/Church intersection has been in bad shape for some time, and was overdue for replacement. Previous reconstructions were in 1983 and 2003. Other competing construction projects got in the way, and the track conditions have worsened year by year. There are many patches, and a well-deserved slow order unlike the standing practice even at freshly rebuilt junctions.

This intersection is also old enough that it predates the era of panel track construction where pre-welded sections are trucked in and assembled on site. This replaced the older style of tracks assembled piece-by-piece and often not welded robustly if at all. TTC has not yet been through its entire inventory of “old” track given the 20-30 year cycle depending on the level of service, wear, and disintegration at intersections.

Other work planned for this period of suspended streetcar service is the reconstruction of overhead on King and on the Distillery branch for pantograph-only operation.

Closing King & Church for an extended period concurrently with the Ontario Line construction at Queen & Yonge will add to the traffic snarls downtown. The City talks about using Traffic Agents to manage key intersections, but whether they provide enough people at enough places at enough times remains to be seen.

Routes Diverting off of King Street

Three routes are affected: 504 King, 503 Kingston Road and 508 Lake Shore.

The 504 King service will be broken into three sections:

  • A 504 streetcar service between Broadview to Dundas West Stations operating via the same route as 501 Queen between the Don Bridge and Spadina.
  • A 504C bus shuttle from Wolseley Loop south on Bathurst and east on King terminating at Broadview & Gerrard.
  • A 504D bus shuttle from Wolseley Loop south on Bathurst, east on King and south on Sumach to Front & Cherry. Buses will loop via [to be announced] and will not serve Distillery Loop.

The 503 Kingston Road service will be changed so that its western terminus shifts from York Street to Dufferin Loop. Cars will follow the same route as the 504 King via Queen from the Don Bridge to Spadina, then shift south onto King to follow the pre-diversion 504B route to Dufferin.

508 Lake Shore cars will follow the same route as 504 King.

Night Service Changes

  • The 304 King night car will operate every 20 minutes over the same route as the daytime 504 service diverting via Queen and Spadina.
  • A 304D night bus will run every half-hour over the same route as the 504D bus from Wolseley Loop to Broadview & Gerrard.
  • The 303 Kingston Road night car will operate every 20 minutes over the same diversion route as the 304 King night car, and will operate as it does now to Sunnyside.

The maps below are from the City Report about this project originally published in February. An updated map for the first phase has been added later in the article.

Source: City Report at p. 5

For part of the construction period, King/Church will be impassible even to the replacement bus service and it will divert south to Wellington and Front.

Source: City Report at p. 5

These maps do not tell the whole story because another set of construction diversions will overlap the King/Church changes until the next schedule change in late June.

Although water main work at Bathurst/Fleet/Lakeshore is now complete, track work continues there and on Bathurst Street further north. 511 Bathurst streetcars will continue to divert east via King to Spadina looping via Adelaide and Charlotte. The 511B shuttle bus will be shortened from Wolseley Loop at Queen to an on-street loop via King, Portland and Richmond to Bathurst Street.

509 shuttle buses continue operating between Exhibition Loop and Queens Quay Loop at Spadina. 510 streetcars continue operating to Union Station.

The combined effect of the diversions will be greater than during the total meltdown of King service in 2024 when all cars diverted north via Church to Queen because volumes of other routes (510 Spadina, 511 Bathurst and 501 Queen) will be added to the King services, and more intersections will be affected over a wider area.

Updated May 5, 2025 at 12:50pm:

The TTC’s project webpage has a consolidated map of the diversions for the first phase of the work.

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King/Church Construction Diversions and Transit Priority Plans

From May until early Fall, the TTC and City of Toronto will rebuild an aging water main and track at the intersection of King & Church Streets. A report before Toronto & East York Community Council on February 20, 2025, details plans for service diversions and transit priority measures.

There are two general plans for this project: the first is for phases when the intersection remains open for east-west traffic, and the second for the period when it will be closed. Note that the planned diversions are not the same as in the recent Annual Service Plan. Significant changes are the provision of service to the Distillery District replacing the 504A streetcar with the 504C bus, and the extension of 503 Kingston Road west to Dufferin Loop as opposed to the originally planned McCaul Loop.

Service along Queen Street between River and Spadina will substantially increase with the routes normally on King diverted to the north. Buses will operate as a streetcar replacement.

Traffic restrictions such as parking and turning permissions will change to provide more capacity for transit. Although the report cites the use of traffic wardens and changes to signal timings, it is silent on provisions for the much increased volume of streetcar turns at intersections where no priority signals exist today. (I await feedback from the City on exactly what they propose.)

The entire stretch of Queen Street as well as the Richmond/Adelaide diversion will not be used for CaféTO installations to conserve road space.

As part of this plan, a reserved lane will be created for streetcars eastbound approaching Broadview on Queen, and left turns by other traffic will be banned there.

Restrictions will be in effect from May 11 to October 14, 2025, although the City project is planned to run until August. Streetcar service could return in September, but this will depend on TTC plans for overhead reconstruction on King Street East and on the Sumach/Cherry branch to the Distillery District.

Details of routes and planned changes to traffic regulations follow in the full version of this article.

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Headway Reliability on 504 King: January 2025 Update

This article is a companion to Travel Times on 504 King: Update to January 2025 published here recently.

This is a long article with increasing levels of detail toward the end. Feel free to bail out, or come back later.

Although problems with severe congestion delaying transit downtown were somewhat reduced by the addition of Traffic Wardens by the City of Toronto in 2024, reliability issues continue to affect service along the King route. The situation illustrates a few of the service design and management challenges for this type of route, and shows how simply reducing congestion will not necessarily provide regular service.

504 King is unusual in having four terminals: Dundas West Station and Dufferin Loop in the west, Broadview Station and Distillery Loop in the east. The TTC only measures service reliability at terminals, but the overlapping 504A and 504B services must blend together to provide the advertised quality.

The 504 shares with other streetcar routes a much wider headway than existed before the pandemic. This is due primarily to the change in vehicle size, and only partly to riding levels. With less frequent service, regular spacing is more important because scheduled gaps between vehicles are already wide, and can get much wider. This is compounded by overlapping services on the 504A (Distillery to Dundas West) and 504B (Broadview to Dufferin). Nothing in the service design or line management ensures that these blend evenly, and the design provides very frequent service only on paper.

The table below compares headways on routes that operated with the shorter CLRV streetcars in January 2019 versus the new Flexitys in January 2025.

Route and PeriodJanuary 2019January 2025
501 Queen to Humber
AM Peak4’15”10’00”
Midday4’45”9’00”
PM Peak4’50”8’30”
Early Evening4’30”10’00”
506 Carlton
AM Peak5’10”10’00”
Midday5’20”10’00”
PM Peak5’40”10’00”
Early Evening7’10”10’00”

The next table compares headways on routes that were already running Flexitys in 2019. (The Distillery District was originally served by 514 Cherry which ran from Distillery Loop to Dufferin Loop. In October 2018, the service design changed to the 504A/B configuration we have today.) 504 King service is less frequent than in 2019, and even less frequent than in November 2017 when the transit mall was implemented and the line was running with the smaller CLRVs.

512 St. Clair saw a substantial drop in service in May 2023 when headways increased from roughly 6 to 8 minutes. Not long after, the route then went through a long, painful period of bus operation during multiple, overlapping TTC and City projects. TTC plans to restore 6 minute or better service in late 2025. (Yes, you are reading that table correctly: peak service now is about half what it was in 2019.

Route and PeriodJanuary 2019January 2025
504 King
AM Peak5’15” on each branch 8’00” on each branch
Midday7’00” on each branch10’00” on each branch
PM Peak6’00” on each branch10’00” on each branch
Early Evening6’30” on each branch10’00” on each branch
512 St. Clair
AM Peak3’45”8’00”
Midday4’45”8’00”
PM Peak4’10”8’00”
Early Evening6’45”8’00”

Other routes were operating with buses in 2019 or 2025, and they are omitted here although their streetcar service is also less frequent now than it once was.

Although the service capacity in the case of 501 Queen and 506 Carlton is roughly the same allowing for the difference in vehicle size, the situation on 504 King and 512 St. Clair shows a marked reduction of capacity. This is an example of how the TTC is most definitely not back to 100% of pre-covid service, no matter how many media events make that claim.

With a wider scheduled headway, gaps will be wider too if either a vehicle is missing (e.g. a short turn) or vehicles are bunched together. When the scheduled service was frequent, some bunching was inevitable because vehicles were already close together. A management style that worked tolerably for frequent service does not work when fewer, more widely-spaced cars serve a route.

In this article, I will review performance of the 504 King route in January 2025, and show comparative data from earlier periods.

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Travel Times on 504 King: Update to January 2025

Updated February 7, 2025 at 8:00pm: It occurred to me that although charts here are produced with maximum Y-values of an hour, or even 90 minutes, that this shows the peak times while compressing the visual range of the area where averages change over time. I have added a second set of charts for 2016-2025 with the maximum Y of 30 minutes to give the area where averages move between 15 and 25 minutes more “elbow room” and to make the evolution of values easier for readers to see. These have been added at the end of the “Implementing the Transit Mall” section.

In previous articles, I have posted charts showing the changes in travel times on the central portion of the 504 King route between Jarvis to Bathurst. This is the area covered by the supposed transit mall, although the degree to which streetcars actually have priority has varied over time for various reasons.

This article will review how travel times have evolved in recent years, as well as looking back to pre-pandemic and pre-transit mall eras. Full chart sets are available via links to PDFs for those who are interested.

Beyond that central section lies the conventional “streetcar” portion of the route west through Bathurst/Niagara, Liberty Village and Parkdale. To the east is the northern reaches of the St. Lawrence and Distillery districts. Do these deserve the same level of priority treatment? What would be the benefit if any? I will turn to those areas later in the article.

For those familiar with similar analyses on this site, I have retained the format of charting the 50th percentile (median) and 85th percentile values. These show both the general trend over time as well as the degree by which trips can vary from the median affecting reliability both in the priority area and on the broader route.

Significant events include the implementation of transit priority in November 2016, the covid lockdown in March 2020, and the effect of enforcement (or lack of it) on the ability of streetcars to move briskly through the priority area. Also important to note is that the effects differ by time and direction, and that congestion interferes with transit not just during the classic peak periods.

The important history lesson on King Street is that transit priority can improve travel times, but more importantly can improve reliability leading to more predictable trips and vehicle spacing over a route even beyond the bounds of the priority scheme’s area. Moreover, the benefits are easily lost through lack of enforcement and external events that significantly change demand on the road network.

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TTC’s Dubious Short Turn Statistics

In the monthly CEO’s Report, one of the KPIs (Key Performance Indices) is a measure of the number of short-turned streetcars. This used to be reported as an absolute count, but is now expressed as a percentage of all trips.

Here is the most recent version:

This chart is a fiction born of the Rick Leary era when, in theory, all short turns were banned and the stats were made to fit the objective. Like many KPIs, this suffers from a combination of system-wide consolidation across all routes and time periods, as well as under-reporting of what is really happening.

An easy way to get the true count is to look at tracking data and compare two points on either side of a short-turn location. For example, Woodbine Loop at Queen and Kingston Rd. is a favourite spot for 501 Queen and some 503 Kingston Road cars to turn back. Counting the number of vehicles crossing Coxwell (west of the loop) with the number at Woodbine Avenue (east of the loop) shows how many cars did not travel east of Kingston Road and, therefore, were short-turned.

The TTC claims that they better their 1% target for trips short turned, but it is clear that they rarely achieve this. In some cases, the value rises above 20% indicating that although much service does get to the terminal, there is a good chance that a rider will encounter a short turn. This is separate from frustrations caused by gaps and bunching.

Short turns happen for many reasons including traffic congestion, too-tight schedules, service blockages for collisions, medical problems, parades … it’s a long list. Riders really don’t care. The basic point is that service they expected to receive is not there, and usually with no advance warning.

The table below summarizes the statistics from the vehicle tracking records in November 2024 for the period from 6am to midnight. It is clear that even on an aggregated level, the proportion of short turns is much higher on these routes that the TTC KPIs indicate.

Updated Dec. 6/24 at 1:30pm: Short turn counts for 504 King eastbound, 507 Long Branch and 508 Lake Shore westbound trips added.

Note: The legends on the original charts in this post were misleading. They have been changed to better reflect what the columns and lines on the charts represent..

RouteLocationTotal TripsShort Turns% Short Turns
501 QueenWoodbine Loop EB35471985.6%
Roncesvalles WB35372477.0%
503 Kingston RdWoodbine Loop EB32521364.2%
504 KingSpadina WB64532564.0%
Roncesvalles WB327536411.1%
Church EB63191262.0%
Parliament EB61982043.3%
Dundas EB2943712.4%
505 DundasParliament EB30402127.0%
Lansdowne WB306239713.0%
506 CarltonCoxwell EB30312939.7%
Lansdowne WB325657217.6%
507 Long BranchKipling WB2074883.0%
508 Lake ShoreKipling WB193199.8%
512 St. Clair (*)Lansdowne WB206824912.0%
Oakwood WB21131225.8%

(*) For 512 St. Clair, only data from November 14 onwards when streetcar service was restored are included.

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TTC’s Service Changes for the Swift Eras Tour

The TTC has announced several service changes to accommodate crowds expected at the Taylor Swift Eras Tour concerts at the Rogers Centre on November 14-16 and 21-23. For full details, see their site.

On concert nights, subway service will be improved between 5-8pm and 11pm-1:30am with Line 1 trains operating about every 3 minutes, and Line 2 trains every 4 minutes.

509 Harbourfront service will be restored between Union Station and Exhibition Loop from November 1-24 with at least 11 cars, up from the usual 7 on the line, on concert days .

511 Bathurst cars will operate from Bathurst Station to Union on November 14-16, and starting on November 17 on a scheduled basis.

19 Bay, a normally infrequent service, will have 10 extra buses. Post-show they will operate express northbound stopping only at King, Queen, Dundas and College enroute to Bay Station.

510D Spadina bus will similarly provide an express service stopping at the same intermediate destinations as 19 Bay enroute to Spadina Station.

The express services will be styled as “Swiftbus”. Extra service on 504 King will be styled as “Swiftcar”.

Access at Union Station will be monitored and controlled to prevent the overcrowding that occurred on past occasions with large events.

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TTC 2025 Annual Service Plan Consultation – Round 2

Earlier this year, the TTC conducted the first round of consultations on its 2025 Annual Service Plan. My comments on it include several maps and tables including an update on previously proposed changes that had not yet been implemented.

The following changes are in the second round of consultations:

  • The proposed removal of 87 Cosburn service to East York Acres has been withdrawn for further review.
  • The review of Community Bus routes now includes proposed extensions and restructuring, although the scope is limited by a lack of budget headroom. There is no discussion of where more routes might be added to the system but for a lack of resources to run them.
  • Proposals have been added for alternate service during some, but not all, major construction projects planned for 2025.
  • A proposal to review and consolidate mid-block bus stops has been added.

Except for the 87 Cosburn, all proposals from round one appear unchanged in round two.

The TTC’s survey is available here and will be open for feedback until November 11, 2024. If you have suggestions, please be sure to respond to the survey. Some TTC planning staff do read this site regularly, but feedback on the plan should go to them directly to be part of the record.

I participated in a recent stakeholder session on the plan, and was disappointed by its lack of ambition. There is no sense of a “Ridership Growth Strategy”, an aspirational statement of “here is what we could do”, as opposed to living within the existing budget. It’s almost as if John Tory and Rick Leary never left.

On an informational basis, the plan does not recap pending changes for the eventual opening of Lines 5 Eglinton-Crosstown and 6 Finch West, nor does it discuss past proposals that have not yet been implemented (see my article on round one for a list of these). This leaves riders to search through available background materials to get an overall sense of what will happen in 2025. There is no concrete discussion of general service improvements to attract ridership.

The remainder of this article details the proposals added in the round two consultation.

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Wandering Streetcars: Fall 2024 (Updated Oct 21)

Updated October 21, 2024 at 11:30am: The end date for the 501 Queen diversion via Church, King and Spadina has been changed to “mid-November”.

Updated October 18, 2024 at 11:00am: Information on diversions that have finished has been moved to the end of the article to avoid confusion. A planned diversion on Queen west late evening and overnight service from October 21-24 has been added.

Effective October 13: (Don Bridge reopens two days earlier than the planned Oct. 15)

  • 501 Queen:
    • West end: Regular service.
    • Downtown: Streetcar Diversion via Church, King and Spadina both ways.
    • East end: Regular service restored at the Don Bridge.
    • Shuttle bus from Broadview & Gerrard to Queen & Bathurst:
      • Westbound via Church, Richmond and Bay
      • Eastbound via Bay, King and Church until 10pm daily
      • Eastbound via University, King and Church from 10pm to 5am daily
  • 503 Kingston Road: Regular service from Bingham Loop to King & York looping downtown via Church and Wellington Streets.
  • 504 King: Regular 504B routing restored between Broadview Station and Dufferin Loop. 504A has already been on its regular routing and does not change.
  • 508 Lake Shore: Regular route to Broadview Station via Queen and Broadview restored.

Effective October 21-24 Only

  • 501/301 Queen
    • October 21-24 only from 11pm to 4am: Streetcars divert between Shaw and Roncesvalles via King for trackwork at Queen & Brock. Shuttle buses to Neville Loop

Effective Mid-November:

  • 501 Queen: to be announced.
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King West Construction Diversions End Early

The City/TTC project to rebuild utilities, track and the roadway on King Street between Dufferin and Shaw Streets has completed earlier than originally planned. The roadway is now open, and TTC will be restoring power to allow testing of its new tracks and overhead.

Streetcar service between Shaw and Roncesvalles on King will resume with the October schedule change on October 6. Affected routes will resume their normal destinations:

  • 501 Queen will operate to Humber Loop.
  • 504B King will operate to Dufferin Loop.
  • 63 Ossington will resume its Liberty Village loop via Atlantic Avenue and King Street. (Although there was a proposal to change this route to use Dufferin Loop as a western terminus in the Service Plan, this is not being implemented.)

This project originally included the reconstruction of the King/Dufferin intersection, but this was deferred to 2025 as part of a planned water main and track replacement project from Dufferin Street west to Close Avenue.

According to the TOInview map of planned construction work, other water main and track projects affecting King Street in 2025 include:

  • The Church Street intersection
  • Shaw to Bathurst

Updated September 18, 2024 at 3:40 pm:

The 63 Ossington bus will revert to using Atlantic Avenue, and then King west to Roncesvalles on Monday, September 16 until October 5. From October 6 onward, the Ossington bus will loop east on King to Shaw, its original pre-construction route and streetcars will serve King Street.