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

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

This post will track the progress of the work.

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

Thursday, June 28, 2018

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

Sunday, July 1, 2018

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

 

Wednesday, July 11, 2018

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

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

 

Friday, July 13, 2018

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

 

Tuesday, July 17, 2018

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

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

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

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

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

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

Thursday, July 26, 2018

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

Sunday, July 29, 2018

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

Monday, July 30, 2018

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

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

August 2, 2018

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

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

Diversions in Progress

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

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

Ooops!

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

King Street Update: May 2018 Data (Part II)

This article continues the analysis of the King Street Pilot with May 2018 data. Part I is in a separate article.

Many topics are covered here, and the intended audience is those readers who want to look at the details of how routes operating on King Street behave. The sections include:

  • Headway reliability on 504 King both in the downtown pilot area and at the terminals.
  • Short turning on the 504 King car.
  • Headway reliability on 514 Cherry and 503 Kingston Road.
  • Headway behaviour for the consolidated 504, 514 and 503 services downtown.
  • A detailed review of 504 King operation on certain days in May 2018.

A common factor through this article is that while travel times in the pilot area have improved thanks to the transit priority scheme, the headways on all affected services are erratic, especially on 514 Cherry and 503 Kingston Road.

The pilot transit project on King is intended to make service more attractive to riders, and this can occur in various ways:

  • Travel times through downtown are shorter and more reliable than during the pre-pilot period.
  • Route capacity has improved partly from schedule changes and recapture of excess travel time, but mainly through the replacement of the older streetcars used on King with larger ones, primarily the new Flexity cars.
  • Headway reliability (consistent times between cars) can be improved if random congestion events are reduced or eliminated, and reliable travel times lessen the need for short turns.

No one change by itself “solves” King Street’s problems, and all three are needed to achieve benefits that will attract riders.

An important part of a transit journey is the time spent waiting for a vehicle. One reason the subway is so popular, aside from its speed, is that trains come frequently and reasonably reliably, although this has become a sore point in recent years. Surface route reliability has always been an issue, and although trips may be faster, there is still the issue of how reliably vehicles actually show up to carry riders.

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King Street Update: May 2018 Data

This article is part of a continuing series reviewing operations on King Street during the transit priority pilot. In Part I here, I review travel times and line capacity in the King Street Pilot’s area. In a follow-up Part II, I will look at headway reliability not just downtown but on the outer ends of the 504 King, 514 Cherry and 503 Kingston Road lines, as well as details of 504 King operation on days when it was badly disrupted.

There has been enough accumulation of data since November 2017 to establish that the pilot has a benefit, although the exact nature varies depending on location, weather and other factors. I will not publish this analysis again until August by which time the effect, if any, of the revised route structure to take effect on Sunday, June 24 will have been in place long enough to accumulate sufficient data. By then there will also be a number of major downtown events to use as reference points in how well the pilot area sustained its transit service.

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Those Vanishing Streetcar Stops

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

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

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

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

On Kingston Road:

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

On Queen Street:

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

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

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

On King Street:

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

On Queen Street (in addition to the above):

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

On The Queensway:

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

On Dundas Street:

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

On College Street:

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

Now that wasn’t hard at all, was it?

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

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

Chair Augimeri moved that the Board:

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

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

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

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

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

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

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

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

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

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

King Street Update: April 2018 Data

This article continues the series reviewing streetcar service on the King Street Pilot area between Jarvis and Bathurst Streets. Previous installments are available here.

Except for two major storms, April 2018 continued more or less in the pattern of previous months. Schedule changes in mid-May will reduce the scheduled travel time across the route, and this should reduce queuing at terminals. However, it could also lead to an increase in short-turns when the line is under stress. This is always a balancing act in schedule design.

Because of this, I will not publish an updated headway reliability article this time around, but will return to that subject later in the year when a few months’ experience with the new schedules has accumulated.

The charts in this article contain the same data as in the March versions with the addition of April 2018 data and a few cosmetic fixes.

Updated May 11, 2018 at 10:10 am: Capacity charts reformatted to correct headings and date ranges. No change in content.

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TTC Service Changes Effective Sunday, May 13, 2018

The May 2018 service changes bring:

  • Addition of two AM peak “gap trains” on 1 Yonge-University-Spadina and other operational improvements.
  • An update to the schedules for service on the King Street Pilot to reflect the improved travel time on the street and to reduce vehicle queues at terminals.
  • Changes to all routes serving Main Station during construction that will close the loop to transit vehicles.
  • Diversions of the Parliament and Carlton routes around track construction at Gerrard & Parliament.
  • Changes to Don Mills bus schedules to reflect actual operating conditions and Crosstown construction effects.
  • Seasonal changes to reflect declining ridership to post-secondary institutions during the summer.
  • Summer improvements including extension of 121 Fort York Esplanade to Cherry Beach during all operating periods, improved weekend service on 92 Woodbine South, and later service to the Zoo.
  • There is a new summer route 175 Bluffers Park on weekends between Kennedy Station and the park’s parking lot.
  • Service cuts and running time reductions on 6 Bay.
  • Weekend reliability improvements on 96 Wilson and 165 Weston Road North.
  • Weekday reliability improvements on 199 Finch Rocket.

2018.05.13_Service_Changes

Here are the highlights:

1 Yonge-University-Spadina

Two “gap trains” will be added to the morning peak schedule to provide additional service as needed southbound on Yonge. One train will be stationed in Eglinton pocket track, and the other on the hostler track at Davisville.

Trains leaving service in the evening to Wilson Yard will now do so southbound from Vaughan rather than northbound at Wilson. This avoids conflicts between the yard movements and southbound service.

King Street Pilot

Running times on 504 King will be reduced during almost all operating periods, and the saving will be converted into slightly shorter scheduled headways with no change in total vehicles. The four peak period ALRV trippers will be replaced by six CLRV trippers. Flexity cars will now be formally scheduled to cover part of the service with priority going to runs that stay out all day.

514 Cherry service will be improved during the AM peak, weekday early evening, Saturday afternoon and Saturday early evening periods by the addition of one or more cars.

Peak period crewing practices will be changed to step back operation to reduce terminal delays.

Main Station

Main Station Loop will be closed until September 2018 for construction. During this time routes serving the station will be reorganized:

  • 20 Cliffside and 62 Mortimer will be interlined as a single route from Broadview to Kennedy Station.
  • 23 Dawes will be extended west to Woodbine Station.
  • 64 Main will be extended north to Eastdale.
  • 87 Cosburn will loop on street via Danforth and Chisholm.
  • 113 Danforth and 135 Gerrard will be cut back from Main to Victoria Park Station.
  • 506 Carlton will be extended east to Victoria Park Station via Gerrard covering the mileage of the shortened 135 Gerrard route.

Parliament & Gerrard

During the reconstruction of this intersection, buses will divert:

  • 65 Parliament will divert via Sherbourne between Dundas and Carlton.
  • 506 Carlton will divert via Dundas between Sherbourne and River.

Bay Bus

Service on 6 Bay will be reduced by the elimination of one or two buses during most operating periods, and headways will be widened as a result.

This route suffers from excessive running time as shown in a previous analysis I published, and I will be updating this with current data in May.

King Street Update: March 2018 Data (Part II)

The King Street Pilot project is well regarded for the improvement in travel times it brought to transit riders, and for the large jump in ridership on the route. In past articles, I have reviewed the statistics for travel times, but another important aspect is the reliability of headways – the intervals between streetcars. Early results showed a distinct improvement, but this has not been sustained. Moreover, headway reliability outside of the pilot area remains quite erratic, especially near the terminals.

This brings us to the TTC’s assertion that if only the service would depart on time from the ends of its many routes, the problem of irregular service in the middle would look after itself. This is a completely bogus claim on two counts. First off, erratic service at terminals is the norm, and regularly spaced departures usually depend on hands-on service management by supervisors on the street. Second, service has a fair latitude to be considered “on time”, and even with this leeway, gaps and bunches quickly form that exceed TTC targets.

In theory, if travel times are more consistent thanks to the pilot (or any other transit-supportive changes), then it should be easier to keep service properly spaced. Reality is somewhat different from theory.

This article examines headway behaviour at Yonge Street for the 504 King car, as well as the combined service of the King and 514 Cherry cars. Although these are thought of as “blended” services, like all branching TTC routes, there is no co-ordination between the two routes and the Cherry cars fill gaps in the King service by accident, not by design. Beyond the limits of the Cherry cars (Sumach in the east, Dufferin in the west), the King service is as erratic after the pilot’s introduction as it was before.

Also included is a review of 514 Cherry service on the outer ends of the route. Only recently has the service to Distillery and Dufferin Loops become more reliable and the improvement has more to do with revised schedules than with the King Street Pilot.

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A Detailed Review of King Street Travel Times

The purpose of this article is to delve into the data on the behaviour of King Street transit at an even more finely-grained detail than in past articles. The presentation here focuses on:

  • Hourly variations in travel times.
  • Daily variations based on the day of the week, including weekends.

The data are the same as those used for previous articles, but with changes in presentation to bring out different aspects of the “story” that they tell. In particular, it is important to examine the data at a level of detail sufficient to see where variations exist and where they do not. Averages over several days and over multi-hour periods simply do not reflect the way the line behaves.

A fundamental purpose of the King Street Pilot is to “shave off” the worst of the transit delays caused by congestion. For periods when traffic is free-flowing, there will be little or no change because nothing was “in the way” to begin with. Expectations of large savings in travel time can really only apply to periods when service was likely to be disrupted. This can vary from hour to hour, by day of week, due to special events, weather, and other factors. The whole point is that if the worst of the disruptions are eliminated, service will more reliably be at close to “best case” conditions.

The source data for this and all other studies of transit operations I have published come from the TTC’s vehicle tracking system. Subject to the caveat that some data must be discarded thanks to wonky GPS readings of vehicle location, this represents as close to a 100% sample as one is likely to achieve. The data are from January 2016 to February 2018, except for February 2016 which I do not have.

There are several sets of charts here, and this article is intended to take the reader through progressively more detailed views.

Complete chart sets are provided in linked PDFs, and only a few of these are presented as illustrations in the body of the article to save on space.

I leave exploration of the charts to readers with the hope that this shows the kind of detail that is available, and that a closer look is needed to see how the route behaves under various conditions. As the year goes on, I will update these charts periodically with additional data to examine whether better weather, more activity and special events disrupt what has been, so far, a clear improvement in transit’s performance on King Street.

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