501 Queen and the Effect of the King Street Pilot (Updated)

Updated November 27, 2018: A major section has been added comparing travel times between Jarvis and Bathurst on Queen and King Streets.

With the King Street Pilot a year old, one area that also deserves a review is the effect it has had on transit service on Queen Street. The short answer is “very little” with the usual caveats about seasonal variations and unusual events that complicate direct before and after comparisons.

The charts presented here cover the period from March 2016 to October 2018, the same period as King Street charts in recent articles. Selected images are included in the post, and more extensive sets are linked in PDFs.

(Note that the level of detail in the three-year charts is such that they suffer when reduced in size to the scale of a blog post. Click on any of them to open a full size version in a new browser tab.)

Major Events on Queen Street

More so that on King Street, Queen has been affected by many construction activities over the three years, and of course it also has more special events disrupting service in the area parallel to the pilot on King. The major events affecting travel times between Jarvis and Bathurst Streets are highlighted in these charts.

  • April 2016: Reconstruction of King and Charlotte diverted service onto Queen adding to streetcar running times there primarily through delays where King cars turned off of Queen without assistance from traffic signals.
  • May to December 2016: Water main reconstruction on Queen west of Spadina triggered a long-running diversion of service via Spadina to King. The times shown are measured between King and Bathurst and Queen and Jarvis for this period where vehicles were diverted.
  • September 2016: Although TIFF closed part of King Street, the service was split rather than diverted. There is no effect on Queen running times beyond that already seen for the diversion of the 501 route.
  • May to August 2017: Construction continued for another summer on Queen including completion of work started in 2016 and replacement of the pedestrian bridge at Queen and Yonge. Buses operated on 501 Queen.
  • September 2017: Streetcars returned to Queen. Reconstruction of Dundas from Church to Yonge caused some traffic to shift south to Queen. King services diverted onto Queen during the opening weekend of TIFF.
  • October 2017: Reconstruction of Queen & McCaul caused Queen service to divert via King between Church and Spadina.
  • November 2017: King Street Pilot begins.
  • June 2018: Construction delays.
  • September 2018: TIFF diversions delay Queen service.

Chart Format

As with the King Street analysis, the charts here show the 85th percentile values for travel times in orange. This includes most trips across the area parallel to the pilot on King. The median value (50th percentile) is shown in blue. Half of the trips took longer and half shorter than this value. When these values track close together, most trips will lie in a fairly narrow band of values (see details for October 2018 later in this article). Where the lines pull apart, travel times seen by riders will have more variation in length.

Where the route was on diversion in 2016, the time shown is measured between Bathurst & King to Jarvis & Queen via Spadina.

For the diversion in 2017, the time is measured between Bathurst and Jarvis on Queen, but includes the diversion both ways via Spadina, King and Church.

Where a value drops to zero, this indicates that no car was observed between the two points usually due to a short-term diversion around a major blockage.

AM Peak 8 to 9 am

Westbound

The beginning of the pilot in November 2017 had no effect on AM peak travel times. The spike in late June 2018 was caused by construction delays according to TTC eAlerts.

Eastbound

Continue reading

King Street Update: October 2018 (Part II)

This is the second part of the October 2018 update which began with a review of travel times and capacities on the combined 504 King and 514 Cherry routes. (514 Cherry was merged into the King service with a route redesign in early October and no longer exists as a separate route number.) This article looks at the evolution of scheduled and actual service levels on King from March 2016 to October 2018.

The purpose of this article is to show that many factors affect service reliability, and this varies both by location, date and time of day. In evaluation of the King Street Pilot it is important to distinguish between changes due strictly to the pilot and changes that occurred separate from it such as schedule updates.

There are a lot of charts in this article, with more in linked collections. As this is the anniversary of the King Street Pilot’s introduction, I am publishing a large amount of data here for reference by those who are interested in the details.

The King Street Pilot has had some effect on headways (the interval between vehicles). This has been more in the “shaving” of peak values which translates to more regular service even if the scheduled frequency changes little if at all. The TTC’s ability to add service has been constrained by its aging streetcar fleet that only recently has been sufficiently replaced by new cars that service on King is now, with few exceptions, fully provided by the larger Flexity low flow cars.

The table below [click to expand] shows the level of scheduled service over the past three years on the 504 King and 514 Cherry routes. The pdf linked below this table also includes information on the changes in scheduled travel times over the two routes.

504514_2016_2018_HeadwayHistory

Aside from the service reorganizations related to the 514 Cherry car, many of the changes from one schedule period to another relate to changes in the provision of trippers. These are vehicles that make one trip across the route intended to coincide with the peak of the peak periods. The level of tripper service is dictated partly by the season, but much more so by vehicle availability. With the merger of the two routes and the full conversion to Flexity operation, the trippers have vanished from the schedule.

The major changes over the period were:

  • June 2016:
    • 514 Cherry introduced.
    • Service levels on 504 King (and hence on the outer part of the shared route) were reduced except during the AM peak.
  • September 2016: 514 Cherry midday service improved. This change was reversed in May 2017 coinciding with the formal change of this route from CLRV to Flexity cars.
  • September 2017: Running times on 504 King were reduced to claw back an excess that had existed for a few years. Headways during all periods were improved slightly as a result.
  • November 2017: Pilot begins. Transit signal priority (TSP) is disabled at several intersections in the pilot zone where it had previously been active.
  • February 2018:
    • 514 Cherry service improved during the midday and early evening.
    • Roncesvalles Carhouse closes for major renovations causing the patterns of service build up/down to change as all cars now operate from east end carhouses.
  • May 2018: Running times on both 504 King and 514 Cherry were reduced to incorporate the benefit of the King Street Pilot. Headways were improved on both routes to varying degrees during most operating periods.
  • June 2018: Temporary consolidation of the routes for the construction season and the replacement of streetcar service on Broadview Avenue by a bus shuttle to Parliament Street.
  • July 2018: TSP is re-activated within the pilot zone.
  • September 2018: Temporary return to the traditional route structure.
  • October 2018: Permanent consolidation of the routes.

In the table of running times included in the pdf above, round trip scheduled values are shown in an “A+B” format where the first value is driving time and the second is recovery time. TTC has generally not provided a formal recovery time based on the length of trips, but rather simply used this as a way to pad out the total time to an even multiple of the headway. This can create situations where there is minimal or zero recovery time. With the new schedules in fall 2018, there has been a considerable increase in recovery times, and they can be longer than the scheduled headway. This has a few related effects:

  • There is a good chance that more than one car will be at a terminus at the same time. With the longer Flexity cars, this can produce congestion at Broadview and Dundas West Stations. The TTC attempts to offset this by scheduling the recovery time at Distillery and Dufferin Loops, although this is not always successful in avoiding on-street queuing of streetcars at the subway stations.
  • When schedules are “padded” either with excess driving time, or with recovery time, the concept of “on time departure”, already a flexible idea at the TTC where Service Standards allow a six minute window for “on time”, to be erratic because operators know they can make up time over a trip. Conversely, writing schedules too tightly leads to problems both with the variation in route conditions from day to day, not to mention the basic need for breaks from driving continuously.
  • Dufferin Loop has an operators’ washroom, but Distillery Loop does not (although a nearby theatre is used by some in a pinch, provided that it is open). This forces washroom breaks on the 504A service to be taken at Dundas West Station even though the recovery time is supposed to be taken at the Distillery terminus.

The balance of this article reviews changes in actual headways at various points along the route both for inbound and outbound services. The effects vary by location and time of day.

Continue reading

King Street Update: October 2018 (Part I)

The King Street Pilot will celebrate its anniversary in mid-November after a year of some controversy but unquestionable success in the improvement of transit service downtown. The results for October 2018 continue the pattern shown through the pilot period of a substantially more reliable service on King Street. This reliability is the heart of the King Street project.

October 7 brought a permanent change in the route’s structure to merge the former 514 Cherry operation into 504 King with two separate branches overlapping from Sumach Street to Dufferin Street.

  • 504A operates from Dundas West Station to Distillery Loop on Cherry Street.
  • 504B operates from Broadview Station to Dufferin Loop.

The intent of this change is to give each branch a terminus where operators can have a rest break without blocking following service, something that the former 504 King from Dundas West to Broadview could not manage with the route’s conversion to the longer Flexity vehicles.

This change has also reduced the level of service between Dufferin Street and Dundas West Station, and from Sumach Street to Broadview Station, although this is partly offset by the increase of capacity with the new larger vehicles. However, service reliability on the outer parts of the route is an issue because any bunching or short turns produces a larger gap than would occur with the old service design.

Route 503 Kingston Road Tripper continues to operate to Charlotte Loop at Spadina rather than via Wellington to York Street due to construction on Wellington. This is expected to continue until mid-2019. Service on the 503 is provided by CLRVs and, with rare exceptions, these are the only old cars now seen on King Street.

In this article, the format of some charts has been adjusted to provide more information while maintaining continuity with previous articles in this series.

Part I of this review covers travel times and route capacity. In Part II, I will turn to headway reliability.

Continue reading

King Street Update: September 2018 (Update 2)

Updated November 2, 2018: ERRATA: Capacity charts in the original version of this article omitted 514 Cherry cars from February to June 2018. This has been corrected.

Updated October 11, 2018: Charts have been added at the end of the article giving more detail about the effect of TIFF on operation of the King Street service.

September 2018 brought a major change on King Street with the presence of the Toronto film festival, TIFF, and diversion of service around the festival district. The service design was the same as in 2017, but last year the King Street Pilot and associated traffic restrictions downtown had not begun.

Other service changes in September included:

  • The return to the standard 504 King routing from Broadview Station following completion of track construction on Broadview.
  • Reinstatement of 514 Cherry following a split 504 operation during the construction period. (The split operation will become standard on Sunday, October 7.)
  • The 503 Kingston Road car resumed tripper operations to York Street, but this lasted only to mid-September when the route was extended again west to Spadina (Charlotte Loop) to accommodate construction on Wellington Street.

Peak Travel Times

PM peak travel times continued the pattern seen over the past year, but the TIFF period produced major disruptions because of service diversions. Note that in the chart below, travel times across the pilot area from Jarvis to Bathurst include the time spent on diversion all day on Thursday and Friday, September 6 and 7. Diversions also occurred at some times in the week of September 10-14, but these trips are not included below.

  • Westbound via north on York, west on Queen, south on Spadina
  • Eastbound via north on Spadina, east on Queen, south on Church

The effect of TIFF diversions was worse in 2018 than 2017 with the 85th percentile of travel times on Thursday September 6 hitting 54 minutes. The chart below expands the first three weeks of September and includes four percentile lines rather than the two used in the chart above. Note that the four lines stay close together indicating there was little spread between the best and worst case values.

  • Thursday/Friday September 6/7: The diversion via Queen more than doubled the travel time between the bounds of the pilot.
  • Monday September 10: No diversion or temporary service blockage at TIFF affected the period from 5-6 pm.
  • Tuesday September 11: Service was blocked at TIFF during the 5-6 pm hour:
    • some cars were held producing higher travel times at the 85th and 100th percentiles;
    • some cars diverted (not included below);
    • some cars ran through unimpeded producing a 25th percentile similar to “normal” days.
  • Wednesday September 12: Emergency sewer repairs west of Bathurst required a diversion via Queen for much of the day. No cars operated through King and Bathurst and so there were no trips on King between Jarvis and Bathurst to measure.
  • Thursday/Friday September 13/14: Travel times returned to close to values seen before and after the TIFF period.

Travel times eastbound were also affected by TIFF and the diversions, and the effect was comparable to westbound data.

I will return to the effects of TIFF on all day travel times later in this article.

Here are the full sets of charts:

Continue reading

TTC Service Changes Effective Sunday, October 7, 2018

Thanksgiving weekend will bring a major change in the organization of streetcar service on King Street, a further expansion of the new Express Network, and several service improvements mainly during the off-peak period.

2018.10.07_Service_Changes

[Revised to correct branch letters on 12 Kingston Road, and to correct PM peak and early evening service for 929 Dufferin Express]

King and Cherry Streetcars

As I reported in a previous article, the 514 Cherry route will disappear as a distinct entity. Service on 504 King will be changed to a configuration to the design used over summer 2018 while Broadview Avenue was closed for construction. An eastern and western branch will serve the route overlapping in the central section.

  • 504A Dundas West Station to Distillery Loop
  • 504B Broadview Station to Dufferin Loop

Unlike the summer routes, the Kingston Road streetcar service will remain in its traditional design:

  • The 502 Downtowner route operates between Bingham Loop (at Victoria Park) and University Avenue weekdays until 7:00 pm. This remains as a bus service pending availability of enough streetcars to restore streetcar service to McCaul Loop.
  • Peak period 503 Kingston Road Tripper streetcars operate from Bingham Loop to York & Wellington via King. Service to the Charlotte loop at Spadina, part of the summer design, was discontinued with the return to fall schedules in September.

Scheduled headways on the outer parts of the route are wider than currently operated on the premise that the route will operate with larger Flexity cars rather than the old CLRVs. The TTC’s intent is to have the route completely converted to new cars by the end of the year. As of September 13, about three quarters of the AM peak 504 King cars were operating with Flexitys as well as all of the 514 Cherry cars. Based on Flexity delivery rates, the conversion will not complete before the new schedules go into effect and a few CLRVs will remain at least to late October. The TTC plans to use these only on peak period trippers so that off-peak service is fully provided by Flexitys.

Express Bus Network

Four routes will join the 900-series express network. (For details of stopping patterns, please refer to the table of changes linked above.)

952 Lawrence will operate from Lawrence Station to Pearson Airport via Dixon Road during peak periods. The combined local and express service will provide about 13.5 buses per hour compared to the current 12 at the express stops.

Concurrent with this change, the end of construction at Lawrence West Station, service on the Westway branch will be cut back from Yonge Street to its usual eastern terminus at the Spadina subway. This branch will also change from 5 to 4 buses per hour during the AM peak.

Overall, the total number of buses assigned to this route will rise slightly during peak periods, but weekday off-peak headways will widen slightly.

924 Victoria Park will operate during peak periods replacing the 24E Victoria Park Express. This is only a rebranding, and the number of AM peak buses is actually dropping by one in the new service design.

929 Dufferin will operate weekdays in peak and off-peak until mid-evening between Wilson Station and the Dufferin Loop at the western entrance to Exhibition Place. Concurrently, the peak period short turn at Tycos Drive will be dropped and all of the local 29 Dufferin buses will run through to Wilson Station. The peak period combined frequency at express stops will improve, but local stops will see less service. Both the local and express services will operate with articulated buses.

989 Weston will operate during peak periods as a through service from Keele Station to Steeles overlapping both the 89 Weston and 165 Weston Road North routes. There is no change on the 165 schedule. The combined service at express stops will improve over current 89 Weston levels.

Service on Sheppard East will be reorganized on weekends.

  • On Saturdays, the 85 Sheppard East local service will change from articulated buses to standard-sized vehicles, while the 985 express service to STC will change from standard to artic buses.
  • On Sundays, the 985 Sheppard East Express will change to artic buses.

Concurrent changes will lower the capacity provided on the 85 service while slightly increasing it on the 985 express. However, the headways (time between vehicles) on the express service will widen to offset the use of larger vehicles.

Service on Finch West will be improved on weekends by provision of 939B Finch Express service to Finch West Station during the daytime. There is no change in the local bus schedules, and so this is a net new service, albeit not a very frequent one.

Construction Projects

Three construction projects end with the October schedules:

  • Lawrence West Station will re-open as a bus terminal for 59 Maple Leaf and the Westway branch of 52 Lawrence. The 109 Ranee and 400 Lawrence Manor buses, which had been stopping on street, will move back into the bus loop. Concurrently, because of the large number of buses on Lawrence serving this station, the through services to Yonge Street will continue to use on street stops and riders will require transfers to enter Lawrence West Station unless they are Metropass or Presto users.
  • Track construction at Lansdowne and Dundas will complete. The 47 Lansdowne, 402 Parkdale and 505 Dundas routes will resume their normal operation. Given the speed of recent construction projects, this is likely to occur before the official schedule change.
  • City construction at Yonge and Sheppard is finally complete and the 97 Yonge bus will resume its normal route rather than being split at Lawrence.

Seasonal Services End

Various seasonal services will end including the trial operation of 175 Bluffer’s Park. Its future will be the subject of a report to the TTC Board in 2019.

Miscellaneous Changes

1 Yonge-University-Spadina operations will be modified to improve reliability in three ways:

  • On current schedules, four trains in the AM peak originate at Finch Station rather than operating from Wilson Yard. This will be increased to five.
  • At the end of the AM peak, trains running in to Davisville currently short turn northbound at Lawrence Station. This requires co-ordination with the southbound service and can cause delays and gaps. On the new schedules, these trains will run through to Finch northbound, and then dead head southbound to Davisville. Although this will remove a problem at Lawrence, it could worsen queuing problems northbound at Finch.
  • In the evening, all trains running in to Wilson Yard will do so southbound from Vaughan using the new north entrance to the yard, rather than short turning northbound at Wilson.

Peak period service will be modified on a few routes:

  • 11 Bayview will get better AM and PM peak service.
  • 12 Kingston Road will gain a new branch 12D operating to UTSC and providing a through service on Kingston Road. However, this will run only every 30 minutes during the AM peak, 25 minutes during the PM peak, and the actual usefulness of the service is dubious. Concurrently, service will be reduced on the existing 12A/C branches. This change is more about political optics in southern Scarborough just in time for the election than it is a real contribution to better service. [Lettering of branches corrected Sept 13/18 at 3:55 pm.]
  • 25 Don Mills will get better service on its 25C branch to from Sheppard to Steeles during weekday midday and PM peak periods.
  • 925 Don Mills Express will see a slight improvement in AM peak service.

Off peak service changes include:

  • 54 Lawrence East will receive better service on both branches on Saturday afternoons.
  • 63 Ossington will receive better late evening service on Saturdays.
  • 95 York Mills Saturday service will be revised both to operate more frequently, and to extend the hours of the 95B service to UTSC which now ends eastbound from Yonge just before 7 pm into the mid-evening.
  • Saturday afternoon service on 102 Markham Road will improve slightly, but evening service north of Steeles Avenue will be cut from every 20′ to 30′ at York Region’s request.
  • 112 West Mall will receive improved weekday midday service.
  • Service on 129 McCowan North will be improved on Saturday daytimes primarily by trimming excess running time.
  • 131 Nugget will get better service on Saturday afternoons.

Details of all changes are in the PDF linked above.

King Street Update: August 2018

This article continues the series reviewing the operation of transit service on the King Street transit priority pilot. August brings two major events that affect service on King Street, although the traffic problems are concentrated at the western part of the line: the Caribbean Carnival and parade on Saturday, August 4th, and the CNE from mid-August onward, especially with the air show in the final days of the month. Both of these bring congestion through Parkdale notably at the approaches to The Queensway and to Jameson Avenue westbound.

Peak Travel Times

As usual, we begin with the PM peak travel time chart westbound from Jarvis to Bathurst. The 85th percentile line has higher spikes in August, and the three largest relate to specific events:

  • Wednesday, August 8: A delay near Church Street held a few cars causing a jump in the 85th percentile value although the change to the 50th (median) percentile was much lower. The cause of the delay is unknown because the TTC did not issue a service alert.
  • Tuesday, August 21: Severe congestion westbound to Spadina from about 5:40 pm onward drove up both the 85th and 50th percentile values. Again, there was no TTC alert indicating a problem.
  • Friday, August 31: “Police activity”, as the alert put it, required diversion of streetcars in both directions due to an incident west of Yonge Street. The spike in the 85th percentile was caused by one car that crossed Jarvis at about 5:30 pm but was not diverted. As a result its trip, including the delay, was included in the 5-6pm data for the pilot district. As with the August 8 data, note that the change in the 50th percentile is small and on a par with typical day-to-day variations.

For comparison, here is the eastbound chart.

Here are the full sets of charts:

Continue reading

Goodbye to 514 Cherry (Updated)

Updated August 28 at 11:45 am:

I inquired of the TTC whether the restriction at Distillery Loop was due to noise, and whether the CLRVs, when needed, could be operated on the 504B Dufferin service which does not go to the Distillery.

They have replied that:

  • “We have a commitment from Rick and community relations that we do not operate legacy cars into Distillery Loop. We will short turn any CLRVs on that branch at Parliament.”
  • “We were trying to avoid having any CLRVs operating through the peak point to maximize scheduled capacity. All the CLRVs are also scheduled as swing cars, so that had to be considered as well. As a result, we had to split the CLRVs between the two branches. We will prioritize LF deployment on the remaining CLRV runs on 504A first to minimize missed trips from Distillery.”

Thanks to Brad Ross for the update.

Original article:

Effective with the October 7, 2018 schedules, the 514 Cherry car will disappear from the streets of Toronto.

Since June 24 it has been on a temporary hiatus during the reconstruction of Broadview Avenue and a revised service on the 504 King car. On September 2, the “standard” service will resume on 504 King, 514 Cherry and 503 Kingston Road, but it will only last a month.

In October, the TTC will make the summer route split permanent and will operate two separate routes, both under the name 504 King:

  • 504A will operate from Dundas West Station to Distillery Loop
  • 504B will operate from Broadview Station to Dufferin Loop

The two services will operate at the same frequency and will be scheduled, to the degree anything like this actually happens on the TTC, so that they blend in the central part of the line rather than running in pairs. That will probably be greatest challenge given the TTC’s chronic inability to manage branching routes and the less than professional manner in which some operators run right behind their leaders rather than spacing out the service.

Most of the recovery time (layovers) will be scheduled at Dufferin and Distillery Loops so that streetcars are not sitting in subway station loops with queues extending out onto the street.

All service will be scheduled to operate with new Flexity low floor streetcars, although until the end of 2018, the TTC expects to be short a few cars and will substitute CLRVs (standard sized old streetcars).

Some CLRVs will operate in the peak periods through the end of the year and will be designated on runs that operate outside the busiest hour in the morning and afternoon peak periods. These will be replaced by low-floor streetcars, as available, at the divisional level.

Where a 504A streetcar is designated for CLRV, these cars will turn back via Parliament, Dundas, Broadview, and Queen, at the divisional level, as CLRVs are restricted from entering Distillery Loop. [From the Service Change Memo for the October 2018 Board Period]

This arrangement means that there could be random gaps in service to the Distillery depending on vehicle allocations of the day, and operators of these cars will lose their east end rest break.

The effect of the new service design varies depending on the day of the week and the location on the route.

On weekdays, the total number of cars in service goes down, although this is offset by the scheduling of larger Flexitys replacing the CLRVs. All will be well if the TTC actually fields a full service of Flexitys unlike the situation on 501 Queen where for many years CLRVs were sent out on schedules intended for the larger articulated ALRVs. [That was nominally “fixed” with the February 2018 schedules, but this was a very long-overdue correction to reflect the TTC’s inability to actually muster a full service of ALRVs.]

  • AM peak service between Dundas West and Dufferin, and between Broadview Station and Sumach (the point where the Cherry line branches off) will change from a mixture of CLRVs and Flexitys every 3’40” to a Flexity every 5’15”. This is, just barely, a one for one replacement of capacity, but not on the peak part of the route.
  • PM peak service on the outer ends will change from a CLRV/Flexity mixture every 4’15” to a Flexity every 6’00”.
  • Midday and evening service on the outer ends of the line will also be less frequent, and it will be essential that all service actually reaches the terminals.
  • Service in the middle part of the route from Dufferin to Sumach will generally be more frequent and will operate with all Flexitys once they are available.

On weekends, the total number of cars in service goes up during all periods. The effect is that even though only half of the service is scheduled to run through to Dundas West and to Broadview Stations, the change in frequency is small. The central part of the line will see better service both in frequency and capacity.

Service to the Distillery District will be improved compared to the 514 Cherry schedule during all periods. (This change was quite evident with the summer 2018 schedules, and will no doubt be missed for the period from September 2 to October 6 where the “old” Cherry service will operate.)

Overnight service on 304 King will continue to operate between Dundas West and Broadview Stations, but all runs will be scheduled with Flexitys.

The PDF linked here shows the details of the changes. I will publish the full list of October service changes in a separate article.

20181007ServiceChanges_504King

As a parting thought, it will be intriguing to see how many years it will take for the last of the signage, advertising and other TTC materials (notably the onboard route maps) to lose the 514 Cherry car. At least, only two months after the change, the cars are not all calling “Short Turn” at every stop.

King Street Update: July 2018

This article is part of a continuing series tracking the behaviour of transit service on King Street during the pilot implementation of pedestrian and transit priority measures. The last update was in May, and I skipped June because there was little new to report.

Although we are now into the summer when conflicts with pedestrians and space constraints from recent takeovers of curb lanes with a variety of artworks and seating areas, travel times on King have not been affected. In fact, thanks to the re-activation of Transit Priority Signalling (TSP) at various locations on July 7, travel times have actually dropped during some periods.

Peak Travel Times

Continuing the tradition of these articles, here is the travel time chart for the 50th (median) and 85th percentile values westbound from Jarvis to Bathurst from September 2017 to the end of July 2018.

The collection of charts for five periods during the day for the two directions are linked here:

The following service disruptions show up in the charts above for the June-July period:

  • June 14, 20 and 26 eastbound: Congestion eastbound to University Avenue from 5-6pm (typically this is caused by north-south traffic blocking the intersection)
  • June 26 eastbound: Service held at Church Street just before 2pm (and therefore counting in the 1-2pm travel time stats) by a fallen overhead wire.
  • June 26 westbound: Service held at Peter Street at about 10:40 pm by a collision.
  • July 10 westbound: Service held east of Bathurst Street at about 1:15 pm by a collision.
  • July 25 westbound: Service held near Church Street just before 9 am. Reason unknown (no TTC eAlert was issued).

Continue reading

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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