Service Analysis

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TTC Service Changes January 8, 2023

The TTC will modify many routes on January 8, 2023, although most of the changes are small tweaks rather than a significant overhaul of service. Current changes are achieved mainly by reallocation of vehicles, modification of running times and headway adjustments.

Updated January 3, 2023 at 4:35pm: A table showing the number of replacement buses on streetcar routes has been added.

In the January schedule period, the planned weekly service is down from November 2022 levels. That is the appropriate comparison because the “December” schedules only cover the holiday period when service is reduced. All of these reductions have been reversed in the January schedules, and some school trips have been added beyond the November level.

Service in the latter part of 2022 ran below budget because riding had not rebounded as quickly as originally hoped across the system. January 2023 continues at a similar level, and a service budget has not yet been published, let alone approved.

Hours/WeekRegular ServiceConstruction ServiceTotal
Nov 2022 Budget182,0164,492186,508
Nov 2022 Planned173,2494,187177,436
Dec 2022 Planned170,7083,779174,387
Jan 2023 Planned171,8025,175176,977
Source: TTC Service Change Memos for November/December 2022 and January 2023

Subway Service

There is no change in subway service for January 2023.

Streetcar Service

506 Carlton will return to its normal route over its entire length after an extended sojourn on Dundas Street. The 306 night service will return to streetcar operation. Construction of streetscape changes on College Street is not yet complete, but this will not require a diversion in 2023.

Some streetcar routes will have new schedules:

  • 509 Harbourfront and 510 Spadina will be modified to reduce layover conflicts at Union and Spadina Stations.
  • Service on 509 Harbourfront will be reduced to match demand in some periods.
  • Sunday early evening service on 510 Spadina will be changed so that all cars operate as 510A to Union rather than a split service with 510B turning back at Queens Quay. This matches the Saturday service pattern.
  • 512 St. Clair service will be reduced to match demand during some periods.

The allocation of routes to carhouses will change slightly to balance resources. The table below includes a long absent route “507 Long Branch” and the temporarily suspended “508 Lake Shore”, but not the “502 Downtowner”. Make of that what you will.

The number of buses operating on streetcar routes for construction projects is shown in the table below.

Bus Service

Routing Changes

29/329 Dufferin

Due to construction for the Ontario Line’s Exhibition Station, the 29 and 329 Dufferin services will be rerouted as shown in the maps below.

43B Kennedy and 985A Sheppard STC Services

These routes will be modified to access Scarborough Town Centre via a different path in order to provide connecting stops with the temporary GO bus terminal.

95C York Mills and 996 Wilson Express Service to Ellesmere Station

The 95C York Mils branch will be dropped, and in its place the 996 Wilson Express will be extended east to Ellesmere Station.

The levels of service in the “before” and “after” configurations are compared below.

Buses/HourAM Pk PreAM Pk PostMidday PreMidday PostPM Pk PrePM Pk Post
95A Pt Union7.563.365.56
95C Ellesmere Stn7.53.35.5
995 UTSC5.553.83.85.55
996 Ellesmere Stn6.74.86
Total to Ellesmere Stn20.517.710.414.616.517
Total to UTSC13117.110.81111

Other affected bus routes

  • 600 Run As Directed: The number of scheduled RAD buses is deeply reduced with only 6 weekday crews and none on weekends. Divisions will assign buses locally depending on operator availability.
  • 19 Bay: An AM peak tripper to handle demand to the waterfront will be created by diverting one 503 Kingston Road bus to run eastbound as a Bay bus to Dockside Drive and Queens Quay, then deadhead to Broadview and Queen to resume service on the 503.
  • 20 Cliffside and 113 Danforth: Headways will be standardized so that an evenly blended service can operate from Main Station on these overlapped routes.
  • 25 Don Mills: The split branch structure north and south of Don Mills Station will be extended into the early evening on weekdays.
  • 925 Don Mills Express: Trips added during peak periods to match demand.
  • 939 Finch Express: Midday and PM peak service improved, evening service reduced.
  • 41 Keele: Service reduced to match demand.
  • 44/944 Kipling South: Some early express trips will be replaced with local buses. Two school trips from 44 Kipling South will interline with 76 Royal York South school trips.
  • 945 Kipling Express: AM peak service improved.
  • 48 Rathburn and 112 West Mall: PM school trips serving Michael Power Saint Joseph HS will be changed to match dismissal times.
  • 52 Lawrence West: A new trip will be added from Westwood Mall at 6:52am to accommodate demand. A new trip will be added between Lawrence and Lawrence West Stations in the early PM peak. This is a hook-up with an existing school trip.
  • 57 Midland: Service reductions to match demand.
  • 60C/960 Steeles West: Service between Pioneer Village Station and Kipling on the 60C branch will be reduced in peak periods to match demand. This will be offset by improvement to the express service.
  • 960 Steeles West Express: Early evening service reduced.
  • 63 Ossington: Service modified for resiliency and to match demand (mainly reductions).
  • 68/968 Warden: Schedules adjusted for reliability with less frequent service during many periods.
  • 79 Scarlett Road: Service reduction weekdays in peak and midday periods.
  • 86 Scarborough: Zoo shuttle will operate only on Saturday to serve Terra Lumina. Sunday service dropped.
  • 95/995 York Mills an 96/996 Wilson: 996 Express service extended to Ellesmere Station replacing the 95C local service (see map above). Service changes during many periods to improve reliability with a mix of frequency changes.
  • 102/902 Markham Road: New trips to serve school demand to R.H. King Academy and Centennial College.
  • 116 Morningside: New PM school trips from Morningside & Ellesmere to serve Jack Milner PS and Sir Wilfrid Laurier CI.
  • 122 Graydon Hall: All trips will now enter service eastbound at Don Mills.
  • 130 Middlefield: New school trips to serve Henry Kelsey Senior PS.
  • 165 Weston Road: Service reliability changes primarily through longer running times and additional buses.
  • 168 Symington: Service reduced to match demand.

Peak bus service

The Details

Details of these changes are in the spreadsheet linked below.

TTC Service Changes 2023.01.08 (Revised)

Construction Projects

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TTC Track Construction Update December 22, 2022

King-Queen-Queensway-Roncesvalles

Updated December 23, 2022: The City has issued an update stating that the work on Roncesvalles will not be finished until at least the end of February, and The Queensway will not be complete until Spring 2023.

  • Stage 3 work on Roncesvalles will be completed by the end of February 2023.
  • Work will continue after this period with the installation of TTC streetcar track platforms and overhead wiring, with only lane restrictions as necessary.

The final major piece of trackwork installation is underway. Once new paving is in place, the overhead can be restored and, at least in theory, streetcars can return to Roncesvalles Avenue. This is likely to be confined initially to carhouse moves to and from Howard Park until TTC schedules catch up. A service restoration date for 504 streetcars has not yet been announced, but the mid-February schedule change would be the first opportunity. (As I write this, the January changes have not yet been announced.)

With the revised completion dates announced by the City, the first schedule change that could restore streetcars to Roncesvalles would come at the end of March or early April. It is possible that bus service on Roncesvalles could be restored as work north of Queen reaches a point where some lanes can be opened.

Meanwhile, although road construction continues on The Queensway between Sunnyside and Parkside, only the span wires and hangers are up at Sunnyside Loop, but no contact wire. There is still no track between Glendale (St. Joseph’s Hospital stop) and Parkside (the first stop on the Queensway right-of-way). Paving of the new curb lane eastbound from Parkside to Roncesvalles was underway on December 22, and the new eastbound Glendale stop platform is now in place.

Dates for restoration of streetcar service to Sunnyside and to Long Branch have not been announced.

The City’s update puts completion of the road work in Spring 2023. Whether this will include restoration of track and overhead remains to be seen.

  • As part of work being completed on The Queensway (Parkside Drive to Roncesvalles Avenue), the contractor has uncovered conflicts with underground utilities that require modifications to the designs.
  • The Stage 2 work is now expected to be complete in Spring 2023. Upon completion, all travel lanes on The Queensway will be restored and northbound access to Sunnyside Avenue from The Queensway will be reinstated.  
Looking north on Roncesvalles from Queen
Looking west across Roncesvalles at North Gate of carhouse
Welding track on Roncesvalles north of Queen
Thermite welding jigs and cauldron

Dundas Sinkhole

A major sinkhole on Dundas near Brock caused a service diversion of route 505 Dundas via College and Ossington. This ended in the early evening of December 19. The photo below, provided by reader Raymond Lee, shows the track restoration in progress on December 10.

Reinstalling track over Dundas sinkhole. Photo by Raymond Lee.

King & Shaw

Service was restored to King Street west of Bathurst on December 9, 2022. 504A Distillery cars run to Dufferin Loop. 504B Broadview Station cars run to Bathurst Street.

Looking east on King at Shaw
Looking west on King at Sudbury

Adelaide Street

Work is expected to be complete to Charlotte Street by year-end. Work east from York Street to Victoria, and on York Street itself will be done as a separate project in 2023.

College Street

Most work on College Street is complete although 506 Carlton streetcar service remains on diversion. The TTC should be restoring the normal route soon, but has not announced a date yet. As of December 19, the 506C bus shuttle operates along College and Carlton streets rather than diverting along Harbord, Hoskin, Queen’s Park, University and Gerrard.

According to the City’s webpage for this project:

In spring 2023, the City’s contractor will return to complete work on the elevated cycle tracks between Manning Avenue and Spadina Avenue and upgrades to the existing bike lanes between Spadina Avenue and Bay Street.

Wellington Street

Updated: This original text has been removed because it proved to be out of date.

The current status is that undocumented underground conflicts still dog this project, which also was delayed to accommodate local festivals. Work on the north side of Wellington is expected to be largely completed in 2022, but the south side will be finished next Spring.

There is no word on when TTC will reinstall overhead so that 503 cars can return to the Church-Wellington-York loop.

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King Street Travel Times: Fall 2022 Update

Updated December 20, 2022: Detailed charts have been added for the segments between Jarvis and Yonge, and between Yonge and University. Click here to jump to the new part of the article.

This article continues a series looking at the travel times on King Street in the “transit priority” segment between Bathurst and Jarvis Streets with data to the end of November 2022.

With the resumption of commercial and social activities, the comparative calm on King has disappeared, and the street can be very busy in the Entertainment District especially in the evening. The laissez-faire approach to traffic management and enforcement on King did not matter much during the pandemic shutdowns, but the benefits of the priority area are slowly being lost.

This echoes other aspects of the transit system where as a City we seem to have forgotten how to run things well under “normal” conditions either because of permanent funding cuts, or because we have forgotten the effort needed to deal with heavier demand on our services and infrastructure.

The first set of charts in the article takes the long view starting in 2016 to show the evolution from before the transit priority zone was created, then the effect of that zone, the arrival of the pandemic and the return to pre-pandemic activity.

There are two distinct sections of King Street. East of University is the business district, and it is less affected, at least from a transit travel time point of view, because activity there is still below “normal”, pre-pandemic conditions. However, interference from north-south traffic backlogs at intersections is starting to have an effect, mainly in the PM peak. West of University is the Entertainment District and its high density residential neighbourhood where one might ask “what pandemic?” from the number of pedestrians and motorists on the streets.

Later in the article, I will review changes in travel times over short segments between Jarvis and Bathurst.

The situation on King with deterioration of the transit priority area’s benefit was the subject of a recent item by the CBC: What’s Happened to the King Street Transit Corridor?

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Service Analysis of 63 Ossington, November 2022

This article arose from complaints I saw on Twitter about the poor service on the 63 Ossington bus during November and early December. The common thread is that service is extremely erratic, a common problem on many routes.

In the case of the Ossington bus, most trips are comparatively short because it extends only from Eglinton West Station to Liberty Village, and many trips are to or from the subway at Bloor. This means that wait times can form a substantial part of a journey on the route, sometimes more than half. Moreover, they are unpredictable and riders must allow time for this whether they will need it or not. This is not a formula for attracting demand back to the system from those who have a choice of travel some other way.

The charts here are in a format familiar to readers of this site. To save repeating explanatory material, I urge those who are new to this type of analysis to read Understanding TTC Service Analysis Charts: A Primer. For details of how these charts are created, see Methodology For Analysis of TTC’s Vehicle Tracking Data.

Service on 63 Ossington during November 2022 operated with schedules that had been in place for some time. The weekday schedules had been in effect since March 2022, and the weekend schedules since November 2021.

During peak periods, half of the service short turns at St. Clair via Oakwood Loop, but at all other times, all buses run over the entire route.

During November 2022, there was an enlarged south end loop to avoid construction at King & Shaw, but no additional running time was provided in the schedule to compensate for this.

The route has frequent opportunities to regulate headways with layovers at the terminals and at Ossington Station Loop. Note that recovery times are particularly large during weekday peak periods and midday. This is intended to deal with congestion due to Line 5 Crosstown construction at Eglinton West Station. Recovery times are more commonly only one headway or less.

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TTC Track Construction Update December 5, 2022

Here is a brief update on various construction projects in progress.

King/Queen/Queensway/Roncesvalles

Excavation continues on Roncesvalles at the north gate of the carhouse while the track panels for the new junction remain on trailers on King Street (see previous update).

Track installation has started south from Harvard Street toward the north gate.

Looking across Queen from King to Roncesvalles
Looking north on Roncesvalles from Queen
Looking south on Roncesvalles to Queen
Looking west to the north gate of the carhouse
New track installation south from Harvard Ave.

The TTC has not yet announced a date for resumption of through service on Roncesvalles between Howard Park and The Queensway on route 504 King, nor for through streetcar service from downtown to Dundas West Station.

On The Queensway, the eastbound stop at Glendale has finally been taken out of service. Passengers are now directed to use westbound buses to access St. Joseph’s Hospital transferring at Roncesvalles or at Colborne Lodge Drive as appropriate.

The map below was tweeted by @ttchelps. As I write this, neither this map nor the diversion notice for the 504 bus service are linked to the route’s schedule page.

Construction continues on the new eastbound curb lane and the eastbound streetcar stop at Glendale. Work is also in progress on the track between Glendale and Parkside.

Overhead is still not in place at Sunnyside Loop although many span wires and hangers have appeared. The 501 Queen service cannot be extended from Dufferin to Sunnyside until this loop is available.

King & Shaw

According to a City of Toronto construction notice, this intersection will reopen on Friday, December 16. This would allow the 504 King and 63 Ossington services to resume normal operations here.

When the TTC announced their November service changes, this included a temporary option, once King & Shaw reopened, with half of the 504 service turning back at Exhibition Loop (the 504B Broadview cars) and half running through to Dufferin (the 504A Distillery cars). The 504C buses which loop at York Street would shift to a Bathurst turnback.

The TTC has not yet confirmed whether these arrangements will actually happen.

Adelaide Street

Construction has moved swiftly west on Adelaide and is now in the final stretch between Widmer and Charlotte Streets. The section east from York to Victoria will be rebuilt in 2023.

Looking east on Adelaide from Peter to Widmer
Looking west on Adelaide across Peter

Wellington Street

New overhead has not yet been installed on Wellington Street. The 503 Kingston Road bus is looping via York, Richmond and University from King. Streetcar service should return in the Spring when pantograph-friendly overhead on the downtown loop and on Kingston Road has been installed.

Dundas at Brock Street

A large sinkhole appeared under the streetcar tracks on Dundas at Brock due to a burst 120-year old sewer. The City expects the street to be restored by the end of December, but the TTC will then have to restore the track and overhead. Until that work is finished, tentatively by the end of January 2023, the 505 Dundas service is diverting both ways east of Lansdowne via College and Ossington.

Media coverage is available from CBC and CITY, among other sources.

College Street

The diversion of 506 Carlton streetcars around the College Street reconstruction project is expected to finish by the end of 2022. Streetcars continue to operate both ways via Bay, Dundas and Ossington.

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King-Queen-Queensway-Roncesvalles Update: November 26, 2022

The KQQR project is heading into the home stretch with work now underway on the North Gate to Roncesvalles Carhouse, and roadway construction and paving on The Queensway west to Parkside Drive. Alas, there is no announced completion date.

At the North Gate, recently completed utility work allows the area to be excavated in preparation for the new special work. This track has not yet been rebuilt to current standards (a program that will take years to complete as the cycle time is 20-30 years) with a concrete foundation, pre-welded track mounted on panels, and a top layer of concrete that can be removed for repairs without disturbing the two layers below.

The new track panels are sitting on trailers on King Street east of Roncesvalles awaiting installation.

Meanwhile there is some preliminary work on new overhead leading north into this area, but the main installation cannot occur until the new track is in place and overhead trucks can drive under the new wire.

On The Queensway itself, overhead has begun to take shape at Sunnyside Loop, but it is still not operational. This leaves the 501 Queen service turning back at Dufferin Street.

On King Street east from The Queensway, conversion of overhead suspension to pantograph compliance has finally started. This area and Kingston Road are the last two major areas to be converted.

Along the south side of The Queensway, much of the new curb is now in place and concrete for the new curb lane will likely appear soon, weather permitting. At Glendale eastbound (St. Joseph’s Hospital) the bus stop is even more rudimentary than on previous visits. Passengers wait in the temporary crossing area (which is now at least concrete rather than a wooden bridge), and then move across the traffic lane to board a bus when it arrives.

Between Claude and Parkside (the easternmost part of the existing streetcar right-of-way) excavation is in progress to remove old track and wooden ties in anticipation of completing the new trackwork between Glendale and Parkside.

Roncesvalles Carhouse North Gate
Looking north on Roncesvalles to Harvard
Looking west across Roncesvalles into the North Gate
Looking north on Roncesvalles from Queen
Track panels for Roncesvalles Carhouse North Gate on King Street
Track panel with Fasetta track crane
Fasetta track crane
Looking west to The Queensway and Parkside
Looking east on the Queensway at Glendale
Eastbound bus stop on The Queensway at Glendale
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What Should Be Done With Spadina and St. Clair?

This article was originally going to be a very long reply to a comment left in the Spadina vs Bathurst thread, but I have moved it to its own article for better exposure.

I received the following comment from someone whose identity I will keep to myself. You know who you are.

Steve, I am a political strategist at the municipal level here in Toronto. I have a meeting with some new inner city Councillors next week (+ the Mayor) who are interested in this issue of streetcar speed and reliability (as am I as a fervent reader of your blog!).

Putting aside cost and political barriers for the moment: from a purely technical perspective, what measures would you recommend implementing on the Spadina and St. Clair streetcar routes to speed them up without losing ridership?

For instance:

  • Are there any stops on the Spadina line, near or far side, that could be eliminated while still retaining the riders who use those stops via other stops?
  • What kind of TSP [Transit Signal Priority] extension would yield the best results if having to choose between the two: extending the seconds of green light extension OR maintaining the green light extension window while simultaneously allowing for more active TSP (ie rather than just if it’s late)?
  • How much time would be saved if all far side stops were eliminated on Spadina and St Clair?
  • How much delay does the lack of grade separation for the final/first leg of the St Clair route (ie when it’s entering or leaving the station and having to wait for cars and pedestrians) cause? Would installing a signal system for that unprotected stretch that prioritizes the streetcar result in any substantial gains?

Open to all thoughts and suggestions – many thanks 🙂

I am replying to this in public because (a) the comment was left in the public thread rather than sent in a private email, and (b) my answers will be of interest to other readers.

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Spadina vs Bathurst: The Great Race Revisited

Back in August 2021, I published an article about running times on the 510 Spadina streetcar including comparisons with the nearby 511 Bathurst car. Despite being on its own right-of-way, the Spadina car is almost always slower than the Bathurst car.

There are various reasons for this including double stops at signalled intersections and longer stop service times due to the demand level on Spadina.

That article used May 2021 data which reflected mid-pandemic traffic conditions. With demand and traffic rising in past months, I return to the subject using October 2022 data.

The situation has not changed much in the intervening year and a half. 511 Bathurst cars still win the race during most time periods, although on a few occasions the 510 Spadina cars take the prize.

Comparing Travel Times

Here are comparative running time averages for October weekdays on the two routes. Two sets of values are shown here:

  • The solid lines show average travel times between Bloor and Front each way.
  • The dotted lines show the average travel times between Bloor and Richmond each way avoiding problems with congestion and enroute layovers at the south end of these lines.

Throughout these charts, data for Spadina are plotted in red while data for Bathurst are in green.

During most weekday periods, Bathurst cars have the lower average travel time between Richmond and Bloor, but the results are mixed between Front and Bloor.

Here are the comparable charts for Saturdays and Sundays. Bathurst almost always wins out.

The charts below subdivide the weekday data by week to show that the numbers are not always exactly the same. There is even more variation on a day-to-day basis. I include these to illustrate the importance of not taking averages over long periods at face value because this can hide variations.

In these charts, the warmer colours (red through light green) show data for the Spadina car while the cooler colours (blues and purple) show the Bathurst car.

These charts show the general shape of average data, but more a more detailed view is needed to compare the routes’ behaviour.

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King Transit Priority Travel Times Update: 2016 to 2022

The priority transit lanes and other traffic measures have been in place on King Street between Jarvis and Bathurst Streets since the fall of 2017, five years ago. This article updates past charts and observations with data to October 2022.

There are three quite separate areas on these charts:

  • 2016 to fall 2017: This is the pre-priority era in which travel times were longer and, during parts of the day, quite unpredictable.
  • Fall 2017 to March 2020: This is the era of transit priority pre-pandemic. There is a marked reduction in both the length and variation in average travel times during most periods.
  • March 2020 to October 2022: This is the pandemic era. A further drop in travel times occurred almost immediately as this period began, and values have only begun to climb upward in recent months.

A troubling question, difficult to answer this early in the “recovery” period, is how far up both average trip times and the variation in these values will climb. Motorist have had free rein on King Street for two and a half years, and the “priority” scheme is a shadow of its former self.

The situation will be further complicated when Queen Street closes for Ontario Line construction and traffic diverts onto Richmond and Adelaide with, no doubt, some spillover to King. There is no sense that robust priority measures will be in place for transit, but instead that the focus will be on moving traffic generally through downtown. Transit will benefit, to the extent it might, from the “rising tides lift all boats” philosophy that sees any benefit to auto traffic as having a spin-off value to transit. That is a false but commonly used analogy.

In the charts below, there two galleries, one with westbound and one with eastbound data. This allows a reader to open the gallery and step back and forth through different hours of the day to see how the data change.

All of the charts have the same layout.

  • The x-axis gives the date over the past five years.
  • The y-axis is time in minutes with the bottom of the axis at 10 and the top at 40. This gives more “breathing room” for the variations as there are “zero” values in the chart only where there are no data due to a diversion or missing data in the TTC feed. The upper value of 40 clips some of the very high peaks, but these are rare.
  • There are two lines showing the 50th percentile (mean, blue) and 85th percentile (yellow) for the travel times.
  • There are various vertical bars marking significant events including the start of the King Street pilot (green), the onset of Covid (brown) and the annual film festival (red, omitted for 2020 and 2021).
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TTC Service Changes Effective November 20, 2022 (Updated)

Updated November 20, 2022: Information regarding diversions for 504 King and 503 Kingston Road has been updated with current details.

The TTC is making a few service changes for the November board period affecting mainly streetcars and the Yonge subway (Line 1).

1 Yonge-University-Spadina

With the complete implementation of Automatic Train Control on Line 1, the full route will switch to one person train operation (aka “OPTO”). Service will be improved during peak periods as well as some off-peak. Some running times will be reduced.

The peak service improvement is achieved through a combination of running time reduction and the conversion of two of the “gap” trains in each peak to regular service trains.

501 Queen

The originally announced service for 501 Queen in October would have seen the route extended to Roncesvalles from Dufferin. This proved impractical, and the route continued as it had been in September. The official schedule now reverts to September’s version for both the streetcar and bus services. There is almost no change to scheduled headways.

503 Kingston Road

The 503 Kingston Road car will be converted to bus operation until March 2023 to allow overhead conversion on Kingston Road. The buses will operate to the “standard” downtown route 503 destination at King & York via Wellington.

Update: The downtown loop of the 503 buses will be via King to York Street, north to Richmond, west to University, south to King and returning east.

504 King

The intersection of King & Shaw is expected to reopen in early December for streetcars and buses. In anticipation, the November schedules are based on the service plan after the reopening.

Update: The TTC has posted a service change notice dated December 1, 2022 stating that the reopening will occur in “early December”. December 1st is a Thursday, and so it is not clear exactly when this change will take place. There is no comparable notice for 63 Ossington which is also diverting around King & Shaw.

Before reopening:

  • All 504 King cars will operate to Exhibition Loop, but they will not serve stops on Bathurst or Fleet Streets.

In practice, much of the 504 King service has not reached Exhibition Loop in recent weeks short turning either at Fleet Loop or at Charlotte Loop (King/Spadina).

After reopening:

  • 504A Distillery cars will operate to Dufferin Loop.
  • 504B Broadview Station cars will operate to Wolseley Loop (at Queen & Bathurst).

This arrangement reduces the number of transit vehicles attempting to use Dufferin Loop while this is still the western terminus for 501 Queen streetcars.

The 504C King shuttle bus was originally scheduled to operate to Exhibition via Strachan, but instead it will run east to Bathurst and King looping via Bathurst, Adelaide and Portland. Additional service will be provided if necessary from the run-as-directed pool.

929 Dufferin Express

All trips will terminate at Dufferin Loop.

Seasonal Changes

  • 86 Scarborough service on Saturdays to the Zoo for Terra Lumina will now end at 9:20 pm to match the planned earlier closing time.
  • 172 Cherry Beach weekday service will be discontinued for the winter (typically until May).

The changes are summarized in the spreadsheet linked below.

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