This article is an update from a previous item about service capacity, as well as a look at the travel times of Queen cars through downtown and the effect of the King Street Pilot.
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:
Updated September 5, 2018: A history of service levels on Queen Street back to 1954 has been added at the end of this article.
While Toronto celebrates the success of the King Street Pilot, only a few blocks away on Queen Street transit service is not quite so rosy. Like much of the transit system, service on 501 Queen has not changed substantially over the years, and this has been compounded by various construction projects that disrupted service and fragmented the route.
One long-standing issue on Queen has been the type of vehicle assigned to service. Until February 2018, the service design assumed that the two section Articulated Light Rail Vehicles (ALRVs) would operate. However, it had been common for years to see the smaller CLRVs mixed in to the service despite their lower capacity. This was a direct result both of declining ALRV reliability and the concurrent use of these vehicles on other routes, King and Bathurst.
The February 18, 2018 schedules specify a mix of CLRVs and ALRVs on 501 Queen, and provide shorter headways (the time between vehicles) to compensate for the lower vehicle capacity. However, even this change did not completely fix the problems.
Although the ratio of service design capacities is about 3:2 for the two vehicles (108 vs 74 during the peak, 61 vs 42 off-peak), and 10 of the 35 cars on 501 Queen were scheduled to be ALRVs, the change in headways did not compensate for the lower average capacity. In the table below, the “after” vehicle capacities are a weighted average of ALRV and CLRV standards based on the proportion of vehicles scheduled. In practice, the TTC rarely achieved this ratio, and the capacity actually operated was lower. (Note that “capacity” here is the service design load, not the crush vehicle capacity.)
|AM Peak||Midday||PM Peak|
When streetcar service returned west of Humber Loop, the scheduled service on the Neville-Humber portion was not changed. On the Long Branch portion, the service design calls for 7 CLRVs weekday daytimes supplemented by 5 AM Peak CLRV trippers that operate through to downtown. (These will be discontinued in September due to the shortage of cars.) In practice, at least one of the cars operating west of Humber is typically an ALRV, sometimes more, even though these vehicles should be on the Humber-Neville service.
With the declining availability of ALRVs, if the present schedules are operated with 35 CLRVs rather than the 25+10 CLRV+ALRV mix now planned, the scheduled capacity is further decreased.
|AM Peak||Midday||PM Peak|
During July 2018, there were only 12 ALRVs operated in service at various times, and some of these disappeared as the month wore on. Some of these cars, notably 4207, were assigned to the AM peak trippers to conserve their limited availability.
By month-end, only 7 ALRVs were showing up on Queen, and the number has been declining through August. As I write this on August 31 at 9:30 am, only ALRVs 4221, 4226, 4240 and 4249 are on the route.
I wrote to the TTC’s Brad Ross to inquire about plans for service and capacity on Queen Street. Here is his reply:
1) The reduced availability of ALRVs in recent weeks is due to a deep inspection of the entire fleet to assess their condition, which is not good.
Service Planning is working at making further changes to the Queen route in the new year that assumes no ALRV availability to ensure that we are operating adequate capacity. If ALRVs are available, they would operate either as trippers or replace a CLRV as “bonus” capacity. All of our advance planning for construction service on Queen in 2019 assumed CLRV-only operation and was budgeted accordingly.
2) 501 QUEEN will be the next route to receive the new streetcars after the deployment on 504 KING is complete at the end of 2018. They will be deployed 1-for-1 to CLRVs and the proportion of service operated by low-floors will vary throughout the year as construction at King-Queen-Roncesvalles progresses and the streetcar portion of the route is adjusted.
The detailed plans for staging the trackwork at Roncesvalles as well as the reconstruction of The Queensway with reserved streetcar lanes west to Parkside Drive (the eastern limit of the existing right-of-way) have not yet been released. Riders can expect various replacement bus services, again, from late winter through (at least) early summer.
One unhappy consequence of declining capacity is that vehicles are more crowded, take longer to load, and discourage more riders from even trying to use the TTC. Lost riders are hard to recover, and incentives such as cheaper fares cannot compensate for inconvenience and the discomfort of packed cars.
The following section updates charts presented in an April 2018 article Service Capacity on 501 Queen with data to the end of July.
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.
This article arose from a recent Twitter conversation where I was asked whether the capacity of of 501 Queen route had been reduced because crowding appeared to have increased.
Crowding has many sources including service reliability (even distribution of demand among available vehicles), scheduled frequency (how many vehicles are supposed to arrive per hour), actual service provided and the type of vehicle used.
Past articles have looked at service reliability and running times. The mid-February 2018 schedules brought a formal change to the vehicle type on which the 501 schedules are based. For many years, the capacity alleged was based on the longer ALRV (articulated) streetcars, but the service was actually operated by a mix of the shorter CLRVs and ALRVs. This was due to two factors: the declining reliability of the ALRV fleet, and the desire to increase capacity on 504 King. The new schedule assumes that CLRVs will be the primary vehicle type used, and the number of cars per hour (or conversely the headway or time between cars) has been adjusted to reflect this. However, a review of service over recent years shows that the actual capacity operated on Queen is at best comparable to that of a few years back, and more commonly is lower with some of the decline being fairly recent.
The charts in this article have the same format as capacity charts in my articles about the King Street Pilot, most recently the March 2018 update. Of particular note is that the capacity operated on King has been growing with its transition to the larger Flexity cars, and now regularly peaks above 2,500 per hour, peak hour/direction. The capacity on Queen never reaches 2,000/hour because less service is offered there.
501 Queen service was beset by several disruptions and diversions over the past few years notably a water main and streetscape project west of Spadina in 2016 and 2017, and a series of track construction projects reaching over the entire length of the route from southern Etobicoke to Neville Loop. Another upheaval is planned for 2019 with the reconstruction of the King/Queen/Roncesvalles intersection, entrances to Roncesvalles Carhouse and trackage on The Queensway west to Parkside Drive.
On Sunday, April 1 (yes, April Fool’s Day), the streetcars will return to Humber Loop on the 501 Queen route. The service design for this was actually included in the current schedules from mid-February, but the infrastructure has only now reached the point where streetcars could operate west of Sunnyside Loop.
Although the track at Humber now permits streetcars, other work is not finished, and the loop will be used only as a streetcar terminal. Bus connections will continue to be made on the street, but at a revised location. Streetcars will serve all stops to South Kingsway.
501L buses from Long Branch will loop via Windermere, The Queensway and Ellis. Riders will transfer at Ellis rather than at Roncesvalles or further east as they have done for the past year. With the 501L shortened to its planned length, the TTC should be able to remove the extra buses added to extend this service east to Dufferin since mid-February when the new design was originally expected to go into operation.
The 66A Prince Edward bus will continue to loop east to Ellis until Humber Loop re-opens.
The 80 Queensway bus is scheduled to be cut back to Humber Loop from Keele Station late evenings on all days, and all day on Sunday. There are no details on the TTC’s website about how this will actually operate given that Humber Loop will still be closed, and it is not clear whether the 80B Humber service will loop at Ellis like the other bus routes, or if an extra bus will be provided to maintain the link to Keele Station.
To add to the upheavals on April 1st, two parades will cause 501 service to be removed from parts of the route during the day:
- The annual Beach Easter Parade will close Queen Street east of Woodbine Loop from 2:00 to 4:30 pm. 501 Queen cars will turn back at the loop. 92 Woodbine South buses will divert via Kingston Road and Eastern to Coxwell. 64 Main buses will turn back at Kingston Road.
- The Sidh Shakti parade will close Lake Shore Boulevard from 12:30 to 5:00 pm. 501L Queen buses will divert via Dwight, New Toronto and Kipling. 110C Islington South buses will divert via New Toronto and Kipling to Kipling Loop.
A date has not been announced yet for the reopening of Humber Loop. Streetcar service to Long Branch is expected to resume on Sunday, June 24 with the summer schedule change.
This is a companion piece to my review of service at Long Branch Loop which, for over two years, has been provided by a bus shuttle west of Humber Loop.
Apologies in advance. This is a long read intended for those who are interested in the fine detail of service behaviour over a period when there were many changes in the service design, and where there is a wide variety of reasons for irregular service.
One might assume that with the 501 Queen route shortened, and at times with a separate bus shuttle operating on the east end of the route, service at Neville Loop would be better than with streetcars running all the way from Neville to Long Branch. This is not entirely true, and even some periods of bus service were quite unreliable. There are many days when shuttles ran with vehicles missing or in bunches with no apparent efforts to manage and space the service.
As on the west end of the route, the TTC’s abdication of line management brought irregular headways, large gaps and bunching. A common situation is for a group of cars to leave Roncesvalles eastbound closely spaced, and to continue as a parade across the city. Sometimes, short turns in the east end partly correct this problem, but sometimes the parade simply echoes back across the line. This is not caused by “congestion”, but by the failure to maintain service spacing.
Apologies in advance to readers as this is a long post with a lot of charts both inline and linked. It is intended as a resource to show how the TTC has provided less than sterling service on the 501 Queen route west of Humber Loop over past years, and especially since mid-February 2018.
Updated March 19, 2018 at 7:30 am: The TTC has assigned 15 additional buses to the 501L service to deal with overcrowding and the route extension from Windermere (planned) to Dufferin (actual).
Updated March 20, 2018 at 9:15 am: A chart of the time spent by buses at Long Branch Loop for the first two months of 2018 has been added at the end of this article.
Riders on the western end of the 501 Queen route might be forgiven for thinking that the TTC really does not want their business. For many years, service west of Humber Loop has had the feeling of an afterthought, an unimportant outlying part of the TTC’s system.
Until 1995, the (507) Long Branch car was a separate route operating between Humber and Long Branch loops. This split was a vestige of the former zone boundary at Humber when the service further west was outside of the City of Toronto, and a recognition that demand on Lake Shore Boulevard was not at the same level as on the principal route as (501) Queen further east. The forced transfer was a mixed blessing in that service west of Humber was immune to disruptions on Queen Street downtown, but riders bound to and from destinations east of Humber always faced an uncertain transfer connection thanks to the frequent short-turns of Queen cars at Sunnyside Loop. During off peak periods, demand west of Humber is more local between the residential and commercial areas, and a dedicated service gave rider some certainty that a car would show up reliably.
When the two routes were amalgamated, service on Lake Shore was always at the mercy of short turns on the Queen car and the inherently “gappy” nature of service arriving westbound after an hour or more crossing the city from Neville to Humber.
When the Long Branch route operated separately, it had strong ridership, almost 15,000 per day in 1976. This fell over the years for various factors including the declining industrial base on southern Etobicoke, a reorientation of traffic to north-south routes linking with the Bloor Subway, and a decline in service level. In the last year for which the TTC reported separate ridership numbers on the two routes, 1993, Long Branch was down to 7,000 riders per day. Over the same period, Queen fell from 66.5k to 49.4k partly due to riding losses brought on by less frequent and reliable service with the route’s conversion to the larger ALRV streetcars on wider headways. Daily car mileage on 501 Queen fell from 8,263 in 1976 to 4,300 by 1993. The early 1990s were also a period of recession when riding on the TTC as a whole fell back from historically higher levels in the 1980s.
Recent years brought a partial restoration of local service to Lake Shore thanks both to schedule tinkering and to complete shutdowns of streetcar service for track and road works. Buses operating on the “501L” service run much more frequently thanks to the TTC’s substitution for streetcars at a high ratio to compensate both for vehicle capacity and presumed requirements for extra construction-related running time. Riders tend to like these substitutions if only for the more frequent service. Reliability, however, is another matter and the TTC’s supervision of “temporary” construction routes tends to be even more “hands off” than for regular routes.
Service on 501L is further complicated by the lack of a proper turnaround at Roncesvalles where the streetcar route has ended for over a year, and the buses have, until recently, been scheduled to operate east on Queen and then south to Dufferin Loop which they shared with 29 Dufferin and 514 Cherry. This takes the route through a notoriously congested part of Queen Street.
From February 18, 2018 onward, the service design has been completely out of whack with actual operations because the 501L buses, scheduled to terminate at Windermere on the assumption that streetcar service to Humber would resume, are operating east to Dufferin.
April 2018 brings several adjustments to TTC schedules, but nothing like the upheaval of February’s streetcar/bus changeovers or the subway opening of December 2017.
After a long absence, streetcars will return to The Queensway subject to construction at Humber Loop reaching a point where this is physically possible. Schedules on the 66 Prince Edward and 80 Queensway buses will revert to the pre-construction route configurations with the following effects:
- 66A Prince Edward buses will terminate at Humber Loop rather than running east to the on street Ellis/Windermere loop.
- 80B Queensway buses will terminate at Humber Loop rather then at Keele Station late weekday evenings and on Sundays.
The TTC’s service memo does not set out the arrangements for the 501L buses to Long Branch connecting with the 501 streetcars, or where the east end of the bus shuttle will be. Details of the bus operations will be announced closer to the start of the new schedules.
Through 501 Queen streetcar service to Long Branch will be scheduled for the May 13, 2018 board period.
The 512 St. Clair streetcar will become an officially low-floor route with all off-peak service designated to receive Flexity cars. Peak period extras will become fully low-floor as new cars are available. The service frequencies are almost identical to the current schedules.
As approved in November 2017, two routes will lose late evening service because their ridership is below the 10 riders per bus hour standard. These are:
- 5 Avenue Road all days
- 169 Huntingwood weekends
The 73B Royal York to La Rose Avenue branch will lose its weekend late evening service at the end of 2018 when construction at Royal York Station and the current interline between the two Royal York routes (73/76) ends.
The 94 Wellesley bus will lose its direct subway access at Wellesley Station during elevator construction. The 94B service which normally terminates at this station will be extended to loop around Queen’s Park as 94C. On street stops at Yonge and Wellesley will require transfers for token/ticket/cash users as at other stations where surface routes do not have a closed connection to the subway. This arrangement is expected to last until December 2018.
Minor changes in routes serving Pioneer Village station will ensure that last buses provide a connection with the last northbound subway train.
Several routes have minor changes in service levels and/or running times for construction (Metrolinx projects), adjustments to demand and correction of timings to match actual conditions.
Updated February 8, 2018: The TTC has announced details of changes to bus and streetcar services on the west end of the 501 Queen route. This information has been added below in the section on that route.
The February 2018 schedules will bring major changes to the streetcar system. I will include these in a coming article with all of the details for the new schedules, but with the scope of the streetcar changes and the interest in this topic, here is a wrap-up of what is planned for these routes.
King Street Corridor
The current schedule calls for trippers to operate, primarily buses and in the AM peak, over the entire 504 King route. These will be replaced with four ALRVs (articulated streetcars) operating from Sunnyside Loop to Broadview. As actually operated, the AM trippers are already using CLRVs (regular sized streetcars) swapped from the 505 Dundas route. Four more ALRVs will be used as standby “run as directed” cars to supplement service on King as needed.
|January Schedule||January Actual||February Schedule|
|ALRV Run as Directed||4|
|ALRV Run as Directed||4|
The tripper schedules have been changed so that they better cover the peak periods.
- Eastbound trips leave Sunnyside Loop at: 7:41 a.m., 7:57 a.m., 8:12 a.m., 8:27 a.m., 9:10 a.m., 9:27 a.m., 9:42 a.m., 9:56 a.m.
- Westbound trips leave Broadview & Queen at 3:07 p.m., 3:20 p.m., 3:33 p.m., 3:46 p.m., 4:50 p.m., 5:03 p.m., 5:16 p.m., 5:29 p.m.
The 503 Kingston Road Bus which now operates from Bingham Loop to York & Wellington during peak hours only will be replaced by a streetcar with service on weekdays peak and midday. This will replace the 502 Downtowner bus which changes to peak-only operation.
During the peak periods the 12′ headway of buses will be replaced by a 12′ headway of CLRVs on the 503 service, and it will be extended west to loop via Spadina, Adelaide and Charlotte Streets. Midday service will operate every 9′ replacing the existing 10′ service on the 502 Downtowner bus. This removes 6 buses/hour from Queen Street, and adds not quite 7 cars/hour to the section of King east of Spadina.
According to the TTC, track construction is planned on Wellington east of Yonge in May. It is not clear whether, when this is complete, the 503 will revert to its usual York street terminus as this would remove the added service between York and Spadina. Whether the Wellington Street work actually occurs remains to be seen as there were plans to defer this until 2019 to avoid complications with the King Street Pilot. The track recently became operational with the restoration of overhead on the one missing section between Church and Yonge westbound.
Service on 514 Cherry during the midday and early evening will be improved from every 15′ to every 10′ to provide added capacity on the King corridor. On Sundays from 10:00 am to 7:00 pm, service will improve from every 15′ to every 11′. (The 514 Cherry route is notorious for irregular headways at its terminals and so the scheduled headways may not match actual experience. This will be the subject of a separate article.)
In combination, these changes will increase the level of service on King Street with the effect concentrated downtown. In particular, there is little AM peak relief for riders inbound from Parkdale, Liberty Village and Bathurst/Niagara beyond a change in the timing of the trippers, whatever benefits the “run as directed” cars might provide and the gradual replacement of runs now operated with CLRVs by the new Flexitys as they become available.
501 Queen & 502/503 Kingston Road
As noted above, the 502 Downtowner midday bus service from Kingston Road to Queen & University will be replaced by the 503 Kingston Road streetcar operating to Spadina & King. Peak service on the 502 bus is not changed, and peak 503 streetcar service will operate at the same frequency, every 12′, as the former bus service. Midday service on the 503 streetcar will be slightly better at 9′ than the 10′ headway now on the 502 bus.
The 501 Queen schedules were written on the basis that Humber Loop would re-open, but work there will not be completed until later in the spring. The planned service would have seen 501 Queen cars operating from Neville to Humber with the 501L Queen bus running from Long Branch to Windermere. Pending the completion of Humber Loop, the streetcars will turn back at Sunnyside Loop, and the 501L buses will operate east to Roncesvalles. 501L buses will no longer run east and south to Dufferin Loop.
The looping and transfer arrangements for the 501L bus at Roncesvalles, and later at Windermere, have not yet been announced.
When 501 Queen streetcar service to Humber Loop resumes, the last service stop will be at South Kingsway because there will be no connecting services at Humber.
The 501M bus service via Marine Parade will be dropped because of low use. The 66 Prince Edward bus is available as an alternative, and it will continue on its diversion routing.
The 301 Queen night service is unchanged with two branches continuing to operate from Neville to Sunnyside (streetcars) and from Dufferin Loop to Long Branch (buses). This will be modified with the April schedules (details not yet announced).
Service on 501 Queen streetcar will be scheduled to operate with a mix of CLRVs and ALRVs on a more frequent headway than the current schedules that presume all ALRVs and their capacity. This has been a long-standing problem for Queen street where smaller cars attempt to handle demand on a service designed for larger vehicles. The improvement is about a 10% increase in cars/hour in the peak, and a 20% improvement off-peak.
Updated February 8, 2018
The planned changes to routes on the west end of Queen is different from that originally described in the service change memo. The following information is taken from the TTC Service Advisory page.
Effective February 18:
- Streetcars will operate between Roncesvalles and Neville as originally planned.
- 501L buses will operate between Long Branch and Dufferin/Queen looping via Gladstone, Peel and Dufferin instead of running south to Dufferin Loop as they do now.
- 301L night buses will continue to run between Long Branch and Dufferin Loop.
- The 501M Marine Parade shuttle will be discontinued as originally planned.
Effective April 1:
- Streetcars will operate between Humber and Neville. However, Humber Loop will not be ready to reopen as a transfer point with bus routes, and so the connection to the 501L service will be at Windermere (if the information in the service memo still holds).
Effective early June:
- Streetcars will return to the full route from Long Branch to Neville.
Work now underway at Humber Loop includes:
- new streetcar tracks including new spur track
- accessible platforms
- new/wider pedestrian tunnel walkway
- new sub-station building and underground conduits for electric cables
- realignment of all existing overhead wiring in the loop and in the tunnel leading to Lake Shore Boulevard West
According to the TTC notice:
Track installation and some overhead adjustments for the Queen turn-back will completed by April 1, 2018, weather permitting. Remaining work, including passenger platform renewal, track renewal and overhead adjustments for the Lake Shore turn-back, as well as a wider pedestrian tunnel walkway will be completed by early June 2018.
506 Carlton & 505 Dundas
Service on both the 506 Carlton and 505 Dundas routes will be converted to bus operation. In addition to the streetcar shortage, several construction projects will affect these routes in coming months:
- Track construction on Broadview from south of Dundas to Hogarth (north end of Riverdale Park) beginning in May
- Track construction at Parliament/Gerrard in May
- Track construction at Broadview/Dundas and Broadview/Gerrard in the summer
- Track constuction at Dundas/Lansdowne in September
- Water main construction on Dundas from Bathurst to Huron in September
- Main Street Station construction through the summer
506 Carlton buses will run to Keele Station as their western terminus rather than to High Park Loop.
The bus replacements for streetcar service vary in the ratio of buses to streetcars depending on the time of day.
|Dundas Streetcar||Dundas Bus||Carlton Streetcar||Carlton Bus|
|M-F Early Evening||14||20||18||25|
|M-F Late Evening||10||12||14||18|
|Sat Early Morning||10||10||14||15|
|Sat Early Evening||11||14||16||20|
|Sat Late Evening||10||10||13||16|
|Sun Early Morning||9||9||11||12|
|Sun Early Evening||10||11||12||13|
|Sun Late Evening||9||10||11||12|
The 511 Bathurst route will revert from bus to streetcar operation using CLRVs. All service will operate between Bathurst Station and Exhibition Loop.
Service on weekdays will generally be less frequent with the streetcars than the buses reflecting their larger capacity, although peak service south of King and west to Exhibition will improve with the elimination of the short turn 511C bus service.
Weekend streetcar schedules are the same as those used in November 2015. Saturday daytime service will be at similar headways with the streetcars as with buses reflecting demand at those hours. Sunday afternoon and early evening service will be slightly less frequent with the streetcars.
509 Harbourfront, 510 Spadina and 512 St. Clair
There are no changes to the schedules for these routes.
This carhouse will close until late 2018 for construction in the yard. Service will be operated from the east end carhouses as below:
- Leslie: 509 Harbourfront, 510/310 Spadina, 514 Cherry
- Russell: 501/301 Queen, 503 Kingston Rd., 504 King, 511 Bathurst, 512 St. Clair