St. Clair Car

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Kvetching About 512 St. Clair

The opponents of the 512 St. Clair streetcar right-of-way don’t miss any opportunity to slag the line. The TTC doesn’t help when it does not fully explain what is going on with this summer’s construction projects, and paints the work primarily as “accessibility” and “new streetcar” related.

A common complaint in Toronto is that nobody co-ordinates construction projects. Well, for those who bother to pay attention to the announcements of such things, co-ordination on a large scale is happening, and St. Clair is part of it. Many projects fit together like a jigsaw puzzle this summer.

  • St. Clair Station bus and streetcar loops require structural repairs that will take from now until late in the year. This has nothing to do with accessibility (the station already is accessible), nor with overhead changes for new streetcars (new pantograph-friendly overhead has been in place since 2011).
  • The ramps leading into St. Clair West Station Loop were not rebuilt during the line’s shutdown a few years ago (this is the only part that was, for some reason, omitted). They are the original installation from the Spadina subway opening and require reconstruction.
  • St. Clair West Station is not accessible, and work on this will begin this summer. However, that has nothing to do with the shutdown for all bus and streetcar routes serving the loop.
  • The overhead within St. Clair West Station must be converted for pantograph operation, but this is work that would typically be done overnight, or at most over a weekend.
  • Presto conversion of St. Clair West Station can be conveniently done while the station is closed, but did not strictly require it.
  • Reconstruction of small sections of the islands on St. Clair is required for proper operation of the low floor cars’ boarding ramps, but these island also require electrical fit-outs for Presto. This work is similar to that was done on Spadina.
  • Track construction at College & Bathurst prevents streetcar operation including access to St. Clair (although if this were the only issue, it would be handled by storing cars at Hillcrest or on the line as has been done in the past). The controlling factor is the ramp construction at St. Clair West. The Bathurst trackage will re-open in mid-July.
  • Work on College Street West by Toronto Water and as part of local street improvements for the BIA requires partial street closures. This has been co-ordinated with TTC trackwork at Bathurst and at Lansdowne.

In all of this, if one wants to knock the TTC, one might ask “why were the islands not done sooner” and “why were the ramps at St. Clair West left so long”. As for the islands, that’s partly a head-scratcher for accessibility, but Presto is a net new requirement. I suspect that the work could be done in under two months, but co-ordination with the other projects makes for one shutdown, not two. The ramps are another matter, and I have never heard an explanation of why this work was not done during the previous shutdown.

As for the replacement bus service running in mixed traffic, yes, that is going to be annoying. TTC does not want to use the streetcar right-of-way understandably because of narrow clearances with the overhead poles and the meandering path the lanes take. Those poles (notably absent on Spadina) were put in despite many questions to the TTC (including from emergency services) about the need for this design. What was really happening was that there was a boffin in the consulting firm working on the new streetscape who wanted the street lighting poles (which traditionally held up the TTC’s overhead) to be spaced further apart than TTC requirements. In the fullness of time, this wasn’t how the street was built (because the illumination level would not have been adequate), but meanwhile the TTC insisted on its own centre median poles except where buses share the right-of-way west of Bathurst.

It wasn’t a technical requirement, it was the combined stupidity of the street designer and the TTC’s sticking with a design that they no longer required. The result we have is a streetcar right-of-way that cannot host temporary bus service.

There is a lot to complain about with the TTC, and I am often criticized for writing more about the negatives than the positives. However, this is a case where a great deal of work has been collected into one set of shutdowns, and that is precisely the sort of thing the TTC and City should be doing.

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TTC Service Changes Effective June 19, 2016

Many changes will affect TTC operations with the onset of summer schedules for 2016. These include both the usual seasonal changes to service levels, several construction projects affecting routes, and the restructuring of routes serving the waterfront.

Updated May 24, 2016 at 7:30 pm: Preliminary information on construction diversions at Broadview Station has been added to this article.

2016.06.19 Service Changes

The information in the spreadsheet linked here is organized into three sections:

  • Routine, mainly seasonal, changes
  • Groups of changes related to specific projects and route reorganization
  • Construction project calendar

20160619Map514Changes

The 514 Cherry streetcar route begins operation running via a short spur south from King to Distillery Loop. Initially this will run with a mix of Flexities and CLRVs pending an increase in the fleet of new cars. Eventually track on Cherry will extend under the rail corridor and south into the Port Lands, but that is a project still years away and subject to the usual wrangling at Council about capital spending priorities.

In the 2016 Budget, the TTC Board and Council chose not to fund the new service with additional money, and so this operation will be implemented by cutting service on the outer ends of the 504 King route. Peak service will operate every 8-9 minutes, and off-peak periods, the line will operate on a 15 minute headway with five cars. A blended service on King is impractical given the large difference in frequencies between the 514 and 504 routes. Whether the Cherry cars actually pull out onto King into gaps and carry passengers, or merely slip in behind King cars and let them do the work remains to be seen.

The 172 Cherry Street bus has been replaced by an extended 72 Pape over a new route serving Queen Quay East, and by a new 121 Fort York – Esplanade bus that will operate on, at most, 15 minute headways, a considerable improvement over the former 172 Cherry.

Sunday Stops

The TTC continues its program to remove Sunday Stops from the system with removal of stops at the following locations.

20160619SundayStops

Streetcars Return due to Bus Shortage

With the onset of construction season, and despite the summer service cuts, several streetcar routes will be partly or completely replaced by buses: 512 St. Clair, 511 Bathurst, 506 Carlton. This will be offset by the return of streetcar service to the 502 Downtowner and 503 Kingston Road Tripper lines, as well as full streetcar service on 504 King with no bus trippers. Service will likely revert to combined streetcar/bus operation in September thanks to the late deliveries of new Flexity streetcars by Bombardier.

Construction Work on College Street

Several projects on College Street West have been timed to occur over the summer of 2016.

  • Special track work replacement at Bathurst and at Lansdowne
  • Removal of safety islands at Bathurst eastbound and at Bay Street both ways
  • Expansion of the safety island westbound at Bathurst
  • Water main upgrades on College and on Lansdowne
  • Streetscape improvements on College

The effects of these will be:

  • 506 Carlton will operate with buses in the west and streetcars in the east on weekdays, and with buses over the entire route on weekends. The weekday services will overlap between Church and Bay. This will continue throughout the summer.
  • 47 Lansdowne will divert around the construction area via Dufferin Street.
  • 511 Bathurst will be operated by buses until the next schedule change at the end of July diverting around construction via Spadina between Harbord and Dundas.
  • The 509/511 bus shuttle on Fleet Street will be replaced by the 511 bus service.

Details of the service diversions are in a separate article.

When streetcar service returns to Bathurst Street, the cars will operate into Exhibition Loop so that through service is provided until the Labour Day weekend. In September/October, service will be cut back again to Fleet Loop for a track replacement project in Exhibition Loop.

St. Clair Construction

Major construction work at St. Clair and St. Clair West Stations will require removal of streetcar service over the summer and early fall. The approach ramps at St. Clair West were not rebuilt during the line’s reconstruction, and the track must be replaced. The entire 512 route will be operated with buses through the summer, and streetcars will return from St. Clair West to Keele in September. Full streetcar service will resume on the Thanksgiving weekend in October.

Buses will not be able to enter either station during this project. At St. Clair Station, all bus service will loop on street via Avoca, Pleasant Boulevard, Yonge and St. Clair with transfer connections at the Pleasant Boulevard entrance. At St. Clair West Station, the 90 Vaughan bus will be extended south to Bathurst Station, and routes 33 Forest Hill and 126 Christie will be interlined. All buses will make an on street transfer connection at St. Clair West.

Broadview Station Construction

The bus loop at Broadview Station will be rebuilt over the summer and all bus services will loop on street via Erindale, Ellerbeck, Danforth and Broadview using an on street transfer. Given the frequent congestion of streetcars on Broadview awaiting entry to the station, the bus service will add to the congestion at Danforth northbound. The arrangement of on street stops for the four bus routes affected here has not yet been announced. Running time has been added to allow for the around-the-block loop except in cases where there was already enough recovery time in the existing schedule.

Updated May 24, 2016: Brad Ross at the TTC has provided the preliminary construction notice for the service and street changes. In addition, the Brick Works shuttle bus which normally loads on Erindale outside of Broadview Station will be relocated to Chester Station.

Bayview Services Reorganized

Peak period frequent service on 11 Bayview now ends at Davisville & Bayview, but this will be extended to Sunnybrook Hospital with every second bus running through to Steeles.

The 28 Bayview South route serving the Brick Works now operates only on weekend daytime hours, but will provide service during all periods.

Victoria Park North

Service in York Region on Victoria Park will now be provided by York Region Transit. The 24D Victoria Park branch to Major Mackenzie will be dropped and all service will turn back at Steeles Avenue. The 224 Victoria Park North route will cease operation.

Richmond Street Construction

All Downtown Express services will divert westbound from Church to Peter while Richmond Street is rebuilt from Victoria to York. Whether there will be any provision to assist the left turns west-to-south at Peter that will block 501 Queen Service (itself forced to divert and turn south at Spadina for water main construction) remains to be seen.

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Streetcar Track Construction Update: Spring 2016 (Update 2))

Several projects sprang up with the warm weather in Toronto, and more are to come.

Updated May 13, 2016: Details of diversions and replacement services for College Street projects have been added to the end of this article.

Updated May 13, 2016 at 3:00 pm: Details of diversions and replacements updated for 506 Carlton and 512 St. Clair.

First off was the replacement of special work on Charlotte Street at Adelaide and at King including removal of the never-used lead to Adelaide Street eastbound.

Next was the replacement of the southwest ladder track at Roncesvalles Carhouse. Because of the odd shape of the property, this carhouse has many interesting twists and turns in its layout.

A short section of Bay Street south from Elm has been in rough shape with a slow order for a few years. Now the track has been replaced.

Pending work for the construction season includes:

  • Richmond Street tangent track from east of Yonge to York. This is part of an overall reconstruction of the street previously begun by Toronto Water.
  • College at Bathurst (June 20 to July 22) and at Lansdowne (July 11 to 22). This is part of a set of projects affecting College Street described in detail on the City’s website. See below for details of service diversions and bus replacements.
  • A shutdown of 512 St. Clair will be required for the reconstruction at both St. Clair West and St. Clair Stations. This will begin concurrently with the reconstruction of Bathurst & College.

As of May 9, the 501 Queen service is diverting around Toronto Water construction via Spadina, King and Shaw. This will be in place until Thanksgiving weekend unless the work is finished early.

Diversions for College Street Projects (Added May 13, 2016)

Illustrations here are taken from display panels for a public meeting earlier this year.

Through the summer to the Labour Day weekend, the 506 Carlton route will operate with streetcars on the eastern portion of the route looping downtown via Bay, Dundas and McCaul. This route stays the same throughout the period because it is not affected by construction projects further west.

The western end of the route will operate with buses whose location will vary from phase-to-phase of the work. The service will loop east of Yonge Street via Jarvis, Maitland and Church. Note that the section between Dufferin and Lansdowne will be affected by construction work that will take place for some or all of the summer (see later maps below).

Updated May 13 at 3:00 pm: The split service shown below will operate on weekdays. On weekends, buses will provide service over the entire route diverting as necessary between Spadina and Lansdowne.

201606_506Diversion_1_CarltonSplit

While College and Bathurst is under construction, services will be modified as shown below.

The 506 west bus will divert via Spadina, Harbord and Ossington. The 511 Bathurst car will be replaced with buses diverting via Dundas, Spadina and Harbord.

201606_506Diversion_2_CollegeBathurst

During a considerable portion of the project, water main work between Dufferin and Lansdowne will require the 506 west bus to divert via Dufferin and Dundas.

201606_506Diversion_3_DufferinLansdowne

While the intersection of College and Lansdowne is under construction, the 47 Lansdowne bus will divert via Dufferin Street from Bloor to Queen southbound, and will operate northbound via Lansdowne only to Dundas Street, then via Dundas and Dufferin to Bloor.

201606_506Diversion_4_CollegeLansdowne

Updated May 13 at 3:00 pm: 512 St. Clair will be converted to bus operation during construction work at St. Clair West and St. Clair Stations throughout the summer. Buses will serve St. Clair West at on-street stops. During the September-October schedule period, construction work at St. Clair Station will require bus operation from St. Clair West Station to St. Clair Station.

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Does More Running Time Improve Service?

[This is a long article, and I won’t hold it against anyone for failing to read all the way to the end, or not looking at every page of every chart. The issue here is a system-wide one of how service is scheduled and managed using routes where the TTC is attempting to improve operations as a reference.]

At the TTC Board Meeting of December 2015, Chief Service Officer Richard Leary gave a presentation “Performance Based Service” outlining the work done to date to improve the reliability of surface routes. [A YouTube video of the presentation is also available.]

The focus of changes made to several schedules has been that end-to-end running times should reflect actual on-street conditions rather than presenting drivers with an unattainable goal that cannot be met during typical conditions, let alone anything unusual such as poor weather or unusually bad traffic congestion.

The changes to date are summarized in the table below.

201512_Leary_AddedRTT

In some cases, the extra running time is provided simply by widening the headway. For example, if a route takes one hour, and it has a bus every 10 minutes, that’s six buses. Extending the headway to 11 minutes would change the round trip to 66 minutes with no added cost. In theory, if this allows vehicles to stay on time, better service might actually be provided because all buses would show up as planned. That, however, depends on them being properly spaced so that their capacity is evenly used.

In other cases, where the problem is not just scheduled time but also capacity, more vehicles can be added. In the example above, a seventh bus would allow the headway to stay at 10 minutes while the trip time went up to 70. With the long-standing problems of a constrained fleet, this is only possible in off-peak periods, or by raiding other routes for vehicles.

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The Evolution of Service on 512 St. Clair (2) (Updated)

This article is a follow-up to an early April review of the gains and losses brought by the St. Clair right-of-way and subsequent “transit priority” measures. When it was published, the TTC had just changed schedules on this route to shorten trip times in response to repairs on several traffic signal locations where that “priority” function was not working. Did these repairs actually have an effect? How well did the line operate with less running time?

Updated May 23, 2015 at 12:40 pm:

Data for weekend operations has been added to the end of this article.

Conclusions

  • There was a definite increase in travel times in fall 2014 as compared with summer 2010 when the right-of-way operations west of St. Clair West Station began. The location and severity of the problem varied along the route with notable effects between Bathurst and Oakwood where there are many traffic signals.
  • The amount of running time added in the October 2014 schedules was slightly more than the actual increase in average running time over the route from 2010 to 2014.
  • Travel times were reduced after the repair of transit priority functions at several signals along the route, notably in sections with many traffic signals. This did not completely reverse the longer running times of 2014.
  • Short-turns as a proportion of all service declined with the new schedules in place.
  • The increased supervision produced more reliable headways.
  • The improvements of October 2014 have been slightly reduced with the new April 2015 schedules that clawed back much of the additional running time.

For reference, here is a table from the first article showing changes in schedules for the route since 2007.

512_ServiceHistory

Generally speaking, the April 2015 changes reduced one-way running time by 6 minutes during most periods with a few, minor adjustments to terminal “recovery time”. Those “recovery” values are as much a rounding factor to make the headway  come out to an even value as they are a calculated amount of time needed to deal with random delays.

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The Evolution of Service on 512 St. Clair

The St. Clair streetcar route has seen its share of political battles over the years. Back in 1972, it was the heart of the fight to save the streetcar system from a plan that would have dismantled all routes by 1980 when, wait for it, the Queen subway would have opened. As a first step, trolley buses (remember them?) displaced from the North Toronto’s route 97 Yonge were to take over St. Clair with buses replacing streetcars on a 1:1 basis, a huge cut in the line’s capacity.

An ironic point about this plan shows how riding patterns can shift depending on other aspects of the network. Before the Bloor-Danforth subway opened in 1966, St. Clair had very frequent service (every 1’00” between Oakwood and Yonge including the Rogers Road cars), and the line carried many people east to the Yonge subway. Vaughan Loop was a major transfer point to the Bathurst cars which ran into downtown via Adelaide Street, returning on King.

After BD started running, many riders shifted to north-south routes to reach the new subway line and its connection to a route downtown via the uncrowded University subway. Demand and service on St. Clair declined. Years later, with the opening of the Spadina subway, many riders shifted back to the streetcar because it provided a direct link to the University line with one less transfer. More recently, the population along St. Clair is growing adding to demand on the line.

Unlike most streetcar routes in Toronto, 512 St. Clair operates on a street with more than four lanes. The TTC proposed conversion to a reserved right-of-way in the early 2000’s and this was approved by Council in 2005. The actual construction took forever thanks both to a legal attempt to block construction and to fouled-up co-ordination between various agencies and meddling by local Councillors in the timing of work. (You can read the whole sad story on Transit Toronto’s website.)

By spring 2007, the first segment from Yonge to St. Clair West Station was completed, and streetcar service returned, briefly between St. Clair Station and Keele Street. Summer 2007 saw the launch of work on the western portion of the line, and it did not fully reopen until summer 2010.

Recently, the TTC has been messing around with the schedules on this route and adding supervision in an attempt to provide reliable service, a sad situation given that the route is entirely on reserved lanes. The evolution of schedules from 2007 to 2015 is intriguing, and speaks to the failure of what should be a showcase route.

512_ServiceHistory

The information in this table is organized with the impending March 29, 2015 changes at the left and progressively older schedules moving to the right. Only the January schedules are shown for 2011-2013 to save on space during a relatively quiet period for service changes on this route.

  • April 2007: The line operated over its full length, but with a right-of-way only on the eastern leg.
  • June 2010: Service resumes over the full route with shorter running times, particularly on weekends, and more frequent service than in most periods in 2007.
  • January 2011: Service during some periods on Saturday and Sunday has been improved by 2011 to handle demand on the route.
  • January 2012: Weekday midday service has improved over 2011, but there are no other changes.
  • January 2013: Peak service has improved slightly, offset by some weekend service cuts.
  • January 2014: A 2012 service cut on Sunday afternoons was partly restored during 2013.
  • July 2014: Slightly wider peak service (typical for summer) with improvement in Saturday early evening and Sunday morning service.
  • October 2014: Running times substantially increased in response to a large number of transit priority signals being out of order (13 along the route)
  • March 2015: Running times reduced (but not all the way to July 2014 levels) in response to repair of most (9) of the non-working TSP locations, and experience from a higher level of route supervision implemented in fall 2014.

It is worth noting that during almost all schedule periods, the allocated running times in October 2014 were equal to or longer than those used in April 2007 when most of the route ran in mixed traffic. Some of this was due to added recovery time (weekday schedules), and some to added travel time. In effect, the benefit of the right-of-way on scheduled speed was almost completely undone. This is partly, but not completely, corrected with the March 29, 2015 schedules, but there is still generally two minutes more running time for the route compared with most schedules from 2010 onward (presumably for the residual effect of non-working TSP locations).

A related problem on St. Clair has been irregular headways. The TTC’s stock response to complaints about this sort of thing is that “traffic congestion” is the root of all evil, and reliable service is impossible. In fact, as has been demonstrated by repeated analyses on this site, the real problem lies in uneven departures from terminals and from intermediate time points along the route. This cannot be explained by saying that operators are adjusting to known conditions because these irregular headways appear under all seasons, days of week and hours of the day.

In the fall of 2014, the TTC added route supervisors on St. Clair to act as dispatchers and regulate the service. This had some effect, but the level of on-street supervision cannot be afforded across the system. Indeed, there is no reason why dispatching on headways cannot be achieved centrally and at least in part automatically. This problem is not confined to streetcar routes, and it is a fundamental issue that TTC  management must address particularly as the effects of larger vehicles and wider scheduled headways accentuate the problem on streetcar and articulated bus routes.

How has the actual service evolved over the years? For this we must turn to the TTC’s vehicle tracking data. As regular readers will know, I have been looking at routes on a selective basis since 2007. The discussion below includes data from April 2007 (pre-construction), July 2010 (full line re-opened) and September-November 2014 (pre/post implementation of longer running times and more aggressive supervision).

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A New Way To Measure Service Quality?

At its recent Board Meeting, the TTC received a presentation [scroll to p. 3] from Chief Service Officer Richard Leary on plans to update management and measurement of surface route service quality.

The monthly CEO’s report includes a number of “Key Performance Indicators” (KPIs) intended to track various aspects of the transit system. However, the methodology behind some of the KPIs, notably those related to service quality, leaves a lot to be desired. Moreover, information that could track basic issues such as vehicle reliability is not included. This begs the question of whether the indicators exist more as a security blanket (“we have KPIs therefore we are good managers”) than as meaningful management tools, not to mention as reports to the politicians and public.

A telling chart on page 6 of the presentation shows how badly the TTC has drifted from transit industry norms:

ServiceKPIsAssessment

The TTC aims to have almost enough vehicles available for service relative to actual needs, and operates with a lower spare ratio than the industry overall. This has two effects.

  • When unusual demands for service arise, there is no cushion to roll out extras.
  • Vehicles are not maintained often enough to prevent in service breakdowns. This shows up in a mean distance between failures that is very much lower than the industry average.

The situation is actually compounded by an internal measure of service delivery: a garage counts a bus as “entering service” if it makes it across the property line onto the street. Whether the bus runs for an entire day or breaks down a block from the garage, it counts toward service provided. This is complete nonsense, but shows how the construction of a metric can induce behaviour that is counterproductive. Actually keeping the bus in the garage could allow it to be repaired and improve reliability, but that’s not what the garage is measured for.

Moving to a higher spare ratio and more frequent routine maintenance on vehicles is expected to yield better service with fewer in service breakdowns. Late in 2014, the TTC began this shift by slightly increasing spare ratios at each garage, and the MDBF for the bus fleet has risen to 7,000km. This will have to be tracked over a longer time, however, to ensure that the improvement is permanent and can be linked to further increases in spares and maintenance work.

This has a non-trivial cost for the TTC. With a total scheduled service of about 1,500 buses, a 6% increase in spares represents 90 vehicles, or a substantial portion of a typical yearly bus purchase, not to mention a fair amount of garage space.

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TTC Service Changes Effective March 29, 2015 (Update 2)

Updated February 6, 2015 at 6:10 pm:

A change to service on 1 Yonge-University on weekday evenings was missed in the original version of my condensed version of the changes. This has been corrected.

Updated February 3, 2015 at 11:30 am:

In response to questions raised by the planned changes, I asked the TTC for more details on specific work.

  • At College & Spadina, the platforms used by 506 Carlton will be lengthened, but not widened. They are already wide enough for boarding via the ramps on the Flexities.
  • The 509 Harbourfront route will convert to PoP operation when the Flexities move there at the end of March.
  • Transit signal priority has been or will be restored at various locations on St. Clair:
    • On December 23, 2014, it was restored at Yonge and at Avenue Road.
    • Before March 29, 2015, it will be restored at Deer Park, west of Dunvegan, Russell Hill, Bathurst, Wychwood, Arlington and Caledonia
    • To be completed, but not necessarily by March 29: Ferndale (St. Clair Stn. Loop exit), Christie, Old Weston, Keele/Weston)

The original article from January 31 follows below.

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TTC Service Changes Effective Sunday, July 20, 2014

Most of the changes for the July-August schedule period are triggered by construction projects. The detailed list linked from this report now includes a chart showing the expected duration of all projects in progress.

The 172 Cherry bus is affected both by the seasonal service to Cherry Beach and by an extension to improve the connection with 72 Pape.  The Cherry buses will now operate east on Commissioners to Carlaw looping via north on Logan, east on Lake Shore and south on Carlaw.

The Cherry bus has also been operating over its “standard” route via Mill and Cherry Streets through the Distillery District since June 21, although this route is occasionally blocked by parked cars that still behave as if the roads are closed and have no transit service. Recently, the westbound service changed back to the diversion via Lake Shore and Parliament because Metrolinx construction at the rail corridor makes bi-directional operation through the Cherry Street underpass difficult.

Water main construction was planned for Broadview from Danforth northward, but this project was cancelled after the schedule changes for July-August were already in place. Bus routes operating from Broadview Station will have slightly widened headways to allow for construction delays, and streetcar service will be replaced with buses on Broadview.

  • 504 King cars will loop via Parliament, Dundas, Broadview and Queen.
  • 505 Dundas cars will loop via Parliament, Gerrard, Broadview and Dundas.
  • 504/505 Shuttle buses will loop via Queen, River and Dundas.

A concurrent project at Spadina & Dundas (described in another post) requires all 505 Dundas cars to divert both ways via McCaul, College and Bathurst. No additional running time has been provided in the schedule to accommodate this.

Construction work at Roncesvalles Carhouse requires the reassignment of some peak period runs to Russell Carhouse. On 512 St. Clair, cars will be stored at Exhibition Loop overnight, and service during some periods will be improved so that this storage is only required between 10pm and 10am. A 791 Roncesvalles Operator Shuttle will ferry operators to and from Exhibition Loop.

Articulated buses will be operated on the peak period express services on 53 Steeles East. Currently, one in three express trips operates east to Staines Road, but this will change to one in two trips. The combined service on the express branches will change from 4’45” to 6’00” in the AM peak, and from 5′ to 7′ in the PM peak. The local service to Markham Road does not change.

2014.07.20_Service_Changes