TTC Streetcars and Buses Swap Routes in February 2018 (Updated Jan. 19, 2017)

The TTC has confirmed the following changes in the allocation of streetcars and buses to various routes effective with the February 18, 2018 schedules:

  • Streetcars will return to 511 Bathurst.
  • The 502 Downtowner bus will continue to operate, but only during peak periods (Bingham Loop to Queen & University).
  • The 503 Kingston Road car, normally a peak only tripper, will operate Monday to Friday peaks and midday (similar to the existing 502). The 503 car will run between Bingham Loop and Charlotte Loop (King & Spadina) to supplement service on King Street.
  • The 505 Dundas and 506 Carlton routes will be converted to bus operation.
  • Updated: The 514 Cherry service will be improved during the off-peak period.

The buses for 505/506 will come from a variety of sources:

  • Existing buses operating on 503 Kingston Road,
  • Tripper buses originally scheduled for 504 King but swapped to 505 Dundas since December, and
  • Buses that have been freed up from construction service and the route reorganization following opening of the Vaughan subway extension.

Both Dundas and Carlton will be affected by planned construction projects this year that would require partial replacement with buses even if there were no streetcar shortage.

  • Main Station construction and Hydro work
  • Broadview Avenue track replacement from south of Dundas to Wolfrey (north end of Riverdale Park) including intersections at Dundas and Gerrard. This will also affect the east end of 504 King.

Updated:

  • The TTC has confirmed that they are reviewing stops on both routes for the need to remove adjacent parking spaces that would prevent vehicles from pulling in fully to the curb. Bus operation will use the same POP rules as on the streetcar routes.
  • At the TTC Board meeting on January 18, Acting CEO Rick Leary stated that although the bus conversion of 505/506 was originally announced for all of 2018, he hopes that with delivery of new streetcars this can be reversed sometime in the fall.

In other news:

  • Roncesvalles Carhouse will close for the remainder of 2018 for maintenance work, and operations will be centralized at Russell and Leslie.
  • 501 Queen service to Humber Loop is planned to return with the schedule changes planned for May 13, 2018.
  • The King-Queen-Roncesvalles intersection replacement, the associated road reconfiguration and the extension of the right-of-way east from Parkside Drive to Roncesvalles remains in the 2019 schedule.

Even if buses were not filling in for streetcars, the TTC has no plans for bus service increases.

The bus replacement service is not preventing us from making bus improvements. In 2018, we do not have any budget for new improvements. Any improvements we make will be through reallocation. [Email from Stuart Green at the TTC]

More information is expected at the TTC Board Meeting on January 18, 2018. Also, the detailed memo of service changes for February should be out soon, and I will publish the usual condensed version when it is available.

Thanks to Stuart Green at the TTC for the information.

Early Days of the CLRVs (Updated)

With the demise today of car 4000, the first of the Canadian Light Rail Vehicles, a look back on the prototypes when they were brand new.

The photos here were taken on June 4 1978 at St. Clair Carhouse. I don’t know which fleet numbers the cars shown here wound up with, but I’m sure there is a reader who knows these details and will supply feedback.

Updated December 25, 2017 John Bromley has provided additional information about the prototype CLRVs:

The car in the photos you posted is 4003 II.  The photo op was June 4 1978, I was there and have a few photos.  Perhaps the July date is the processing date on the slides?

Steve: Thanks for the correct date. I had neglected to write it on the slides at the time.

Below pic shows 4000 II from the rear June 29 1977 at SIG, taken from inside the unfinished carbody of 4003 II.  Even then 4000 II had the all-white top on front rather than the black just visible in 4001 II behind it.  Do I need to mention the pantograph?

Sorry for the delay in sending, we’ve been in Europe for three weeks.

TTC Board Meeting October 16, 2017 (Updated)

The TTC Board will meet on October 16. Among items of interest on the agenda are:

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Pantographs Up On Harbourfront

On Tuesday, September 12, 2017, the TTC began operation of its new Flexity streetcars with pantograph power collection on the 509 Harbourfront route. This is a short, comparatively isolated route running entirely with Flexitys where problems, if any, can be ironed out on a small piece of the network. Any off route moves including carhouse trips are done with trolley poles, and the normal changeover point between modes is at Exhibition Loop.

Here is a small set of photos of the route.

Is A TTC Bus Technology Gerrymander In The Works?

At its September 5, 2017, Board Meeting, the TTC considered a report recommending the purchase of 440 “clean diesel” buses from Nova Bus, a division of Volvo. This sort of thing would normally sail through because the Board has considered and approved future bus plans at previous meetings. In this particular case, one important aspect of the order is that 325 of the vehicles would be delivered before the deadline for federal PTIF (Public Transit Infrastructure Fund) grants that end on March 31, 2019. A further 115 buses would be procured with the “standard” arrangement for TTC capital financing, but no federal contribution.

This procurement went through a common pattern with an RFI (Request for Information) in October 2016 and an RFP (Request for Proposal) in April 2017. Two proposals were received, one from Nova and the other from Flyer Industries, and both met the technical requirements. The decision to award to Nova Bus was based on pricing (Nova’s bid was $300.5 million while Flyer’s was $345.0 million).

In an unusual move, the Board entertained a last-minute addition to the deputations list, two representatives of a builder of battery buses, BYD. This is a Chinese manufacturer with an office in Los Angeles and, more recently, representatives in Canada. BYD did not bid on this RFP because it specified clean diesel technology which they do not supply.

Their presentation and associated Q&A went on at some length, far moreso than public deputations are normally allowed, and it was quite clear that this was a sales pitch for their product. In any other Board meeting, this would have been stopped as an abuse of process, but this situation was under the charmed support of Deputy Mayor Minnan-Wong who is a member of the TTC Board.

Many claims were made for BYD technology and for the scope of the battery bus industry that went largely unchallenged.

In response, TTC management advised that they would be issuing an RFI for alternative technology buses to four supplies, including Nova and Flyer, later in the week, and that they planned to bring back an overview report to the Board in November.

The situation became more interesting with a motion proposed by Minnan-Wong and eventually approved by the Board with only two votes against that would reduce the contract award to Nova to 325 vehicles and pursue the remaining 115 as a potential for a different propulsion technology.

Another wrinkle was added by Chair Colle (one of the two “no” votes on Minnan-Wong’s proposal). The PTIF funds allocated to Toronto were split between the TTC and the City, and the TTC has found projects that can qualify for this funding. However, the City is unable to spend all of its available funding and is looking for projects that could soak up the shortfall. Colle proposes that TTC management report on what projects might be brought forward for this purpose.

During the discussion, there were comments pro and con the TTC’s becoming embroiled in yet another new transit technology. They have already been burned by the Hybrid Bus fiasco, ironically a scheme they were forced into by a combination of environmental enthusiasm at Council and federal subsidies that were only available for “green” technology. A good deal of that federal money went not to additional buses, but to paying the extra cost of the hybrid vehicles. The BYD reps proposed exactly the same thing for their products – yes, they were more expensive than regular buses, but the feds would pay and the TTC could save money in the long run on operating costs. Of course this approach would negate the ability to buy more transit infrastructure with the federal funding, and of course would not apply to any buses bought outside of the PTIF envelope.

TTC management including CEO Andy Byford made the point strongly that it is staff’s job to get service out onto the road, and the 440 bus order was to allow retirement of the oldest and least reliable vehicles. Battery bus technology is evolving quickly, but beyond some large fleets in China, cannot be said to be well-established in North America or Europe.

It is quite clear that there has been lobbying behind the scenes, primarily to the Deputy Mayor, for several months. Below are snapshots from the City of Toronto’s Lobbyist Registry. (Click to enlarge.)

The lobbyist company, Earnscliffe, is well-known. The initial contact by them corresponds to the point at which the TTC issued its RFP for diesel buses in April 2017.

Any company is free to lobby, but it is quite unusual for this to result in a direct presentation to a Board meeting where a contract award is up for approval. We have learned recently how political meddling has influenced advice and decisions at both Metrolinx and the City of Toronto, and this continues a disturbing trend.

Worst of all, the TTC staff report on alternative technology buses will now be under a cloud. Will it be a technically honest report, or will it be spun to suit the position of a well-connected member of the Board? By giving credibility to BYD’s presentation, has the Board placed TTC staff in the unenviable position of debunking claims made by one would-be vendor? Will there be another round of vendor presentations attacking whatever staff brings forward?

Members of the TTC Board just love to think of themselves as progressive, forward thinkers who will embrace potential transit improvements. One Board member, Councillor De Baeaemaeker, even launched into an attack on “clean diesel” by reference to all of the pollution created by exploration, extraction and refining, while carefully avoiding the fact that a great deal of Ontario’s base electrical load comes from nuclear power. That is where overnight charging would come from, but this delicate point was not part of his thesis.

If the TTC invests in electric buses, regardless of the manufacturer, this will require a garage with very different capabilities from any they now own. A substantial power supply will be needed for all of the overnight charging, and repair facilities will have to be attuned to electric, not diesel, vehicles. The TTC does not have any increase in garage capacity in the pipeline beyond McNicoll Garage, already under construction, and it will easily be the early 2020s before there is a garage where a new fleet could be based, assuming that it is a net addition and not simply a replacement for existing buses. (McNicoll, although a new garage, will simply take the pressure off all of the existing garages which are badly overcrowded.)

The irony here is not lost on those of us who followed the TTC through its abandonment of electric buses a few decades ago when beautiful, clean compressed natural gas was a panacea to solve both our diesel woes and TTC management’s distaste for trolley buses.

Battery buses may well have a future in Toronto and in world transit generally, but the way this has been introduced at the TTC leaves a foul taste, a sense that the fix is already in. Toronto’s transit technology choices have been gerrymandered more than once in the past to suit politicians and businesses looking to cash in on new technology. We have had enough of this, thank you.

TTC Service Changes Effective September 3, 2017

The September 2017 schedule changes primarily involve the reversal of summer service cuts to many routes with only minimal service improvements. This continues the TTC’s policy for 2017 of constraining service growth in the face of lower than budgeted ridership, as well as the shortage of vehicles.

Construction projects continue to affect route 501 Queen and will do so for many months to come:

  • Streetcar service is restored between Russell Carhouse (at Connaught) and Sunnyside Loop.
    • This will be affected in October when the intersection of McCaul and Queen is rebuilt requiring a diversion.
  • A bus shuttle will operate from River to Neville Park due to the reconstruction of the intersection at Coxwell and Queen.
    • This will also require the continued operation of buses on the 502/503 services on Kingston Road.
    • Through streetcar service to Neville Park will resume with the October schedules.
  • A bus shuttle to Long Branch will operate from Dufferin Loop, and Marine Parade will be served by its own local shuttle to Windermere.
    • Construction on The Queensway will prevent streetcars from operating to Humber Loop until the end of the year.
    • Streetcars will not operate west of Humber Loop to Long Branch until mid-2018.

With the return of ALRVs to the Queen route, 504 King will operate primarily with CLRVs, and the peak period trippers will mainly be buses, not streetcars. The effective capacity of the route will fall because of the lower capacity of CLRVs and buses versus the streetcars that have been used over the summer of 2017. This will be minimally offset by a small reduction in headways during all operating periods thanks to trimming of the running time. King cars now enjoy extended layovers leading to queues of vehicles at terminals thanks to an overly-generous schedule. The number of streetcars in service remains the same, but on slightly shorter headways.

New low-floor Flexity streetcars will be deployed on 512 St. Clair starting in September, subject to availability. The schedule will be based on CLRVs until new car deliveries reach the point where the line can be scheduled as a Flexity route.

The TTC plans to begin using Flexitys on 504 King late in 2017 subject to availability.

Between them, the King and St. Clair routes require about 60 CLRVs at peak. Allowing for some capacity growth with Flexitys, this translates to about 45 of the new cars, plus spares. It will be some time before both routes are converted, assuming Bombardier achieves their ramped up delivery rate in fall 2017. They are already slightly behind schedule with only two of three planned cars for July 2017 out the door in Thunder Bay, and they have not yet implemented the additional shifts/workforce to produce cars at a higher rate effective October 2017.

The northbound stop at Broadview & Danforth will be removed allegedly in the aid of transit priority signalling. In fact, this is a location where the substantial green time afforded to east-west traffic on Danforth makes the idea of “priority” for transit movements difficult to swallow. There is already an advanced green northbound for left turning motor traffic. Given the layovers now enjoyed by streetcars at Broadview Station, it is not clear just what this priority will achieve, but removing the stop will annoy the many riders who now use it. The southbound stop remains in service.

Other construction projects include:

  • 54 Lawrence East: Water main construction west of Victoria Park has completed.
  • Renforth Station opens: 32 Eglinton West and 112 West Mall are rerouted into the new regional terminal.
  • Kennedy Station: The schedule change to accommodate Crosstown construction is implemented for weekend service on 86 Scarborough.
  • Long Branch Loop: All buses will loop via the streetcar loop during reconstruction of the bus roadway.
  • 123 Shorncliffe: Additional running time to accommodate a City paving project.
  • 506 Carlton: The only remaining construction area/diversion is on College between Bathurst and Lansdowne. This will end in October.
  • 505 Dundas: The diversion between Bay and Church will end in late September or early October depending on progress of the road works east of Yonge.

The 400 Lawrence Manor and 404 East York Community Bus services will be extended. For details, see the TTC’s July 2017 update on these services.

2017.09.03_Service_Changes

A Slow Trip to Express Buses (Updated)

Updated June 19, 2017 at 3:30 pm: The TTC has clarified that the hourly costs shown for various routes are net costs, not gross costs, and this addresses my concern that some of these values were understated. The text of this article has been updated where appropriate.

Updated June 20, 2017 at 10:30 am: A section has been added on gross operating costs (the TTC study includes only net costs) to illustrate how these vary from route to route.

The TTC Board recently approved an Express Bus Network Study that proposes several new and enhanced express routes in Toronto. The premise of the study – improving the bus network’s attractiveness and convenience to riders – is a good one addressing the basic function of any transit system. However, thanks to the TTC’s severe constraints on capital and operating funding, the actual implementation of these proposals drags out for the better part of a decade. Bus planning in Toronto is converging with new subways for a lengthy gestation period.

There are three types of “express” route in Toronto:

  • The (mainly) peak period services usually signified by an “E” suffix on the route number. Typically, buses will run express over part of a route stopping only at major transfer points or destinations, and will continue as local service on the outer part of the route. These services are useful for riders who would otherwise face a long stop-and-go trip on a local bus for their entire journey. By carrying the long-distance riders express for part of the trip, the cost of route operations is reduced from that of an all-local service and provides a more attractive service overall.
  • The Rocket services (route numbers in the 18x-19x series) operate for most of the day on weekdays and weekends, and provide a more limited stop service, end-to-end, than the “E” branches. Some are designed around major endpoints such as the 192 Airport Rocket from Kipling Station to Pearson Airport, while others more closely resemble the stopping pattern of “E” services. Unlike the “E” branches, the Rockets do not necessarily duplicate the route of a local service.
  • The five Downtown Premium Express services (route numbers 14x) charge an extra fare for the privilege of avoiding the crowded Yonge subway and the 501 Queen car.

The TTC proposes an interim classification of the first two of these as Tier 1 (Rockets) and Tier 2 (“E” branches) with the intent of coming up with some sort of branding that could be used to market them. Some cities have special bus services with their own names such as Hamilton’s B Line Express and Vancouver’s 99 B-Line. Given that there already is an established name for Tier 1 with a strong Toronto reference, it is hard to understand why a new brand is required. As for the Tier 2 services, riders are well acquainted with the “E” convention (broken in rare cases such as 60F Steeles West).

The first recommendation of this study is that a marketing effort is required to brand these services. That says a lot about where the TTC’s focus has been in recent years – selling the “pizzazz”, to quote a former TTC Chair, while the system gradually declines thanks to penny-pinching by two successive City administrations.

Summary

This is a long article. Here are the highlights:

  • Growth of express services is limited as much by the political question of transit funding as it is by planning and resource constraints within the TTC.
  • The TTC’s bus fleet plan should be thoroughly reviewed to determine how more buses can be made available for service sooner than 2019/20 when McNicoll Garage opens.
  • TTC budgets should reflect a return to full streetcar service on the streetcar lines in 2018 and the redeployment of replacement buses back to the bus network.
  • Express bus routes that were added in 2016 have performed better than expected showing that these are popular services and should be expanded as soon as possible.
  • New Rocket and express routes are proposed in two waves, one for 2019-21 and the second with a tentative date of 2026.
  • Costs and revenues allocated to existing and proposed routes should be verified.
    • Update (text deleted): The costs shown for some routes appear to be in error if the methodology for costing used by the TTC is to be believed. (This issue has been referred to the TTC for comment.)
    • Revenue allocation in a flat fare system can distort the benefit of a route, and the measure of value should be based on usage not on a misleading allocation of fare revenue.
  • Express buses provide a means of carrying riders on a route with a mix of short and long haul demand more efficiently and attractively than an all-local service.
    • Riders on express services travel further than on local services taking advantage of the faster trip between major points on the route. There are fewer riders per bus kilometre because there is less turnover of the passenger load on express services.
    • Express buses cost more per ride than local buses because of their lower turnover (i.e. more riders), but the overall route cost is lower with a mix of services.
    • A proposal by one member of the TTC Board to charge extra for express routes would be counterproductive.
  • The Premium Express buses to downtown operate at a very high cost per passenger, although this needs to be verified in light of the issue with cost calculations. Demand on these routes is relatively light, and they contribute only trivially to reducing demand on parallel services. The TTC proposes to leave them in place at least until 2021, but this should be reviewed even though removing the services will be politically challenging.
  • Transit Signal Priority is not just an issue for an Express network, but for transit in general. It should be pursued on major routes whether or not they include express operations.
  • Route supervision will be essential to maintaining reliable service not just on express routes, but on the transit system overall.
  • The staff proposal to “brand” services continues the TTC’s focus on marketing when what is needed is service. The “Rocket” name is already well-established as a service type in Toronto, as are the “E” express branches of various routes. In a few cases, the “wrong” name is associated with a service (some “rockets” are really just “E” services in terms of their service patterns), but this does not justify a complete rebranding exercise.

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The Evolution of Streetcar Service from 1980 to 2016

Transit service on many of Toronto’s streetcar lines has declined over past decades and, with it, riders’ faith in and love for this mode. Unreliable, crowded service is considered the norm for streetcar routes, and this leads to calls to “improve” service with buses.

The historical context for this decline is worth repeating in the context of current debates over how Toronto should provide transit service to the growing population in its dense “old” city where most of the streetcar lines run.

When the TTC decided in late 1972, at the urging of City Council, to reverse its long-standing plans to eliminate streetcars by 1980 (when the Queen Subway would take over as the trunk route through the core), the level of service on streetcar lines was substantially better than it is on most routes today. Any comparison of streetcars versus buses faced the prospect of a very large fleet of buses on very frequent headways roaring back and forth on all major streets.

Service in 1980 (when the system was originally planned for conversion) was substantially the same as in 1972, and for the purpose of this article, that date is our starting point.

Ten years later, in 1990, little had changed, but the City’s transit demand was about to fall off a cliff thanks to a recession. During this period, TTC lost much riding on its network including the subway with annual travel dropping by 20% overall. It would take a decade to climb back from that, but various factors permanently “reset” the quality of service on streetcar routes:

  • During the recession, service was cut across the board, and this led to a reduction in the size of fleet required to serve the network.
  • In anticipation of the 510 Spadina line opening, the TTC had rebuilt a group of PCC streetcars, but these were not actually needed for the 509/510 Harbourfront/Spadina services by the time Spadina opened. “Surplus” cars thanks to the recession-era service cuts were available to operate the new routes.
  • Since 1996, any service changes have been  made within the available fleet, a situation compounded by declining reliability of the old cars and the anticipation of a new fleet “soon”.
  • By 2016, the fleet was not large enough to serve all routes, and bus substitutions became common.

Some of the decline in demand on streetcar routes came from changing demographics and shifting job locations. Old industrial areas transformed into residential clusters, and the traffic formerly attracted to them by jobs disappeared. Meanwhile, the city’s population density fell in areas where gentrification brought smaller families to the houses.

The city’s population is now growing again, although the rate is not equal for all areas. Liberty Village and the St. Lawrence neighbourhood are well known, visible growth areas, but growth is now spreading out from both the King Street corridor and moving further away from the subway lines. This creates pressure on the surface routes in what the City’s Planners call the “shoulders” of downtown.

As the population and transit demand have rebounded, the TTC has not kept pace.

The changes in service levels are summarized in the following spreadsheet:

Streetcar_Services_1980_To_2016 [pdf]

510 Bathurst: In 1980, this route had 24 cars/hour during the AM peak period, but by 2006 this had dropped by 50% to 12. In November 2016, with buses on the route, there were 20 vehicles per hour, and with the recent reintroduction of streetcars, the peak service was 10.6 ALRVs/hour, equivalent to about 16 CLRVs. Current service is about 1/3 less than it was in 1980.

506 Carlton: In 1980, this route  had 20 streetcars/hour at peak, but by 2016 this was down to 13.8.

505 Dundas: In 1980, service on this route had two branches, one of which terminated at Church after City Hall Loop was replaced by the Eaton Centre. On the western portion of the route, there were 27 cars per hour, while to the east there were 15 (services on the two branches were not at the same level). By 2016, this was down to 10.3. [Corrected]

504 King: This route, thanks to the developments along its length, has managed to retain its service over the years at the expense of other routes. In 1980, there were 25.2 cars per hour over the full route between Broadview and Dundas West Stations with a few trippers that came east only to Church Street. Despite budget cuts in 1996 that reduced service to 16.4 cars/hour at peak, the route came back to 30 cars/hour by 2006. Service is now provided by a mixture of King cars on the full route (15/hour), 514 Cherry cars between Sumach and Dufferin (7.5/hour), and some trippers between Roncesvalles and Broadview. Some 504 King runs operate with ALRVs and most 514 Cherry cars are Flexitys.

501 Queen/507 Long Branch: In 1980, the Queen and Long Branch services operated separately with 24.5 cars/hour on Queen and 8.9 cars/hour on Long Branch at peak. By 1990, the Queen service had been converted to operate with ALRVs and a peak service of 16.1 cars/hour, roughly an equivalent scheduled capacity to the CLRV service in 1980. By 1996, Queen service was down to 12 ALRVs/hour of which 6/hour ran through to Long Branch. Headways have stayed roughly at that level ever since. The Long Branch route was split off from Queen to save on ALRVs, and as of November 2016 6.3 CLRVs/hour ran on this part of the route. Bus replacement services are operating in 2017 due to many construction projects conflicting with streetcar operation.

502 Downtowner/503 Kingston Road Tripper: In 1980, these routes provided 15.6 cars/hour, but by 2016 this had declined to 10/hour.

512 St. Clair: In 1980, the St. Clair car operated with a scheduled short turn at Earlscourt Loop. East of Lansdowne, there were 33.3 cars/hour on St. Clair. By 1996 this was down to 20.6 cars/hour. The next decade saw an extended period of reconstruction for the streetcar right-of-way, and service during this period was irregular, to be generous. By 2016, the service has improved to 21.2 cars/hour, but this is still well below the level of 1980.

What is quite clear here is that the budget and service cuts of the early 1990s substantially reduced the level of service on streetcar routes, and even as the city recovered, the TTC was slow to restore service, if at all. The unknown question with current service levels is the degree to which demand was lost to demographic changes and to what extent the poor service fundamentally weakened the attractiveness of transit on these routes. The TTC has stated that some routes today are operating over capacity, but even those numbers are limited by the difference between crowding standards (which dictate design capacity) and the actual number of riders who can fit on the available service. It is much harder to count those who never board.

In a fiscal environment where any service improvement is viewed negatively because it will increase operating costs, the challenge is to turn around Council’s attitude to transit service. This is an issue across the city and many suburban bus routes suffer from capacity challenge and vehicle shortages just like the streetcar routes downtown.

The bus fleet remains constrained by actions of Mayor Ford in delaying construction of the McNicoll Garage with the result that that the TTC has no place to store and maintain a larger fleet even if they were given the money to buy and operate it. Years of making do with what we have and concentrating expansion funding on a few rapid transit projects has boxed in the TTC throughout its network.

Transit will not be “the better way” again until there are substantial investments in surface fleets and much-improved service.

514 Cherry: Update on Noise & Vibration at King & Sumach Streets

Since late 2016, the TTC has suspended streetcar service on Sumach and Cherry Streets south to Distillery Loop during late evenings and early mornings. The reason for this was that some residents near the junction at King & Sumach complained about noise and vibration from turning streetcars. In a related change, the TTC also imposed a 10km/h speed restriction on the intersection.

During the periods when the 514 Cherry cars divert east to Broadview, a Wheel Trans shuttle bus operates over this route segment on a somewhat unpredictable schedule, and many would-be riders simply walk rather than wait for it.

At the community meeting of November 16, 2016, the TTC advised that additional noise and vibration readings would be taken after the 514 Cherry route was converted to operation with Flexity cars which are quieter than the CLRVs, a change that has now more or less completed. (The occasional CLRV can be found on the route, but officially it is all Flexity.)

On Tuesday, June 27, 2017, there will be a public meeting to provide an update on the situation.

Time: 6:30 p.m. to 8:30 p.m.
Location: Toronto Cooper Koo Family Cherry Street YMCA Centre – 2nd floor, 461 Cherry Street, Toronto

I will update this post following the meeting.

A related issue is the service reliability to Distillery Loop which can be very spotty at times. This will be the subject of a separate article coming soon.