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Are We Losing the Eastern Waterfront?

Most Torontonians know we have a lake and its better-known attractions such as Harbourfront, the stadium, Exhibition Place, and of course the wall of condos stretching from Yonge to beyond Bathurst.  However, the Eastern Waterfront isn’t part of the “mental map” many people in Toronto carry around.

For the past century, the lands east of Yonge, and particularly those south of Lake Shore and east of the Don River, have been industrial properties known only to those who work there, the neighbouring communities, intrepid explorers, and visitors to a few clubs and supermarkets.  The size and potential of the space — as big as the existing downtown — simply don’t register as part of “Toronto”.

Waterfront Toronto has plans to change all of that and, in the process, to undo some of the disastrous choices of the past century.  Developments proceed along Queen’s Quay, and there is much more to come, but even these get us only to the Don River.  The big prize is the Don River mouth and the port lands to the southeast.

Plans to redesign Queen’s Quay, reducing it to a two-lane road with cycling and pedestrians replacing cars where the eastbound roadway now lies, are threatened.  Mayor Ford’s desire to maximize capacity for road users may sabotage a scheme many years in the making.

There was a time when “transit first” was the defining call for waterfront development, and the eastern branch of the Harbourfront streetcar was planned as an integral element in the build-out east from downtown.  As with so many great schemes, this has run aground on funding limitations at Waterfront Toronto and substantial growth in TTC cost estimates.

The proposed line on Cherry Street that was to serve development in the West Don Lands, may not be built for several years because of concern that it might impede Pan Am Games related development, the very development it was intended to serve.

The worst knot in the transit scheme lies at the tangle of roads where Cherry, Lake Shore, Queen’s Quay and Parliament all meet around the mouth of the Don.  Sorting this out was to be part of the plan for creation of parkland and flood control at the Don, but this project has no funding, and no burning interest from any level of government.

From a transit perspective, it’s as if the Spadina car ended at King Street, and there were no Harbourfront car on Queen’s Quay.  This is no way to develop a transit-oriented neighbourhood.

Waterfront Toronto is under attack from some in Mayor Ford’s circle.  Yesterday, John Campbell, president and CEO, appeared on Metro Morning commenting on some criticisms.  He was rather diplomatic in saying that the debate is simply a matter of a new government finding its legs and learning what’s really going on.  The problem with this outlook is that many in Ford’s inner circle have been on Council for some time.  Whether they actually paid attention to Waterfront Toronto, or saw it only as one more Miller legacy to be dismantled, is hard to say.

The real agenda becomes much clearer when one reads Councillor Doug Ford’s musings about waterfront development.  That prize I mentioned earlier, a piece of land roughly equivalent to the block bounded by Yonge, Bathurst, Bloor and Queen, is lusted over by many public agencies and not a few developers.  This is an ideal time, after all, to hope for a municipal fire sale.  The city wants to liquidate its assets, and developers would love to get a free hand to build on the eastern lake shore in the same unfettered manner we have already seen west of Yonge Street.

Ford thinks the city should not be in the development business, but fails to understand that the whole Waterfront Toronto scheme was to provide the infrastructure and the overall design that would increase land values and build the foundation of a new downtown neighbourhood.  That’s not something any private developer, concerned only for the land he develops and the immediate neighbourhood, cares about or will invest in.  A beautiful park would make him money, but he wants the public sector to pay for it.

Another wrinkle comes from the competing agendas of agencies such as Infrastructure Ontario and the Port Lands corporation who would love to elbow Waterfront Toronto aside and develop their lands without the overburden of regional planning and design goals.  The idea of a waterfront park, of wetlands, cycling and pedestrian realms, isn’t embraced by those who see only acreage and more development.  Indeed, some would simply channel the river and build over it rather than exploit what it could be as the focus of public open space.

Worst of all is the City of Toronto’s appetite for money.  Much of the improvement in the waterfront was to be funded from proceeds of development, but if this is scooped by the City to pay down debt, or to fund pet projects like the Sheppard Subway, the ugly, inaccessible waterfront will remain, and the land will be lost to public hands forever.  If we sell quick and cheap, we gain a short term pile of cash, but leave the bulk of future appreciation in private hands.  (I cannot help thinking of another cash-strapped, right-wing government that sold Highway 407 in similar circumstances, a sale many have regretted ever since.)

The waterfront is on the edge of the city, and to many it’s as out of sight as Malvern or Rexdale are to downtowners.  Voters want slogans and quick fixes, and only care about the details when they are personally affected.  Do we want a beautiful waterfront?  Do people even care?  Will we wake up in ten years asking “how did this happen”?

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Service Changes for May 8, 2011 (Updated)

Effective Sunday, May 8, 2011, many service changes will be implemented across the TTC network.  The most significant of these will be the removal of service to lightly-used routes during off-hours primarily, but not only, on Sunday evenings.

Updated April 23, 2011:  The detailed Service Summary effective May 8 is now available on the TTC’s website.

To save myself a lot of typing, I have simply reproduced the list of cuts from the TTC memo describing all of the changes.  The remaining changes are detailed below.

Continue reading →

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NextBus Data Feed Change Breaks Apps & Bookmarks

On April 6, NextBus introduced a new data feed structure.  The major change in this version is that the stop nomenclature used internally by the application has been revised to match the stop numbers used for the TTC’s vehicle arrival text message system.  Other updates include some schedule related information in the data feed (run, crew and trip numbers) that will probably be of more use to an internal app that “knows” about the schedules.

This change has side-effects both for users of the NextBus site, and for 3rd-party applications based on the data feed.

Any NextBus user who has bookmarked a stop for easy retrieval will find that the bookmark does not work.  The reason is that the bookmark includes the old stop identification, and this does not exist any more.  You will need to recreate the bookmark.

Users of Whereismystreetcar will find that it is working, sort of, while the author adapts his code to the new data feeds.  There is a similar problem with old bookmarks on this app, and any you have created must be redone.

I don’t know about other apps based on the NextBus feed, but if users could let me know what’s working and what’s not, I can maintain status info here.

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TTC Meeting for April 2011 (Update 2)

Updated April 6, 2011 at 7:20 pm:

I forgot to mention in my earlier update that there was talk going around the meeting that only half of the Sheppard Subway scheme (the eastern half) might be pursued in the short term (the next decade) to keep the cost down to $2 billion and change.  This echoes a comment by Vice Chair Peter Milczyn in yesterday’s Toronto Sun.

Updated April 6, 2011 at 5:00 pm:

At the Commission meeting, very little happened.

The new, but not yet official, Chief Customer Service Officer was introduced and he made a few remarks about his hopes for the new position.  He has a real challenge in front of him.  Customer Service may be the kind of thing Commissioners love to smile brightly and gush about, but wait until we start talking money, or the negative effects of cutbacks on the perceived quality of the system.

As expected, the proposed split of the 12 Kingston Road bus so that half of its service would run via past Variety Village (via Birchmount and Danforth) was approved.  This will begin operation on May 8, but the community shuttle bus (run by Wheel Trans) from Main Station will continue to run until Victoria Park Station (route 12’s terminus) becomes accessible later this year.

Unlike the previous meeting, Commissioner Minnan-Wong did not belabour the public session with inquiries about contract cost changes.  Some of these questions should be asked, but without implying that every change is a sign of waste and incompetence.  Whether he was equally silent in the private session before the main meeting, I don’t know.

However, in what must be the greatest example of how petty the new Commission (and the Ford regime) can be, there was continued discussion of the fact that former Chair Giambrone overspent his 2010 expense allowance by approximately $3,400.  The issue will come back to the May Commission meeting, and there were dark hints that more serious measures would be taken.  Considering that for many years, none of the Commissioners or Chairs has used all of their expense budget, this is really small potatoes.  However, it’s more important than worrying about how to pay for a $4.2-billion subway with magic beans.

The big issue, relatively speaking, was the new Toronto Transit Infrastructure Limited report.  This company, renamed and resurrected from an older, inactive TTC subsidiary, will be used as a home for work on the “Toronto Subway Project” (the official name for the Sheppard Subway extensions in the Memorandum of Understanding with Queen’s Park).  It has $160,000 sitting in the bank from the original setup capital out of TTC when it was created, and retained earnings from work performed years ago.  This nest egg will allow it to operate without any funding approvals for the short term.

We learned that Gordon Chong, a former Councillor and Commissioner, has been retained at $100k/year as President, CEO, Secretary, Treasurer and Co-Chair.  The other directors and officers who are members of Council will not be paid for their work on TTIL.

A rather convoluted motion was passed by the Commission stating that it would approve paying invoices on TTIL’s behalf provided that a mechanism was set up for Council to fund them.  Presumably this would be required once they burn through their $160k nest egg.

Former Vice-Chair Mihevc spoke as a deputant, and raised a number of issues about the Sheppard Subway notably the lack of detailed information on the way it will actually be funded, what the effects will be for ongoing system subsidy requirements (as compared with the Transit City LRT lines originally proposed), and what type of service would be offered to those areas where the LRT plans have been cancelled.

A report on what to do with Finch West is expected back later this year, and the 2012 budget review will include provision for whatever is recommended.  Obviously, this won’t involve any significant construction such as a BRT lane and stations.

The Commission swatted these requests aside, and Vice Chair Milczyn said that “we don’t need to know what future subsidies might be” because in every past case the TTC has always just opened new lines and absorbed the cost.  The desire to not debate the wisdom of the Sheppard proposal, which hasn’t been approved by anyone yet other than the Mayor, was quite clear.  After the meeting, a press scrum with Chair Karen Stintz was notable for its evasiveness.  In the end, it all comes back to “the Mayor wants it”.

As long as Council has enough cheerleaders who let Mayor Ford get away with this sort of thing, it’s hard to understand why we even bother holding public meetings.

The original post from April 2 outlining major agenda issues (most of which were not discussed at all), follows the break.

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South Spadina Headways: What the Riders See

The matter of service on Spadina south of King has been before the TTC on two previous occasions, most recently in March 2011.

In brief, local riders and their Councillor, Adam Vaughan, complain that service is poor and riders are packed into streetcars.  TTC staff reply that the average load on a streetcar south of King is 29, and therefore additional service is not justified.  This matter was held down in March in order to get updated riding counts on the route.

The problem with the TTC’s analysis is that it looks at overall averages, not at the specifics of actual experience on the route.  Most importantly, if a service that is supposed to run every 7’30” is badly disrupted and unreliable, then wide headways will be common.  Because more riders accumulate waiting for long gaps than short ones, the “average” rider’s experience will be a long wait followed by an overcrowded car.  This situation exists on many TTC routes, but it is particularly troubling if that is the case on a short route with an entirely private right-of-way.

First, let’s have a look at how well behaved headways are in this area.  Before you even open the file, I will warn you that it’s a real mess.  The intention is to show the mess before attempting an analysis.

South of King Northbound Headways February 2010

Those of you familiar with my previous analyses of TTC’s vehicle monitoring data will recognize this chart as a scatter diagram of headways by time of day.  Each dot represents one car.  The vertical position on the chart is the headway as seen just south of King Street northbound, and the horizontal position is the time of day.

If the service were well-behaved, these points should be clustered on either side of the scheduled headway through the day.  However, the points appear as a cloud with little discernible concentration.  This means that the actual headways seen by customers are essentially random, and they are spread over a wide range.  Many cars run close together, and gaps over 10 minutes are common.

My next step was to break down this information based on the TTC’s standard that service ±3 minutes of schedule is considered to be “on time”.  Of course riders don’t care about the schedule, only the headway, and it is the headway that determines the wait time and average load on a car.  For the purpose of this analysis, I subdivided the information about each car into three categories:

  • Early (headway less than 4.5 minutes on a 7.5 minute schedule)
  • Late (headway greater than 10.5 minutes on a 7.5 minute schedule)
  • On time (headways between 4.5 and 10.5 minutes)

It’s worth noting that, assuming a uniform arrival rate for passengers, that a car carrying a 10.5 minute headway will have over twice the passengers than one carrying 4.5 minutes.

Headway Distribution ±3 minutes South Of King Northbound February 2010

There are four pages for this chart, one for each half-hour interval from 0700 to 0900.  The vertical bars represent each weekday, and the rightmost bar averages the values over the month.

The dark red portion of each bar shows how many cars were “on time”.  The cream and blue portions are the “early” and “late” cars respectively.

On a 7’30” headway, there should be 4 cars in each half hour, although minor variations may give us 3 or 5 where a car expected in one period actually arrived in an adjacent one.

Between 0700 and 0730, things are fairly well behaved, but the service becomes less reliable as the AM peak continues.  At least half of the service fails the TTC’s own “on time” test, even averaged over the entire month.  For some periods and days, most of the headways lie outside of the acceptable range.  This means that a large proportion of the riders on the south end of Spadina receive far worse service than is advertised, or even what is considered acceptable by the TTC’s own standards.

If we considered a tighter standard allowing only ±2 minutes, the situation is even worse.

Headway Distribution ±2 minutes South of King Northbound February 2010

When the TTC reports its riding counts, it does not include any information about the reliability of service.  Moreover, if short turn trips are mixed in, these may be counted and dilute the average even though they are not of use to all riders.

In the case of northbound service at King, this isn’t an issue.  However, short turns southbound do affect the quality of service on Queen’s Quay eastbound to Union Station, as well as westbound for riders wishing to travel northwest to locations on Spadina.  During the AM peak, almost all of the scheduled service reaches Union Station, albeit on an erratic headway.  However, starting about 9am, short turning at Queen’s Quay Loop becomes fairly common and disrupts service reliability on Queen’s Quay.

York Eastbound Headways February 2010

This chart contains five pages.  The first is the monthly headway scatter diagram similar to the one shown above for service northbound at King.  Once again we see a cloud of data points spread over a wide range of values.  It is worth mentioning what the scheduled headway is supposed to be here:

  • AM peak: 7’30”
  • Midday: 5’40”
  • PM peak:  6’00”
  • Early evening:  6’00”
  • Late evening:  6’00”

The next four pages of the chart break down the cloud of data into individual weeks and add trend lines for each day.  These lines show how the typical headways are, overall, higher than the scheduled value.  This is due to short turns at Queen’s Quay Loop.  The variation in headways with many values well over 9 minutes (the high end of the “on time” standard for a 6 minute headway) shows just how far actual service quality is from what the TTC advertises.

Soon, the bus network will switch over completely to GPS-based vehicle tracking, and the data stream is supposed to be made public.  Whether this actually happens depends in part on the success of TTC managers, who prefer to hide information about service quality, in convincing the new Commission of the need for this secrecy.  In our new era of “Customer Service” and “Transparency”, there will be no excuse, and we may finally start to see just how bad service is on the system as a whole.

Meanwhile on Spadina, TTC staff will again claim that there is lots of service.  The problem is that it does not run reliably.  Capacity could be provided out of thin air simply by spacing cars regularly so that wait times were predictable and loads accumulated more evenly.  However, that would require the TTC actually do something about its service rather than gripe about the cost of more service, the lack of equipment or traffic congestion.

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Subway City? (Update 3)

Updated April 2, 2011 at 6:30 am: Additional details about the plan have been provided by Metrolinx.  The dialog below has been slightly edited from email exchanges, but preserves the sense of the conversation.

Q:  The Memorandum of Understanding (MOU) refers to both Black Creek and Jane as western terminals for the Eglinton line.  However, these are over 1km apart.  Where will the line actually end?  How will the line connect with the GO corridor if it ends at Black Creek?

A: The exact terminus for the Eglinton line, which is in the Mt. Dennis area, will be determined through a future additional study due to the vertical and horizontal alignment (how steep the grades can be climbing out of the tunnel and which side of the road we will be on to approach the yard) between Black Creek Drive and Jane Street. The objective is to make the connection to the GO rail corridor.

Q:  When does Metrolinx expect to have a preliminary design proposal for the section of the line east of Leaside that will now be substantially underground?

A:  We are meeting with the TTC now to discuss the timing for the preliminary plans and profiles for the underground segment.

Q:  The SRT replacement is described as ending at STC. Does this mean that McCowan will be abandoned as a station? Will the proposed right-of-way beyond McCowan to Sheppard and Malvern be protected to allow for future extension of the route? Is there any plan for an eastern yard so that trains would not all have to be based at the Black Creek yard?

A: The Scarborough LRT would follow the same route as the existing SRT and will include McCowan Station. At this time, there are no plans to close McCowan Station. We do see value in potentially re-using the McCowan yard for at least a layover site and we will need to study this further.

Q: Although the MOU states the number of stations on the Toronto projects, it does not mention this with respect to Eglinton.  The press release specifies 26 stations.  When will Metrolinx produce a station plan for the new line?

A: The exact number and location of stations for the Eglinton-Scarborough Crosstown LRT project will be finalized as part of the environmental assessment amendment process.

We expect the Eglinton project will have about 26 stations along a 25-kilometre stretch, and we’re pleased to provide this as a single-seat trip for residents from Scarborough to the Mount Dennis Area.

Since the new Eglinton project has changed from the previous concept, the working assumption now is that the station spacing across the route is approximately at 1 kilometre.

We want to make certain that residents get the best use from the Eglinton line, so we are taking more time to study the specifics of the project to determine the exact number and best locations for the stations along the Eglinton line.

The finalization of the Eglinton line and the locations of the station will be part of the preliminary engineering and Environmental Assessment, which is expected to be completed in the coming months.

Comment: The 26-station count includes not just Eglinton but also the SRT.  There were 26 stops on the Transit City version of Eglinton, not including Kennedy, and 6 more on the SRT.  The new combined route will have to go on a diet, and the roughly 1km average spacing implies that some stations will be dropped.  Throughout the Transit City debates, Metrolinx consistently wanted fewer stations on Eglinton, although at the time the underground section was shorter.

Q: Although the MOU makes reference to “LRT”, for certainty does this mean “Light Rapid Transit” as in the Flexity cars recently ordered from Bombardier, or is Metrolinx contemplating a return to ICTS Mark II technology once proposed for this route? This is an important decision as it affects the ability of the line to be extended.

A: On June 14, 2010, Metrolinx announced a $770M purchase of Light Rail vehicles from Bombardier, which included vehicles for the SRT upgrading project. We expect that we will need about 130 LRTs for the adjusted plan, but we will have to sit down with Bombardier and discuss the details. At this time, we do not plan to change from LRT to ICTS MARK II technology.

Comment: “At this time” are three little words that could do a world of damage to future LRT expansion in Toronto.  Metrolinx owes us a definitive answer in the context of their Big Move plan.

Q: The Sheppard East LRT’s costs to date are chargeable to Toronto, but one piece of work already underway is the Agincourt Station grade separation. Is this going to proceed independently of the LRT project as a GO improvement? If so, will it be built with room for a future LRT right of way if that scheme is resurrected?

A: At this time, there are no plans to change the current design for the Agincourt grade-separation. The grade separation construction work that is currently underway at the Agincourt GO Station to separate the GO tracks from Sheppard Avenue will proceed independently of the former LRT project.

It is important to note, though, that this grade separation construction work is an important safety improvement for GO commuters and drivers that use Sheppard Avenue. This grade separation is a project that has benefits to GO’s operations and traffic.

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Rob Ford’s Designs on Metrolinx (Update 2)

Updated 9:45am: Environmentalists scoffed at plans to convert rail corridors to roadways.  “Electrification of GO was our big chance to show the world just how green a transit system could be”, said Jamie Kirkpatrick of the Toronto Environmental Alliance.  Trains would not just run with clean electricity from overhead wires, they could be covered with solar panels to provide supplementary power, and wind turbines could be mounted on every car.

“We always suspected Metrolinx didn’t believe in electrification, and Queen’s Park’s quick embrace of Ford’s scheme shows we were right”, said Kirkpatrick.

Transportation Minister Kathleen Wynne refused comment on rumours that a new “Ministry of Highways” would be unveiled in the coming provincial election campaign.

Updated 9:00am: Sources inside the Harper Campaign leaked word that Finance Minister Jim Flaherty and Peterborough MP Dean Del Mastro, eager to show Federal support for Mayor Ford, will ditch their hopes for GO rail service to Peterborough.  In its place will be the “Shining Waters Expressway” linking directly into Toronto’s highway system in the Don Valley.  The Harper Government, if re-elected, will support the project through PPP Canada.

Mayor Ford welcomed the early endorsement of his rail corridor plan saying that with the private sector involved, the taxpayers of Ontario and Canada will benefit from his own innovative financing for the Sheppard subway.

Original post from 8:00 am:

As illustrated on our banner, the Ford clan has secret plans for conversion of the commuter rail network to a new highway scheme.

After banishing LRT from city streets, Mayor Ford continues the hunt for public spaces that are wasted on transit.  Ford argues that the rail lines are empty most of the time, and they’re a vital resource in re-establishing the balance between transit and cars.

Premier McGuinty was not available for comment, but sources tell us that he’s open to any reasonable suggestion from his friend at City Hall.  The Air Rail Link may be the first candidate for this scheme, although community opposition may demand that the line be reserved for hybrid cars.

More info as this story develops.

(Thanks to Len Dieter and Mike Sullivan for catching a test run of Ford’s proposal.)

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Finally! A Dundas West GO Connection (Updated)

Updated March 24 at 9:00 pm: Metrolinx has published the materials from the Open House.  Of particular interest is the presentation which shows the proposed changes to the area around Bloor GO Station and Dundas West TTC Station.

In the first phase, the north sidewalk of Bloor Street would be redesigned to widen and otherwise beautify the access to the GO level from the sidewalk in the underpass.  Also, a connection from Dundas West Station would be added at the east end of the platform.  (Page 33 of the presentation shows details of the subway to GO link.)

In later phases, the streetcar loop at Dundas West would be redesigned so that all access was from Edna Avenue with traffic signals.  This could be a mixed blessing given the level of transit service at this location.

Original post below:

Metrolinx has announced an open house for the Dundas West-Bloor Mobility Hub Study.

Date: Wednesday, March 23, 2011
Time: 6 p.m. to 8:30 p.m.
Venue: Lithuanian House
1573 Bloor Street West

Further background can be found in The Star.

Dundas West Station was built before GO existed, much less had service on the Weston corridor, but a connection could be built from the east end of the platform to what is now Bloor Station on the rail line.  However, a major development, the Crossways, was not on top of the subway when it opened in 1966, and any connection must deal with this building.

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Trackwork Delayed at Queen & Connaught?

Both the TTC and the City of Toronto websites include announcements of major watermain and trackwork near Russell Carhouse that is scheduled to begin in late May.

This project involves replacement of streetcar tracks including the special work at Queen and Connaught, the west entrance of the yard at Greenwood, and the track on Connaught south to Eastern Avenue.

However, it is unclear whether this will actually occur in 2011 as there have been requests from local merchants that they be spared a second year of construction in a row (the City had Queen Street torn up for watermain work in 2010).

Needless to say, any track construction affecting access to Russell Carhouse will have a considerable effect on operations there.  No details have been published yet on alternate schemes for providing service during the project, whenever it might occur.

When there is a definitive answer on this issue, I will update this article.

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Roncesvalles Construction Resumes

Completion of the Roncesvalles reconstruction will proceed over the next four months from mid-March to early July.

The City’s Construction Notice explains the staging of the remaining work between Queen and Dundas Streets.

  • March 21 to 30:  Housekeeping work on sidewalks left over from 2010.
  • March 28 to May 16:  Sidewalk work on the east side of Roncesvalles south from Fern to Queen, and on both sides between Dundas and Howard Park.
  • April 4 to 25:  Enbridge Gas will relocate a main between Geoffrey and Howard Park on the west side of Roncesvalles.
  • May 9 to June 13:  Sidewalk work on the west side of Roncesvalles south from Howard Park to Geoffrey.
  • June 20 to July 4:  Road reconstruction on the west side of Roncesvalles from Geoffrey to Howard Park.

From March 27 onward, the 504 King service will revert to the schedule used in fall 2010 with a bus shuttle running from Dundas West Station to Sunnyside Loop.  Southbound service will run via Lansdowne, and northbound service will run via Roncesvalles.  In early May, construction will reach the point where buses can operate southbound diverting via Howard Park, Parkside Drive and High Park Blvd.  Streetcar service will resume in July.

A related project, the reconstruction of track on King from Roncesvalles to Close, is scheduled to begin in late May and continue until mid August.