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TTC Announces 2022 Tiff Diversions

Updated September 7, 2022 at 3:30pm: The TTC has updated its description of the 504 King diversion to reflect the fact that the King/Sumach intersection is not yet open. All east end 504 streetcars will run as 504B between Broadview Station and Church. There will be no service on Sumach/Cherry to Distillery Loop.

The Toronto International Film Festival will block King Street again this year causing chaos on transit service downtown. However, the planned diversions are different for 2022 given that 504 King is already broken into two routes, east and west, thanks to various construction projects.

Here is the map of the planned service. (Sorry about the resolution. This is what is on the TTC’s site.)

Update: The map below has been revised to show only the 504B service. It also shows the Dufferin/Queen diversion in Parkdale, but as I write this, many buses are now operating via King Street both ways.

The 504C bus (the west end service already diverting around construction at Shaw Street) will divert around Tiff via Spadina, Richmond/Adelaide and University Avenue. Given the lack of bus-based transit signal priority in this area, the buses should spend a lot of time waiting to make turns.

The 504C bus now terminates at York, but it will be extended to loop via George, Front and Jarvis (another badly congested street). Extra service will be provided, according to the TTC, but as extras don’t show up on the vehicle tracking apps, riders will be frustrated in knowing when or if something will show up.

Meanwhile the King car will operate with a 504B service from Broadview Station to Church, and a 504A service to Distillery Loop (assuming that the King/Sumach intersection is actually open by then). This could very well be another case of the TTC issuing customer information that is not grounded in the reality of what is happening on the street.

The 503 Kingston Road service will be reduced to a shuttle between Bingham and Woodbine Loops on Kingston Road.

This operation is planned to occur from 5 a.m. Thursday, September 8 to 5 a.m. Monday, September 12, as well as from 3:30 to 6:15 p.m. and 7 to 9:30 p.m., Monday and Tuesday, September 12 and 13, 2022. It is not clear how the transition will occur for the PM peak periods on September 12/13.

The 304 King Night Bus is supposed to run from Broadview to Dundas West Station, but I suspect that it will have to divert around Tiff at least for the period of September 8-12 due to the Tiff Festival setup in the road lanes of King Street.

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Service Changes Effective September 4, 2022 (Updates)

Updated September 3, 2022 at 8:45am: Additional diversion details with maps added.

Updated September 3, 2022 at 1:40pm: Photos of Church & Carlton added.

Updated September 3, 2022 at 4:10pm: Route of 506 shuttle bus clarified.

Updated September 5, 2022 at 7:30am: Additional details regarding 504 King and 63 Ossington diversions which are not yet operating as advertised.

Updated September 10, 2022 at 6:25pm: The City of Toronto has announced that the KQQR intersection and construction will switch to “stage 3” configuration on Tuesday, September 13. Construction work on College Street will begin on Monday, September 12. There is no announced re-opening date for King & Sumach yet.

Updated September 13, 2022 at 10:15pm: As of about noon today, the 504C King bus was operating via the “Stage 3” KQQR routing using Parkside Drive.

Some of the streetcar service changes originally planned for September 4 will not occur on that date because of construction projects that are running late.

503/504 King/Kingston Road Diversion via Queen & Parliament

The construction at King and Sumach is not yet complete and this will have the following effects:

  • The 503 Kingston Road cars will continue to divert via Queen & Parliament to route.
  • The 504A King to Distillery cars will be routed nominally to Broadview Station via Queen & Parliament, although I suspect there will be a lot of short turns as their schedules do not have enough running time for this.
  • The 504B King to Broadview Station cars will continue to divert.

The 504/506 shuttle bus which, at least in theory, provided service to the Distillery District, will not be continued due to low ridership. One might observe that the appalling headways on this route contributed to its invisibility and low use.

Riders are advised to use the 121 Esplanade/River service instead.

KQQR Project Diversion

The TTC has a handout for the change to the 504C west end bus diversion around both the Roncesvalles project and the new project at King & Shaw starting this month.

Note that this map shows the 504A service restored to Distillery Loop which is not yet the case (see above).

Updated September 5 at 7:30 am: Although the new diversion via Parkside and The Queensway was supposed to begin on September 4, buses are still operating via Roncesvalles. Also, the south leg of the KQQR intersection is not yet open, and so the diversions through Parkdale via Triller to King eastbound and Dufferin to Queen westbound are still in effect.

The intersection of King and Shaw has not closed yet, and eastbound buses are operating straight through without diverting via Douro Street. Westbound buses are diverting via East Liberty Street as shown on the map.

According to the City’s project site, the north leg of the KQQR intersection is to close on September 6, but the same page also advertised the opening of the south leg on September 2.

At Dundas West Station, 504 King buses appear to still be loading on the street, not in the loop, based on tracking data from NextBus.

Updated September 13, 2022 at 10:15pm: As of about noon today, the service was operating via Parkside Drive as shown in the map below.

63 Ossington King/Shaw Diversion

In addition to the diversion of bus replacement service for the 504 King car shown above, the 63 Ossington bus will change its south end loop as shown below.

Updated September 5, 2022 at 7:30 am: The extended loop had not yet gone into operation because the King & Shaw intersection is still open.

506 Carlton Diversion

By September 4, the work at Church & Carlton was supposed to be complete and the streetcar diversion for the Bay-to-Bathurst project was supposed to begin via Bay-Dundas-Ossington. However, there was a surprise thanks to Toronto Hydro at Church and Carlton where a vault under the intersection conflicts with the new, lower foundation that the TTC would have installed.

Pending a resolution of this problem, the 506 Carlton cars will divert via Parliament-Dundas-Ossington.

The 506 shuttle bus was already planned to operate from Ossington to Castle Frank Station, and so it will cover the extended diversion to Parliament Street although how the transfer connection to the streetcars at Gerrard will work is not yet clear. The service announcement on the TTC’s website does not include a map showing the relationship between the shuttle bus and the diverted streetcar.

Update: A reader has advised that there are notices showing that the bus will divert via Sherbourne, Gerrard and Parliament to retain a connection with the streetcars at Parliament and Gerrard. The stop on Carlton at Ontario will be skipped.

Here is the state of the Church/Carlton intersection on September 3, 2022:

Looking SW
Looking S
Looking SE
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King / Sumach Construction Progress

The intersection of King and Sumach Streets is the point where the former 514 Cherry, now the 504A King branch, splits off southward to Distillery Loop. It has been the subject of many complaints about noise over the years. The TTC has attempted various fixes with less than ideal results.

At the beginning of August 2022, the 504 King and 503 Kingston Road services began diverting around this location via Queen and Parliament, although actual construction did not get under way for a few weeks. Now, the work is incomplete, and the originally hoped-for restoration of service on September 4, something that is built into the September schedules, will not actually happen until later in September.

During that period, the “504A” cars will continue to operate as “504B” to Broadview Station, although I suspect that many will be short turned as they do not have enough running time to make such a long extended trip.

When this project began, I thought that we might see the implementation of double blade switches here, but that is not the case. There is no change in the facing point switches at this intersection.

Here some photos of work at King and Sumach as it progressed. The purpose was not a complete replacement but rather to do selective maintenance. In a way, this makes the work a bit more tedious than simply ripping up the whole thing, trucking in new, pre-assembled track on panels, and dropping the rails into place over a week or less.

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Service Standards, Metrics and the CEO’s Report (I)

Some of the material in these articles will be familiar to readers, but my purpose here is to consolidate many thoughts, some old, some new, in one piece. My hope is to inform discussion about transit’s recovery in Toronto and in particular to provide context for the inevitable political debate about what we should attempt, and the managerial issues of knowing whether we have succeeded.

Updated Aug. 30/22 at 1:25pm: Sundry typos and grammatical faux pas corrected. No substantive change to the text.

Since early 2020, the TTC and transit systems everywhere have wrestled with the ridership and revenue losses of the pandemic era. The goal of both management and politicians has been to just “keep the lights on” and provide some level of transit service. Toronto, with the aid of Ontario and Canadian governments, has worked particularly hard to continue an attractive service, at least on paper.

Service quality is a real bugbear for me, and the widening gap between the advertised service and what is actually provided should be a major concern. Next year, 2023, Toronto will likely see the end of special Covid-related subsidies, and a growth in demand back to pre-pandemic levels, although the timing of these events could prove challenging. Meanwhile, City Council “net zero” emission plans call for a major shift of travel onto transit. This will not happen with a business as usual approach to transit.

The focus must shift from muddling through the pandemic to actively improving the transit system, and to doing that with more than a few subway lines whose first riders are almost a decade away.

Key to running more and better transit is a solid understanding of how the system performs together with a planning rationale for growth. This brings me to two documents: the TTC’s Service Standards and the monthly statistics included in the CEO’s Report.

In this first of two articles, I will review the Service Standards and discuss some general principles about reporting system behaviour. In the second, I will turn to the CEO’s Report.

There are two essential problems:

  • The actual machinery of the Service Standards is not well understood, and the current document was endorsed by a previous TTC Board almost without debate. Superficially, the standards appear to call for good service, but in practice they hide as much as they show in reporting on quality. The Board did ask for follow-up information on improving standards (more service, less crowding), but management never delivered this feedback.
  • To the degree that management reports system performance, this is done at a summary level where the day-to-day reality of transit service and rider experience are buried in averages that give no indication of how often, when or where the standards are not achieved.
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Service Quality on 23 Dawes: July 2022

This is a companion article to Service Quality on 64 Main: July 2022.

The 23 Dawes Road bus, like 64 Main, is a short route operating out of Main Street station. Where the Main bus goes south to Queen, the Dawes bus runs north to St. Clair. The north end of the route is a large on-street loop.

The scheduled service is shown below:

This route shares the same characteristics and problems with its southern cousin:

  • Missing vehicles cause large gaps in service.
  • There is little traffic congestion to disrupt service on a regular basis.
  • Vehicles have adequate time for drivers to take layovers at terminals.

Updated August 30, 2022: Information about the cause of missing vehicles has been added, with thanks to an anonymous reader.

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Service Quality on 64 Main: July 2022

Updated August 24 at 11:10am with information about the sources of delays mentioned in the article.

This article is a follow-up to Service Quality on 64 Main: Oct-Dec 2021 to see how this route is behaving under summer conditions.

The 64 Main bus operates between Main Station at Danforth Avenue and Queen Street in The Beach looping at the south end via Wineva, Queen, Hambly and Williamson.

In the previous article, a major issue for the 64 Main bus was inadequacy of scheduled travel time. This was adjusted in November 2021, and the times were extended further in March 2022.

Scheduled service effective November 2021:

Scheduled service effective March 22. In general, headways are a bit wider and running times extended without the addition of vehicles to the route except during the AM peak and Sunday afternoons.

Data presented here cover the month of July 2022. Note that Friday July 1 was a holiday. and its data are included in the Sunday charts.

The overwhelming problem on 64 Main was not that schedules were impossible for operators to keep, or that buses were running in twos or threes. Quite commonly, one or two buses were missing from service, a major problem when the scheduled service is at best three buses.

How much service is lost because there is nobody to drive a vehicle, and why this is not regularly reported as a measure of service quality in the CEO’s Report?

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TTC Service Changes Effective September 4, 2022

Updated:

  • The spreadsheet detailing all of the changes has been added at the end of this post.
  • The number of the Mimico GO shuttle has been corrected to 176.
  • Transfer arrangements at Queen & Dufferin for the 501 bus and streetcar services have been clarified.
  • Transfer arrangements at Queen & Roncesvalles for the 501 and 504 bus services have been added.

Updated September 5, 2022:

  • The spreadsheet listing all of the changes has been corrected for route 504 King. The original version included a description of the route carried over from the August version. This has been changed to reflect the September arrangements.

The TTC will make many changes to its scheduled service on September 4, 2022 with restorations of previous service levels on many routes. This will not get the system back to 100% of pre-pandemic levels.

An important distinction is between three values:

  • The amount of service scheduled before Spring 2020
  • The amount of service budgeted for 2022
  • The amount of service scheduled for 2022

The TTC plans to be back to 97% of budgeted service for bus, 84% for streetcar and 92% for subway. The overall numbers are compared below.

Hours/WeekRegularConstructionTotal
January 2020 Scheduled185,8257,068192,893
September 2022 Budgeted186,3796,398192,777
September 2022 Scheduled177,9304,965182,895

In the original 2022 service budget, the TTC planned to be back to roughly the same level of service as in January 2020 by September 2022. However, slower ridership recovery coupled with staffing constraints produced a lower scheduled service expressed as hours/week.

There are further caveats:

  • The distribution of hours by time of day might not be the same in 2022 as in 2020 because of changing demand patterns.
  • Changes in running times to deal with congestion or service reliability can mean that the same service hours are stretched over wider headways. Not all vehicle hours are created equal.

All that said, there are many changes in service levels, and with the bus network being back to 97%, the schedules for September 2022 are often based on old versions before service cuts were implemented. Another change for this month is the reintroduction of school trips on many routes.

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TTC at (Almost) 101

The TTC hit its centenary a year ago, September 1, 2021, right in the middle of the pandemic shutdowns. A planned very public event to mark the occasion turned out to be a private affair at Roncesvalles Carhouse.

Almost a year later, the TTC mounted a similar event with the doors open for everyone at Hillcrest Shops.

Here is a selection of photos of the event for those who were unable to attend.

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Local and Express Service on 41/941 Keele

A few weeks ago, in a conversation on Twitter, there was a remark about the tendency of express and local buses to run in pairs on the Keele route. Normally, when I do service analyses, I keep the express and local routes separate partly to see each service on its own, and partly because some riders can only use the local service at the origin or destination of their journeys.

That comment led me to examine the two services in the same set of charts to see how they behaved. First off, however, a look at them separately. An important issue for all local/express pairs is that the chronic unreliability of TTC headways means that there is no “blended” service in any sense even when it is scheduled that way. Moreover, the difference in travel times over the length of an express route is usually fairly small. Achieving that “saving” can be offset by the unpredictable wait for an express bus to actually show up.

The data presented here are from June 2022.

Updated August 18, 2022 at 11:55pm: Charts of travel time averages for express and local services have been added at the end of the article.

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Queen West Construction Update: August 14, 2022

Various projects on the west end of the 501 Queen route continue, some faster than others, with one real surprise.

King-Queen-Queensway-Roncesvalles

Little has changed here since my last visit except that the new contact wire is now attached to span wires in places, and some of the frogs (crossing pieces) have been installed.

The new contact wire still ends just east of Sunnyside Loop. Until reconstruction of the south side of The Queensway including bases for new overhead poles has completed, the loop’s overhead suspension system cannot be installed.

Further west at Glendale (St. Joseph’s Hospital), the concrete work now extends to the west side of the intersection, and the beginnings of a new eastbound stop stop are evident.

Looking west at Glendale
Looking east at Glendale
Temporary pedestrian crossing

Lake Shore & Kipling

The TTC is rebuilding both the intersection at Kipling as well as Kipling Loop. To my amazement, they have not only replaced the rarely used east-to-north curve, but have added a new south-to-west. It will now be possible to short turn a Queen car eastbound at Kipling!

This is the same organization that forgets to add much-needed curves during other reconstruction projects or leaves them out on the basis that the budget won’t handle the expense. There is probably a special award for this sort of thing.

In a classic right hand, left hand, situation, note that the new pantograph compliant overhead includes the east-to-north curve, but does not include the south-to-west.

Looking north on Kipling
Looking northeast on Lake Shore
Looking southeast on Lake Shore
Looking south on Kipling
Looking west on Lake Shore
Kipling Loop

Just east of the intersection, rails have been removed on the approach for replacement. This is a particularly clear example of how the “new” method of track construction adopted in the 1990s pays off with the need to only strip the top layer of concrete and expose existing attachment points to existing ties.

Looking east on Lake Shore east of Kipling

Louisa to Mimico

The track replacement and repaving of Lake Shore from Louisa to Mimico is complete, and only a few traffic cones prevent full use of the roadway.