The 506 Carlton streetcar line is one of the oldest routes in Toronto.
The line provides service to residential neighbourhoods, offices, as well as important locations
such as the University of Toronto, Queens Park and Chinatown.
Fast forward to today.
As you can see the 506 Carlton route has now been temporarily replaced by buses.
This is due to a shortage of streetcars as well as planned construction.
While this line previously operated using 32 streetcars
there can be now as many as 45 buses running along the 15 kilometer route during peak periods.
On a typical weekday the line carries upwards of 40,000 passengers.
This makes it the fourth busiest route in Toronto.
During the course of this investigation we have noticed that there are several concerns along the route.
One of the very first things we notice is that there is uneven demand along the stations within the route.
No passenger typical uses more than half of the line.
In other words there are very few people who travel from Main Street Station in the East
to High Park station in the West or vice-versa.
Now, this is likely due to the fact that both the terminals along the route
are situated within the Bloor-Danforth subway line which represents a faster alternative to travel between those two terminals.
In the morning peak hour the majority of passengers traveling eastbound alight somewhere within the downtown core,
while the majority of pass was traveling west that also alight within the downtown core.
Now we're here at Queens Park station
which is a popular destination for passengers to alight on either
direction to catch the Youge-University-Spadina Line.
The operational schedule of the 506 Carlton is set with very short headways
to meet the high demand within the middle section of the route
or in other words Toronto's downtown core
Now one issue resulting from this was that there are way too many buses
servicing the very low demand sections in the outer portion of the route.
Now this leaves the outer sections very underutilized if not completely empty
while still maintained the short headways at both stations
Now while short turning would be problematic for streetcars because there
are few locations to do so, buses represent a much more flexible form our
mode to execute short turns, which may help in improving the utilization.
After analyzing the issues of the line with more detail we believe the
increased operating speed of buses offers a major advantage over streetcars especially along low demand sections.
For this reason our proposed recommendations are based on a permanent adoption of buses along the route
Under current operational conditions the transit route operates based on the headway of 2.5 minutes and has a fleet size of 53 buses.
We are proposing the following four recommendations to improve the transit route.
So we noticed buses stopping along College Street poses an issue for cyclists.
While this isn't a problem during the winter it may become a more pressing issue as we approach spring and summer.
If buses become more permanent, boarding islands similar to the ones found on Wellesley Street
Should be considered to accommodate both cyclists as well as bus passengers.
Boarding islands will help improve accessibility to the buses,
it will also help reduce bus kneeling time required potentially improving dwell time.
Boarding islands will also improve safety by keeping bystanders and cyclists separated from each other.
Our second recommendation involves using
articulate buses in a replacement of the traditional bus.
Traditional TTC buses offers a capacity of 53 persons while articulated buses offer a capacity of 77
which represents a 45 percent increase.
Based on our observations of the current operating conditions along the line, the adoption of articulated buses would
reduce the fleet size by 20 while maintaining the same capacity along the route.
The implementation of this strategy would result in an increased
headway of 1.5 minutes which is still acceptable even during peak periods.
Since too many buses service very low demand in the outer section of the route
Our third recommendation involves implementing Express bus service to reduce the travel time of transit users.
The implementation of an express bus service would allow a fleet reduction of eight buses
while providing headways of 5.5 minutes.
Our fourth recommendation involves the adoption of transit signal priority for the buses along the route.
The installation of transit signal priority at four major intersections along the transit route
which reduce cycle time by 7.8 minutes
therefore reducing the required number of transit units operating on the road by 3
Articulated buses offered the advantage of reduced fleet size but represent significant capital costs to deploy along the entire route.
Express buses on the other hand offer travel time savings for its passengers
but don't necessarily offer the same degree of transit unit savings as articulated buses.
Therefore a recommendation would involve using articulated buses for the express route
and regular buses for the local operations.
Our recommendation also involves transit signal priority at major intersections
which would further save transit units and reduce travel times for passengers.
This recommendation would provide an major cost savings reducing fleet size by 9
while providing an average headway of 5.5 minutes.
Subtitles by Andy, Script by Marc and Syed.
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