TTC's Underinvested Routes

 I don't think I need to explain this, but most TTC routes require additional frequency. Many routes have not yet returned to frequencies from prior to the pandemic, and some streetcar routes operate much less frequently than they did in the 1980s.

I think, however, that there are four TTC bus routes that TTC underinvests in. By this, I mean that they keep service at a minimum, despite high demand, and convenient routings that, if they were more frequent, would serve an important purpose for the entire network.

In this piece, I will briefly identify the four routes that TTC is missing opportunities with by not providing a better service.

9 Bellamy

The 9 Bellamy is the least frequent mainline route in Scarborough. Its morning peak frequency of 18 minutes is quite poor, and aside afternoon peak, service ranges from every 26 minutes to every 30 minutes.

While Bellamy is mostly low-density, it serves large parts of Scarborough that are otherwise a distance from other transit services. This includes a number of numerous schools. While it connects to two GO stations, the infrequent and uncoordinated schedule does not make it a viable option for many trips.

The 9 Bellamy should be upgraded to have frequencies more in line with mainline Scarborough routes. Peak frequencies should be from every 10 minutes to every 12 minutes, with off-peak frequencies never being worse than every 20 minutes.

56 Leaside

The 56 Leaside should be a useful link, but it simply is not. This is the only route that provides a one-seat ride from East York to Midtown, serving a large industrial area along the way. Additionally, it travels directly north to Eglinton, so it is also the fastest trip up from East York, unlike the 25 and 70 that cut east to avoid the Don Valley.

Frequency during peaks is every 15 minutes, which is fine, but off-peak service ranges from every 20 minutes to every 30 minutes. Not great.

There are two distinct portions of this route. The 56 is the only service on Donlands and Laird, but on Eglinton, it is a minor part of service since the 34 Eglinton East and 54 Lawrence East operate this way. Since ridership is averaged across the route, relatively lower demand on Eglinton screws over people who have to take the 56. TTC used to acknowledge this during peaks with a 56B short-turn branch that ran between Donlands Station and Laird and Eglinton, but this has been discontinued for some reason.

I hope things will improve with the opening of Line 5, as the 56 will be combined with the 51 Leslie, uniting Donlands and Leslie into one corridor. Service will no longer operate on Eglinton, as passengers must transfer to the LRT. If the service is implemented as proposed, with both the 51A and 51B branches running at all hours, service will never be less frequent than every 15 minutes along Donlands. Peak service should be boosted to every 10 minutes, as well.

This map from the TTC shows some proposed changes for when Line 5 opens, including the combined 51/56 service

113 Danforth Road

The 113 Danforth Road and 20 Cliffside operate as a pair, providing combined service along Danforth as Line 2 curves away east of Main. When the split at Warden, demand on both is relatively low. However, the 113 has a lot of demand again once the route turns onto Kennedy, and runs onward to Kennedy Station. This area is decently high-density, and despite being close to the subway, it is difficult to walk to.

Service during peaks and the daytime on Saturdays is every 15 to 16 minutes, with service at other times ranging from every 20 minutes to every 30 minutes.

Because demand is so concentrated along Kennedy, the best solution is a short-turn branch that runs from Kennedy Station south, to either St Clair, or, better yet, over the bridge to Kingston Road. Not only would the latter satisfy demand, it would provide a completely new service that will further drive ridership.

I see a huge missed opportunity...

126 Christie

The last route I identify as underinvested is the 126 Christie. This route runs north-south through medium density areas, and provides an upside-down L shaped link between Christie Station, on Line 2, and St Clair West Station, on Line 1. Despite this, peak frequency is every 15 minutes, and off-peak is every 30.

While many people would find use with this route, especially as a means to avoid a transfer at St George, the frequency makes it very difficult to use. A 15-minute off-peak service is easily justified.

Conclusion

Those are the four routes that I think the TTC has not sufficiently invested in. I am sure there are more, but these are the ones that would benefit the most. Thanks for reading!