The TTC has posted a new report on its Customer Service page which displays the route-by-route on time departure scores for the past three years. Reports of this nature were promised in the “Customer Charter” but have been missing since the first quarter of 2015.
There is no explanation of what these scores actually mean, although this can be gleaned from the comparable system wide-scores in the CEO’s Report.
This KPI measures adherence to scheduled (59 seconds early to five minutes late) departure times from end terminals. [p. 38]
The overall values for the bus and streetcar systems (from the CEO’s Report) are shown below.
The bus system does somewhat better than the streetcars, but on time departures still sit in the 80 percent range, and trends for the past three years follow a similar pattern.
For the streetcars, barely half of the service is “on time”. The real problem for both modes is the definition of what is measured, where this is taken, and over what period.
When there is a six-minute window in which a vehicle is considered to be on time, but when the scheduled gap between cars anywhere below about 9 minutes, then pairs of vehicles can operate across a route and still count as “on time”. For example, if departures are scheduled at 12:00 and 12:09, but the actual times are 12:05 and 12:08 (one five minute late, the other 1 minute early), it does not take long for this to coalesce into a pair of vehicles. For a 6 minute headway, the pair can leave a terminal together and be “on time”. That the TTC cannot achieve better stats even with such a generous metric for streetcar lines which tend to have frequent service is a bad starting point.
The next problem is that this measure is taken on an all-day basis and only at terminals. There is no breakdown of whether service is more or less “on time” during peak periods, midday, evening or weekends, not to mention that service once vehicles leave a terminal can be nothing like the terminal departures. This was shown in my recent analyses of service on 505 Dundas and 505 Carlton bus operations, and there are similar problems throughout the system. Most riders do not actually board at the terminals, and so the gapping and bunching they experience is worse than that reflected in the official stats.
Finally, “on time” is a meaningless metric for riders on frequent routes where the schedule per se is of little interest, only that a bus or streetcar appear “soon” and that there is room available when it does. The word “they” should never apply to transit vehicle arrivals, but this is all too common as every route analysis I have performed (many published here) show where bunching is common even on wider scheduled headways.