At the TTC Board Meeting of September 24, 2019, a motion was introduced by Commissioners Shelley Carroll and Brad Bradford on behalf of Councillor James Pasternak in response to a citizens’ group, Action Keele, who have many requests regarding changes to the service on the 41/941 Keele bus routes. Two deputations from Action Keele, Matt Davis and Paul Grey, spoke to the request:

• a. Include the #41 Keele bus route on the 10 Minute Network.
• b. Increase the intervals for the green light facing west, at St. Clair Ave. and Old Weston Rd for easier turning maneuvers.
• c. Move the Sir William Hearst bus stop further north to avoid extra congestion with vehicles accessing and exiting Highway 401.
• d. Restrict the right-hand lanes, both northbound and southbound, at the Keele St. and Wilson Ave. intersection, to right turn only lanes, for better access of buses to the stops.
• e. Add more vehicles to the local (not express) #41 Keele route to facilitate access to the network for individuals facing accessibility and mobility constraints.
• f. Limit the main #41 Keele bus route to operate between Keele Station and Finch West Station and consider adding a #41B Keele bus route to operate less frequently from Keele Station to Pioneer Station.

Matt Davis noted that these proposals come from riders and staff, and that Action Keele had spent much of the year on surveys. He said that TTC data ranks Keele low on reliability, and riders complain about crowding and long waits.

Grey continued this theme stating that one of the main recommendations is the first, that Keele have 10 minute or better service all of the time. A consistent issue from riders at all stops was the frequency of service. One night of a survey during the coldest part of last winter, they canvassed at Keele and Lawrence where 10 people were huddled inside a shelter anticipating 20-30 minute waits for a bus.

That is not service that attracts riders, but rather drives away any who can afford to avoid it by moving or by getting a car.

Commissioner Carroll, although she presented the motion, was somewhat hostile to the deputants saying that their list of changes may or may not be implemented, and hoping that they understood there were financial impacts to this. Grey replied that there is a certain expertise gained in daily riding and operating on a route, and Action Keele thinks they have done their due diligence to produce helpful recommendations.

Vice Chair Alan Heisey asked staff if items b through d fell under the city’s Transportation Department. They do, and this part of the request would have to be dealt with there, although the TTC could provide an advocacy role as they claim to be interested in transit priority.

As for the service design, staff replied that they would review this route as part of their service plan, that there had been a service reliability improvement in September, and that they would report back. Furthermore, Keele and Lawrence has been identified as a “super stop” in the new plan now under development.

This sounds good, but it is a misleading response.

The service change in September consisted of stretching the running time allegedly so that buses could stay on schedule, but without adding vehicles so that headways actually became noticeably wider (see service history below). The reliability of service remains spotty as a review of vehicle monitoring data shows.

The TTC has a cultural inability to recognize that service does not operate on a reliable headway, and that bunching and gaps will not be fixed simply by padding running times. On routes like Keele where the scheduled service is infrequent, bunching can cause very wide gaps in service even though all of the scheduled trips are operated and few or no buses are short turned.

Commissioner Jennifer McKelvie asked when the five year service review coming back to the board. Staff replied that this will be in December 2019, and will be a “big picture” review to set up the plan for implementation. Changes will come in following years as the multi-year plan is updated. McKelvie was concerned that ad hoc requests from the community for service would be lost in this process.

Commissioner Carroll observed that requests from a local community to the TTC Board are not precedent setting giving the example of the Dufferin bus. Councillors who do not sit on the board historically bring forward concerns this way. Keele has been a problem every term of Council for a long time. Carroll mentioned demand at York University, although she missed the point that there is much demand on the Keele route that is completely separate from the university which now has two subway stations. Carroll emphasized that the Board wants engagement at this level saying “I don’t want to crap over that level of engagement”.

The request was referred to staff for consideration as part of the Service Plan on December 19.

Prologue

This is a long article with a lot of detail intended for those advocating for better service on Keele Street, and to balance TTC claims that it has “improved” service with new schedules in September 2019. Some readers don’t want all this detail, and you can bail out when it gets tedious. I won’t mind.

Several issues common to Keele and other routes are evident here:

• Service does not leave terminals within the TTC’s 6-minute target, and irregular headways are common even where buses are supposed to be “on time”.
• Service gets even worse as vehicles move along the route and closely spaced buses catch up to each other leaving wide gaps behind them.
• TTC only measures service quality at terminals and, therefore, reports only on the best case situation along a route.
• Service quality varies enormously by time of day and day of the week, but TTC reports only average values thereby burying the poor performance of the worst periods.
• Express service runs on erratic headways which counter the supposed benefit of a faster trip.
• Padding schedules with extra running and recovery time does not guarantee reliable service.

Some of 41 Keele’s problems are worsened by the use of articulated buses on wide headways. These vehicles were purchased for frequent routes like Finch West and they are out of place on Keele where they contribute to the very wide headways and the fact that this major route is not part of the Ten Minute Network. Unofficially, I have learned that there are plans to move the artics back to 7 Bathurst and change the 41 Keele local service to use standard sized buses with a concurrent reduction in headways. However, without an attention to service reliability, riders on Keele will still suffer.

To this I must add that TTC’s portrayal of service “improvements” work counter to the goal of both better service and a higher regard for the TTC. Schedule changes that make service worse for riders, not to mention “new” express services that are nothing more than a rebranding exercise, might play well with TTC Board members who do not look at the details. However, real improvements require better management of service on the street, an end to laissez-faire attitudes about bunching and the band-aid “fix” of extended running times, and a recognition that Toronto needs more service, not just tinkering for the sake of appearances.

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