The TTC Board held its last scheduled meeting of the current term on July 14. Barring an emergency requiring a special meeting, the next regular meeting will follow reconstitution of the Board after the municipal election in the Fall.
Some items on the agenda have already been covered in previous articles:
This article covers:
- The CEO’s Report
- Outsourcing of non-revenue automotive vehicle and equipment maintenance
- Automatic Train Control for Line 1 Yonge-University
- Five and ten year service plans
- Transit network expansion update
I will review the Green Bus program update in a separate article.
The CEO’s Report contains many charts purporting to show the operation of the system. Unfortunately some of these hide as much as they tell by giving a simplistic view of the system.
I have already written about the wide discrepancy between actual short turning of vehicles and the reported number. A distortion this major calls into question the accuracy and honesty of other metrics in the report.
In a future article, I will turn to the appropriateness of various metrics, but here are some key areas:
- Averages do not represent conditions riders experience. Data that are consolidated across hours, days, locations and routes hide the prevalence of disruptions. Service that is fairly good on average can be terrible for riders who try to use it at the wrong time.
- Values for some metrics are reported with capped charts that show only that a target is met, but not by how much it was exceeded. This gives no indication of the room to improve the target value, nor of the variation that could make a higher target difficult to achieve consistently.
- Reliability is shown only for vehicles that actually operate in service, but there is no measure of actual fleet utilization and the headroom for service growth using available buses, streetcars and subway trains.
In discussion of the report, Commissioner Carroll noted that the TTC still has a problem with on time performance for streetcars. CEO Rick Leary replied that there is an On Time Performance team who are looking at details including recognition that there are three types of routes: those that run well, those affected by construction and those with other problems.
Carroll replied that people are quick to complain about King Street and wondering why they are still waiting for the 504. The TTC says that construction is the reason, but do they have a strategy to deal with bunching and communicate with riders. Management replied that they have strategies for keeping riders informed during planned diversions, but for unplanned emergencies there are service alerts. Changes are coming and service should improve.
This discussion was frustrating to hear because, first off, the central part of 504 King between Dufferin and Parliament is not affected by construction. Only the outer ends in Parkdale/Roncesvalles and on Broadview have (or had until recently) bus shuttles. As for keeping riders informed, irregular service plagues all routes in the system as I have documented in articles here many times. The problem is line management, or the absence of it.
On another topic, Carroll noted that the TTC seems to have a lower standard for the condition of stations than it does for vehicles, or at least tracks the latter at more detail. Leary replied that a summer blitz using student workers will scrub down all stations to bring the system back to a better quality for riders returning in the Fall.
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