Bus Scheduling, Part II: Interlining

Introduction

This is the second part of a three-part series. To read the first part on runtimes and layovers, click here. 

In this article, I will focus on the practice of interlining. 

According to OC Transpo, whose memo you can read here, interlining is 

essential to delivering the most efficient scheduling solution ... There are two main goals of interlining: to permit more flexibility from a vehicle type and capacity perspective. For example, high-capacity buses can be moved throughout the network to deliver service on specific trips that require those buses; and to increase efficiency by reducing the overall number of buses and bus operators required to provide the service, which can help to reduce operating costs.

 

 As we shall see, neither of these things are true. 

Currently, 27 per cent of all in-service trips are followed by a trip on a different route, and 40 per cent of all existing blocks include four or more different routes. Most (72 per cent) deadheads are short and have a duration of five minutes or less. A quarter of all deadheads are between five and 30 minutes in duration, and about three per cent of all deadheads are 30 minutes or more in duration, to or from the most remote parts of the system. 

 

Bus Scheduling, Part I: Run Times, Layovers, and Propagating Delays

Introduction

Reliability is a major concern for both OC Transpo and its passengers. According to OC Transpo's own surveys, reliability of service is the primary concern of its riders, while Transit Committee is dominated with discussion of reliability: fleet, scheduling, customer satisfaction, plans, and more. It's clear that this is a major issue for Ottawa's transit sphere. 

This is the first of three articles examining OC Transpo's scheduling practices. In this piece, I wish to examine how poor scheduling can propagate delays across runs and routes, using a number of case studies. 

Disclaimer: I am not a bus scheduler, or any other kind of expert in this field. This is purely a casual glance at OC Transpo's practices, and there are always hidden "backroom" factors that are difficult to account for. 

In posting this analysis, I simply hope to shed some light into OC Transpo's scheduling practices, in order to demonstrate best practices in other cities and how OC Transpo is, or is not, utilizing them. 

OC Transpo has produced a report of its own on scheduling practices, which you can read here. 

Funding OC Transpo

Introduction

It is orthodoxy in Ottawa's transit advocacy circles that OC Transpo is underfunded. Advocacy groups from Ottawa Transit Riders and Strong Towns Ottawa to Free Transit Ottawa and Horizon Ottawa use phrases  like "underfund", "properly fund", and "neglected to fund" to describe OC Transpo. This extends to some politicians, including mayoral candidate and current MPP Catherine McKenney, who said that OC Transpo has suffered from "years of underfunding," as well as the media, who describe OC Transpo's various budget crises which these days seem to be the most regularly scheduled event at OC Transpo (these are not the same as "underfunding") - see this year's $56 million in "fake money" from bogus ridership projections and phantom spending by other levels of government. I have no doubt we will have another budget crisis sometime this year. 

Independent of these regularly occurring crises, which incidentally would make a great investigative journalism piece for someone with lots of connections to staff at City Hall, the mayor and City Council have so far resisted the urge make drastic increases to the budget, though many may disagree. (11.4% is a large increase, but the 4% increase that comes from real money is much smaller.) 

New Ways to Bus: no new paradigm for OC Transpo

After two years of consultation, recommendations, and delays (mostly delays), New Ways to Bus goes into effect today, the 27th of April. 

These changes are extensive, with "changes" to nearly every route. Whether that's your frequency, routing, or travel time, OC Transpo is selling this as the biggest service change in its history. So I thought it would be a great time to deliver a stream of consciousness ... I mean, concise wrap-up of my thoughts on the new network. 

If there is anything major, I will, of course, report on that as well. And I hope to return with new ridership figures at the end of this year. 

Route 90 snapshot: 24 March-20 April

This article presents a "snapshot" of service quality on Route 90 between the 24th of March and 20th of April. Data sourced from Transsee. 

How do we measure reliability?

Introduction

At Transit Committee (TC) on the 10th of April, reliability was the big issue of the day. Reliability statistics, reliability breakdowns, reliability plans, the discussion was centered around reliability even if the solutions were not found that day. 

In light of this, and in light of my own criticism of OC Transpo's reporting of reliability, I wanted to ask the question: how do we measure reliability? And how should we? 

Transit Committee - 10 April, 2025

Introduction

On Thursday, the 10th of April 2025, Transit Committee held its third meeting of the year. Video link here, the meeting begins at 20:45. 

This meeting was a head-turner, and featured some good discussion of OC Transpo's reliability problems, and the hard questions needed to turn the service around. Unfortunately, there were no hard answers - but this is the closest they have gotten in a while, and I hope future meetings continue to push on this front. 

Though they could stand to be a little shorter!  

And a documents list, all linked to the City of Ottawa's website. I provide no guarantees this stuff won't link rot over time ... 

Staff update presentation (PDF) 

Light rail monitoring and compliance (PDF) 
Five-year roadmap update (PDF)

Transportation Master Plan: failure at City Hall, Pt. III

Introduction

On the first of April, the city released its Transportation Master Plan update. This is the third and final article in a three-part series on this joke. The first, link here, covers the contents of the plan. The second, link here, is a detailed rant on why this plan is terrible as a "Transportation Master Plan" (as opposed to, say, a feasibility study). This article will focus on how I think we got to this point, and what can be done about it. 

This article contains much speculation. You have been warned. 

Transportation Master Plan: failure at City Hall, Pt. II

Introduction

On the first of April, the City released its draft Transportation Master Plan, or TMP, and befitting this date, it's a complete joke. The TMP is a document that guides city planning on all transportation matters; this one is intended to go through 2046, though the document is irregularly updated.

This is the second part in my three-piece series on the new TMP. If you're not already familiar with it, take a read through part one to get an understanding of what the TMP is and how it came to be.

If you haven't read it, I encourage you to take a skim through the official TMP propaganda reports and get a sense of what I'm talking about.

Transportation Master Plan: failure at City Hall, Pt. I

Introduction

The City's new Transportation Master Plan (TMP) for transit and roads came out on the first of April after a last-minute delay from the day before. That the TMP was hastily pushed for a release on April Fool's is a level of symbolism that says everything essential about this bungled plan. 

Before we start, I think it should be clear that I strongly dislike the new TMP. I will oppose it as much as I can, and I encourage you to do so as well.

Route 44 snapshot: 24 Feb-23 Mar

This article presents a "snapshot" of service on Route 44 between the 24th of February and the 23rd of March. Data collected from Transsee. 

Stage 2 Update (Transit Committee) - 17 March, 2025

On the 17th of March, a Monday, Transit Committee met for the second meeting of the year. Video link. Meeting begins at 16:50. 

The Stage 2 update presentation begins at timestamp 3:35:30 in the video.