Introduction
This is the third and final part of the series on bus scheduling. The first two parts can be found here.
Remember that OC Transpo claims that their system "permit[s] more flexibility," "increase[s] efficiency," and "reduce[s] operating costs."
In fact, their scheduling system is not flexible, does not increase efficiency, and increases operating subsidies through a combination of unreliable service and increased deadhead and layover times, which are not, or cannot, be manually revised to ensure cost savings. By ending random interlining and looking at bus operating cost from a standpoint of bus allocation rather than the endlessly stupid "1 minute of travel time savings is $40,000 saved!" from the last Transit Committee meeting, we can improve service, if only the network and schedule design was treated as part of the process rather than as stone tablets handed down from God himself.
