I wouldn’t put two much faith in what BlogTO says. It is all speculation at this point.
On the topic of microtransit, I question if any of the TTC’s conventional routes meet the conditions for microtransit to be more efficient that conventional fixed-route services. According to Jarrett Walker, a transportation consultant, demand-responsive transportation systems rarely carry more than 5 passengers per vehicle hour (see link), which I can’t imagine too many routes meet.
The most plausible locations for demand-responsive transit (depending on ridership) would probably be for routes that service areas with only one or two points of access, where the route it is replacing is the ‘last mile’, and does not compete with another fixed route. Examples could include the 55 (only trips starting/ending in warren park, to avoid competing with the 35), the 93 (only trips to/from Parkwoods village, and not within walking distance from the 91), or the 162 (only for trips to/from the Bridle Path).
I find the requirements for discussions regarding different governance models to be more interesting, and I hope that it leads to better coordination across municipal boundaries. Such changes could lead to efficiency gains by addressing corridors where service is duplicated, such as on Bloor West, Burnhamthorpe, Dufferin North, Don Mills and Victoria Park.