Report to/Rapport au:
Transit Committee/Comité
des transports
and
Council/et au Conseil
23
January 2007/le 23 janvier 2007
Submitted by/Soumis par: Nancy Schepers, Deputy City
Manager/Directrice municipale adjointe
Planning, Transit and the Environment/Urbanisme, Transport en
commun et Environnement
Contact/Personne-ressource: H.
Gault, Acting Director/Directrice par intérim,
Transit Services/Service du transport en commun
842-3636 ext. 2271,
helen.gault@ottawa.ca
SUBJECT: |
|
|
|
OBJET
: |
REPORT
RECOMMENDATION
That Transit Committee and
Council receive this report for information and consideration as part of the
2007 Draft Operating Budget.
RECOMMANDATION DU RAPPORT
Que le Comité
du transport en commun et le Conseil prennent connaissance du présent rapport à
titre d’information et à être pris en considération dans le cadre du budget
préliminaire de fonctionnement.
This report provides an overview of the 2007 Transit
Service Plan as background for the 2007 budget consultation and deliberation
process.
In 2006, system-wide ridership increased by 2.6
percent to an all-time high of 91.8 million customer-trips.
The 2007 Transit Service Plan is built on achieving
a further three percent ridership increase, improving transit modal splits,
while eliminating service that does not meet minimum financial standards as
approved by Council. The report details
the resources required to provide regular transit service in 2007 and also
presents a projection of transit fleet requirements for the years 2007 to 2011.
The report also discusses fare increases for
implementation in July 2007.
In addition, the report covers service for people
with disabilities and discusses an increase in Para Transpo service and the
implementation of a taxi voucher program for Para Transpo registrants. The continuation of the Community Pass
program is discussed in a separate report.
The total cost in 2007 for the growth, strategic network improvements and performance reductions as discussed in the report would be $3.5 million.
The cost of 26 articulated buses for delivery in 2008 would be $20 million.
Additional revenue from a 7.5 percent fare increase on July 1, 2007 would be $3.6 million. Additional fare increases in line with Council policy will net additional revenue and are being analyzed for presentation during budget deliberations.
Adding 10,000 trips to Para Transpo service would cost $250,000 in 2007. Implementing a taxi voucher program in July 2007 would cost $170,000 in 2007.
The Accessibility Advisory
Committee and Seniors Advisory Committee discussed a proposed increase in Para
Transpo service and the taxi voucher pilot program at their meeting of January
17, 2007. They support the increase in Para Transpo service and are also
supportive of the taxi voucher program as long as the program does not
necessitate a reduction of the Para Transpo budget.
A draft 2007 Transit Service Plan was presented to
the Pedestrian and Transit Advisory Committee on January 18, 2007. They support
all elements of the plan with the exception of the proposed 7.5% increase in
fares. They strongly opposed the recommendation and passed a motion that annual fare increases should not exceed the annual increase in the
cost of living (CPI).
The normal Transplan consultation process would be
followed for the route changes that form part of the 2007 Transit Service plan.
RÉSUMÉ
Hypothèses et analyse :
Le
présent rapport donne un aperçu du plan des services de transport en commun
pour 2007, dans le contexte du processus de consultation et de délibérations
budgétaires pour 2007.
En
2006, la fréquentation du réseau a augmenté de 2,6 %, pour atteindre un
sommet historique de 91,8 millions de passages.
Le
Plan des services de transport en commun pour 2007 vise à faire augmenter
encore de 3 % la clientèle et à améliorer le fractionnement du transport,
tout en éliminant les services qui ne répondent pas aux normes financières
minimales approuvées par le Conseil. Le rapport précise les ressources
nécessaires aux services ordinaires de transport en commun pour 2007, en plus
de présenter une projection des besoins du parc de véhicules de transport en
commun pour les années 2007 à 2011.
Le
rapport traite également la recommandation d’augmenter les tarifs à partir de
juillet 2007.
En
outre, le présent rapport couvre les services offerts aux personnes handicapées
et aborde la question d’une augmentation du service Para Transpo et de la mise
en place d’un programme de bons rabais de taxi pour les personnes inscrites à
Para Transpo. La poursuite du programme de laissez-passer communautaire fait
l’objet d’une recommandation dans un rapport séparé.
Répercussions financières :
En
2007, le coût total pour la croissance, les améliorations stratégiques du
réseau et les réductions de rendement traitées dans le rapport s’élève à
3,5 millions de dollars.
L’achat
de 26 autobus articulés qui seront livrés en 2008 représente
20 millions de dollars.
Les
revenus supplémentaires provenant d’une augmentation de 7,5 % du tarif au
1er juillet 2007 seraient de 3,6 millions de dollars.
Des augmentations de tarifs supplémentaires conformes à la politique du Conseil
généreront de nouvelles recettes. Elles font l’objet d’analyses qui seront
présentées au cours des délibérations sur le budget.
À
ces données s’ajoutent les 10 000 déplacements du service Para
Transpo qui représentent un coût de 250 000 $ en 2007 et la mise en
place d’un programme de bons rabais de taxi en juillet 2007 qui s’élèvera
à 170 000 $ pour l’année.
Consultation publique / commentaires :
Au
cours de leur réunion du 17 janvier 2007, les membres du Comité
consultatif sur l’accessibilité et du Comité consultatif sur les personnes
âgées ont discuté d’une augmentation proposée des services Para Transpo et du
programme pilote de bons rabais de taxi. Les membres des deux comités appuient
l’augmentation des services Para Transpo et le programme de bons rabais de taxi
tant et aussi longtemps que ce dernier ne nécessite pas une diminution du
budget du service Para Transpo.
Une
ébauche du plan des services de transport en commun de 2007 a été présentée au
Comité consultatif sur les piétons et le transport en commun lors d’une réunion
qui a eu lieu le 18 janvier 2007. Les membres du Comité appuient tous
les éléments du plan à l’exception de l’augmentation proposée des tarifs de
7,5 %. Ils s’opposent fortement à la recommandation et ont même adopté une
motion voulant que l’augmentation annuelle des tarifs n’excède pas
l’augmentation annuelle du coût de la vie (IPC).
Le
processus normal de consultation Transplan sera suivi en ce qui concerne les
changements d’itinéraires qui font partie du plan des services de transport en
commun pour 2007.
BACKGROUND
At its meeting of November 9, 2005, Council approved a transit network plan that would support the implementation of the North-South Light Rail Transit (LRT) and which would reduce the numbers of buses on Albert and Slater Streets.
Until Council’s decision not to proceed with the LRT project in December 2006, Transit Services staff had focussed service planning efforts on the smooth implementation of this plan and the mitigation of expected short-term impacts of the LRT construction (i.e. the closure of the O-Train in May 2007, and the removal of as many bus trips as possible from Albert and Slater Streets while the relocation of utilities and construction of LRT tracks was carried out).
Since Council’s decision not to proceed with the LRT project, staff have carried out an intensive review of service and have developed a new plan consistent with the Official Plan goal of a three percent ridership increase, improving modal splits, while maintaining existing service standards. The plan is described in this report and its implications for the 2007 operating budget are outlined.
In addition, the Transit Fleet Acquisition Strategy, approved by Council in August 2006, has been reviewed to enable the 2007 order for buses for delivery in 2008 to be confirmed, and amendments to that plan are recommended.
In June 2005, Council directed that transit fares be increased above the level of inflation to move the revenue:cost ratio to 55 percent. The first of these fare increases of 7.5 percent was brought forward from July 1, 2006 to December 1, 2005 by a Council decision in September 2005. There were no fare increases in 2006 but a 7.5 percent fare increase is included in the 2007 draft budget. This report provides detailed information on the proposed fare increase by fare type.
In May 2006, Council directed staff to report on the possibility of implementing a taxi voucher program and report back in the last quarter of 2006. A proposal for a taxi voucher pilot project is included in this report.
In August 2006, Council directed staff to develop a plan to improve Para Transpo services and to bring forward the budget implications to the 2007 budget process. The items from that plan that have implications for the budget are included in this report. A detailed report on Para Transpo service improvements will be brought forward to Committee in March.
DISCUSSION
2007
Service Plan
The plan that has been developed provides for:
· Growth, both on existing routes which are expected to be overcrowded and to provide new service into developing areas;
· Strategic network improvements to provide better service;
· Continued O-Train operation; and
· Services with unacceptable financial performance, according to the standards Council has adopted, will be removed.
The impact on operating costs for 2007 for these changes are summarized below.
|
Buses |
Hours |
Cost in 2007 |
Growth |
39 |
33,966 |
$3,090,000 |
Strategic Network Improvements |
12 |
13,400 |
$785,000 |
Poor Performance |
-2 |
-4,600 |
$-361,000 |
Total |
49 |
42,766 |
$3,514,000 |
The continuing growth of the City affects the transit system in three ways:
· growth of the urban part of the city into new areas, which requires extensions of transit routes;
· growth of ridership on the current route network, which requires more trips to address crowding and to ensure that travellers are not left behind; and
· growth of traffic congestion on busy streets, which slows the operation of some bus routes and which thus requires more buses to provide the same level of service.
These three categories of growth are discussed in greater detail below.
Major route extensions into new and growing areas will be required this year in parts of Kanata and Barrhaven. In Kanata West, the developer of a new residential area has agreed to participate in the funding of a new limited-service bus route connecting the area with Terry Fox Station. This service will begin in April and will be increased in September and in future years. As the population grows and the normal City standards for the introduction of new service are met, the developer’s funding will be phased-out. In Barrhaven, modifications are expected to be required to bus routes to serve new areas west of Cedarview and southwest of Woodroffe and Strandherd. Staff will prepare proposals for service changes in these areas and will carry them through the normal Transplan consultation process, aiming for introduction of the changes in September. The additional ridership is expected to require increased service levels on the express routes that would serve the new areas. Other continuing new residential development in Barrhaven and Orléans is expected to be accommodated with only minor changes to the current route network.
Ridership on the current route network continues to grow very rapidly. In 2006, system-wide ridership increased by 2.6 percent to an all-time high of 91.8 million customer-trips. Staff expect that ridership will continue to grow in 2007 by approximately three percent. But this ridership growth will not be consistent across the whole network. Some routes have higher rates of growth because they serve areas of rapid residential development, employment increases, or traffic congestion. Document 1 lists the routes on which service increases are planned for 2007, based on current ridership data and expected rates of growth. Transitway routes 94, 95, 96, and 97 will all require service increases, as will direct-to-downtown routes from Orléans, Beacon Hill, Britannia, central Nepean, Kanata, Bells Corners, and Barrhaven, main line routes from Elmvale and Alta Vista, employment routes to Kanata North, and rural express routes from Cumberland and Goulbourn. These service increases would also accommodate the increasing use of park and ride lots, particularly at Terry Fox, Fallowfield, Strandherd, and Trim.
Additional operating resources – buses and hours of service – are required each year to compensate for slower transit operation on the road network. Increased use of the road network by motorists results from city-wide growth, and increases the number of points of congestion and reduces the overall speed of busy roads. Buses take more time to travel through these parts of the road network, and additional time must be scheduled to ensure that buses continue to have enough time to complete their trips. In some locations, transit priority measures such as queue-jump lanes and transit-priority traffic signals are being added to reduce delay and to increase the reliability of service.
All of these service increases will conform with the service standards approved by Council in 2005 as part of the Transit System Management Policies report. Expansion into new areas occurs according to the number of new transit customers expected. Increases to service levels are made in accordance with the service capacity standards, which define the number of customers that will be carried on each bus (for example, during peak periods, an average over the busiest hour of 45 customers on board each 40‑foot bus). Increases in scheduled trip time and in the number of extra buses assigned are made to ensure that there is no reduction resulting from increasing traffic congestion in the proportion of trips that are operated and that are on time.
The service increases resulting from growth will have a cost in 2007 of $3.09 million and require 39 additional buses.
Strategic
Network Enhancements
In November 2005, Council approved a new route network concept to be introduced over the years leading up to the opening of the light rail line in 2010. That concept included elements such as a reduced number of bus trips operating through downtown in peak periods, a strengthening of east-west links bypassing downtown, and improved feeder bus routes to connect with the light rail line and the Transitway bus rapid transit network.
With the decision not to proceed with the light rail project, a new strategy for reorganization of the bus route network needs to be developed. Much of this will be based upon the decisions that Council makes on the future development of the rapid transit network. Staff will also continue to work on developing operating strategies to accommodate continuing ridership growth in downtown, where the Transitway network is under the greatest pressure, and will report to Committee on short-term and longer-term strategies.
There are elements of the approved new route network concept that remain beneficial for transit customers and for the city even without the construction of the North-South LRT. These are service changes that will lead to a transit system that is more convenient and more comfortable for customers, which will lead to ridership increases resulting not only from the continuing growth of the city but also from more travellers choosing to use transit in preference to driving a car. These are service changes that will increase the mode share of transit, moving towards the goals in the Transportation Master Plan.
Staff are recommending for 2007 that a small number of targeted service improvements be made to the transit route network, above those required to accommodate growth. The service changes are described generally here and are tabulated in Document 2. Some of these changes would affect current transit customers, and these would be planned and approved through the normal Transplan consultation process.
To accommodate customers who are travelling east-west across the City but not travelling to downtown, and to encourage more travellers to use transit for trips of this nature, two service changes are proposed. The major change recommended is to extend some peak-period trips on Route 118 to operate through from Orléans to provide direct service to Confederation Heights, Centrepointe/Constellation, and other destinations along Heron and Baseline. This link will become increasingly important as Agriculture Canada moves its offices to Baseline and Merivale. A second change supporting east-west travel is to extend more trips of Route 101 to operate the full length of the route between Orléans and Kanata North.
The new Transitway Route 94 was introduced in September 2006 to accommodate growth along Innes Road and in the southern part of Orléans and to serve as a precursor for the future Cumberland Transitway. In September, service was introduced in peak periods only, to downtown and Tunney’s Pasture in the morning, and home to Orléans in the afternoon. For 2007, staff are recommending the addition of two-way service in the midday and afternoon from Monday to Friday. Evening and weekend service would be added in future years.
The service reductions that were made in 2004 as part of the budget reductions for transit hit the local route network in Kanata harder than any other part of the transit route network. Since 2004, Kanata has continued to grow rapidly, and the local bus route network is now even less adequate for people who travel to points other than downtown or at times other than peak periods. Staff are recommending that funding be made available for a substantial improvement in local service in Kanata. The details of the route changes would be based on discussions through the normal Transplan planning and consultation process.
Staff are also recommending a strategic increase in transit service from Riverside South. Improvements to transit service from this growing area in advance of observed ridership growth will encourage the use of transit and will relieve pressure on the road network as the population grows. Several possible approaches to the way that more-frequent service would be offered have been suggested by residents and developed by staff. The details of the route changes would be based on discussions through the normal Transplan planning and consultation process.
Staff recommend reinstating Sunday service on Route 136 in Orléans. Saturday and Sunday service were removed in 2004 as part of the budget reductions that year. Saturday service was reinstated in 2006 based on the increasing population in the area and the resulting increase in transit ridership. On Sundays, when Route 136 does not operate, Route 135 operates on a modified route, to serve parts of the area normally served by Route 136. By reinstating Sunday service on Route 136, the service provision on both routes will be consistent through the whole week, leading to greater understandability of the service and ultimately to higher ridership at all times of the week.
Transitway Routes 95 and 97 operate almost entirely using high-capacity articulated buses. The current service capacity standard for a route operating with articulated buses is that the service is scheduled to carry an average of 75 customers on board each bus at the busiest point, as long as that level of crowding is not sustained for more than 10 minutes. As each bus has 54 seats, this means that there are 21 customers who need to stand, or 28 percent of the total number. On standard 40-foot buses, the service capacity standard is to carry an average of 45 customers, with at least 41 seats available (depending on bus model) and four customers who need to stand, or eight percent of the total. Staff are recommending that the service capacity standard for articulated buses be changed from 75 to 70, reducing the number of customers who need to stand from 21 to 16, and the proportion of customers who need to stand from 28 to 23 percent. With this change, Routes 95 and 97 would operate more frequently during peak periods, and there would be more room on board each trip to handle short surges in ridership demand and to accommodate growing ridership.
The recommended strategic improvements will have a cost in 2007 of $785,000 and require 12 additional buses.
Further improvements of this nature will be developed for consideration by Committee and Council in future years. In particular, staff will be developing plans for possible improvements in the section of Orléans east of Tenth Line, the Greenboro area, and the Westboro-Carlingwood area.
Service Removals for Unacceptable Financial Performance
A number of time periods of
service on certain routes or sections of routes do not meet the minimum
financial performance standard set as part of the Transit System Management
Policies report and following the 2005 budget process. Ridership on these routes is too low to justify
the funding that is required to operate them.
These services are recommended for removal in June 2007, so that the
operating resources can be re-allocated to reduce the net cost of the service
increases necessary to accommodate ridership growth and the strategic
improvements recommended to promote transit use.
None of the removals of service would affect the base route networks, and so 95 percent of the population would remain within a five-minute walk of transit service in peak periods and within a 10-minute walk at other times of the week. Also, none of the removals of service would result in overcrowding on the routes that remain.
Route 41, which connects the Uplands and Riverside areas with downtown via Bronson, would be removed entirely. These areas are also connected to downtown by Route 87, which operates via the Transitway through Billings Bridge and Hurdman stations, and which is used by the majority of customers making that trip. Service levels would be increased on Route 87 to accommodate the customers who now travel on Route 41. All customers would still have service available at their origin and destination stops, but customers who are travelling to or from points on Bronson would have an additional transfer to or from Route 4 at Confederation Station and customers who are travelling to or from the western part of downtown would have a longer travel time.
The following routes would have service removed at some times of the week, primarily evenings and weekends: Routes 123, 127, 141, 142, 149, 156, 165, 173, 178, and 316. Details and explanatory notes are in Document 3.
The recommended service reductions will free up $361,000 of costs in 2007 and two buses for reallocation toward the recommended service increases.
With the decision not to proceed with the North-South LRT project, the transit fleet plan that was approved in August 2006 needed to be reviewed. The O-Train replacement service is no longer required and the approach to strategic network enhancements has been reviewed as described in the previous section.
The route-by-route review of current service shows that, if ridership increases by three percent over the year as targeted, four percent more peak period buses will be needed. The reason for this is that most of the new riders are travelling in peak periods and making long trips from the suburbs. So nearly all the new trips are significantly longer than the average peak period transit trip of about 10 km. The total length of the trips that need to be operated is growing more quickly than the number of customers is growing.
The revised Transit Operating Plan for 2007 calls for use of 49 of the 51 buses due for delivery this year. The other two will be used to retire two buses one year earlier than they would otherwise have been.
The recommended bus fleet acquisitions for 2008 and the following four years have also been revised in view of the current circumstances and are shown in the table below. While for the years beyond 2008 there will be opportunities to refine these numbers, based on actual ridership growth and on Council’s decisions on the rapid transit network, the number of buses for delivery in 2008 must be included in the 2007 capital budget.
For 2008, to accommodate three percent growth and allow some network improvements, 39 standard equivalent buses will be required. The order however will be for 26 articulated buses to support the service plan, to accommodate growth on Albert and Slater Streets, and to strengthen the rapid transit network..
|
GROWTH |
REPLACEMENT |
RECOMMENDED ACQUISITION |
|
Standard-Equivalent Buses Required |
Standard-Equivalent Buses Required |
Bus Type and
Quantity
|
2007 |
49 |
38 |
87 40-foot buses |
2008 |
39 |
46 |
57 articulated buses |
2009 |
40 |
57 |
65 high-capacity buses(1) |
2010 |
42 |
63 |
40
40-foot buses and 43
high-capacity buses(1) |
2011 |
43 |
18 |
61
40-foot buses |
Total 2007-2011 |
213 |
222 |
353
buses(2) |
(1)
To
be determined whether articulated buses or double-decker buses based on winter
study of double-decker buses and assessment of infrastructure requirements.
(2)
Equivalent
capacity to 435 standard buses.
The current transit fare structure is shown in Document 4, together with the revenue and ridership associated with each fare type. Concessionary fares are available to seniors and students through reduced-price passes, which account for approximately $14.5 million per year in lower revenues
Council’s policy is to increase the revenue:cost ratio to achieve a result of 55% by 2010. The last fare increase of 7.5% was implemented in December 2005. This resulted in a revenue:cost ratio of 49.4% in 2006, compared with 49.9% in 2005.
A fare increase of 7.5% has been thoroughly analyzed for the 2007 Transit Service plan (Document 4). While this is significantly higher than inflation, it is expected that, in combination with improved service, this fare increase will achieve a 3% ridership increase. However, the resulting revenue:cost ratio would be 48.3%, which is not moving towards Council’s 55% objective.
In order to reach a revenue:cost ratio of 52% in 2007, it would be necessary to generate an additional $9.9 million in revenue, or reduce costs by $19 million. This would require a fare increase substantially higher than 7.5% and/or a significant service cut, jeopardizing Council’s objectives of increasing transit ridership and improving modal splits. Notwithstanding this, staff will develop a range of fare increase and service cut options that move towards the 55% objective for discussion and consideration during budget deliberations.
Service
for People with Disabilities
Regular
Service
With the continuing acquisition of low-floor buses for both service
expansion and fleet replacement, the OC Transpo system is rapidly becoming accessible
to transit customers with disabilities.
Currently, two-thirds of the fleet is made up of low-floor buses. That level will climb to 72 percent in 2007,
and with the bus acquisition plan recommended in this report, to 77 percent in
2008, 83 percent in 2009, 89 percent in 2010, and 91 percent in 2011, leaving
less than 100 high-floor buses to be replaced in the years from 2012 to 2015.
In
2007, the services that run in the midday from Monday to Friday and all day on
Saturdays and Sundays will be covered 100 percent by low-floor buses. Service in peak periods will operate with
low-floor buses at approximately the proportions of the total fleet, as
above. A few trips in the evening from
Monday to Friday will continue to run with high-floor buses, but the number of
those trips will decline as the fleet conversion continues.
Para Transpo provides transit service for people who cannot use the regular transit service. It is a shared-ride door-to-door service and carries approximately 700,000 trips per year.
The 2007 draft budget includes a recommendation of $250,000 to increase Para Transpo service by 1.5 percent, or about 10,000 customer trips, in 2007. There has been no growth in Para Transpo service since 1994. The additional service would be provided through the existing accessible taxi contract with Coventry Connections.
In 2006 there were 40,000 trip requests that could not be accommodated by Para Transpo, and so this will not provide for all the current demand. However, staff will continue to work with the GPS system that was installed last year to improve productivity and further increase capacity without additional costs.
A taxi voucher program would give Para Transpo registered customers the option of purchasing taxi vouchers from the City at reduced prices. The program would provide additional service to customers requiring no advance booking. A taxi voucher program, which is a premium service, could attract customer trips away from the Para Transpo service, thus freeing up capacity.
Taxi voucher programs operate in several cities in Canada (Document 5). The largest program is in Vancouver where nearly 170,000 annual trips are provided through the program while the smallest program is in Burlington where 4,800 annual trips are provided. The discount offered by all programs is either 40 percent or 50 percent, and the price per booklet of taxi vouchers ranges from $20 in Kitchener-Waterloo to $40 in Vancouver. In all programs, no administrative fee is paid to the taxi firms providing the service.
The taxi voucher pilot project is described in
detail in Document 5. If direction were
received from Council to implement this pilot project, it would cost $170,000
in 2007 if it started on July 1, 2007 and would provide approximately
15,600 additional trips for Para Transpo customers.
A separate report is being provided to Committee on the Community Pass pilot project that was introduced in March 2006 and allows disabled people on low income to buy a monthly transit pass for the same price as a seniors’ pass. This pilot project is due to end in June and will have a cost of $1.1 million per year to continue.
CONSULTATION/PUBLIC NOTIFICATION
The main elements of the 2007 Transit Plan were
presented to the Pedestrian and Transit Advisory Committee. The Committee
passed a motion supporting the recommended service increases for both
conventional transit and Para Transpo and endorsed the taxi voucher pilot
program. However, the Committee strongly disapproved of a fare increase of 7.5
percent or higher and passed a motion that annual fare increases should not
exceed the annual increase in the cost of living (CPI).
Further consultation or notification about
conventional transit service changes would be carried out as follows:
·
Ridership
growth on existing routes – No consultation required; customers would be
notified of the increases in the September 2007 transit schedules.
·
Route
extensions into new areas – Consultation would be carried out or has already
been carried out through the Transplan planning and consultation process. Notification once details are firm would be
carried out through the normal information process for the introduction of the
September 2007 transit service changes.
·
Strategic
improvements – Consultation would be carried out through the Transplan planning
and consultation process. Notification once details are firm would be carried out through
the normal information process for the introduction of the September 2007
transit service changes.
·
Service
removals for unacceptable financial performance – Notification and an
opportunity to comment would be provided through the City budget process. Notification would be carried out through
the normal information process for the introduction of the June 2007 transit
service changes.
The Transplan planning and consultation process
was approved by Committee and Council in 2005 as part of the Transit System
Management Policies
The proposed increase in funding for Para
Transpo and the taxi voucher pilot program were presented to the Accessibility
Advisory Committee and the Seniors Advisory Committee on January 17. The
Committees endorsed both proposals with the proviso that the taxi voucher
program is not provided at the expense of Para Transpo service.
TRANSPORTATION MASTER PLAN
The proposed plan for transit supports the objectives of the Transportation Master Plan to increase the use of transit in Ottawa. It is also consistent with the policies in the plan to increase the accessibility of transit services for people with disabilities.
FINANCIAL
IMPLICATIONS
The total cost in 2007 for the growth, strategic network improvements and performance reductions would be $3.5 million.
The cost of 26 articulated buses for delivery in 2008 would be $20 million.
The additional revenue in 2007 from a 7.5 percent fare increase on July 1, 2007 would be $3.6 million ($7.2 million annually).
Adding 10,000 trips to Para Transpo service would cost $250,000 in 2007. Implementing a taxi voucher program in July 2007 would cost $170,000 in 2007.
SUPPORTING DOCUMENTATION
Document 2 – Strategic Improvements
Document 4 – Transit Fares in 2006 and 2007
Document 5 – Taxi Voucher Pilot Project
DISPOSITION
Following the discussion of this report by Transit Committee, staff will continue to prepare information to inform the budget deliberations and to provide answers to questions raised during the Committee meeting.
SERVICE
INCREASES REQUIRED IN 2007 TO ACCOMMODATE EXPECTED GROWTH DOCUMENT
1
Route |
Day |
Time Period |
Description
of Increase |
Customers per Year with Benefit |
Buses |
Hours in 2007 |
8 |
Mon-Fri |
Morning |
Increase
northbound service between 7:30 and 8:30 from 12 min to 10 min, between 8:30
and 9:30 from 15 min to 12 min; increase southbound service between 7:30 and
8:30 from 15 min to 12 min |
174,000 |
3 |
605 |
8 |
Mon-Fri |
Midday |
Increase
southbound service between 13:30 and 15:30 from 15 min to 12 min |
99,000 |
– |
419 |
8 |
Mon-Fri |
Afternoon |
Increase
southbound service between 15:30 and 16:30 from 15 min to 12 min |
62,000 |
– |
242 |
15 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 30 min to 20 min |
23,000 |
– |
242 |
20 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 15 min to 12 min |
50,000 |
– |
242 |
22 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 20 min to 15 min |
33,000 |
– |
242 |
24 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 15 min to 12 min |
46,000 |
– |
242 |
27 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 7 min to 6 min |
99,000 |
1 |
202 |
29 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 15 min to 12 min |
47,000 |
– |
242 |
31 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 12 min to 10 min |
60,000 |
– |
242 |
32 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 15 min to 12 min |
46,000 |
1 |
202 |
33 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 8 min to 7 min |
80,000 |
1 |
202 |
33 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 8 min to 7 min |
81,000 |
– |
242 |
35 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 7 min to 6 min |
95,000 |
– |
242 |
50 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 15 min to 12 min |
45,000 |
– |
242 |
51 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 20 min to 15 min |
27,000 |
1 |
202 |
55 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 30 min to 20 min |
27,000 |
1 |
202 |
60 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 15 min to 12 min |
48,000 |
– |
242 |
62 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 15 min to 12 min |
46,000 |
– |
242 |
64 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 20 min to 15 min |
38,000 |
– |
242 |
68 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 10 min to 8 min |
71,000 |
1 |
202 |
69 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 15 min to 12 min |
46,000 |
1 |
202 |
70 |
Mon-Fri |
Morning |
Extend
route west of Cedarview and increase service in the peak hour from 15 min to
12 min |
10,600 |
1 |
202 |
70 |
Mon-Fri |
Afternoon |
Extend
route west of Cedarview and increase service in the peak hour from 10 min to
8 min |
10,600 |
– |
242 |
71 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 15 min to 12 min |
43,000 |
– |
242 |
73 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 15 min to 12 min |
50,000 |
– |
242 |
76 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 9 min to 7/8 min |
92,000 |
– |
242 |
77 |
Mon-Fri |
Morning |
Extend
service west of Woodroffe along Cresthaven/Beatrice and increase service in
the peak hour from 10 min to 7-8 min |
91,300 |
2 |
403 |
77 |
Mon-Fri |
Afternoon |
Extend
service west of Woodroffe along Cresthaven/Beatrice and increase service in
the peak hour from 10 min to 7-8 min |
84,400 |
– |
484 |
82 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 12 min to 10 min |
53,000 |
1 |
202 |
86 |
Mon-Fri |
Morning |
Increase
westbound service in peak hour by extending supplemental trips to start at
Elmvale |
103,000 |
2 |
242 |
94 |
Mon-Fri |
Morning |
Additional trip at 06:33; started
in November 2005; budgeted from January 2007 |
11,000 |
– |
302 |
94 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 12 min to 10 min and in the peak half-hour from
6 min to 5 min |
71,000 |
1 |
403 |
94 |
Mon-Fri |
Afternoon |
Additional trip at 16:06; started
in October 2005; budgeted from January 2007 |
11,000 |
– |
353 |
94 |
Mon-Fri |
Afternoon |
Increase
eastbound service in the peak hour from 12 min to 10 min and in the peak
quarter-hour from 6 min to 5 min |
59,000 |
– |
484 |
95 |
Mon-Fri |
All day |
Extend
service to Strandherd Station and Marketplace; started in January 2007 |
250,000 |
– |
6,300 |
95 |
Mon-Fri |
Morning |
Increase
eastbound service in the peak hour from 3 min to 2-3 min; increase westbound
service in the peak hour from 3 min to 2-3 min |
832,000 |
7 |
1,758 |
95 |
Mon-Fri |
Midday |
Increase
service in the midday from 4 min to 3-4 min |
5,742,000 |
– |
3,209 |
95 |
Mon-Fri |
Afternoon |
Increase
eastbound service in the peak hour from 3-4 min to 3 min; increase westbound
service in the peak hour from 3-4 min to 3 min |
837,000 |
– |
1,411 |
95 |
Saturday |
Morning |
Increase
service in both directions by starting the transition to 7-8 min service an
hour earlier at 08:30 |
30,000 |
– |
175 |
96 |
Mon-Fri |
Morning |
Extend
all morning D96 trips to start at Terry Fox Station; starts in April 2007 |
13,000 |
– |
358 |
96 |
Mon-Fri |
Morning |
Increase
eastbound service in the peak hour from 5 min to 3-4 min |
184,000 |
3 |
798 |
96 |
Mon-Fri |
Afternoon |
Increase
westbound service in the peak hour from 6 min to 3-4 min |
168,000 |
– |
1,000 |
97 |
Mon-Fri |
Afternoon |
Increase
westbound service for a two-hour window from 10 min to 7/8 min; increase
eastbound service in the peak hour from 6 min to 5 min |
408,000 |
– |
1,210 |
111 |
Mon-Fri |
Midday |
Additional
trips at 11:15, 11:46, and 13:01; started in January 2007 |
30,000 |
– |
504 |
163 |
Mon-Fri |
Peak periods |
New
limited-service route to Fairwinds subdivision in Kanata West, net cost
recovered from area developer; starts in April 2007 |
14,600 |
1 |
716 |
163 |
Mon-Fri |
Peak periods |
Increase
service from two trips in each peak period to three, net cost recovered from
area developer |
7,300 |
– |
161 |
176 |
Mon-Fri |
Morning |
Increase
northbound service in the peak hour by adding two supplementary trips |
28,000 |
1 |
202 |
182 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 15 min to 12 min |
51,000 |
1 |
202 |
182 |
Mon-Fri |
Afternoon |
Increase
service in the peak hour from 15 min to 12 min |
42,000 |
|
242 |
232 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 60 min to 45 min |
24,000 |
1 |
137 |
283 |
Mon-Fri |
Morning |
Increase
service in the peak hour from 45 min to 30 min |
30,000 |
1 |
169 |
– |
– |
– |
Standby
buses to address traffic congestion increases |
– |
– |
1,500 |
– |
– |
– |
Additional
scheduled time to address traffic congestion increases |
– |
1 |
5,900 |
– |
– |
– |
Spare
buses for fleet maintenance |
– |
6 |
– |
Totals |
– |
– |
– |
10,401,500 |
39 |
35,574 |
Note: Service increases planned to start in September 2007 except as noted in the table.
STRATEGIC IMPROVEMENTS DOCUMENT
2
Route |
Day |
Time period |
Description
of Increase |
Customers per Year with Benefit |
Buses |
Hours in 2007 |
94 |
Mon-Fri |
Midday |
New
two-way midday service (30 min interval). |
120,000 |
– |
2,419 |
94 |
Mon-Fri |
Afternoon |
New
westbound afternoon service (30 min interval) |
60,000 |
– |
726 |
95 |
Mon-Fri |
Morning |
Increase
service to reduce the number of standees on board buses |
2,767,000 |
3 |
605 |
95 |
Mon-Fri |
Afternoon |
Increase
service to reduce the number of standees on board buses |
4,024,000 |
– |
968 |
97 |
Mon-Fri |
Morning |
Increasing
service during peak periods to reduce the number of standees on board buses |
982,000 |
1 |
202 |
97 |
Mon-Fri |
Afternoon |
Increasing
service during peak periods to reduce the number of standees on board buses |
1,714,000 |
– |
484 |
101 |
Mon-Fri |
Morning |
Extend
late morning trips to start at Place d'Orléans |
80,000 |
– |
268 |
101 |
Mon-Fri |
Afternoon |
Extend
all afternoon trips to Place d'Orléans |
160,000 |
– |
161 |
118 |
Mon-Fri |
Morning |
Extend
peak period trips from Place d’Orléans in the morning and to Place d’Orléans
in the afternoon (15 min interval) |
12,600 |
2 |
323 |
118 |
Mon-Fri |
Afternoon |
Extend
peak period trips from Place d’Orléans in the morning and to Place d’Orléans
in the afternoon (15 min interval) |
12,600 |
– |
484 |
136 |
Sunday |
Daytime |
New
Sunday service (30 min interval), reinstating service that was removed in 2004
to an area which has grown since then and continues to grow |
31,000 |
– |
346 |
South
Kanata |
Mon-Fri |
All day |
Extension
of Route 164 to provide new two-way service along Stonehaven, retaining
current peak period service from Hope Side Road for 30 min service at all
times and 15 min service in peak periods on Eagleson and Campeau; new evening
and Sunday service along Campeau, Eagleson, and Stonehaven |
120,000 |
2 |
2,258 |
South Kanata |
Saturday |
All day |
Extension
of Route 164 to provide new two-way service along Stonehaven, retaining
current peak period service from Hope Side Road for 30 min service at all
times and 15 min service in peak periods on Eagleson and Campeau; new evening
and Sunday service along Campeau, Eagleson, and Stonehaven |
16,000 |
– |
390 |
South Kanata |
Sunday |
All day |
Extension
of Route 164 to provide new two-way service along Stonehaven, retaining
current peak period service from Hope Side Road for 30 min service at all
times and 15 min service in peak periods on Eagleson and Campeau; new evening
and Sunday service along Campeau, Eagleson, and Stonehaven |
5,000 |
– |
538 |
Kanata
Lakes |
Mon-Fri |
All day |
New route
(30 min interval) to serve Kanata Lakes area and connect to Terry Fox
Station, allowing Route 160 to be changed to operate via Eagleson and
Katimavik |
180,000 |
1 |
1,572 |
Kanata Lakes |
Saturday |
All day |
New route
(30 min interval) to serve Kanata Lakes area and connect to Terry Fox
Station, allowing Route 160 to be changed to operate via Eagleson and
Katimavik |
24,000 |
– |
331 |
Kanata Lakes |
Sunday |
All day |
New route
(30 min interval) to serve Kanata Lakes area and connect to Terry Fox
Station, allowing Route 160 to be changed to operate via Eagleson and
Katimavik |
8,000 |
– |
374 |
Riverside South |
Mon-Fri |
Morning |
Increase
peak period service to 15 min to promote transit ridership within and from
Riverside South. |
85,000 |
1 |
484 |
Riverside South |
Mon-Fri |
Afternoon |
Increase
peak period service to 15 min to promote transit ridership within and from
Riverside South. |
123,000 |
– |
484 |
– |
– |
– |
Spare buses for fleet maintenance |
– |
2 |
– |
Totals |
– |
– |
– |
10,551,200 |
12 |
13,415 |
SERVICES RECOMMENDED TO BE REMOVED
BECAUSE OF UNACCEPTABLE
FINANCIAL PERFORMANCE DOCUMENT
3
Route |
Day |
Time Period |
Description of Service Removal and Notes
|
Customers per Year with
Inconvenience |
Buses |
Hours in 2007 |
41 |
Mon-Fri |
Peak periods |
Remove
peak period service; increase service on Route 87 |
36,000 |
-2 |
-578 |
123 |
Mon-Fri |
Midday |
Remove
service between 10:00 and 15:30; alternative service available for some
customers on Routes 2 and 124 |
6,000 |
– |
-524 |
127 |
Mon-Fri |
Evening |
Remove
service east of Blair after 19:00; alternative service available on Routes 2,
124, 125, 128, and 131; no change to service west of Blair at this time
period |
2,500 |
– |
-64 |
127 |
Saturday |
Evening |
Remove
entire route after 18:00 on Saturdays; alternative service available on
Routes 2, 124, 125, 128, 129, and 131 |
7,900 |
– |
-223 |
127 |
Sunday |
All day |
Remove
service east of Blair on Sundays; alternative service available on Routes 2,
124, 125, 128, and 131; no change to service west of Blair before 18:00 on
Sundays |
13,400 |
– |
-278 |
127 |
Sunday |
Evening |
Remove
service west of Blair after 18:00 on Sundays; alternative service available
for some customers on Route 129 |
4,400 |
– |
-60 |
141 |
Mon-Fri |
Evening |
Remove
service after 18:30; alternative service available on Routes 1, 8, and 111 |
14,900 |
– |
-368 |
141 |
Saturday |
Morning |
Remove
service before 10:00 on Saturdays; alternative service available on Routes 1,
8, and 111 |
1,500 |
– |
-37 |
141 |
Saturday |
Evening |
Remove
service after 18:00 on Saturdays; alternative service available on Routes 1,
8, and 111 |
1,800 |
– |
-35 |
142 |
Sunday |
Morning |
Remove
service before 11:00 on Sundays; alternative service available to some
customers on Route 144 |
1,300 |
– |
-52 |
149 |
Mon-Fri |
Peak periods |
Remove
peak period service south of Elmvale on Russell, Walkley, and St. Laurent;
alternative service available on Routes 84, 86, 111, and 148 |
12,100 |
– |
-398 |
149 |
Sunday |
Morning |
Remove
service before 11:00 on Sundays; the next-nearest services would be on Routes
8, 85, and 148 |
800 |
– |
-37 |
156 |
Sunday |
Evening |
Remove
service north of Carling (on Lockhart, Ambleside, McEwen, etc.) after 18:00
on Sundays; buses would connect with Lincoln Fields Station from Carlingwood
directly via Carling; alternative service available on Routes 2 and 18 |
2,800 |
– |
-107 |
164 |
Mon-Fri |
Evening |
Service
after 18:30 currently has unacceptable financial performance, but service at
this time is recommended to be retained and improved as part of the strategic
improvements |
4,500 |
– |
-223 |
164 |
Saturday |
All day |
Service
on Saturdays currently has unacceptable financial performance, but is
recommended to be retained and improved as part of the strategic improvements |
12,700 |
– |
-492 |
165 |
Saturday |
All day |
Remove
service on Saturdays; the next-nearest service would be on Route 160 and the
proposed new Kanata Lakes route |
1,900 |
– |
-141 |
173 |
Saturday |
Morning |
Remove
service before 10:00 on Saturdays; alternative service would be available on
Route 170 |
9,800 |
– |
-359 |
173 |
Sunday |
Morning |
Remove
service before 11:00 on Sundays; alternative service would be available on
Route 170 |
6,300 |
– |
-181 |
178 |
Sunday |
All day |
Remove
service on Sundays; the next-nearest service would be on Routes 95 and 118 |
3,100 |
– |
-122 |
316 |
Mon-Fri |
Peak periods |
Remove
15:50 trip from LeBreton to Rideau Centre; remove 16:02 and 17:02 trips from
Rideau Centre to LeBreton; alternative service available on Routes 1, 2, 3,
4, 5, 6, 7, and 14; no change to other trips; no change to service east of
Rideau Centre |
12,300 |
– |
-283 |
Totals |
– |
– |
– |
156,000 |
-2 |
-4,561 |
Notes:
TRANSIT FARES IN 2006 AND 2007 DOCUMENT 4
Transit Fares in 2006 and 2007
|
||||||
Fare Type |
Price |
Ridership (2006) |
Revenue (2006) |
Price |
Percent Increase |
Additional
Revenue |
(2006/07) |
(Thousands) |
(Thousands) |
(2007/08) |
(Thousands) |
||
Regular Adult Pass/month |
$
71.25 |
17,290 |
$
22,645 |
$
76.50 |
7.4% |
$ 597 |
Express Adult Pass/month |
$
87.00 |
4,148 |
$
7,367 |
$
95.00 |
9.2% |
$ 256 |
Rural Adult Pass/month |
$
110.50 |
164 |
$
370 |
$
120.00 |
8.6% |
$ 11 |
Regular Student Pass/month |
$
58.25 |
22,228 |
$
20,925 |
$
62.50 |
7.3% |
$ 569 |
Express Student Pass/month |
$
67.75 |
1,447 |
$
1,586 |
$
72.75 |
7.4% |
$ 44 |
Regular Student Semester Pass |
$
216.00 |
1,976 |
$
1,706 |
$
232.00 |
7.4% |
$ 149 |
Express Student Semester Pass |
$
251.00 |
254 |
$
256 |
$
270.00 |
7.6% |
$ 23 |
Rural Student Pass/month |
$
88.50 |
41 |
$ 59 |
$
95.25 |
7.6% |
$ 2 |
Senior Pass/month |
$
28.25 |
4,286 |
$
2,637 |
$
30.50 |
8.0% |
$ 87 |
Day Pass |
$
7.25 |
872 |
$
924 |
$
7.75 |
6.9% |
$ 24 |
Cash Adult/trip |
$
3.00 |
2,618 |
$
9,183 |
$
3.25 |
8.3% |
$ 155 |
Cash Express Route/trip |
$
4.00 |
100 |
$
4.25 |
6.3% |
$ 6 |
|
Cash Rural Express/trip |
$
5.00 |
8 |
$
5.25 |
5.0% |
$ 1 |
|
Cash Child (6-11 yrs.)/trip |
$
1.50 |
598 |
$
1.50 |
0.0% |
$ - |
|
Ticket Adult/trip |
$
1.90 |
14,740 |
$
32,650 |
$
2.00 |
5.3% |
$ 558 |
Ticket Express Route/trip |
$
2.85 |
562 |
$
3.00 |
5.3% |
$ 33 |
|
Ticket Rural Express/trip |
$
3.80 |
47 |
$
4.00 |
5.3% |
$ 4 |
|
Ticket Child (6-11 yrs)/trip |
$
0.95 |
3,369 |
$
1.00 |
5.3% |
$ 66 |
|
Regular Student Annual Pass |
$
559.25 |
3,058 |
$
2,183 |
$
600.00 |
7.3% |
$ 80 |
Express Student Annual Pass |
$
650.50 |
406 |
$
337 |
$
700.00 |
7.6% |
$ 14 |
Adult Regular Annual Pass |
$
769.50 |
181 |
$
215 |
$
828.00 |
7.6% |
$ 8 |
Adult Express Annual Pass |
$
939.60 |
42 |
$ 67 |
$
1,010.00 |
7.5% |
$ 3 |
Adult Regular Ecopass/month |
$
60.56 |
5,987 |
$
7,045 |
$
65.03 |
7.4% |
$ 331 |
Adult Express Ecopass/month |
$
73.95 |
4,023 |
$
6,429 |
$
80.75 |
9.2% |
$ 424 |
Rural Ecopass/month |
$
93.93 |
177 |
$
359 |
$
102.00 |
8.6% |
$ 25 |
Community Pass |
$
28.25 |
1,484 |
$
913 |
$
30.50 |
8.0% |
$ 48 |
O-Train Ticket/trip |
$
2.25 |
173 |
$
390 |
$
2.50 |
11.1% |
$ 22 |
Other |
NA |
1,560 |
$ 65 |
NA |
NA |
NA |
TOTAL |
NA |
91,839 |
$
118,311 |
NA |
NA |
3,541 |
TAXI VOUCHER PILOT PROJECT DOCUMENT
5
TAXI VOUCHER
PILOT PROJECT
The proposed taxi voucher pilot project would allow Para Transpo registered customers to purchase taxi vouchers and reduce the cost of using taxis for some of their transportation requirements. The proposed taxi voucher discount provided by the City for the pilot is 40 percent. Customers would be limited to purchasing two voucher booklets per month, and each would have a value of $40 of taxi travel and be priced at $24. Vouchers in each booklet would be printed in $1, $2, $5 denominations and would have built-in printing security features. Customers who wish to use the service will be required to obtain a Para Transpo photo identification card. Cards would be provided free of charge and would be available at OC Transpo’s four Sales and Information Centres. Customers would order taxi vouchers by calling the City and placing an order. The vouchers would then be distributed to customers via mail every month and payment will be via personal cheque only.
Customers would be able to call and receive service from any taxi company in Ottawa willing to sign a taxi voucher service contract with the City. The contract would stipulate the special services that the taxi drivers must provide to the customers as well as the financial reconciliation requirements of the program. Service would include both accessible and non-accessible taxis. Taxi drivers would be required to assist customers as needed and would include helping customers to get from their door to the vehicle and from the vehicle to the door of their destination.
The pilot project would run for one year and commence in July 2007. In the event that the demand for the program were stronger than budgeted, the pilot project would end before the one-year period.
It is estimated that the taxi voucher program would provide approximately 31,250 additional trips per year to be made by Para Transpo customers assuming an average taxi ride fare of $20.
An evaluation of the pilot project would be carried out and would include a survey of customers to determine their frequency of use, what type of trips do they use the service for, how the program has affected their mobility and quality of life. As well, the evaluation would determine the financial impact of the program and make recommendations whether the program should be made permanent.
Following approval of the taxi voucher program, staff would invite taxi companies to participate and develop appropriate administrative procedures. A temporary position would be staffed to administer and evaluate the program. The program would commence on July 1, 2007.
The pilot project would cost $320,000 annually to operate. This includes $250,000 in subsidization of taxi fares, $60,000 for a contract FTE to coordinate the program and assist in the program evaluation, and $10,000 for printing and mailing expenses. The contract FTE would be retained six weeks prior to the start of the pilot to assist in the program start-up activities.
SUPPORTING
DOCUMENTATION
Exhibit 1 – Experiences of Transit Providers that Offer Taxi Vouchers
Exhibit 1
Experiences of Transit Providers That Offer
Taxi Vouchers
Transit Provider |
Taxi Voucher
Experiences |
||||||
Number of
Customers |
Number of Annual
Trips |
Discount Offered |
Price Per
Booklet |
Maximum Booklets
Sold Per Customer ($
per month) |
Operating Cost
of the Program |
Is
Administrative Fee Paid to Taxi Firm |
|
Vancouver, B.C.: Handidart |
20,000 |
169,028 |
50% |
$40 |
2 per month ($160) |
$872,742 |
No |
Hamilton:
Accessible Transportation Services |
8,156 |
148,192 |
40% |
$24 |
2 per month ($80) |
$1,065,104 |
No |
Victoria, B.C.:
Regional Handidart |
5,300 |
75,000 |
50% |
$30 |
2 per 2 month ($60) |
Not Available |
No |
Burlington
Transit Handy-Van |
1,704 |
4,789 |
40% |
$24 |
4 per month ($160) |
Not Available |
No |
BC
Transit: Municipal Systems Program (BC Municipalities Excluding
Vancouver and Victoria) |
154,879 |
123,710 |
50% |
$30 |
1 per month ($60) |
$769,318 |
No |
Kitchener-Waterloo:
Grand River Transit Mobility Plus |
350 |
36,000 |
50% |
$20 |
3 per 3 month ($40) |
$242,251 |
No |