Staff Report #2
January 30, 2019
To All Commissioners
Re: 2019 Service Plan – Conventional Transit
That the Commission:
I APPROVE the 2019 Conventional Transit Service Plan as set out below, noting the recommended changes represent approximately 18,000 additional service hours and can be accommodated within approved budgets.
Effective April 28, 2019
i. Route 56
- Introduce a new Community Bus route operating between Baseline/Berkshire Village and White Oaks Mall on Wednesdays between 10 am and 2 pm
Effective September 1, 2019
i. Routes, 2, 4, 9, 10/14, 13, 15/21, 16, 17, 20
- Extend service to end an hour later from 12 am to 1 am weekdays and Saturdays on the same frequency currently operating for each route during the late evening period
ii. Routes 2, 6, 10, 29, 102
- Remove evening only (after 6pm) routing on Oxford Drive to continue service along Western Road from Natural Science during all time periods
iii. Route 1
- Modify north end routing to operate on Colborne between Oxford and Cheapside
- Remove service along Bond and Raywood to instead operate along Wellington and Baseline north of Victoria Hospital
- Modify routing to operate on Horton and Colborne when travelling southbound toward Grey St.
- Adjust frequencies in the weekday PM peak and early evening periods, Saturday early AM and Sunday base and peak periods to right-size the service based on productivity
iv. Route 2
- Reduce weekday peak period frequency from 10 minutes to 15 minutes between 7 am and 10 am and 1 pm and 6 pm
- Add a bus on Saturday between 10 am and 12 pm to improve reliability (maintain existing frequency)
v. Route 3/5
- Increase Route 3 Saturday frequency to 17 minutes between 10 am and 6 pm
- Decrease Route 5 Saturday frequency to 32 minutes between 10 am and 6 pm
vi. Route 4
- Add a bus on Saturday between 12 pm and 1 pm to improve reliability (maintain existing frequency)
- Reduce weekday frequency from 30 minutes to 40 minutes before 7 am
- Reduce Saturday frequency from 30 minutes to 40 minutes before 8 am (spring/summer only)
- Reduce Sunday frequency from 30 minutes to 35 minutes between 9:45 pm and 11 pm (spring/summer only)
vii. Route 5
- Modify routing through Byron to operate along Boler Road during all time periods
viii. Route 6
- Modify north end routing to provide northbound service on Richmond and no longer serve Natural Science and Alumni Hall at Western University
- Eliminate interline with Route 9C
- Reduce frequency during weekday early AM and late evening periods, Saturday mornings and late evening and Sunday morning and early evening
- Reduce weekday evening, all day Saturday and late evening on Sunday frequency (spring/summer only)
ix. Route 10
- Modify route to operate on Wellington Road, removing service along Montgomery
- Reduce Saturday frequency from 30 minutes to 35 minutes before 8 am
- Reduce Saturday round trip time between 10 am and 11 am- operating on the same frequency (spring/summer only)
x. Route 12
- Reduce weekday frequency from 20 to 30 minutes between 7 am and 9 am and from 20 to 25 minutes between 3 pm and 6 pm
- Reduce Saturday frequency from 30 minutes to 50 minutes between 8 am and 10 am and 6 pm and 9 pm and from 30 minutes to 60 minutes between 10 am and 12 pm,
- Eliminate Sunday service between 9:30 pm and 11 pm
xi. Route 13
- Add a bus weekdays and Saturdays between 9 pm and 12 am to improve reliability (maintain existing frequency)
- Reduce frequency on Saturday from 30 minutes to 35 minutes between 6 am and 8 am
xii. Route 15/21
- Reduce weekday AM Peak frequency from 15 minutes to 16 minutes between 7 am and 9 am
- Reduce weekday frequency from 15 minutes to 20 minutes before 7 am
- Reduce Saturday frequency from 30 minutes to 35 minutes between 6 am and 8 am
xiii. Route 16
- Modify route to eliminate Route 16B in Summerside
- Modify Route 16A to operate along Pond Mills and Deveron, removing service along Glenroy, Pond View and Banbury
- Modify route to no longer serve Victoria Hospital
- Increase frequency during all time periods with the exception of weekend mornings and evenings
- Reduce Saturday frequency from 30 minutes to 35 minutes before 8 am
xiv. Route 19/38/39
- Interline Route 19 and 39 at the Hyde Park Power Centre
- Modify Route 38/39 to remain on Fanshawe Park Road instead of serving the Masonville Mall Terminal
- Improve frequency and span of service on Route 38/39 to match existing Route 19 service
xv. Route 24
- Modify Route to serve Summerside
- Modify Route through Talbot Village to operate along Raleigh Blvd, removing service along Settlement Trail, Pack Road and Colonel Talbot Road south of Raleigh
- Extend weekday service until 8:30 pm
- Improve frequency at all time periods except weekday peak periods
- Decrease weekday AM and PM peak period frequency to 40 minutes from 30 minutes and 35 minutes respectively
- Introduce Sunday service between 10 am and 5 pm
xvi. Route 25
- Modify route to operate along Fanshawe Park Road, removing service along Grenfell Drive and Phillbrook Drive.
- Increase weekday frequency from 30 minutes to 20 minutes between 2 pm and 5 pm and from 60 m9inutes to 35 minutes between 9 am and 12 am
- Increase Sunday frequency from 60 to 27 minutes between 3 pm and 7 pm
- Eliminate service before 8 am on Saturday
- Reduce Saturday frequency from 30 minutes to 55 minutes between 8 am and 10 am
- Increase Saturday frequency from 60 minutes to 55 minute after 9 pm
xvii. Route 26
- Eliminate Route
xviii. Route 28
- Modify route to connect Lambeth to White Oaks mall along Exeter Road, White Oak Road and Bradley Ave.
- Reduce frequency from 30 minutes to 40 minutes
xix. Route 30
- Introduce two weekday late evening trips
xx. Route 33
- Modify route to provide two way service along Proudfoot during all time periods
- Decrease weekday PM Peak frequency from 13 minutes to 15 minutes between 1 pm and 6 pm
- Increase weekday AM Peak frequency from 17 minutes to 13 minutes (fall/winter only)
- Reduce weekday frequency from 20 minutes to 35 minutes between 7 am and 6 pm (spring/summer only)
xxi. Route 34/40
- Interline routes during all time periods at Western University, removing interline connection at Masonville Mall
- Extend Route 34 to Sunningdale and Richmond via Plane Tree, Quarrier and Meadowlands Way
- Modify Route 34 to provide two way service along Pinnacle Parkway and Ambleside Drive
- Modify Route 40 to serve the Grenfell/Phillbrook Neighbourhood, Windermere and Doon and Western University.
- Modify Route 40 to provide two way service on Glenora, Grenfell and Phillbrook
xxii. Route 35
- Eliminate weekday service before 7 am and between 9 pm and 9:30 pm
- Eliminate Saturday service before 8 am and between 8 pm and 9 pm
- Eliminate Sunday service between 9 am and 12 pm
- Eliminate Saturday service between 8 am and 10 am (spring/summer only)
xxiii. Route 90
- Reduce weekday frequency from 15 minutes to 20 minutes between 7 am and 7:30 am (spring/summer only)
- Eliminate service on Statutory Holidays
xxiv. Route 91
- Increase weekday frequency from 20 minutes to 18 minutes between 12 pm and 2 pm
- Eliminate service on Statutory Holidays
- Decrease weekday frequency from 15 minutes to 17 minutes between 9 am and 12 pm and from 15 minutes to 16 minutes between 6 pm and 7:30 pm
xxv. Route 92
- Remove weekday Base period service (9:30 am to 1 pm)
- Reduce frequency during the weekday AM peak period from 20 minutes to 22 minutes
- Reduce frequency during the weekday PM peak period from 20 minutes to 25 minutes
xxvi. Route 93
- Introduce a new local/express route connecting White Oaks Mall to Masonville Mall via Wharncliffe Road
xxvii. Route 94
- Introduce a new semi express route operating weekday peak periods between Argyle Mall and Western University along Dundas and Wharncliffe/Western Road on a 26 minute AM peak frequency and a 23 minute PM peak frequency.
xxviii. Route 102
- Eliminate service on Statutory Holidays
xxix. Route 104
- Eliminate weekday service between 6:30 am and 7:15 am
- Eliminate Saturday service between 8 am and 10 am
xxx. Route 106
- Increase weekday AM peak frequency from 10 minutes to 8 minutes between 8:30 am and 10:30 am (fall/winter only)
- Eliminate weekday service between 6 am and 7 am
- Eliminate service on Statutory Holidays
II. APPROVE in principle the changes set out below, noting the changes are subject to further consultation prior to implementation and further consideration by the Commission should, as a result of the public consultation, the service change recommendations be amended.
i. Routes 9 and 31
- Present two routing alternatives through the Whitehills neighbourhood to the public
i. Option I- Route 9- operate along Limberlost and Blackacres to the Fanshawe and Wonderland intersection; Route 31- operate along Aldersbrook to the Hyde Park Power Centre
ii. Option II- Route 9-operate along Aldersbrook to the Hyde Park Power Centre; Route 31 operate along Limberlost and Blackacres to the Fanshawe and Wonderland intersection. With this alternative, Route 9 frequency would increase slightly and Route 31 frequency would decrease slightly.
ii. Route 27/29
- Modify routes to interline at Western University
iii. Route 27
- Increase frequency during all time periods
iv. Route 29
- Introduce summer and holiday service
- Improve weekday frequency between 12pm and 6 pm
- Improve weekend frequency during all time periods
v. Route 31
- Operate as a standalone Route (removing interlines with Routes 19 and 32), terminating at Western University
vi. Route 32
- Eliminate Route
The 2019 Conventional Service Plan represents the fifth and final year of the 5 Year Service Plan Framework (Framework) which followed eight guiding principles in an effort to improve the transit experience system-wide:
- Address Overcrowding and Missed Trips
- Simplify the Network
- Continue to Build on the Express Routes
- Address Underperforming Routes and Route Segments
- Improve Weekend and Late Evening Service
- Provide Direct Connections between Major Origins and Destination
- Minimize Impacts on Existing Passengers
- Enhance Overall Service Levels with a Focus on a Frequent Transit Network and Strategic Corridors
The basis of these guiding principles included the need to respond to longstanding service quality issues (overcrowding, schedule adherence, etc.) as well as customer requests relating to improved frequencies during peak periods, improved service levels on weekends and generally providing additional transit service with more people within walking distance to transit. In addition to responding to the aforementioned, the Framework contained a number of changes intended to “right-size” the service; removing service from areas/corridors that were over-serviced based on ridership and reallocating that service to areas/corridors that were under-serviced. The Framework resulted in a strategy that called for the incremental investment of approximately 18,000 service hours per year, as well as the significant reallocation of service from areas that were over-served to areas lacking service.
In addition to the guiding principles set out in the Framework, the Commission also approved additional Service Design Standards to guide the planning of routes and stops, each of which is explained further below.
- System Proximity Standard- Proximity standards are meant to address the accessibility of transit by targeting a maximum walking distance (400 meters) that a customer will have to travel to reach a transit stop. Increasing the number of Londoners that are within walking distance of a bus stop requires bus routes to be modified/expanded/created that travel on corridors not currently served by transit. This will continue to be the case going forward, as planners assess options to expand services to increase access to transit.
- Bus Stop Placement- Bus stop placement should establish a proper balance between the walking distances for customers and the operational efficiencies of well-spaced stops.
- Route Directness- The measure indicates a desire to limit additional travel time and distance resulting from route deviations and indirect or circuitous route design. It is measured as the ratio of the length of the proposed route to the length of the route along the most direct road path. As a result of providing as direct service as possible, some additional transfers may be required to reach destinations, noting the transfer standard below should continue to be met.
- Transfers- Within the area of contiguous urban development, the system should be designed to limit the number of transfers required to reach each of the defined Transit Villages and major destinations. The route network will be designed so that:
- 100% of routes are connected to the downtown by one or less transfers
- 90% of routes are connected to the defined Transit Villages and major destinations by two or less transfers. Transit Villages and major destinations are defined as Western University, Fanshawe College, Masonville Mall, White Oaks Mall and Westhill Centre Plaza
The aforementioned standards were used to form the initial recommendations set out in the Framework and are assessed annually when making recommendations as part of the service planning process.
At the October 31, 2018 meeting, the Commission received the draft 2019 Conventional Service Plan and directed administration to finalize the Plan, including the undertaking of public consultation regarding the proposed changes and report back with the final recommended plan at the January 2019 meeting.
Subsequent to the October 31, 2018 meeting, administration held public consultation sessions in the communities most affected by the proposed service changes. In addition, further detailed assessment was completed on each of the recommended changes with the objective of assessing and addressing, as considered appropriate, public concerns and ensuring the recommended changes provide the maximum benefit/return to the system at large. The assessment included:
- detailed route analysis to ensure that all routes would be able to operate as expected once the recommended changes are implemented;
- reviewing updated ridership data to asses any changes in travel patterns;
- assessment of options to address concerns raised during the public consultations in an effort to mitigate negative impacts to current riders and London residents; and
- overall analysis of recommended changes to ensure that changes being made in 2019 are complimentary to one another and are not dependent on future year changes to attain their desired outcome.
While public transit is “public” by its nature, it is also very personal. Each transit rider has a specific and unique trip, which begins at their place of origin and travelling to their bus stop, a ride on the bus which may or may not include a transfer to another route or a stop to drop off a child or run an errand, and finishes with travelling to their final destination. Transit riders plan for their trips, ensuring adequate time to complete their trip in its entirety and arrive at their destination on time, and get set in their routines when making the same trip every day. London Transit provides approximately 80,000 of these personal trips each weekday, and meeting the specific needs of each rider is not possible; however, balancing the needs of each rider is one of the key considerations when assessing changes to the transit service. Human nature is such that those negatively impacted by a service change are the most likely to voice concern. By way of example, if a bus route alignment is changed to result in a longer travel distance for passenger A, but provides a now-reasonable travel distance and access to transit for passenger B, it is more likely that passenger A will raise concern as it negatively impacts their trip. Further, there is no change that can be made to a transit route, stop location, schedule, that will not negatively impact some customers, the key to effective service planning is to mitigate the negative impacts, to the greatest extent possible, while ensuring the changes being considered are the most appropriate from a system-wide perspective.
The assessments undertaken as part of the 2019 Service Plan process resulted in amendments to 15 of the proposed changes included in the Draft 2019 Service Plan, and as set out in the report recommendation, also require further public consultation with respect to five routes.
The draft service changes were presented at ten public consultation “drop-in” sessions held at locations throughout the city. In addition, for the first time, eight “pop-up” sessions were held at key bus stop locations/terminals where LTC staff were available with display boards to speak to transit riders while they waited at the stop.
The sessions were held between November 8 and December 14, 2018, with approximately 275 people attending the ten drop-in sessions where the public had the opportunity to discuss the potential changes with LTC staff and share their perspectives. Members of the public attending these sessions also had the opportunity to complete a comment sheet outlining their perspectives, approximately 21 comment sheets were completed at the sessions. Attendance was not taken at the pop-up sessions, however many transit riders took the opportunity to share their perspectives with the staff in attendance. The sentiments at the public meetings were mixed with attendees both in favour and opposed to the proposed changes. The largest opposition to the changes surrounded the proposed routing modifications for Route 1 to operate along Colborne, changes to Route 14 to operate northbound on Briarhill and the replacement of Route 26 with Route 93.
In addition to those who attended the drop-in sessions, approximately 1,150 online surveys were completed, 138 emails and phone calls were received and there were 28,160 impressions (views) of the proposed service changes through the corporate Facebook and Twitter accounts. Again the comments received through these methods were mixed, noting more balanced feedback on the proposed changes from those both in favour and against the proposed changes came through the online surveys. All feedback was given consideration as part of the assessment process resulting in the final recommended plan.
Overall the most public response surrounded the proposed routing modifications in three areas including, Route 1 in Old North, replacing Route 26 with Route 93 Express and removing Route 16B from Summerside.
The proposed changes to operate Route 1 along Regent and Colborne received the largest amount of feedback related to the 2019 Draft Service Plan proposals. In total there were 778 responses received to the proposed changes for Route 1 in Old North through the online survey, emails and two petitions started by area residents. There was both support and opposition for the changes through this area with 28% of respondents supporting the changes as presented and 72% of respondents opposing the draft plan. The significant feedback on this proposed change resulted in a more extensive assessment of the area, with further analysis indicating a greater opportunity to capture ridership by amending the route to travel on Colborne to Cheapside to Adelaide. While this new routing will not be as operationally efficient, it will provide enhanced service on Adelaide north of Cheapside.
The Route 26/93 changes elicited the second highest rate of feedback during the consultation process. While numerous responses were received that did not support the changes or wanted downtown service maintained, 59% of respondents in the online survey supported replacing Route 26 with Route 93. Of those that supported the change, people were most excited about the elimination of transfers and faster service from the Blackfriars area to Masonville, South London and White Oaks. They also supported the faster service to Western University. This feedback supports projections that indicated the change in routing will increase ridership productivity, reduce overall passenger travel time and generate ridership growth. Those that expressed concerns with the proposed changes largely related to the loss of direct service to downtown from the White Oaks area and concerns with transferring to complete their trip. As set out in Enclosure I, while this change will result in the need for passengers from the White Oaks area needing to transfer if their destination is downtown, there are many locations and routes that provide transfer opportunities.
Responses to the changes in Summerside were almost exclusively in opposition to the draft proposal. This was to be expected as the proposed changes reduced service hours to the area in an effort to better match service to ridership; however the extent of the response was not expected. The principal concern was the loss of weekday evening service as Route 24 was proposed to operate until 7 pm. Through feedback and further assessment, it is recommended to extend service until 8:30 pm weekdays to reduce concerns regarding evening access to Summerside, while still ‘right sizing’ the route to match service with demand.
The priority service changes, approved in draft at the October 31, 2018 meeting, proposed the addition of approximately 24,700 annual service hours and six additional peak period buses to the system, noting the 2019 budget only allows for the addition of 17,700 hours and one peak period bus. Through further assessment, review of public feedback and refinement of priorities, the final 2019 Service Plan prioritizes approximately 18,000 annual revenue service hours (6,600 of which will occur in 2019) and three additional peak period buses. Table I below provides a high level summary of the recommended changes as part of the final 2019 Service Plan.
Table I – 2019 Conventional Service Plan Summary
|Route||Description of Service Change||Annual Service Hours||2019 Service Hours||Peak Buses||Rationale||Dependent On/ Related to|
|2, 4, 9, 10/14, 13, 15/21, 16, 17, 20||Operate major routes later until 1am, Mon-Sat||6,080||2,030||0||Extend Span of Service||–|
|4, 10/14, 12, 13, 15/21, 16, 25,33, 35, 90, 91, 102, 104, 106||Reduced frequency and/ or reduced span of service during specific operating periods||-5,410||-1,800||-1||Right-Size the System||–|
|2, 4, 13, 91||Additional buses to improve schedule adherence||1,070||360||0||Reduce Late Buses||–|
|2, 6, 10, 29, 102||Remove evening service from Oxford Drive on Western University Campus||0||0||0||Simplify the Network||–|
|1||Routing modification in Old North, SoHo, and the Rowntree area with minor frequency changes||-3,690||-1,230||-1||Directness of Travel||–|
|2||Reduce peak period frequency from 10 to 15 minutes||-7,310||-2,440||-4||Reduce Travel Time||Route 94|
|3 & 5||Increase Route 3 Saturday frequency to 17 minutes and decrease Route 5 frequency to 32 minutes from 10am-6pm||0||0||0||Simplify the Network||–|
|5||Routing modification in Byron to operate along Boler Road during all time periods||0||0||0||Simplify the Network||–|
|6||Routing modification around Western University; eliminate interline with Route 9C; minor frequency changes||-1,980||-660||-1||Simplify the Network||Route 9|
|6||Frequency and Travel Time Reductions (spring/summer only)||-850||0||0||Right-Size the System||–|
|10||Routing modification – operate on Wellington instead of Montgomery||0||0||0||Simplify the Network||–|
|15/21||Reduce peak AM frequency from 15 to 16 minutes||0||0||0||Reduce Late Buses||–|
|16||Route modification – Remove deviation to Hospital
Modify Route 16A to operate along Pond Mills and Deveron,
Remove 16B from Summerside;
Significant frequency increases
|2,060||690||1||Directness of Travel; Right-Size System||Route 24, 92|
|19/38/39||Interline Route 19 and 39; Minor span of service and frequency increases||-70||-20||0||Extend Span of Service; Reduce Late Buses||–|
|24||Route modification – Extend to Summerside; Introduce Sunday service from 10am to 5pm||3,090||1,120||0||Directness of Travel; Extend Span of Service; Right-Size System||Route 16, 92|
|25||Route modification – operate directly on Fanshawe Park Road||0||0||0||Directness of Travel||Route 40|
|25||Increase Weekday and Sunday afternoon frequency||1,010||340||1||Address overcrowding; Attract passengers||–|
|25||Increase Saturday frequency to 55 minutes after 9pm||0||0||0||Attract Passengers||–|
|26||Eliminate Route 26||-11,150||-3,720||-3||Rename Route||Route 93|
|27-29||Interline Routes 27 and 29 – operating on Huron St. and University Dr.; minor frequency and span of service improvements; summer & December holidays service reductions||12,820||4,270||4||Increase connectivity; Right-Size System||Route 32|
|28||Route Modification – Connect Lambeth to White Oaks Mall via Exeter, White Oak Road||0||0||0||Industrial Service||–|
|30||Introduce two weekday late night trips||340||110||0||Industrial Service||–|
|32||Eliminate Route 32||-9,020||-3,010||-2||Consolidate Route||Route 27-29|
|33||Route modification – Introduce two-way service on Proudfoot during all time periods; minor frequency reductions.||0||0||0||Simplify the Network||–|
|33||Increase Weekday AM peak frequency from 17 to 13 minutes (fall/winter only)||1,010||500||0||Address overcrowding; Attract passengers||–|
|34-40||Route modification – Extend Route 34 to Sunningdale and Richmond via Plane Tree; Extend Route 40 to Western University via Windermere & Doon; interline Routes 34 & 40||5,040||1,680||1||Introduce service to new growth areas||Routes 25 & 32|
|56||Introduce Community Bus to Base Line/ Berkshire Village Area (one day a week, 4 hours)||210||70||0||Improve transit access||–|
|91||Increase weekday frequency to 18 minutes between 12 pm and 2 pm||0||0||0||Address overcrowding||–|
|92||Reduce span of service to peak periods; minor frequency decrease||-4,540||-1,510||-1||Right-Size System||Routes 16 & 24|
|93||Introduce Local/ Express Route connecting White Oaks Mall to Masonville via Wharncliffe Road||18,040||6,010||4||Directness of Travel; Reduce Travel Time||Route 26|
|94||Introduce an express bus operating between Argyle Mall and Western University along Dundas and Western/Wharncliffe, weekday peak periods||7,310||2,440||4||Reduce Travel Time||Route 2|
|106||Increase weekday AM peak frequency from 10 to 8 Minutes (fall/winter only)||340||170||0||Address overcrowding||–|
|9*||Routing modification in Whitehills; eliminate interline with Route 6; increase in round trip time||3,640||1,220||1||Simplify the Network and Reduce Late Buses||Route 6|
|31*||Routing modification – operating directly on Aldersbrook, Sarnia, and Huron; remove interline with Route 19 and 32||Directness of Travel||Routes 9, 14, 19 & 40|
*- Overall service hour impact will remain the same with either option I or option II
It should be noted, a number of the recommended frequency changes deviate from the standard clock-face headway scheduling. While this is still important when routes are operating at low frequencies (i.e. 60 minutes) it has become less important on more frequent routes with increased real time information and a focus on corridor frequencies which allows for more transfer options. Deviating from clock-face headway scheduling allows for the most frequent and efficient service to be provided on a route improving the passenger’s overall experience.
As indicated, the draft plan prioritized 24,700 annual service hours and the budget only allows for the addition of 17,700 in 2019. As such, further refinement of the draft plan was required and resulted in a number of draft recommendations being deferred for review as part of the next 5 year service strategy, to be presented at the February 2019 meeting. Additionally, through further analysis it was determined that some round trip time investments are no longer necessary as schedule adherence concerns have been addressed through stop removals and routing modifications. Table II below sets out the draft proposals that are recommended for deferral, noting that these changes will be subject to the service plan review process, as well as those that are not recommended for implementation.
Table II- Recommended Removals and Deferrals from the Draft 2019 Service Plan
|Route||Draft Proposed Recommendations||Annual Service Hour Impact||Amended Recommendation|
|1, 3, 5, 6, 7, 11, 12, 25||Operate minor arterial routes until 1 am Monday through Saturday||2,740||Deferred to the 2020-2024 service plan framework|
|1, 3, 5, 6, 7, 11, 12, 25||Operate minor arterial routes to start at 7 am on Sunday||1,120||Deferred to the 2020-2024 service plan framework|
|10||Extend route to Masonville Mall weekdays between 9 am and 2 pm||1,260||Deferred to the 2020-2024 service plan framework|
|14||Routing modification to extend to Kipps Lane and Adelaide||1,050||No longer required if the proposal to interline Routes 27 & 29 is implemented|
|2||Weekday- add a bus between 4 pm and 9 pm||1,260||Addressed with the introduction of Route 94|
|2||Weekday- add a bus between 7 am and 9 am||500||Addressed with the introduction of Route 94|
|2||Saturday- Add a bus between 6 pm and 12 am||310||Time savings from stop removals no longer requires the investment|
|4||Weekday- add a peak bus earlier between 3 pm and 4 pm||250||Time savings from stop removals no longer requires the investment|
|4||Saturday- add a bus between 6 pm and 9 pm||160||Time savings from stop removals no longer requires the investment|
In addition to the items removed or deferred, there are a number of changes from the draft service plan which are recommended based on more detailed analysis as well as public and Operator feedback. These changes are detailed below.
Route 1- North End
During the detailed review of the proposed changes as well as through feedback received during the public consultation process, the recommended routing modifications for Route 1 in the north end have been modified.
Through the public consultation process, there was both support and opposition related to the proposed changes to operate Route 1 along Regent and Colborne. Through further analysis it was determined that the highest ridership gains along Colborne would be realized south of Cheapside. Additionally, with the nature of development along Adelaide between Huron and Cheapside, additional service would be beneficial to riders in this area. South of Cheapside, there is greater ridership growth potential along Cheapside and Colborne.
The recommended routing for Route 1 in the north end is to operate along Adelaide, Cheapside and Colborne to the existing alignment. The recommended routing modification provides the optimal balance between time travel saving and ridership growth potential to maximize productivity on the route, as well as continuing to provide a north/south route between Richmond and Adelaide in this area.
Through the public consultation period, concerns were raised with respect to the proposed changes on Routes 9 and 31 through the Whitehills area. The main concerns were related to Route 9 operating along Limberlost and Route 31 operating along Aldersbrook. From the feedback received the majority of residents living along Limberlost indicated they are destined to Western University and conversely the majority of residents living along Aldersbrook indicated they are destined to downtown.
Based on this feedback it is recommended that an additional public consultation session be held to present two possible routing options through the Whitehills area. Option I would present the routing modification as set out in the draft 2019 service plan with Route 9 operating along Limberlost and Blackacres to serve the Wonderland and Fanshawe intersection. Option II would be the alternative routing based on public feedback with Route 31 operating along Limberlost and Blackacres to the Wonderland and Fanshawe intersection and Route 9 operating along Aldersbrook and extended to serve the Hyde Park Power Centre.
Both options will achieve the desired outcome of the routing modifications in the Whitehills area of reducing duplication of the service and simplifying the network. Public consultation is scheduled for February 19, 2019 at Central Library. The outcome of the public consultation sessions and final routing recommendations for this area will be presented to the Commission at the March 2019 meeting
One of the main objectives of the 2019 service plan is to simplify the network by providing consistent service during all time periods. Currently in the Orchard Park neighbourhood, Route 31 provides service through the neighbourhood along Lawson and Whychwood Monday through Saturday between 6 am and 6 pm. After 6 pm and all day on Sunday the route maintains service along Sarnia and Wonderland.
The routing change during different service periods adds unnecessary confusion to the route and therefore was recommended to have consistent routing through the neighbourhood in the draft 2019 service plan.
The public feedback on the proposed change to extend service into Orchard Park during all operating hours was mixed with residents in the area both opposed and in favour of the change. Many residents also wanted to maintain the same level of service currently provided with service only operating through the neighbourhood until 6 pm.
With the goal of simplifying the system a main objective of the 2019 service plan it was determined that maintaining the current routing through the neighborhood until 6 pm was not a viable option as it would continue to add confusion to the route.
Through further assessment, it is recommended that either Route 9 or 31 (depending on the outcome of the above recommendation) maintain service along Wonderland and Sarnia during all operating periods, no longer providing service through Orchard Park on Wychwood and Lawson east of Wonderland. This will provide the greatest benefit to ridership productivity while having a marginal impact on overall service coverage. The recommended modification will maintain the objective of simplifying the system and provide additional service along the Wonderland and Sarnia corridors.
Kipps Lane Area
The Draft 2019 Service Plan set out a number of routing modifications in the Kipps Lane area including removing Route 32 along Kipps Lane to provide two way service along Huron and modifying Route 14 to operate northbound on Briarhill, to provide westbound service along Kipps Lane which currently only has eastbound service.
Through public consultation a number of concerns regarding the loss of direct service to Western University from Kipps Lane were raised as were requests received to extend Route 32 to service Fanshawe College.
In order to address the concerns raised and enhance direct service between major origins and destinations, it is recommended that Routes 27 and 29 be interlined to provide a direct east/west connection between Fanshawe College and Western University. The recommended routing would operate along Huron, Barker, Kipps Lane, Adelaide, Huron, Regent and University Drive and then connect to the current Route 29 alignment at Western University. The recommended routing would continue to provide direct service to Western for passengers along Kipps Lane while also introducing a new direct service between the two post-secondary institutions.
With the recommended routing modification to interline Routes 27 and 29, the initial routing modification proposed in the draft plan for Route 14 to operate northbound on Briarhill to serve Kipps Lane in the westbound direction is no longer required and it is recommended that Route 14 maintain the existing alignment along Briarhill, Melsandra and Barker.
Additionally with the new proposed routing connecting Western University and Fanshawe College, Route 32 becomes largely duplicated. It is recommended to eliminate Route 32 and reinvest the hours into the system.
The Draft 2019 Service Plan proposed removing the current Route 16B service from Summerside and replacing it with Route 24. Route 24 would operate along the same alignment as Route 16 currently does, however the hours of service were proposed to be reduced to better match the level of service with demand.
Through public consultation, concerns were raised with the proposed changes including issues with Route 24 providing an east/west connection instead of a north/south connection with Route 16 as well as decreased in service span, specifically with weekday service ending at 7 pm.
With respect to the hours of service, the greatest concern was from students at Fanshawe and Western ending classes in the early evening and not being able to get home with service that terminated at 7 pm. Through the assessment process and refinement of the overall service plan, it was determined that service could be extended on weekdays until 8:30 pm. This will still accomplish the goal of better matching service with demand as well as providing slightly longer service hours to accommodate school and work schedules.
Through further assessment of the routing it was determined that Route 24 better matches the ridership profile in Summerside. Passengers will have many opportunities to transfer along Commissioners Road and at Victoria Hospital to routes that provide a north/south service.
Through Operator feedback on the draft plan, there was some concern with the increased number of buses that would be serving the Masonville Mall Terminal with the introduction of Route 93.
As such, through consultation with the Scheduling and Planning Committee, it was determined that the best option would be to remove Route 38/39 from serving the terminal on site and instead have the routes stay on Fanshawe Park Road with stops at the Fanshawe and Richmond intersection both eastbound and westbound. This change will add approximately 150 meters of walking to access the terminal for transfers, but will reduce the travel time on the route making it more operationally efficient.
It should be noted that while the 2019 budget allows for the addition of one peak period vehicle, the recommended changes require four vehicles in the PM Peak period. In order to accommodate all of the recommended changes within the existing budget, it is recommended that three peak period vehicles be re-allocated from PM Trippers to regular line runs. This change is not anticipated to have a negative impact on passengers as there are significant improvements recommended on a number of routes that currently have trippers assigned. Additionally, Trippers are reviewed on an annual basis and these changes will be evaluated as part of the 2019 review process.
The service plan priorities, detailed in Enclosure I, address the service issues considered to be most critical and by extension, provide the maximum benefit/return to existing passengers and in return, the system at large.
In addition to the recommended changes noted above, it is also recommended to change the current naming conventions for interlined routes.
Historically routes were combined (interlined) in order to provide operational efficiency. If one route took slightly longer than the scheduled round trip time and another took slightly less, they could be combined and both routes become more efficient. Interlining also allows passengers to complete a trip without having to transfer buses if the routes were separate. When routes become interlined each route maintained the original route name with the name changing at the common terminus point, i.e. downtown.
While the reasons behind interlining are still a valid practice for operational efficiency and limiting passenger transfer, the way interlined routes are named requires review.
Currently there are 17 routes which are interlined either all the time or during certain periods of the day. This is increasingly causing confusion to passengers, especially in the areas where the route changes names with regard to which bus to catch.
In order to simplify the system it is recommended that all interlined routes have a single route number for the entire length of the route. Additionally, as part of the 2019 service plan recommendations, all interlined routes are proposed to be linked during all operating periods to avoid any additional confusion with regard to the routing.
Table III below sets out the recommended naming convention for interlined routes going forward.
Table III- Interlined Routes Naming Convention Changes
|Current Name||Recommended Change|
|Route 3/5||Route 3- for all buses travelling between Argyle Mall and Downtown
Route 5- for all buses travelling between Argyle Mall and Byron
|Route 7/11||Route 7|
|Route 10/14||Route 10|
|Route 15/21||Route 15|
|Route 19/38/39||Route 19|
|Route 27/29||Route 27|
|Route 34/40||Route 34|
|Route 102/106||Route 102- buses travelling northbound on Western/Wharncliffe and southbound on Richmond
Route 106- buses travelling northbound on Richmond and southbound on Western/Wharncliffe
Bus Stop Plates
With the approval of the 2019 conventional service plan, approximately 740 new/replacement bus stop plates will be required to modify routes and/or service notes, including the new plates required for the interlined route naming convention change. Additional plates will be ordered to replace signage requiring updated information, damages and where plates are missing.
Concrete Pad Program
With the approval of the 2019 conventional service plan, approximately 60 additional concrete pads will be added for new stop locations.
Subject to Commission approval of the 2019 Conventional Transit Service Plan, the next steps associated with the implementation of the service changes include:
- finalize the “approved in principle” recommendations, through additional public consultation sessions;
- preparation/production of new schedules, layovers/time points, public timetables and Operator signup;
- arranging for new bus stop locations approval and installation, including concrete landing pads, info posts, and advanced notification signage;
- updating the AVL system including GPS locates of new stops and routes, voice announcements, electronic destination signs and on-street signs;
- updating routing and schedule information for Google Maps; and
- undertaking a marketing program including printed Ride Guide maps and route timetables, Transit Talk, on-board and stop level notices, website updates and social media, pop-up information sessions throughout the summer and first 2 weeks of September, as well as internal info screen postings, Operator information sessions and internal newsletter.
Katie Burns, Director of Planning
Concurred in by:
Kelly S. Paleczny, General Manager