Staff Report #1
September 26, 2018
To All Commissioners
Re: Post 2019 Rapid Transit Integration Framework Update
That the Commission:
i) APPROVE, in principle, the draft Rapid Transit Integration Strategy;
ii) DIRECT administration to finalize the Rapid Transit Integration Strategy, including additional public consultation; and
iii) PRESENT the final Rapid Transit Integration Strategy report and recommendations at the Commission’s October 31, 2018 meeting.
As set out in Staff Report #6, dated August 29, 2018, Dillon Consulting has been retained to update the Post-2019 Framework to include consideration of the service changes that have been implemented as well as the decisions that have been made with respect to the Bus Rapid Transit design subsequent to the first framework being completed in 2016.
The Draft Rapid Transit Integration Strategy, as set out in Enclosure I, provides commentary with respect to the parameters utilized for the update as well as specific route by route recommendations. Subsequent to the additional planned stakeholder consultation, the Rapid Transit Integration Strategy will be finalized to include cost estimates and proposed timing noting the next step in the process will be to utilize this Strategy to create the next 5 Year Service Plan covering the period of 2020-2024. As indicated in the report recommendations, the Final Rapid Transit Integration Strategy is scheduled to be tabled with the Commission at the October 31, 2018 meeting.
The parameters utilized in the update of the Strategy include the following:
- Connectivity (between regular transit routes and rapid transit routes)
- Regular transit routes will touch rapid transit corridors where feasible (opportunity for connection/transfer will be provided)
- Transit routes will be established in a manner that maximizes destinations at both ends of the route (shopping, commercial, education, etc.)
- Frequency of service
- 5 min peak and 10 min off peak service on rapid transit corridors (per Shift report)
- 10 min peak and 20 min off peak for routes feeding the rapid transit corridors with the exception of early morning and late evening which should be based on demand
- Consideration given to varying frequency between am and pm peaks given varying demands
- Directness of travel
- Critical consideration is to be given to route design and frequency to ensure that in cases where riders are required to transfer to a rapid transit corridor to complete their trip, that total trip time will not be increased to something that becomes inefficient, unattractive or unacceptable to the rider. This is defined as being no more than 10% higher than the current travel time (or no more than 5 minutes).
- Duplication of service
- Regular transit routes which duplicate a large portion of the rapid transit corridor should be considered for elimination or modification unless servicing as a local collector (allowing rapid transit to maintain further stop spacing)
- Modifications made to routes connecting to rapid transit must be able to effectively operate and maintain reliable schedules.
In terms of network design, the use of a connection-based network outside of the downtown and through-routing network within the downtown area (bounded by Oxford Street to the north, Waterloo Street to the east, York Street to the south and Wharncliffe Road to the west) is utilized in the creation of the Integration Strategy. Based on this network philosophy, the following “policies” were applied when determining potential modifications to the initial Post-2019 LTC network to better connect to the proposed Rapid Transit corridors:
- Within specific areas (i.e. downtown and White Oaks Mall stop), LTC bus routes are permitted to operate on exclusive Rapid Transit lanes; however, they will only be permitted to stop at designated Rapid Transit stations.
- Outside of the downtown area, LTC buses will (where deemed appropriate) connect to a Rapid Transit station to allow passengers to complete their trip on Rapid Transit.
- On six-lane roadways that include an exclusive Rapid Transit lane, LTC buses will be permitted in the mixed traffic lane to provide a more local service while Rapid Transit vehicles would operate in a dedicated right-of-way. This allows greater stop spacing for Rapid Transit and allows better access to transit stops using a local parallel LTC route.
- On four-lane roadways that include an exclusive Rapid Transit lane outside of the downtown, local LTC buses will be permitted to use short sections of the rapid transit corridors where no other roadway option exists. When this occurs, the assumption is that local LTC buses will only stop to pick-up/drop-off passengers where bus bays have been created or at a designated Rapid Transit station.
In an effort to provide stakeholders the opportunity to share perspectives and priorities for their transit system going forward, a public drop-in session was held on September 11, 2018. In addition, an online survey for the public is posted on the corporate website, and a survey for London Transit Operators has been distributed. All input will be consolidated and considered in the final Rapid Transit Integration Strategy report, scheduled to be tabled at the October 31, 2018 Commission meeting.
Katie Burns, Director of Planning
Concurred in by:
Kelly S. Paleczny, General Manager