The Route AheadPeterborough Transit

Operations Review

Presentation to Council

September 19th, 2012

Study Purpose

• Conduct a comprehensive review of Peterborough's transit services and develop a Service Plan covering the period 2012-2017

• Provide an assessment and recommendations for both conventional transit and Handi-Van services

• Identify opportunities to increase transit ridership; improve mobility and accessibility for all residents; and improve the effectiveness and efficiency of transit service delivery

Consultation Activities

• Let’s Talk Transit – an initial ‘drop in’ centre (October 2011)

• Stakeholder Interviews

• Focus Groups were held in October and January 2012

• Public Information Centre on May 24th, 2012

What We Heard and Saw

Positive Feedback:

• Transit ridership is on an upward trend and is moving toward City’s 2021 target

• All routes exceed ridership target (except Route 12) and on first two Saturday runs

• Users appreciate the service being offered (both Handi-Van and conventional transit)

• Fares are generally considered affordable

• Drivers helpful and friendly (a few exceptions)

• Good frequency of service on Trent Express

• Transfers are easy at the downtown terminal but the overall environment is not great

• Most Handi-Van trips accommodated, success shifting users to conventional

• Overall system performance is ahead of peer municipalities

What We Heard and Saw

Areas for Improvement:

• Late buses pulling into the terminal can make all buses late

• Operation at the terminal is very inefficient and reduces productivity

• Need more direct transit service, especially to Lansdowne Mall, along Lansdowne corridor and for locations on Chemong Road

• Need to improve service frequency especially during the weekday peak periods (40 minutes between buses is too long)

• The Fleming Express is a great service, but does not run often enough

• Need to improve flexibility of trip-making for Handi-Van registrants

• High number of late cancellations and ‘no shows’ on Handi-Van

• Need to make more effective use of Handi-Van resources

• Many bus stops are not accessible and not cleared of snow in the winter

• Priority seating on low floor buses is occasionally full, leaving people with mobility issues waiting at the stop

Existing Conventional ServicesBase Routes

Fleming Express

Technology Drive Trent Express

Proposed Route Structure

Base RoutesFleming Express – no change

Technology Drive no change

Trent Express – modify West-Bank, combine East-

Bank and Route 9

Features of Proposed Changes to Conventional Services• Improved connections to Lansdowne Mall and along the Lansdowne corridor.

• Improved service along the Chemong corridor including a direct connection to Trent University (benefits student employment and shopping).

• Combined Route 9 and East Bank Express into one route which benefits residents (improved frequency), students (summer service) and City (improved productivity).

• Change Route 12 to operate during peak periods only, due to relatively low productivity of current service. Invest service hours in other areas of the system.

• Start Saturday service at 7:20 am (vs 6:40 am) due to low usage of first 2 runs.

• Interline routes for customer convenience (buses switch routes at the terminal to minimize physical transfers).

• Proposed modifications save 3,800 bus hours/year. Suggest allocating this saving to 20 minute frequency on Routes 2, 7, 8 and 10 for weekday peak periods.

Proposed Modifications

• Route 1: Reduce to a 40 minute route to provide more direct service to

neighbourhoods (Hilliard, Royal, Water, etc)

• Route 2: Provide a direct connection between Trent University and retail areas on

Chemong Rd. Improve to 20 minute frequency peak service between the downtown

and Portage Place

• Route 3: No short term changes – Route 2 change provides opportunity to extend

Route 3 to developing residential area west of Fairbairn Street in the short-term

• Route 4: Modify to provide new service to growing residential area on Ireland Dr

and more direct service on Parkhill Rd

• Route 5: Modify to provide two-way service to the hospital and an additional

connection to Lansdowne Mall

• Route 6: Modify to service Weller Street.

Proposed Modifications

• Route 7: Modify to extend service to residential area on Braidwood Ave and provide

service on George St instead of Park St to improve schedule adherence. Improve to 20

minute frequency peak service

• Route 8: No change. Improve to 20 minute frequency peak service

• Route 9: Remove from service and combine with Trent East Bank Express. Frequency

improves to 20 minute and year route service provided to Trent University

• Route 10: Modify to operate on Park St. instead of Water St due to Route 9

modification. Improve to 20 minute frequency peak service

• Route 11: Modify to service Maria Street due to Route 9 modification

• Route 12: Provide as a weekday peak period service only, between 6:40am and 9:40pm

and between 2:40pm and 6:40pm

• All routes will be interlined when buses arrive at the terminal

• Fleming and Technology Drive Express: No change

10

Changes to Route Structure

11

Handi-Van and other Service Options for an Aging Population

Family of Services

Cost per Trip

Inde

pend

ence

of T

rave

l

Accessible Conventional

Transit

Accessible Conventional

Transit

Taxi ScripTaxi Scrip

Community Bus

Community Bus

Door to Door TaxiDoor to

Door TaxiDoor to

Door VansDoor to

Door Vans

Incidence of Disability by Age Group (2006 Data)

Age GroupPercent of Total Populations

with Disabilities

0 - 14 years 3.7%

15 to 64 years 11.5%

65 to 74 years 33.0%

75 + years 56.3%

Total Population 14.3%

65 years of age

65 years of age

Family of Services Approach

Handi-Van and other Door to Door Services

• Extend service hours to coincide with conventional transit

• Arrange more ‘door to door’ trips on taxis, especially during the “shoulder” periods (improves overall cost effectiveness)

• Consider Taxi Scrip program for more spontaneous trip making

• Adjust Eligibility Criteria in line with AODA legislation and bring in third party application process

• Reduce high rate of No-Shows

Conventional Transit

• Resolve issues arising from use of priority seating by non-registrants

• Increase travel training and improve accessibility at stops

Introduce New Travel Option…….a Community Bus service

Proposed Community Bus

• Smaller accessible vehicle on a fixed route, designed for seniors and persons with disabilities

• Links major origins and destinations (i.e. senior’s residences, assisted living centres, downtown, malls, medical facilities, etc.)

• Two 40 minute loops which meet at the terminal. Operates 9:20am to 4:40pm, Mon. to Sat.

• Pilot one route for a year and if successful (8 to 10 rides/hour) add a second route

5 Year Operating Plan - Conventional TransitPerformance Measures 2011 2012 2013 2014 2015 2016 2017

Revenue Service Hours 106,714 106,714 107,552 110,540 113,528 116,516 120,062

Total Operating Costs $8,970,200 $9,149,602 $9,397,582 $9,821,912 $10,259,456 $10,710,573 $11,222,476

Total Revenues $4,181,832 $4,321,032 $4,687,130 $4,947,448 $5,229,729 $5,482,745 $5,730,024

Cost Recovery 47% 47% 50% 50% 51% 51% 51%

Net Operating Cost $4,788,368 $4,828,570 $4,710,452 $4,874,463 $5,029,728 $5,227,828 $5,492,453

Gas Tax3 $805,078 $813,129 $821,260 $829,473 $837,767 $846,145 $854,607

Municipal Investment $3,983,290 $4,015,441 $3,889,191 $4,044,991 $4,191,960 $4,381,683 $4,637,846

Service Area Population 78,700 79,230 79,760 80,290 80,820 81,350 81,880

Municipal Investment per Capita $50.61 $50.68 $48.76 $50.38 $51.87 $53.86 $56.64

Ridership 3,186,271 3,307,444 3,397,869 3,587,027 3,793,370 3,982,315 4,172,717

Ridership Growth   3.8% 2.7% 5.6% 5.8% 5.0% 4.8%

Ridership per Capita 40.49 41.74 42.60 44.68 46.94 48.95 50.96

Ridership per Service Hour 29.86 30.99 31.59 32.45 33.41 34.18 34.75 1 Community Bus Service Hours, Operating Cost and Ridership/Revenue from Registered Handi-Van users included in the Handi-Van Summary2 Includes reduction in Ridership due to a proposed 2013 fare increase3 Based on 2011 contribution to operating costs

5 Year Operating Plan - Handi-Van and Family of Services

Performance Measures 2011 2012 2013 2014 2015 2016 2017

Revenue Service Hours 14,600 14,815 14,730 17,050 17,106 17,315 17,365

Total Operating Costs $1,017,000 $1,052,706 $1,009,850 $1,192,727 $1,214,419 $1,247,792 $1,264,132

Total Revenues $73,100 $74,276 $81,632 $107,185 $117,558 $128,799 $129,386

Cost Recovery 7% 7% 8% 9% 10% 10% 10%

Net Operating Cost $943,900 $978,430 $928,218 $1,085,542 $1,096,862 $1,118,993 $1,134,747

Gas Tax2 $169,400 $170,247 $171,098 $171,954 $172,813 $173,678 $174,546

Municipal Investment $774,500 $808,183 $757,119 $913,588 $924,048 $945,315 $960,201

Service Area Population 78,700 79,230 79,760 80,290 80,820 81,350 81,880

Passenger Trips (minus conventional transit) 34,800 35,360 40,329 52,388 57,877 63,742 63,996

Municipal Investment per Passenger Trip $22.26 $22.86 $18.77 $17.44 $15.97 $14.83 $15.00

Municipal Investment per Capita $9.84 $10.20 $9.49 $11.38 $11.43 $11.62 $11.73

Passenger Trips per Capita 0.44 0.45 0.51 0.65 0.72 0.78 0.78

Passenger Trips per Service Hour 2.38 2.39 2.74 3.07 3.38 3.68 3.69

1 Cost and revenue included in the conventional transit assessment

2 Based on 2011 contribution to operating costs

Summary

• Implement interlined conventional transit routes in 2013, with 20 min. peak period service on four routes

• Adopt ‘family of services’ approach, including first Community Bus route in 2013

• Plan for and implement a new downtown terminal and maintenance operations centre as soon as possible

• Continue to pursue a U-Pass program with Fleming students

Thank You

Richard Puccini, Dillon Consulting Ltd.

rpuccini@dillon.ca

Performance – Conventional Transit Service

YearService Area

RidershipRevenue Vehicle

Hours Financial Performance

Population Total /Capita Total /Capita Revenue Operating Cost R/C

2005 76,800 2,342,100 30.50 76,500 1.00 $2,481,500 $5,571,600 45%

2006 74,898 2,513,100 33.55 86,100 1.15 $3,151,500 $6,458,700 49%

2007 78,000 2,688,300 34.47 107,800 1.38 $3,319,800 $7,780,700 43%

2008 80,000 2,782,400 34.78 107,300 1.34 $3,684,100 $8,676,100 42%

2009 80,000 2,836,700 35.46 100,000 1.25 $3,996,800 $8,136,900 49%

2010 80,000 3,033,700 37.92 103,800 1.30 $4,096,937 $8,304,611 49%

2011 80,000 3,181,400 39.77 106,700 1.33 $4,207,500 $8,949,500 47%

Minimum Performance Target

Performance – Handi-Van

YearRevenue Vehicle Hours*

Number of Peak Vehicles

Registrants  Ridership** Financial Performance

Total /Capita Total/Service

Hour /Capita RevenueOperating

Cost R/C

2005 16,000 7 2,069 0.0269 40,900 2.56 0.5326 $58,800 $850,200 7%

2006 15,390 7 1,310 0.0175 39,200 2.55 0.5234 $58,000 $893,200 6%

2007 14,500 7 1,420 0.0182 40,500 2.79 0.5192 $57,800 $967,940 6%

2008 14,600 7 1,629 0.0204 41,700 2.86 0.5213 $61,100 $937,000 7%

2009 15,400 7 1,652 0.0207 37,000 2.40 0.4625 $60,300 $964,500 6%

2010 12,600 7 1,811 0.0226 34,200 2.71 0.4275 $71,800 $994,100 7%

2011 14,600 7 1,499 0.0787 34,800 2.38 0.435 $73,100 $1,017,000 7%

*Dedicated

**Dedicated and Non-Dedicated 

Peer Group Comparison

Conventional Transit (2010 data)

SAP Population 94,493 120,000 112,088 80,000 80,000 69,900 110,000 95,211

Peer Group Comparison

Handi-Van (2010 data)

SAP Population 94,493 120,000 112,088 80,000 80,000 69,900 109,000 92,17571,919

Transit SystemTotal

PassengersCancelled in

AdvanceNo-Shows Unaccomodated

Brantford 67,160 10,066 (15%) 551 (1%) 190 (<1%)

Guelph 48,059 9,166 (19%) 402 (1%) N/A

Kingston 64,467 18,209 (28%) 1,152 (2%) 2,607 (4%)

Niagara Falls 23,394 2,708 (12%) 130 (1%) 180 (1%)

Peterborough 34,200 7,000 (20%) 800 (2%) 80 (<1%)

Sarnia 33,252 2,604 (8%) 141 (<1%) 124 (<1%)

Sault Ste Marie 47,171 2,198 (5%) 394 (1%) 870 (2%)

Thunder Bay 95,551 17,078 (18%) 1,257 (1%) 4,568 (5%)

Average 51,657 8,629 (17%) 603 (1%) 1,231 (2%)