RTAT1ON
Prepared by the CITY OF EDMONTON TRANSPORTATION & ENGINEERING DEPARTMENT TRANSPORTATION PLANNING BRANCH Conducted by Richard E. Plunkett (Research Planner)
Report 72-100
T070 7740 1971
AN EXAMINATION OF PUBLIC TRANSPORTATION TO AND FROM THE UNIVERSITY OF ALBERTA
Edmonton, City of, Transportation & En ineerin De artment
iiimaniacr Dcrportment
LIBRARY ThQ City of Edmonton
T070 7740 1971
A.C. 6164
AN EXAMINATION OF PUBLIC TRANSPORTATION TO AND FROM THE UNIVERSITY OF ALBERTA 1972
Prepared by the CITY OF EDMONTON TRANSPORTATION & ENGINEERING DEPARTMENT TRANSPORTATION PLANNING BRANCH Conducted by Richard E. Plunkett (Research Planner)
Report 72-100
ii
ACKNOWLEDGEMENTS
The success of the University Study as an on-going project is due to the co-operation and assistance of many individuals; John Williamson (U of A Institutional Research and Planning) who administered the project from the University end and was responsible for the scheduling of all personnel; the U of A students for their long hours during those cold November days; Dale Rhyason of the City Traffic Engineers for his full co-operation on the auto traffic counts; Ted Komick whose drafting talents are exhibited in the report, and our secretary Mrs. D. Gibb who can find an error in anything.
TABLE OF CONTENTS VOLUME ONE
Page i
Title Page Acknowledgements Table of Contents List of Diagrams
iv
List of Tables
v
Introduction Purpose of Study Study Area Study Period Conditions of the Study Period
vi 1 1 1 1
SUMMARY OF 1971 UNIVERSITY OF ALBERTA TRANSIT REPORT
4
FINDINGS
5
1. 2.
5
3. 4. 5. 6. 7. 8. 9. 10. 11.
1971 U of A Transit Patronage Peaking Characteristics of University of Alberta Transit Patronage Transit Peak Seated Capacities Peak Period Capacities Daily Patronage Characteristics Characteristics of Route Decreases Route Utilization Automobile Trip Characteristics Transit Efficiency Proposed University Transit Improvements Uncalcu I ated Patronage
APPENDICES: The appendices are enclosed under a separate cover — Volume 2.
5 5&6 12 12 12 12 17 17 17 17
iv
LIST OF DIAGRAMS
DIAGRAM A
Page University Area Bus Routes and Location of Cordons
2
B
University of Alberta Transit Routes
3
C
University of Alberta Transit Riders
7
D
University of Alberta Auto Patronage Cordon Count Points
15
LIST OF TABLES
Page
TABLE 1
2
3
4
5
6
7
8
Transit Passengers Arriving and Leaving The University of Alberta Comparison 1970 — 1971: Transit Passengers Arriving and Leaving the University of Alberta
6
8&9
A.M. Peak Patronage To and From the University of Alberta
10
P.M. Peak Patronage To and From the University of Alberta
11
A.M. Peak Bus Capacities (Seats Available)
13
P.M. Peak Bus Capacities (Seats Available)
14
A.M. and P.M. Peak Automobile Patronage To and From the University of Alberta
16
A Comparison of A.M. — P.M. Peak Passenger Traffic Via Automobiles and Transit Buses To and From the University of Alberta
18
vi
AN EXAMINATION OF PUBLIC TRANSPORTATION TO AND FROM THE UNIVERSITY OF ALBERTA Introduction
The University of Alberta and the Edmonton Transit System cooperated in 1970, to conduct a survey of transit patronage to and from the University of Alberta. Knowledge gained from that study was applied to increase patronage on University routes in 1971. The survey was again conducted in 1971. The results of the knowledge gained from the 1970 study and applied in the 1971 study were indicated in a three per cent increase in patronage on University routes in 1971. This increase is more significant because University enrollment decreased and automobile parking increased. The success of this joint University — Transit program indicates the need for a continuing year by year analysis. If this analysis is carried out, the traffic situation can only improve on the U of A campus.
Richard E. Plunkett August 1972
Purpose of Study
The Research and Planning Staff of the Edmonton Transit System and the Institutional Research and Planning Staff co-operated for the second year to study University patronage and to compare the two year patterns. It was hoped that knowledge gained from the 1970 study had contributed in increasing University transit patronage and that 1971 data would improve transit's capability to meet Universitygenerated travel demands in 1972. Study Area
For comparative purposes the study area remained the same as 1970; the University proper together with the University Hospital and Health Sciences area. All these facilities were included within the boundaries of the study area, shown in Diagrams A and B. Study Period
The study was conducted from Monday, November 22 to Friday, November 26, 1971. This week was chosen to approximate the week during which the study was conducted in 1970. The week was divided into two periods: (1) Monday, Wednesday, and Friday; and (2) Tuesday and Thursday. These two periods were examined by bus routes within fifteen minute intervals. Conditions of the Study Period
Weather was seasonal with no influencing changes. The study was conducted close to mid-term exams, this was also the case in 1970.
DIAGRAM A - University Area Bus Routes and Location of Cordons (Checkpoints A, B, C, and DI Week of November 22 — 26, 1971.
R2 U2
R2 NOTE: U3 route not included because it was considered internal circulation.
R1
BUS ROUTE
CHECK POINT (Coi- don) ON BUS ROUTES
ska Drive
N.T.S.
89ave
U2 R2
U5
U2 R2 87 ave
U3 U6
U2 Si S6 U4 R1
U2 U3 U6 R2
U2 U4 U5 S6 R1
S6 U4
U4 S6 R1 U3 U4 U6
U2 R1
83 ave
R2 U4 U5
A R1 S6 82ave INOMMINOMI
R2 S6
2
DIAGRAM B
NIVERSITY OF /I TRANSIT ROUTES
U2 untown VIA HIGH LEVEL
P1 R2 aowntown /
NOV 71
VIA 105 ST BRIDGE
U5WESTMOUNT 122 AVE UNIV RSITY 87 AVE
87AVE
AND HEALTH SCIENCES /
DOWNTOWN VIA WHYTE AVE 99 ST Whyte Ave
S6
R1 R2 Whyte BONNIE DOON 79 ST
U3 NOT INCLUDED BECAUSE IT IS CONSIDERED INTERNAL CIRCULATION
U4
VIA QUESNELL ' MEADOWLARK
J6
MICHENER PARK ASPEN GARDENS (A)
112 idrum
SUMMARY OF 1971 UNIVERSITY OF ALBERTA TRANSIT REPORT 1.
University Route Patronage Increase
Transit patronage on U of A routes increased between 1970 and 1971. 2.
Peak Period Patronage Increases
Transit patronage to and from the University of Alberta is dominated by three hour A.M. and P.M. peaks. Peaking has increased over the past two years. 3.
Peak Period Bus Capacities
During the A.M. three hour peak transit vehicles run at between 70 — 80% seated capacity, and from 76 — 92% seated capacity in the P.M. peak. However, at specific periods during these peaks most routes are well over the 100% seated capacity with some fifty-two seat vehicles carrying around 100 people. 4.
Additional Vehicles Needed
Transit vehicles inbound during the A.M. peak increased from 475 in 1970 to 593 in 1971 during the study week. The weekly total of P.M. outbound vehicles increased from 419 to 574 adding to capacity. 5.
Daily Patronage Consistant
No day or group of days appear dominant for E.T.S. U of A patronage. 6.
All-Day Patronage Up On Most Routes
Of the eight routes serving the University, only three experienced decreases. In one case, U2, this decrease increased the attractiveness of the line and in another, U5, a new routing had been undertaken and patronage had not yet stabilized. The third, S6, decreased by less than one per cent and for all purposes remains unchanged. 7.
R1-R2 and U2 Heaviest Lines
The R1-R2 downtown and R1-R2 Whyte Avenue and the U2 downtown were the most heavily used lines in 1970 and again in 1971. 8.
Peak Hour Automobile Congestion Significant 7590 automobiles penetrated the University campus during the A.M. peak and 7512 left during the
P.M. peak. 9.
Transit More Efficient Than Autos
While E.T.S. buses were carrying 57 persons per vehicle, autos were carrying only 1.4. 10.
Transit Increases Reduce Congestion
Transit ridership to and from the University increased approximately 2500 between 1970 and 1971. This increase minimized added automobile congestion by about 2000 automobiles.
4
FINDINGS
The analysis of 1971 data and a comparison of the 1970 University of Alberta transit study has revealed some new findings and confirmed aspects of the 1970 study. 1.
1971 U of A Transit Patronage
(The total volume for 1971 averages about 7600 passengers in both directions for a total of about 15,200 daily or an increase of about 500 a day over 1970.) Table 1 and Diagram C summarize the general characteristics of 1971 transit patronage to and from the University of Alberta. Table 2 compares 1970 and 1971 findings Transit patronage increased to and from the University of Alberta as expected. 2.
Peaking Characteristics of University of Alberta Transit Patronage
The University of Alberta experiences a three hour peak traffic problem. The peak three hours in the A.M. has approximately 4400 or 59% of the total daily inbound traffic, (Table 3), while the three hour P.M. peak has 5000 or 64% of the total outbound traffic (Table 4). During the 1970 study 59% of the transit patronage occurred during these two peaks, in 1971 it had risen to 62%, indicating an increase in "peaking". The peaks experienced on Tuesdays and Thursdays are quite different from those on Mondays, Wednesdays, and Fridays. Though both periods experience three hour A.M. and P.M. peaking the time of the highest peaking varies. The major peak on Tuesdays and Thursdays occurs between 4:30 and 5:15 P.M. while Monday, Wednesday, and Friday peaks occur somewhat earlier, at 4:00 P.M. Little variation occurs during the A.M. peak period. The difference in the P.M. peaks can be explained through the class and Lab scheduling at the U of A. Tuesday and Thursday are characterized by one and a half hour classes which end on the hour. Many Tuesday and Thursday classes and Labs end around 4:30 P.M. making it necessary for them to catch their buses at the same time as the staff is leaving for home. This does not occur on Monday, Wednesday, and Friday as students can leave earlier thus giving a much flatter three hour peak. The Tuesday, Thursday pronounced peaking causes heavy loadings on transit vehicles. Because of maximum automobile, pedestrian, and transit traffic converging at this 4:30 — 5:15 P.M. period, it would be costly to increase transit service to minimize the heavy load factors. Alterations to these factors could reduce the cost of additional transit capacity, and speed up service by reducing delays, thus making transit more attractive to the University Community. University officials could also limit campus parking and reschedule working hours. One transit vehicle averages approximately 56 patrons during the peak period and certainly distracts less visually, pollution, and space-wise than a campus crowded with automobiles carrying 1.4 persons per vehicle. This emphasis on transit would also increase the efficiency and reduce costs of internal servicing of the University. Service vehicles would no longer be held up or blocked from loading areas by heavy traffic or illegally parked cars. 3.
Transit Peak Seated Capacities Transit vehicles operate at between 70 and 80% seated capacity during the three hour A.M. peak (Table 3). The problem arises during two periods within these three hour A.M. and P.M. peaks: 7:30 — 8:30 A.M. and 4:00 — 5:15 P.M. at which times seat availability falls to less than one seat per patron. During these periods, some buses with a maximum of 52 seats, arrive with more than 100 passengers on board. The P.M. peak is heavier with transit vehicles running at 76% — 92% seated capacity with only
5
Thursday running below 80% capacity, all other days were over 85% capacity with barely one seat per patron during the three hour peak (Table 4). This reveals that for a large percentage of the three hour peak, and especially between 4:00 and 5:15 P.M. transit vehicles are extremely crowded. In conclusion there are two P.M. peaks, 2:30 — 5:30 P.M. for the student body plus the 4:00 — 5:15 P.M. peak for faculty, staff, and students; it is this 4:00 — 5:15 P.M. period that presents the extreme crowding. To help alleviate this problem the student population could be encouraged to take earlier buses, for in most cases, especially Monday, Wednesday, and Friday, there is a minimum, as a total per cent, of classes scheduled during the later afternoon.
TABLE 1 TRANSIT PASSENGERS ARRIVING AND LEAVING THE UNIVERSITY OF ALBERTA WEEK OF NOVEMBER 22 —26, 1971 6:00 — 12 Midnight MONDAY Route
Outbound
Inbound
7:00 — 8:00 P.M. WEDNESDAY
Outbound
Inbound
Outbound
7:00 — 8:00 P.M. THURSDAY Inbound
Outbound
7:00 — 8:00 P.M. FRIDAY Inbound
Outbound
R1 R2 Downtown
1789
2494
1971
2189
2010
2030
1838
2248
1894
2459
R2 91 Whyte Avenue
1561
1368
15821
1462
1497
1352
1457
1286
1381
1341
892
1169
781
1083
853
1059
780
1057
794
1108
1094
976
1202
1043
1053
1032
1170
1173
1188
U2 Lendrum
655
758
818
698
798
758
701
672
766
U6
395
396
396
424
458
425
458
466
352
389
U5
402
423
364
399
390
419
458
417
404
415
U4
493
436
597
395
524
473
377
394
495
394
7281
8020
7711
7693
7583
7548
7239
7713
7274
8119
56 U2 Downtown
DAILY COMBINED TOTAL
WEATHER
6
Inbound
7:00 — 8:00 P.M. TUESDAY
1272) These totals ) are minus ) ride 741) throughs
200 windy
250 clear
200 light
200 light
150 light
snow flurries
light wind
wind & snow
wind &snow
wind &snow
8000
I I 7000 1 I 1 I 1 1 1 II I I 1 1 I I 1 !I 60001'1 1I III
DIAGRAM C
UNIVERSITY OF ALBERTA TRAN21T RIDERS INBOUND AND OUTBOUND NOVEMBER 22 - 26 - 71
II 5000 II
TOTA L PASSENGERS
II
4000
3000
1
2000 I
1 1
II
1000
IN OUT MONDAY
1 I 1.1 I IN OUT TUESDAY
IN OUT FRIDAY
COMPARISON TABLE 2 TRANSIT PASSENGERS ARRIVING AND LEAVING UNIVERSITY OF ALBERTA 1970 & 1971 7 a.m.— 8 p.m.
R 1 - R2 CBD DAY
1971
1970 Inbound
1789 ,
1940
Oif ference
R 1 - R2 WHYTE
Difference
Difference
S6
1970- 1971
1970
1971
1970- 1971
1970
1971
• 151
1196
1561 ;
+ 365
822
892
1368 I
+ 326
1002
1169
1582
+ 306
874
781
MONDAY. Outbound
2001
2494 I
+ 493
1042
Inbound
1603
1971
+ 368
1276
TUESDAY Outbound
2005
2189 I
+ 184
1024
1462 I
+ 438
998
1083
Inbound
1724
2010
+ 286
1418
1497 I
79
985
853
1970 - 1971 I
I 1 I
2255
2030 ,
- 225
1004
1352
+ 348
1131
1059
1970- 1971
U2 LEN DRUM 1970
Difference
1971 1970- 1971
1970
1971
+ 70
1324
1094
230
581
655 I
+167
1225
976
249
743
758
+ 15
-93
1262
1202 I
60
642
818 1
.176
+ 85
1058
1043 ,
-
15
697
- 132
1436
1053 I
• 383
769
698 , 1 798
+ 29
758
• 30 + 24
WEDNESDAY Outbound
Difference
U2 CBD
74
72
1133
1032
101
788
- 97
1454
1170 ,
284
677
701 I
+ 60
1285
1173 I
112
723
6271
-51
- 33
1584
1188 ,
396
716
766
+ 50
258
710
741.1
+ 31
3385
3738 I
+353
1
-
I
Inbound
1888
1838 I
•
50
1442
1457
+
15
877
780
Outbound
2285
2248
•
37
1044
1286 I
+ 242
997
1057
1894
+ 104
1346
1381
+
35
827
794
1341
+ 349
1122
1108
I
- 14
1530
1272 I
7478 I
+ 800
4385
4100
I
-285
7060
5707
-1353
6809
+1706
5250
5476
,
+226
6231
5496 I
- 735
3661
3627
- 34
14287 I
+2503
9635
9576
I
- 59
13291
-2088
7046
7365 I
+319
THURSDAY
Inbound
1790
Outbound
2241
2459 I _
+ 218
992
Inbound
8945
9502 I
+ 557
6678
10787
11420 I
+ 633
19732
20922 I
+1190
FRIDAY
WEEK TOTAL TOTAL IN & OUT
Outbound
5106 11784
*Mondays count ran from 6 a.m. to 12 p.m. Transit passengers for 6 A.M. — 7 A.M. and 8 P.M. to Midnight have been separated.
11203
Difference
U5
Difference
U4
Difference
Totals
Unassigned
Totals
Difference %
1970
1971
1970- 1971 1970
1971
405
395 I
-
10
501
402
362
+
34
499
423
407
396 I I 396 i
-
11
478
364
403
424
+21
379
3
398
I 458 . I
+ 60
633
390
425 I
+ 11
414
509
295
7064
7281
+ 217
+ 3
392
7266
8020
+ 754
+10
-114
597
+ 597
6542
7711
362
6904
7711
+ 807
+12
20
395
+ 395
6564
7693
593
7157
7693
+ 536
+ 7
-243
524
+ 524
7363
7583
278
7641
7583
-
58
+ 1
- 90
473
+ 473
7234
7548
347
7581
7548
-
33
---
-56
377
+ 377
7273
7239
151
7424
7239
-185
- 33
394
+ 394
7233
7713
399
7632
7713
+
64
495
.1- 495
7108
7274
336
7444
7274
- 170
415 1 _--394 + 394 ---_ 1
_ 7508
8119
97
_ 760 5
8119
_ +534
35055
37088
1422
36477
37088
+ 611
458
450
417
2008
I
2059 I
+ 51
2594
1971 0970- 1971 Increase
9020
514
404
_
NEW
1970
7281
+ 17
497
1970
6874
+ 37
389 I
1971
6769
466I
416
1970
+ 436
I
419
468
1970- 1971 + 493
I 458. I
- 25
1971 493
449
352
99
1970
ROUTE 436
421
377
1970- 1971
I
2018
2044
2100 !
+ 56
2334
2073
4052
4159 I I
+107
4928
4091 I I
- 76
-576 -261
2486
+2486
.
_
81 - 2 _
*7 + 2
Total% Increase Inbound
2092
+2092
35413
39093
1828
37241
39093
+1852
+ 5
Total % Increase Outbound
4578
+4578
70468
76181
3250 70468
73718
76181
+2463
+ 3
Total % Increase 1970 1971
73718
9
TABLE 3 NUMBER OF PASSENGERS A.M. PEAK TRANSIT PATRONAGE TO AND FROM THE UNIVERSITY OF ALBERTA 7:00 A.M. — 10:00 A.M.
Week of November 22 — 26, 1971
% of Total Weekly Inbound Patrons Utilizing U of A Monday Inbound Outbound
Wednesday
Tuesday Inbound Outbound
Inbound Outbound
Total Patrons
Friday
Thursday Inbound Outbound
Inbound Outbound
Inbound
Outbound
Routes During The A.M. Peak
Seats/Patron Ratio Seats Available
U2
521
207
564
197
513
198
555
234
599
194
2752
1.030
41
1.47
U2 LENDRUM
680
52
769
53
742
44
594
48
647
40
3432
237
62
1.27
R1—R2 CBD
978
184
1080
195
882
146
880
160
842
179
4662
864
49
1.21
R1—R2 WHYTE AVENUE
895
53
947
57
1003
70
881
59
1007
65
4733
304
63
1.09
S6
405
44
389
52
527
45
375
48
354
67
354
67
50
2.24
U6
241
34
223
42
301
41
247
58
194
38
1206
213
59
1.37
U5
311
38
262
34
304
27
282
21
308
27
1467
147
71
1.33
U4
372
6
378
14
404
14
228
15
335
14
1717
63
69
1.28
TOTAL DAILY PATRONS 4403
618
4612
644
4676
585
4042
643
4286
624
22019
55
1.35
A.M. PEAK INBOUND
1.40
1.25
1.28 I
1.42
1.40
3114
1.35
(Seating Capacity Ratio) (Seats/Patron) RUNNING A.M. PEAK INBOUND 72% cap. Capacity % (Patron/Seats)
80% cap.
78% cap.
70% cap.
71% cap.
74% cap.
TABLE 4 NUMBER OF PASSENGERS P.M. PEAK TRANSIT PATRONAGE TO AND FROM THE UNIVERSITY OF ALBERTA 2:30 P.M. — 5:30 P.M.
Week of Nov. 22 — 26, 1971,
% of Total Weekly Outbound Patrons Utilizing U of A Monday Inbound Outbound
U2 U2 LENDRUM
Wednesday
Tuesday Inbound Outbound
Inbound Outbound
I
293 I
629
346
99
645
131 I
I
652
358
603
I
Thursday
Total Patrons
Friday
Inbound Outbound
Inbound Outbound
Seats/Patron Ratio
Routes During The
Inbound
Outbound
P.M. Peak*
Seats Available
727
441
824
329
774
1767
3606
66
1.16
132
704
158
616
101
614
621
3182
67
1.24
R1—R2 CBD
154 I 1302
136
1211
170
1272
142
1365
146
1312
748
6462
57
R1—R2 WHYTE AVENUE
292
917
365
986
303
895
307
925
250
837
1517
4560
67
1.07
S6
99
617
117 I
684
93
713
109
675
83
664
501
3353
61
1.32
U6
69
240
59 I
277
63
245
101
266
63
233
355
1261
60
1.39
U5
27
251
23
274
30
307
36
274
17
274
133
1380
67
1.39
U4
51 I
322
66
284
37 I
361
28
333
42
233
224
1533
73
1.31
1243 I
4971
5224
1322
5288
1031
4941
5866
25337
65
1.13
TOTAL DAILY PATRONS
1084 I 4923
P.M. PEAK OUTBOUND (Seating Capacity Ratio) (Seats/Patron)
1.18
Capacity % (Patron/Seats)
1.10
I
1.13
1.09
I
I I
RUNNING P.M. PEAK OUTBOUND
1.15
1186
I
I
1.13
I I
I
I
85% cap.
I
87% cap.
90% cap.
92% cap.
.88
*Total Week Outbound P.M. Peak Patrons
I
76% cap.
88% cap.
—••—
— ••
— •
ns
4.
Peak Period Capacities Point three showed that extreme overloading exists at specific times during the major three hour peaks. The transit system has increased services over the past year but has barely managed to keep up with peak hour volumes. During 1970 study period, there were 475 weekly inbound buses during the A.M. peak, by 1971, this number had been increased to 593 (Table 5). During the P.M. peak in 1970, 419 outbound vehicles were made available, by 1971 this increased to 574 (Table 6). The present traffic stivation, makes it difficult to increase the number of transit vehicles to and from the University with any degree of efficiency. It appears that the University staff and transit officials must develop alternate traffic schemes and introduce programs to reduce the number of automobiles on campus if transit is to provide a higher level of service.
5.
Daily Patronage and Route Characteristics For the two-year period in which these studies were undertaken, no day or groups of days appear to dominate in transit patronage. Patronage appears to be fairly consistent from day to day.
6.
Characteristics of Route Decreases Decreases in patronage occurred on three lines between 1970 and 1971: A. S6: B.
A decrease of 56 in patronage over the survey week of 1970. This represents such a minimal decrease that for all purposes patronage has remained constant.
U2 CBD: During the 1971 study period patronage decreased 2088. The new U4 route across Quesnell began service in 1971 providing students and staff in South West Edmonton and Jasper Place with a faster more direct service to the University. This new west-end service cut the number of transfers necessary for many University patrons who would otherwise use the U2 CBD or R1—R2 CBD as a transfer route to the U of A. This slightly reduced the heavy loadings which were occurring on the U2, providing somewhat more comfortable peak-hour conditions for the remaining U2 CBD patrons. The addition of the U4 increased peak transit carrying capacities and the level of service being provided to the U of A.
C. U5:
D.
The U5 is largely a new route serving Westmount instead of Jasper Place Centre. The new U4 serves much of the territory previously served by the old U5, and this accounts for the slight decrease in U5 patronage over the period 1970-71. A patronage decrease of 837 was initiated by routing the U5 bus to Westmount and combining it with the U6. This new routing combination made better use of equipment and enabled thirty minute headway service for patrons who previously had hourly service. The U5, U6 combination is one of the few routes serving the University which does not terminate there. Of the approximate 800 rides a day five per cent or about forty rides continue through the campus without dis-embarking at the University. On the U5 approximately twenty or three per cent ride through.
7.
Route Utilization The most utilized lines in 1970- and again in 1971 were the R1, R2 CBD, the U2 CBD and the R1, R2 Whyte Avenue. Transit routes operating through low-density residential areas also had increased patronage.
12
TABLE 5 BUS CAPACITIES (SEATS AVAILABLE) A.M. PEAK 7:00 A.M. — 10:00 A.M. Week of November 22 — 26, 1971
AM. Peak Seating Capacities NUMBER OF A.M. PEAK BUSES INBOUND—OUTBOUND TO & FROM THE U OF A
MONDAY Inbound Outbound
TUESDAY Inbound Outbound
WEDNESDAY Inbound Outbound
THURSDAY Inbound Outbound
FRIDAY Inbound Outbound
BUS TOTALS In Out
SEAT TOTALS (bus totals x 50)
TOTAL SEATS Inbound & Outbound
U2 CBD
17
12
16
11
16
12
16
12
16
11
81
58
4050
U2 Lendrum
18
14
17
13
17
13
17
13
18
12
87
65
4350
2900 3250
6950 7600
R1—R2 CBD
24
14
21
14
24
14
22
12
22
15
113
69
5650
3450
9100
R1—R2 82 Ave.
21
14
19
13
23
14
19
13
22
12
104
66
5200
3300
8500
S6
18
14
18
15
19
12
18
15
19
14
92
70
4600
3500
8100
U6
7
6
7
5
6
7
7
7
6
6
33
31
1650
1550
3200
U5
9
9
8
7
6
6
8
6
8
6
39
34
1950
1700
3650
U4
9
7
9
6
9
6
8
6
9
5
44
30
2200
1500
3700
123
90
115
84
120
84
115
84
120
81
593
423
29650
21150
50800
TOTALS TOTAL A.M. PEAK INBOUND—OUTBOUND BUSES
123
199
204
199
201
TOTAL A.M. PEAK INBOUND—OUTBOUND SEATS AVAILABLE MONDAY
TUESDAY WEDNESDAY THURSDAY FRIDAY IN OUT IN OUT IN OUT IN OUT IN OUT
6150 4560 5750 4200 6000 4200 5750 4200 6000 4050
1016
50800
TABLE 6 BUS CAPACITIES (SEATS AVAILABLE) P.M. PEAK 2:30 P.M. — 5:30 P.M. P.M. PEAK SEATING CAPACITIES
Week of November 22— 26, 1971 NUMBER OF P.M. PEAK BUSES INBOUND—OUTBOUND TO & FROM THE U OF A BUS MONDAY Inbound
Outbound
TUESDAY Inbound
WEDNESDAY
Outbound
Inbound Outbound
THURSDAY Inbound Outbound
FRIDAY Inbound
TOTAL SEATS
TOTALS
Outbound
IN
OUT
SEAT TOTALS
INBOUND &
(bus totals x SO)
OUTBOUND
U2 CBD
14
17
12
17
13
17
14
17
13
16
66
84
3300
4200
7500
U2 Lendrum
13
16
14
15
13
16
14
15
14
17
68
79
3400
3950
7350
R1—R2 82 Ave.
14
22
16
23
14
23
14
23
14
23
72
98
3600
4900
8500
R1—R2 CBD
14
20
11
20
14
19
14
20
14
19
67
114
3350
5700
9050
S6
17
18
18
19
17
18
16
17
17
17
85
89
4250
4450
8700
U6
7
7
7
7
7
7
7
7
7
7
35
35
1750
1750
3500
U5
7
7
7
7
6
7
7
7
7
7
34
35
1700
1750
3450
U4
8
9
7
7
7
7
7
9
7
6
36
40
1800
2000
3800
94
116
92
115
91
116
93
115
93
112
463
574
23150
28700
51850
TOTALS TOTAL P.M. PEAK INBOUND—OUTBOUND BUSES
210
207
MONDAY IN OUT
TUESDAY IN OUT
207
208
205
TOTAL P.M. PEAK INBOUND—OUTBOUND SEATS AVAILABLE WEDNESDAY IN OUT
THURSDAY IN OUT
FRIDAY IN OUT
4700 5800 4600 5700 4550 5800 4650 5700 4650 5600
1037
51850
DIAGRAM D
UNIVERSITY OF ALBERTA AUTO PATRONAGE CORDON COUNT POINTS N.T.S. SASK. DR.
88
AVE
U of A Campus
Cordon point
Cordon point
87 AVE
87 AVE
83 AVE
t:›
Cordon point Cordon point 82 Ave 82 AVE
Conducted Nov. 23-24,1972 7:15 am -10:00am and 115 pm - 6:00pm E TS
TABLE 7
A.M. AND P.M. PEAK AUTOMOBILE PATRONAGE TO AND FROM THE UNIVERSITY OF ALBERTA
November 24, 1971
7:00 A.M. - 10:00 A.M.
15 Min. ENDING
7:15
7:30
7:45
8:00
8:15
8:30
8:45
9:00
9:15
9:30
9:45
10:00
Vehicles In Occupants In
306 412
547 748
960 1491
1231 1908
934 1269
646 915
608 849
675 871
559 793
608 821
306 395
210 287
7590 10759
Vehicles Out
102
206
311
384
326
253
258
203
191
211
222
193
2850
Occupants Out
116
237
387
422
387
303
329
232
231
256
267
240
3398
IN Occupant Rate
1.3
1.4
1.6
1.5
1.4
1.4
1.4
1.3
1.4
1.4
1.3
1.4
1.4
OUT Occupant Rate
1.1
1.2
1.2
1.1
1.2
1.2
1.3
1.1
1.3
1.2
1.2
1.2
1.2
November 24, 1971
3:00 P.M. - 6:00 P.M.
15 Min. ENDING
TOTAL
3:15
3:30
3:45
4:00
4:15
4:30
4:45
5:00
5:15
5:30
5:45
6:00
TOTAL
Vehicles In Occupants In
255 334
314 406
285 363
313 409
290 372
378 495
292 368
348 429
257 317
245 322
240 329
303 408
3520 4552
Vehicles Out Occupants Out
366 533
417 549
560 728
504 659
823 1113
684 901
988 1407
891 1244
941 1428
561 829
407 551
360 500
7512 10442
IN Occupant Rate
1.3
1.3
1.3
1.3
1.3
1.3
1.3
1.2
1.2
1.3
1.4
1.3
1.3
OUT Occupant Rate
1.5
1.3
1.3
1.3
1.4
1.3
1.4
1.4
1.5
1.5
1.4
1.4
1.4
CO
8.
Automobile Trip Characteristics
Automobile trip counts of the University of Alberta were conducted for the first time in 1971 (Diagram D). During the A.M. peak, 7590 vehicles carrying 10,759 people entered the U of A. Of these, 4740 vehicles and 7361 people remained at the University. In the P.M. peak 7512 vehicles carrying 10,442 U of A people left the campus (Table 7). The lower numbers leaving the campus by automobile during the P.M. peak could explain the higher southbound P.M. peak transit patronage as compared to the A.M. peak. Many students probably obtain rides to the campus in the A.M. peak with their parents who are on their way to work and take the bus home in the afternoon. Some traffic monitors felt this was due to mid-term exams and the necessity to arrive early to ensure a place to study. With less exacting hours than their parents, many will take a bus home in the afternoon, thus accounting for the A.M. — P.M. differences. 9.
Transit Efficiency
The efficiency of transit in moving large numbers of people to and from the U of A has been clearly demonstrated by this year's study. A daily average of 175 transit vehicles were able to move 9900 A.M. and P.M. peak passengers at 57 people per vehicle. The private automobile required 15,109 vehicles to move 21,201 people at only 1.40 people per vehicle (Table 8). The University of Alberta must increase its transportation efficiency by encouraging the use of transit and discouraging the use of the private automobile. To accomplish this, a preferential consideration must be given to transit vehicles. Between the 1970 and 1971 study periods, transit ridership increased by 2463. This means that close to 2000 additional automobiles were kept off the campus. These figures are more significant in that the University enrollment decreased and parking availability increased. 10.
Proposed University Transit Improvements
The E.T.S. and University are now working together to establish 89 Avenue in the centre of the University as a main transit stop, closer to many University destinations than the present bus stop area on 87 Avenue. As part of this project, it is proposed that parking be banned on 89 Avenue between 112 Street and 114 Street, and that 89 Avenue be closed to automobile traffic south of the Student Union Building. This change, if made to work, would be a step toward on-campus transit improvements. 11.
Uncalculated Patronage
The survey does not account for transit passengers coming to the University via 109 Street transit lines (S1-S2 trolleys, S9, and S12 Express buses from downtown), and walking from 109 Street. Probably this figure is not of a high magnitude, but would likely be significant. Thus, total transit passengers to and from the University — Health Sciences area are probably greater than indicated in the tables (1970 Report).
17
TABLE 8 A COMPARISON OF A.M. — P.M. PEAK PASSENGER TRAFFIC VIA AUTOMOBILES AND TRANSIT BUSES TO AND FROM THE UNIVERSITY OF ALBERTA FOR WEDNESDAY NOVEMBER 24, 1971. A.M. THREE HOUR PEAK 7:00 A.M. — 10:00 A.M. A.M. PEAK CARRYING CAPACITIES INBOUND VEHICLES TRANSIT AUTO
OUTBOUND VEHICLES
INBOUND PASSENGERS
OUTBOUND PASSENGERS
LOADING RATIO (PASSENGERS/VEHICLES) INBOUND
91
116
4676
585
51.38
7590
2850
10759
3398
1.41
P.M. THREE HOUR PEAK
2:30 P.M. — 5:30 P.M. P.M. PEAK CARRYING CAPACITIES
INBOUND VEHICLES TRANSIT AUTO *
OUTBOUND VEHICLES
INBOUND PASSENGERS
OUTBOUND PASSENGERS
LOADING RATIO (PASSENGERS/VEHICLES) INBOUND OUTBOUND
120
84
1186
5224
9.88
62.19
3520
7512
4552
10442
1.29
1.39
COMBINED A.M. AND P.M. PASSENGER TRAFFIC INBOUND + OUTBOUND PEAKS VEHICLES TRANSIT AUTO
LOADING RATIO (PASSENGERS/VEHICLES)
175
9900
56.57
15108
21202
1.40
P.M. peak for automobiles was 3:00 P.M. — 6:00 P.M. This does not significantly affect the results.
PASSENGERS
e,~