Edmonton (Alta.) - 1979 - Northeast light rail transit evaluation study_final report (1979-08) by Edmonton Tower Resource Centre Online Library

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4383

T074/8999/1979

NORTHEAST EDMONTON -PLANNING-D

Northeast Light Rail Transit Evaluation Study

â&#x20AC;¢.4

el THE CITY OF

t n

4403.1a 5H4 979

PLANNING DEPARTMENT

NORTHEAST LIGHT RAIL TRANSIT EVALUATION STUDY FINAL REPORT

The City of Edmonton Planning Department Transportation Planning Branch August, 1979

TO 74 89991979 C.2.

A.C. 4383

111

NORTHEAST LIGHT RAIL TRANSIT

EVALUATION STUDY

Some reductions in transit fleet size have been attained due to the LRT.

SUMMARY 3.

The level of transit service to the northeast area has increased significantly due to the LRT service, particularly in terms of

The construction of the first leg of a Light Rail Transit (LRT) system for the City of Edmonton was approved by City Council in 1973. Construction of the 7.2 km line, serving the northeast sector of the City,

transit travel time reductions to the outlying areas.

was started in 1974 and revenue service commenced on April 24, 1978.

Direct operating costs of the transit system serving the northeast area have not increased significantly especially when the higher level of service provided and the new ridership out of high growth

The evaluation study of the Northeast LRT line was initiated in 1979

areas are considered. Total operating costs have increased con-

to monitor the operation of the line and to satisfy the stipulation of

siderably due to the added cost of maintaining the LRT facilities.

the Province of Alberta that the Northeast Line be proved operational before further LRT capital funding would be considered by the Province.

The primary objectives of the evaluation study involved the gathering

ship from the established communities in the study area. Ridership

of sufficient information to evaluate the operational effectiveness and impacts of the Northeast LRT Line

The LRT line has not attracted a noticeable amount of new rider-

increases and new riders have come primarily from the newly developed

Secondary objectives involved communities which receive most of the benefits of LRT service and

the use of the data collected for the planning of future LRT lines where new residents were able to develop their travel patterns around in Edmonton and other cities.

The evaluation study was structured to determine the effectiveness and

the LRT system.

impacts of the Northeast LRT Line through the investigation of five

The implementation of LRT service has made no noticeable impact on roadway volumes in the northeast area.

major areas: Transit System Operation, Travel Demand, Transit System Costs, Land Use Impacts and Special Events. The data collection program

started in March 1977, one year prior to the LRT opening, and was com-

Traffic management techniques have assured no significant deterioration of roadway performance due to at-grade LRT operations.

pleted in March 1979. The following conclusions and recommendations have been made on the basis of the data analysis presented in this

Parking impacts around LRT stations have been minimal.

The LRT line has shown itself capable of handling both normal

report.

CONCLUSIONS

daily volumes as well as "crush" volumes which approached the theoretical capacity of the system.

Due to the presence of the LRT line bus movements into the downtown have been reduced significantly even though total transit

RECOMMENDATIONS

ridership has increased. 1.

That the programs necessary to monitor changes in LRT and bus ridership in the northeast area be maintained as part of the annual counting program.

TABLE OF CONTENTS

That the factors affecting schedule reliability of the LRT system be reviewed in detail to allow better interaction with the at-grade crossing and traffic control systems.

That roadway travel time studies in the northeast area, par-

Page SUMMARY TABLE OF CONTENTS LIST OF TABLES LIST OF FIGURES

vii ix

ticularly at the major arterial/LRT level crossings, be 1.0

INTRODUCTION

maintained on an annual basis.

That annual monitoring of parking in the vicinity of LRT stations be maintained.

1.1 1.2 2.0

passenger survey in the northeast area in 1984 to allow determin-

General Transit Transit Transit

Background Service System Operation System Costs

ation of long term effects of the LRT line on trip patterns and/or 2.4.1 2.4.2

user characteristics.

That the costs of maintaining the LRT stations, track, and right-

3.0

economies of scale can be achieved.

Introduction Transit Ridership Volumes Transit Trip Characteristics 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5

That the knowledge and information gathered from this evaluation study be applied as a basis for future LRT design and implementation.

3.4

Trip Purpose and Time Origin - Destination Distribution Choice of Transit Mode Access Mode to. Transit Previous Mode of Travel

Transit User Characteristics 3.4.1 3.4.2 3.4.3

4.0

Development of Unit Costs Before and Fater System Costs

TRANSIT RIDERSHIP 3.1 3.2 3.3

of-way be reviewed to determine where cost reductions and/or

1 1

TRANSIT SYSTEM CHARACTERISTICS 2.1 2.2 2.3 2.4

That consideration be given to carrying out a second on board

Study Background Study Objectives

Age/Sex Distribution Automobile Ownership and Availability User Comments

ROADWAY IMPACTS 4.1 4.2

Traffic Volumes Automobile Travel Times

5.0

PARKING IMPACTS

6.0

SPECIAL EVENTS

3 3 8 9 13 13 22 25 25 25 31 31 34 37 37 39 42 42 42 44 48 48 48 54 58

vii

vi Page 7.0

CONCLUSIONS AND RECOMMENDATIONS 7.1 7.2

Conclusions Recommendations

APPENDIX APPENDIX APPENDIX APPENDIX

A B C D

61 61 62 64

REFERENCES Transit System Characteristics Transit Counting Program Vehicle Counting Program Automobile Travel Time Data

LIST OF TABLES

Al Bl Cl D1

TABLE

PAGE

2.1

Transit Vehicle Screenline Volumes (Two-Way)

2.2

Northeast Area Peak Hour Transit Fleet

2.3

Northeast Area Transit Service, Average Maximum Vehicle Loadings

2.4

Northeast Area Transit Fleet, Average Weekday Operating Cost Characteristics

2.5

Bus System Operating Costs and Service Characteristics

2.6

Summary of LRT Operating Costs and Service Characteristics

2.7

Comparison of Direct Operating Costs, Northeast Area Transit Fleet

2.8

Comparison of Administration and Overhead Costs, Northeast Area Transit Fleet

3.1

Transit Passenger Screenline Volumes (Two-Way)

3.2

Transit Trip Productions (One-Way)

3.3

Inbound Trip Distribution By Trip Purpose

3.4

Inbound Transit Trips, Factored Origin-Destination Data (All-Day, All-Purpose)

3.5

Transit Trips by Mode of Travel

3.6

Mode of Access to Transit

3.7

Previous Mode of Travel (All-Day, All-Purpose)

3.8

Automobile Availability of Transit Travellers

3.9

Autmobile Ownership of Transit Travellers

3.10

Summary of Transit Patron Comments

4.1

Average Daily Vehicle Volumes

4.2

Average Changes in Auto Travel Time at LRT Level Crossings

6.1

LRT Special Events Patronage

A-1

Northeast Transit System - 1977, Average Weekday Operating Characteristics

A-2

Northeast Transit System - 1978, Average Weekday Operating Characteristics

B-1

Transit Count Summary

A3 B4

viii

LIST OF FIGURES C-1

Traffic Count Summary

D-1

Auto Travel Times

D-2

Auto Travel Times on Links With LRT Crossings

C4 D4 D5 FIGURE

PAGE

2.1

Northeast Edmonton

2.2

Northeast Area, Transit Routes (1978) and Screenlines

2.3

1977 Average Travel Time By Transit to Central Business District

2.4

4 12

1978 Average Travel Time By Transit to Central Business District

3.1

LRT Passenger Volumes, November 1978

3.2

Distribution of Transit Trips

3.3

Distribution of Transit Trips

3.4

Composition of Inbound Transit Trips

3.5

Distribution of Total Transit Trips

3.6

Age/Sex Composition of Transit Users

4.1

Northeast Area Vehicle Screenlines

5.1

Stadium Area Parking

5.2

Coliseum Area Parking

5.3

Belvedere Area Parking

1 NORTHEAST LIGHT RAIL TRANSIT EVALUATION STUDY

objectives involve the use of the data collected for the planning of future LRT lines in Edmonton and other cities. Specifically, the study objectives are as follows:

1.0 INTRODUCTION 1.

providing transit service.

1.1 Study Background

The construction of the first line of a Light Rail Transit (LRT)

To evaluate the effectiveness of the Northeast LRT line in

To measure the effect of the Northeast LRT line on land use, travel and mobility, and on other forms of transportation in

system for the City of Edmonton was approved by City Council in

the area served.,

1973. Construction of the 7.2 km line, serving the northeast sector of the City, was started in 1974 and revenue service commenced on April 24, 1978. The LRT line is integrated with the

To gather information to guide management in the day to day operation of the system.

bus network, using interchangeable fares and transfers, at stations located at major load generating points. 4.

To compare the integrated system of LRT and feeder buses to the previous transit system utilizing buses only.

The evaluation study of the Northeast LRT line was initiated for two primary reasons: 5. 1.

To identify areas of operation requiring further study or monitoring.

When a new service is initiated good operating practice calls for careful monitoring of the system to gather information that can be used to determine operational problems and impacts

guidelines for the planning, design and management of possible

of the system, and to provide guidelines for the planning of

future LRT lines.

extensions to the system.

A stipulation of the use of Provincial Public Transit Capital Incentive funding for the Northeast LRT project was that "The

To use the experience of the Northeast LRT line to develop

To document the experience of the Northeast LRT line for use by other cities contemplating similar systems.

City of Edmonton is to assure the Province that the Northeast leg of the rapid transit system is operational before another leg of the system is considered or approved by the Province" (1).

The study was structured to determine the effectiveness and impacts of the Northeast LRT line through the investigation of five major areas: Transit System Operation, Travel Demand, Transit System Costs, Land Use Impacts, and Special Events. The data collection program started in

1.2 Study Objectives

March 1977, one year prior to the LRT opening, and was completed in March 1979.

The primary objectives of the evaluation study lie in the area of gathering sufficient information to evaluate the operational effectiveness and impacts of the Northeast LRT line. Secondary

2.0 TRANSIT SYSTEM CHRACTERISTICS

2.1 General Background

Figure 2.1 illustrates the general location of the Northeast LRT line and stations. In the downtown area the line is located within a 1.6 km tunnel with two underground stations, Central and Churchill. These stations are in close proximity to the major office buildings and retail stores of the downtown. Outside the downtown the LRT line surfaces within the Canadian National Railway (CNR) right-ofway which it follows, at-grade, for about 5.6 km to its existing

C-1

terminus. There is a short subway section under the east-west transcontinental CNR line. On the surface portion of the LRT line there are three stations:

Stadium Station

This station is located adjacent to the new 42,000 seat Common,

wealth Stadium and sports complex. At this station a six bay

,COLISEUM

bus transfer facility is provided and there is also a surface parking lot for bus use during stadium events and free public parking at other times. TA D 1111rr'--

Coliseum Station /

"ril41,ITiirt ILI

This station is located on the railway overpass structure at 118 Avenue. It is connected to the 16,000 seat Edmonton

I ON

Coliseum and the Exhibition Grounds. An eight bay bus transfer facility is provided as well as a direct connection between the station and bus stops serving the east-west routes on 118

1 MID-CORRIDOR NEIGHBOURHOOD

Avenue.

2 INNER CITY NEIGHBOURHOOD 3 NORTHEAST INDUSTRIAL AREA .

4 OUTL INE PLAN AREA

--r_ IL,

ILL_L__L.

e g;-.4

ELT-11:

NORTHEAST EDMONTON FIGURE 2.1

Belvedere Station

Inner-City Neighbourhoods

Belvedere station is the present terminus of the Northeast LRT

These areas, due to their proximity to the CBD, are coming

line. At this station a major bus transfer facility with 11

under increased redevelopment pressure. They are character-

bays has been provided as well as a 325 vehicle park-and-ride

ized by a gradual decrease in single family housing and some

lot.

deterioration of housing stock. Transit service to the area is primarily provided by line-haul bus routes running on

The Line's rolling stock consists of 14 articulated light rail

the major arterials which border the district although the

vehicles developed by Siemens/Duwag. The passenger capacity of

northern part of the area also encompasses a mixture of walk-

each vehicle is rated at 64 seated plus 162 standing. The LRT

up and high rise apartments which are within walking distance

currently provides a service frequency of 5 minutes in peak periods,

of the Stadium LRT station.

10 minutes during mid-day, and 15 to 20 minutes in the evening. Vehicles normally operate in two car trains although three car

Mid-Corridor Neighbourhoods

trains are used for service to some special events. The areas designated as mid-corridor neighbourhoods on Figure Operational control of the LRT line is provided by wayside signals

2.1 encompass a wide variety of neighbourhoods of different

on a block system. Operators are advised of block occupancy

ages and socio-economic characteristics. In general, however,

conditions by a red or green signal, with violation of a red signal

the neighbourhoods are relatively stable residential areas

causing automatic braking of the vehicle. The surface portion of

with predominantly single family housing which require a

the line has nine level roadway crossings, some carrying traffic in

fairly constant level of transit service. Transit service to

excess of 20,000 vehicles per day, with crossing closures achieved

these areas is provided by feeder bus routes to the LRT

by warning lights and railway gates. To ensure safe and efficient

stations as well as line-haul bus routes along the major

operation of the roadway and LRT facilities, a traffic control

arterials.

strategy has been devised (2) to coordinate traffic movements of adjacent intersections with crossing closures.

Outline Plan Areas

The northeast area of the city served by the LRT line and the

Outline plan areas are the new development areas of the city

associated feeder bus network encompasses a variety of neighbour-

characterizied by a high rate of growth requiring constant

hood types which can be grouped into five broad categories (3)

increases in transit service. The outline plan areas are

which are shown on Figure 2.1:

predominantly single family low density developments, although they are generally designed around the town centre concept and medium to high density residential as well as retail/commercial developments are planned for the areas. Of the outline plan areas shown on Figure 2.1 only the Clareview and Hermitage areas are currently served by the LRT line via feeder bus service

8 7 5.

to Belvedere station. These areas have been the major bene-

Industrial Land

ficiaries of the LRT service as they were faced with excessive Most of the Northeast Industrial area developed in historical (45 minute plus) bus travel times to the CBD prior to LRT association with the Canadian National Railway line. Much of implementation. Construction approval has already been the industry in the area is associated with the meat-packing granted for a 2 km extension of the Northeast line to the industry including packing plants, stockyards and rendering Clareview town centre. Transit service to the Castle Downs I plants. There are also many other commercial and industrial outline plan area is still entirely by bus service along the businesses scattered throughout the area. None of the in-

97 Street Corridor. Long range plans call for the proposed

dustrial uses are large enough or close enough to the LRT line

Northwest LRT line to extend into this area.

for the area to be considered as a major transit trip at4.

tractor.

Sports/Entertainment Centres

There are two major sports/entertainment centres located along

2.2 Transit Service

the Northeast LRT line - the Commonwealth Stadium complex and Prior to implementation of LRT service the northeast area was the Edmonton exhibition grounds. The Commonwealth Stadium served by twenty-one bus routes, fifteen of which were oriented complex is major attractor of transit trips as it contains the primarily to the CBD while the other six were essentially crossnew Commonwealth Stadium (42,000 seats), used primarily for town routes connecting the area with the Northern Alberta Institute professional sports (football and soccer), a gymnasium complex, of Technology (NAIT) and the airport industrial area, or the and the old Clarke Field (22,000 seats) which has been reUniversity of Alberta. With the initiation of LRT service the tained for use by amateur sports. There is virtually no . Four of these total number of routes was reduced to nineteen'

parking on the complex grounds, and in most of the nearby

still run through the CBD and another three provide cross-town

residential areas parking is restricted during special events.

service. Two of these routes also connect to the LRT line. The remaining twelve routes operate primarily as feeders to the LRT

The Edmonton Exhibition grounds is located on a 122 acre site

line, although three provide peak hour CBD service, three provide

and hosts a variety of activities in the Coliseum (a 16,000

cross-town service to the NAIT area, and one also serves the CBD

seat multi-purpose sport and entertainment facility) and the

and the University. Details of the bus routes studied are given in

Exhibition Grounds facilities which include the Sportex,

Appendix A, and Figure 2.2 shows the layout of bus routes in the

Edmonton Gardens, the Sales Pavilion, the parking/midway area

northeast area.

and the Northland Race Track Complex.

Routings discussed are for the November, 1978 sign-up to coincide with passenger counts and surveys. Some route changes have been effected since that time.

9 In addition to the changes to route structures with LRT imple-

TABLE 2.1

mentation, the service frequencies on many routes were also in-

TRANSIT VEHICLE SCREENLINE VOLUMES (TWO-WAY)

creased (Appendix A). For example, on an overall basis, headways in the AM peak period decreased by 25%. The rationale behind this move was to encourage ridership on the LRT line by providing a high level of service on the feeder bus routes.

2.3 Transit Operation

VEHICLE SCREENLINE

TYPE

Outer

Bus

YEAR 1976

1977

1978

1,088

1,272

1,348

LRT'

229

The implementation of LRT service had three major impacts on transit operation in northeast Edmonton. First, with the majority of

Intermediate

routes in the area serving primarily as LRT feeders, bus movements

Bus

1,458

1,528

LRT

1,238 227

from the area into the downtown have been reduced by more than 20% even though overall ridership has increased. Table 2.1 shows

Inner

Bus

transit passenger and vehicle volumes across the three screen lines

1,300

LRT

shown on Figure 2.2. Daily bus volumes across the intermediate and inner screenlines have been reduced by approximately 300 movements representing about 150 fewer vehicles travelling on the downtown street system.

The second major impact has been a reduction in bus fleet requirements in the northeast area. Elimination of some routes and shortening of others resulted in a total saving of 22 buses between the November 1977 and November 1978 sign-ups (Table 2.2). However, extensions to two other routes in conjunction with the LRT service reduced the net saving to 18 vehicles (exclusive of vehicle requirements for outline plan areas). These vehicle savings are not, however, truly representative of the potential savings due to the previously discussed general increase in service frequencies. One measure of the impact of the general increase in frequencies is found in Table 2.3 which shows the very significant decrease in average maximum vehicle loads out of the stable mid-corridor

NOTES:

Two-Car LRT Trains

1,482

1,171 227

TABLE 2.2 73 87

NORTHEAST AREA PEAK HOUR TRANSIT FLEET

19 ,25,30,31,33, 34,35,66,73,86,87

PEAK HOUR VEHICLES' COMMENT

ROUTES

1977

A emingnnaren

1978 -., 35

Mid-Corridor Routes 2 1, 3, 5, 6, 10 , 19

same number or fewer

20, 23, 28, 29, 30

buses after LRT start-up.

Routes requiring the 149

127

31, 32, 33, 34, 1 65- 66, 80 66 -P

Routes requiring additional buses due to

co-ordination with LRT. 11, 30,31,32,33 34,66,70,74,80

SUB-TOTAL

160

142 23.74

Outline Plan Area 19..

Routes 70, 74

Clareview/Hermitage

8 18,20,28

Outline Plan Area

og0m$1 5,11,18,20.23,28,66 , 75,80

TOTAL

164

LRT 101

NOTES:

150

14 1.

November Sign-Up.

Underlined routes deleted when LRT implemented

Routes 65 and 66 combined with no change in vehicle

21 26 27

requirement at time of LRT implementation.

Sherwood Pat h

50,51,55,69, 75,77,79,82

, 8,32,

477

NORTHEAST AREA TRANSIT ROUTES (1978) & SCREENLINES FIGURE 2.2

neighbourhoods in the north-central and eastern portions of the

TABLE 2.3

study area. Average loads out of the outline plan areas have

NORTHEAST AREA TRANSIT SERVICE

increased dramatically due to the high rates of population growth.

AVERAGE MAXIMUM VEHICLE LOADINGS

Similarly, Table 2.4 shows that although most bus routes now feed the LRT line rather than the CBD the decrease in bus operating

1977

hours and kilometers has been minimal.

A.M.

P.M.

PEAK

North-Central

43.7

Eastern

1978 A.M.

P.M.

DAILY

PEAK

DAILY

39.3

20.5

28.6

22.4

11.2

39.8

46.2

14.9

32.1

19.7

11.5

Clareview/Hermitage 12.5

36.5

6.8

46.0

33.0

15.2

Castle Downs

11.3

12.1

53.4

49.9

20.9

AREA The third major impact of the LRT line has been a significant reduction in transit travel time to the CBD from the northeast

Mid-Corridor Areas

area. Figures 2.3 and 2.4 show that the major change has been in the outline plan areas served by the LRT line. In 1977 these areas were at least 45 minutes by bus from the CBD (the maximum recommended by City policy) and have now been brought to within the 35 minute range. Significant travel time reductions have also occured

Outline Plan Areas

in the mid-corridor areas close to the LRT line.

Close operational monitoring of the bus route system has resulted

22.5

in minimal problems in bus arrivals at LRT stations. At Belvedere, for example, over 70% of bus arrivals occurred before LRT departure during the AM peak hour, while in the PM peaks, approximately 80% arrived before LRT arrival (8). Schedule adjustments are made on an on-going basis by Edmonton Transit to account for changes in travel time and to minimize transfer time. r)..7â&#x20AC;˘7!.

2.4 Transit System Costs The 2.4.1 Development of Unit Costs

Unit operating costs have been determined for both the bus system and the LRT system, based on 1978 operating experience and, in the case of LRT, on 1979 budget projections.

The methodology used for developing unit bus operating costs is based on three categories of expenditures:

TABLE 2.4 NORTHEAST AREA TRANSIT FLEET AVERAGE WEEKDAY OPERATING CHARACTERISTICS

1978

1977 Hours of Operation

Routes

Kilometers of Operation

Hours of Operation

Kilometers of Operation

1. Mid-Corridor Routes 1, 3, 5, 6, 10,

1569.77

26237

1445.61

23832

153.63

2537

182.43

2969

1723.40

28774

1628.04

26801

19, 20, 23, 28, 29, 30, 31, 32, 33, 34, 65, 66, 80

11, 18

SUB-TOTAL

pui.

LLTE Ho -11

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2. Outline Plan

11 tb

Area Routes 70, 74

BUS TOTAL

48.07

1130

83.80

1667

1771.47

29904

1711.84

28468

66.20

1872

LRT 101

NOTES:

November Sign-ups.

Train Kilometers.

1977 AVERAGE TRAVEL TIME BY TRANSIT TO CENTRAL BUSINESS DISTRICT FIGURE 2.3

18 i)

overhead and administration (based on peak period fleet size)

ii) iii)

hourly costs (based on hours of operation) mileage costs (based on total service mileage).

Table 2.5 summarizes the actual operating expenditures and operating characteristics which formed the basis for the following bus system unit costs:

MN R.2.6 WO&

overhead and administration: $24,321 per peak hour bus per year.

ii) iii)

hourly costs: $11.14 per operating hour mileage cost: $0.2675 per vehicle kilometer

The methodology used for developing unit LRT operating costs is similar to that for the bus system, except that station and track operation and maintenance costs are not adequately reflected by the single parameter of fleet size. As a result, five categories have been identified.

administration and vehicle overhead (based on total fleet size)

ii) iii) iv)

hourly costs (based on hours of operation) mileage costs (based on total service mileage) station overhead and maintenance (based on number of stations)

v) 1

â&#x20AC;&#x17E;

track overhead and maintenance (based on track mileage)

Table 2.6 summarizes actual operating expenditures and operating characteristics for the eight month 1978 operating period, as well

V4VP`r

as the corresponding figures forecast for 1979. There is a general MU OM,01.

reduction in each unit cost from 1978 to 1979 because of initial expenses related to start-up operations. The 1979 figures are more representative of existing unit costs, and are as follows:

' 1978 AVERAGE TRAVEL TIME BY TRANSIT TO CENTRAL BUSINESS DISTRICT FIGURE 2.4

19 TABLE 2.5

BUS SYSTEM OPERATING COSTS AND SERVICE CHARACTERISTICS

per year (excluding depreciation and interest charges) ii) iii)

1977

1978

iv) v)

Peak Hours Buses

Hours of Service

Kilometers (Miles)

System Speed

hourly costs: $15.63 per train hour mileage costs: $0.511 per veh-km station costs: $285,000 per station per year track maintenance: $125,000 per km. of double track per year

System Characteristics

administration and vehicle overhead: $45,221 per vehicle

447

496

1,479,503

1,622,574

26,440,198

28,880,155

(16,422,483)

(17,937,984)

17.87 km/h (11.1 mph)

17.80 km/h (11.06 mph)

In comparison to the unit bus operating costs, the LRT unit costs for administration and overhead, and hourly and mileage costs are higher, but are not difficult to rationalize. The higher per vehicle overhead cost reflects the capital-intensive storage and overhead requirements; the higher vehicle-kilometer charge reflects the higher maintenance standards and costs for the LRT vehicles; and the higher operating hour charge reflects the higher proportion

of inspectors and senior operators involved in operating the LRT

System Costs

system. $9,440,536

$12,063,274

Hourly

$15,766,853

$18,078,029

Mileage

$6,093,563

$7,588,390

Overhead/Admin

2. 3.

The unit costs for station overhead and maintenance, and for track and right-of-way maintenance, are expected to decrease because of economies of scale. Nevertheless, these maintenance costs are high

and negate any savings achieved from the direct operating costs.

Unit Costs

This is emphasized by the fact that the station maintenance unit 1.

Overhead (per bus)*

$21,120

$24,321

cost does not reflect 1979 budget allocations for contract work or

Hourly (per bus-hour)

$10.657

$11.14

mezzanine maintenance.

Mileage per km (per mi)

$0.230

$0.268

($0.371)

($0.423)

Further, it is estimated that changing the fare-handling system to a proof-of-payment system could reduce the per station costs by $50,000 to $100,000 per station per year. An additional factor is

*Includes Interest on City Balance and on Debentures issued on previous

that space provided in the underground stations for lease has not

capital expenditures. Without interest costs, the 1978 unit cost is

been a source of revenue.

$18,062 per bus. It is estimated that the track and right-of-way maintenance costs can be reduced with expansion of the system, since the same manpower and equipment could be used to maintain twice the existing track mileage. Other factors which have been identified are problems with the type of ballast, and the use of welded track.

0 U

More work is required on an on-going basis to determine where

• 0 C`‘.1 CO N CO

111

economies can be achieved in these maintenance costs.

0 if) •

h CO .1- CO N N

-CA-

(1)- <JD- <f)-

2.4.2 Before and After System Costs

Provided

A comparison of system operating costs in 1977 (before LRT) and in C)

1978 (after LRT) is useful to point out the effect of LRT operations ‘.0 •

• N.

C,1 N

CCI

on transit operating costs. It is useful to make this comparison

$./N

r-•-•

in two categories: first, direct operating costs (i.e. hourly and mileage costs); second, administration, overhead and maintenance costs.

Table 2.7 compares 1977 and 1978 direct operating costs of the

0 U

•

1-4

Lf") N

Lf"

NJ N.

oN if)

.1h

$—$

‘.0

1.(-)

'-1"

Vehicle-Km

k 0 • U

Lf1 01 01

-‹C —$ • (NI

if)

*Service Co st

C')

Service Prov ided

Provided

12/8 to accoun t for 8 mon th operating period.

total northeast area transit fleet. These costs are all based on 1978 unit costs (1978 dollars), and on the operating characteristics summarized in Table 2.4. The increase in total direct operating cost is approximately 6.8%, which is similar to the system-wide ridership increase. It is important to note that the level of service has been increased significantly, both related to increased bus route frequencies and decreased travel times. Thus, the superior level of service has been provided with little or no increase in direct operating costs.

Table 2.8 compares the estimated administration, and overhead expenditures required to support transit services to the northeast area. The increase in these costs is approximately 65.6% from 1977 to 1978. The reasons for this increase have been cited previously and more work is required to achieve cost reductions in these areas.

TABLE 2.7

TABLE 2.8

COMPARISON OF DIRECT OPERATING COSTS

COMPARISON OF ADMINISTRATION AND OVERHEAD COSTS

NORTHEAST AREA TRANSIT FLEET

ANNUAL ADMINISTRATION & OVERHEAD COST

AVERAGE WEEKDAY

1977

OPERATING COST'

SERVICE TYPE 1.

SERVICE TYPE

1978

1977

Bus Mid-Corridor Routes 2 3 Outline Plan Areas

BUS TOTAL

$26,900

$25,300

800

1,400

$27,700

LRT

SYSTEM TOTAL

$27,700

$2,900

All costs based on 1978 unit costs.

Routes 1, 3, 5, 6, 10, 11, 18, 19, 20, 23, 28, 29, 30, 31,

Routes 70, 74.

Mid-Corridor Routes

$3,892,000

$3,454,000

Outline Plan Areas

BUS TOTAL

$3,989,000

97,000

195,000

$3,649,000

LRT Vehicles

Track & Stations

$2,325,000

LRT TOTAL

$2,958,000

$3,989,000

$6,607,000

633,Q00

$29,600

32, 33, 34, 65, 66, 80.

Bus

$26,700 2.

1978

SYSTEM TOTAL

3.0 TRANSIT RIDERSHIP

26 be more than accounted for by ridership increases out of the outline plan areas of Clareview/Hermitage and Castle Downs, Be-

3.1 Introduction

tween 1977 and 1978 two-way transit ridership from these areas increased by approximately 4,900 passengers per day, while the

Transit ridership data was collected through two programs. In the

increase across the outer screenline over the same period was 4,600

first program transit passenger and vehicle volumes in the north-

passengers per day. The implication from this data is that transit

east area were monitored through counts conducted in 1976, 1977 and

patronage increases are due to residential growth rather than

1978.

increased ridership from the established mid-corridor neighbourhoods due to the presence of the LRT line and the higher level of

The second program consisted of a survey of transit patrons con-

service provided. This conclusion is reinforced by the transit

ducted on November 14, 1978. In this survey bus drivers handed out

trip production figures for representative sections of the study

questionnaires to all passengers boarding buses in the northeast

area shown in Table 3.2. The north-central and eastern areas (both

area. Forms were also handed out at the LRT stations. Of the

outside the outer cordon) show no significant change in transit

19,600 forms distributed 30% were returned in usable condition.

trip production between 1977 and 1978. All of the increases come

The survey form was designed to gather information on transit trip

from the outline plan areas.

and transit user characteristics. At the present time the LRT line is carrying approximately 18,000 3.2 Transit Ridership Volumes

passengers per day with the maximum load point being between Stadium and Churchill stations where loads average about 16,000

Transit passenger and bus volumes were monitored through the use of

passengers per day. All day and peak period ridership details of

three screenlines (Figure 2.2) established between the central

the LRT line are shown in Figure 3.1. Although the line currently

business district and the northeast residential areas as well a

carries a maximum of about 2,500 passengers in the PM peak hour at

system of counting stations throughout the northeast area. Details

an average of 100 persons per vehicle, studies of special events

of the counting program and data are given in Appendix B.

ridership (Section 6) have recorded line volumes of up to 5,300 passengers per hour in one direction with vehicle loadings ranging

The transit ridership volumes recorded across the three screenlines

from 266 to 315 persons.

are show in Table 3.1. The screenline volumes show that with LRT implementation there was a very large increase in ridership across

Figures 3.2 and 3.3 compare bus and LRT ridership distribution by

the outer screenline and more moderate increases across the two

time of day across the three screenlines. The distributions

other screenlines. The increases across the outer screenline can

indicate that the LRT line tends to have somewhat more pronounced peaking, especially in the PM peak period, than the bus system. This trend is most likely due to the increased accessibility and shorter travel time of the LRT line and is interesting due to its potential implications on the peak hour bus fleet. Further work will be required to see if the trend persists.

PEAK RIDERSHIP (SBD 07:00 - 09:00)

ALL DAY RIDERSHIP (05: 30 - 0] :30 )

TABLE 3.1 TRANSIT PASSENGER SCREENLINE VOLUMES (TWO-WAY)

( NBD 16 :00 - 18:00)

YEAR

BELVEDERE

BELVEDERE 1976

1977

1978

21,252

23,436

28,058

1 (10.4%)

(19.6%)

31,496

33,686

(19.1%)

( 7.0%)

34,312

36,769

(10.5%)

( 7.1%)

SCREENLINE

Outer (125 Ave)

Intermediate (118 Ave)

31,070

Inner (105 Ave)

NOTES:

26,448

c‘i c")

CUTER SCREENLINE

Numbers in brackets represent percent change over previous year.

INTERMEDIATE SCREEN LINE -

TABLE 3.2 TRANSIT TRIP PRODUCTIONS (ONE-WAY)

AREA

394 STADIUM CP- 606

1978

1977 A.M.

ALL

A.M.

ALL

PEAK

DAY

PEAK

DAY

599

81-4' STADIUM 223-3 r ,

Mid-Corridor Areas '

North-Central Eastern

1878

6742

1920

6735

994

3360

932

3205

Castle Downs

CHURCHILL

Outline Plan Areas

Clareview/Hermitage

INNER SCREENLINE

'CP

138

460

1356

135

562

590

1410

LRT PASSENGER VOLUMES NOVEMBER 1978 FIGURE

i49-4' 0— 134' COLISEUM 1145 1109 ---i,

491 587 ..1E-1 COLISEUM 2838-4 r- 2435

co 0 co

3.1

°AD

OF TOTAL TRIPS

% OF TOTAL TRIPS

OF TOTAL TRIPS

7:00

7.00

8:00

8 :00

8:00