Prepared for Edmonton (Alta.) - 1965 - A report on transit operations... by Edmonton Tower Resource Centre Online Library

SD LIBRARY

2954

The City of Edmontoo

T070/7720/1965

EDMONTON-TRANS T-SYSTEM, BAKKER,-J.J

PLANNING DEPARTMENT

EDMONTON

TRANSIT

SYSTEM

IMMEDIATE PAST PRESENT FUTURE

J. BAKKER

P. ENG,

CONSULTING ENGINEER.

MARCH

4400a .E3 B35 1965

1965

("21r 7 47 e PLANNING bEeANTMENT

THE EDMONTON TRANSIT SYSTEM

A REPORT ON TRANSIT OPERATIONS

Its Immediate Past The Present and Future Needs

by J. J. BAKKER, P. Eng.

MARCH - 1 9 6 5

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CONTENTS

Letter of Transmittal Page I. Past Changes

II. Effect of Changes on Downtown Core Lines III. Traffic Congestion and Transit Riding Trends IV. Financial Consequences of Trends

4 5

V. Next Steps Needed to Improve the E.T VI. Future Policies Needed for the E.T

DIAGRAMS Figure 1. Change in Transit Riding (Worktrips home to Downtown) 1961 - 1964. Figure 2.

1964 Percentage of CBD Employees by Transit.

Figure 3.

Vehicles in Service 1962 to 1965.

Figure 4A. Seat Availability Inbound to Downtown. Figure 4B. Seat Availability Outbound from Downtown. Figure 5A. Revenue Trend 1961 - 1964. Figure 53. Revenue by Month 1961 - 1964. Figure 6.

North-East Rapid Transit Line.

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EDMONTON TRANSIT SYSTEM

EDMONTON ALBERTA

Zile (gag of pinto/don THE HEART OF CANADA'S GREAT NORTH WERT"

March 15th, 1965. Prof. J. J. Bakker, P. Eng., Department of Civil Engineering, University of Alberta, EDMONTON, Alberta Dear Sir: Pursuant to our discussions and the transportation consulting services you are providing to the Edmonton Transit System, I should like you to prepare a report generally reviewing the transportation services of the Edmonton Transit System at this time, as you observe these. It is now some four years since we have engaged your services in a consultive capacity, during which time a number of surveys have been made and numerous changes introduced into the services operated by the Transit System. It would be appropriate at this time to generally evaluate these. There are many questions as to the continuing role of the Edmonton Transit System, the nature of the services which should be provided, and the financial implications of the Transit services. In order to provide a better base for the discussion of such future services, your report should provide a reference to these matters. Yours truly,

D. L. MacDonald, P. Eng. SUPERINTENDENT DLM-me

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J.J.BAKKER.

P.ENG.

B.Sc., 0.I.C., M.9.c.F. TRANSPORTATION ENGINEER

DEPT. OF CIVIL ENGINEERING UNIVERSITY OF ALBERTA EDMONTON, ALTA.

March 29th, 1965.

Mr. D. L. MacDonald, P. Eng., Superintendent, Edmonton Transit System, Utilities Building, EDMONTON, Alberta. Dear Sir: As requested I have prepared a report on the Transit Operations in Edmonton. After reviewing the past changes, the present difficulties that are plagueing the Transit System are outlined. The financial consequences of the present trend is not encouraging. Unfortunately, the concern that the staff is shoving about deficits causes the system to lose sight of the present role that Transit should be playing; namely that of relieving the transportation problem in the peak hours in traffic congested areas and in providing a necessary public service. There are a number of policy decisions required regarding finances, service standards, the future of the downtown plan, the future of the bus Transit System and the future of the Rapid Transit proposals. When these policy decisions have been made the details of balance in core lines, service improvements and the reduction of traffic-transit conflicts can be resolved. Respectfully submitted,

J. J. BAKKER, P. Eng., Consulting Engineer. JJB/an

Page 1.

I. PAST CHANGES The data gathered in 1961 by the Edmonton Transit System together with some of the information collected by Metropolitan Edmonton Transportation Study, showed up a number of weaknesses in the Transit System routes of that period. These were: 1. A multiplicity of transfer points. 2. An imcomplete network, hindering other-than-downtown movements. 3. Poor and slow service in outlying areas. 4. Severe crush loading in the peak hour. The following changes have since been introduced: 1. In June 1961 the first E.T.S. express route was started, serving the WellingtonKensington area. 2. In January 1962, Beverly was annexed and the E.T.S. extended express services to Beverly. 3. In September 1962, the South Side Route changes were introduced, providing a pattern of radial routes to downtown and a Ring Route for interconnecting other transit generators with these radial routes. Also, an improved service to the University was started at this time. 4. In September 1962, special Yellow School Bus operation was started to serve the semi-rural newly annexed areas in the same manner that had been the case prior to annexation as was the normal rural school district practice. Normal, lower cost school buses were purchased and operated in conformity with all applicable country school bus regulations (which include "no standing passengers" and "free" rides to the students among others). These services then became eligible for payment of their costs by the School Boards through Government Grants. It should be noted that this policy has not been particularly favored by the School Boards nor has the City given much attention to this as a partial solution at least toward the School Transportation Problem. 5. In June 1963, the North Side routes were changed, introducing more express routes to downtown, a crosstown route and a North Side Ring Route. 6. In August 1964, Jasper Place was amalgamated with Edmonton. The system was extended and interconnecting service provided using a bus center in Jasper Place. In the period 1961 to the present (February 1965) there also was one fare increase (in April 1962) and numerous minor changes in service. The system generally served new outlying areas such as Allendale, South Ottewell, Lendrum, Malmo, Aspen Gardens, Grandview, Duggan, Glengarry, Steel Heights, Rosslyn, Dominion and Coronet Industrial, Balwin and Belvedere. The peak hour frequency of service and seat availability was improved. At the same time the service was reduced during the late evening, on Sundays and Holidays, as there was no factual demand for service during

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Page 2. I. PAST CHANGES (Con't.) these periods. Figure 3 shows the number of vehicles in service throughout the day for February 1962, 1963, and 1965. Figure 4 shows the seat availability coming into downtown in the morning peak hour, showing clearly the greater emphasis on better service when required in the peak hour. The E.T.S. in that way reduces traffic and parking demands. It is also important to note the following statistics, comparing February 1961 to February 1965. February 1961

February 1965

Increase in %

Route Miles Midday

244

367

/ 507.

Route Miles Peak Hour

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438

452,530

596,500

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$250,873

$314,689

I' 257.

Vehicle Miles Per Month Revenue (fares, tickets, passes)

7970

The reason that vehicle miles did not increase as much as the other mileage factors, is due to the reduction in service when there was no factual demand. A better system of operating controls has been started by means of gathering more patronage statistics and screen counts. Although not yet complete, it provides much more sound information to design and control operations of the system. There is also the distinct impression that far fewer complaints are being received indicating a higher level of satisfaction exists in the public mind that previously.

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II. EFFECT OF CHANGES ON DOWNTOWN CORE LINES The downtown core lines, in particular the trolley routes, are now no longer in balance. The express routes have taken some patrons away from the trolley routes, while the extensions into Beverly and Jasper Place have added patrons to other segments of these routes. An adjustment of these routes should therefore now be considered, at the same time some of the more awkward turning movements should be eliminated.

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Page 4.

III. TRAFFIC CONGESTION AND TRANSIT RIDING TRENDS Overall transit riding has increased. However, a better index is whether the Transit System maintained or increased its share of the daily person movement. The civic census of 1964 when compared to the Civic Census of 1961 showed that the E.T.S. did increase its share of the market by Min the work movement to downtown (absolute increase 67,). This census also showed that downtown employment only increased by Uâ&#x20AC;&#x17E; while the non-downtown employment increased by 207.. The increase in downtown oriented transit patronage occurred in spite of the fact that many people moved to the outskirts of the city. In other words more miles had to be operated to carry even the same number of passengers. Figures 1 and 2 show the changes in downtown riding and the percentage of downtown employees using transit. In the non-downtown movement there was an increase in patronage, but relatively the Transit System lost ground. It appears therefore, that the major task and future of transit is to serve well the areas of traffic and parking congestion (such as downtown, the Government Center and the University). The other areas should be served on the basis of "providing a complete transit network". The major difficulty in serving the areas of traffic and parking congestion is that the vehicular traffic interferes with the transit movement. Because of the resulting lower average speed, more vehicles are needed to maintain the same frequency. At present 18 vehicles are required in the evening peak hour to maintain the same service as would be required if midday traffic conditions existed. This extra expense of approximately $94,500 per year (which produces no improvement in service) can only be reduced by giving transit the special privileges as recommended in the downtown plan (Chapter X of the General Plan). It should be noted that transit riding has increased substantially in the peak hours and that it remained steady midday, but that it continued to go down in the late evening, on Sundays and Holidays. The major obstacle in providing a complete transit network is a lack of standards (minimum frequency of service during various times of the day). Patronage levels are much lower than for the downtown oriented movement. There are no specific sources of funds allocated to providing this network service. At present money is diverted from the profitable downtown lines to these "network lines". The inevitable result is that the Public does not know what to expect nor does the Transit System know what it ought to provide.

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Page 5. IV. FINANCIAL CONSEQUENCES OF TRENDS A. Peak hour requirements in buses and manpower have gone up because of traffic congestion, longer routes and greater peak hour demand for transit service. The working population which uses transit reduces traffic congestion, reduces the demand for all day parking stalls and pays full fares (which in fact are required to subsidize many of the unprofitable aspects of the system). B. Some of the other rider categories such as school children and old age pensioners are transported at far less than cost. This market is increasing, with a resulting increase of non-revenue producing operations. There is at present no proper financial reconcilation of the civic accounts for this service. C. There is a constant inflation of labour and equipment costs. The labour cost has gone up about 57. per annum compounded. This increase in cost has not been offset by a corresponding increase in efficiency, although larger buses are used now. In the existing competitive situation it is a fact that patrons want a seat and du not want to be packed into buses, in comparison with their having a seat in the private automobile. The larger buses do not provide extra off-peak efficiency. D. The staffing of the peak hours presents major problems, it becomes more and more difficult to provide a full days work for drivers. A study should be made regarding the use of part-time drivers, driver-mechanics and the profitable use of equipment in the midday hours. (The E.T.S. should be operating ALL the sightseeing tours and charters within the City, for example.) E. In figure 5A and 5B the revenue trend is shown. As can be seen the growth is erratic and is best compared by month. The severe winter of 1964-1965 together with the Jasper Place amalgamation are responsible for the recent increase. Figure 5A shows that the fare increase of 1962 did not really have a beneficial effect. Figure 5B also shows that the increase in patronage is confined to the winter months (September through April), but there is a decline in the summer months (May to August). The E.T.S. Does Not Obtain Adequate Revenue For The Following: 1. Service to Unproductive Transit Areas This service is demanded by the residents, approved as a policy of providing service by City Hall, and supplied by the E.T.S.. However, the patronage does not support operations, thereby not satisfying the present criteria that the transit riders should be paying for their service through the fares (i.e. the Transit System should not have a large deficit). (Examples of this type of route are: Windsor Park - Grandview, Riverdale, Dominion Industrial and Coronet Industrial.) 2. School Movement The school movement carried on the regular route system does not obtain sufficient revenue, even with full buses. In addition the school children

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Page 6. 2. School Movement Con'tL crowd the adult riders off the bus. The exception to this situation is the operation with special yellow School Buses serving area loads beyond lk miles travel to school, and paid by the province through special grants to the school boardS,. 3 Old Age Pensioners About 5,200 rides per day are made by old age pensioners, resulting in a daily loss of revenue of $780.00 or approximately $234,000.00 per year. The allowance of $75,000 by the City does not pay for this service.

Transit Service to New Areas When new areas are opened up Transit has to provide service at an early stage if it wants to capture its share of the market. It takes several years before the patronage is sufficient to meet expenses (if ever). At present when new routes are introduced no revenue accrues to the E.T.S. from general or development funds for providing transit service in the first few years.

F. FINANCIAL POLICY At present there is no laid down policy as to who pays for transit service. Must the system as a whole pay for itself out of fares? Must each component pay its way out of fares? Or should there be specific allocations made out of general revenue to the E.T.S. for such services as: 1. Old age pensioners. 2. School movements of less than lk miles. 3. Service to new or unremunerative areas. 4. Crosstown routes which complete the transit network. The advantage of specific money allocations based on some formula is preferable to meeting a deficit on a year by year basis; the main advantages being that the E.T.S. concentrates on providing service and yet keeping it internally efficient by budget control.

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V. NEXT STEPS NEEDED TO IMPROVE THE E. T. S. 1. Balance The Central Core Lines An immediate study should be made of matching the various segments of the trolley routes, (for example the west end of Route 7 should be linked with the east half of Route 2, which would also eliminate the left turn from 101 Street onto Jasper Avenue). 2. Eliminate More Of The Remaining Transfer Needs When a transfer need is eliminated, patronage in a number of cases almost doubled. Some of the remaining feeder lines, such as S-3 and N-3, should be extended downtown during the daytime. 3. Eliminate Traffic - Transit Conflicts These conflicts occur particularly at the following locations: a. Jasper Avenue between 100 Street & 102 Street in both directions. b. 102 Street between 102 Avenue & Jasper Avenue. c. The left turn movement from 101 Street onto Jasper Avenue. d. Three phase traffic signals which delay operations. e. Pedestrian inconveniences such as long traffic signal delays causing passengers to miss waiting buses.

The Downtown Plan (Chapter X, General Plan) The downtown plan called for exclusive transit lanes on Jasper Avenue, 101 Street and 102 Avenue; the implementation of one way streets (particularly 102 and 103 Avenues) and the establishment of a bus pedestrian mall on 102 Street between Jasper Avenue and 102 Avenue. At present the status of these proposals is not clear. The E.T.S. at present terminates 10 routes on 102 Street. There are 5 additional routes with their terminus on 101 Street which could be changed to 102 Street. The changes in trolley routes could add a further 2 or 3 routes, making 102 Street a major bus terminal. However, the delays due to traffic are considerable and at times buses cannot even reach the bus stops. An architectural design for this transit - pedestrian mall should be started soon and the mall implemented at an early time. A study of bus movements involved with the suggested one way street system should be made soon if it is ever intended to implement such a system, with 102 Avenue one way eastbound it would be possible to make an easy left turn from 102 Avenue onto 101 Street northbound. Buses could then be looped via the suggested 102 Street Transit-Mall back north.

5. Further Reductions In Service During Periods of No Factual Demand There are very few opportunities left to reduce service at night, on Sundays and Holidays. New services that are introduced generally do not operate after about 7:00 p.m.; otherwise operation is limited to an hourly service on outlying routes, except where half hour trips are involved. The trolley routes operate on a 15 minute frequency.

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5. Further Reductions In Service During Periods Of No Factual Demand Cont. Consideration should be given to eliminating transit service completely on Christmas Day after 2:00 p.m. (At present this policy is followed by London Transport in England.)

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Page 9. VI. FUTURE POLICIES NEEDED FOR THE E. T. S. 1. Financial Base and Service Standards The financial problems as related to providing a service have been outlined in the section on financial policy. However, what also must be decided is, "What is meant by providing a service?" The Transit System needs policy guidance in the form of standards, formally adopted by Council, printed for the information of the General Public and serving as a continuing directive to the Transit System Department. The standards that have evolved up to now are listed below. It should be realized that these "Evolved Standards" do lead to complaints and requests for better service. It is also difficult to interconnect many bus lines if they operate infrequently. PRESENT SERVICE STANDARDS

DAYTIME One bus every 30 minutes, with a bus 1 route within a 1/3 to 1/2 mile of most development; more frequent service on trolley routes.

PEAK HOUR

, LATE EVENING, SUNDAYS AND HOLIDAYS

One bus every 15 min- One bus every 60 minutes on radial (down- utes with a bus route town) routes, one bus within a 1/2 mile of every 30 minutes on most development; 30 "network" routes; more minute service if buses when heavy load-1 round trip time is 30 ing occurs. minutes; 15 minute ser vice on trolley routes

In considering what service standards that should be used the type of passenger market should be reviewed. In the morning peak hour the market is home to work passengers and school movement. Midday the market served is school movement, shopping trips, medical - dental trips, domestic helps and business trips. The need is more of a social nature also the potential patrons are either more selective in whether they will choose public transportation or prone to complain since their trips are taken less frequently. Long waits for buses are not acceptable to these potential patrons. The evening peak hour consists of work to home, school to home and other home bound trips. On late evening, Sundays and Holidays very few patrons use the Transit System, since usually cars and parking places are available. Complaints were few about the service reductions, probably because there were few patrons who could have noticed the changes.

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Page 10.

1. Financial Base and Service Standards Con't. In view of the above, consideration should be given to different and better service standards. FUTURE SERVICE STANDARDS

MIDDAY iOne bus every 15 !minutes with a Ibus route within 1 1/4 mile of any !development.

PEAK HOUR One bus every 10 minutes with more buses when heavy loading occurs.

LATE EVENING, SUNDAYS AND HOLIDAYS No change in standards, i.e. one bus every 60 minutes with a bus route within a 1/2 mile of development. 15 minute service on trolley routes. (Midday standards to be used on late shopping nights).

The above service standards could be developed in more detail and would be far more useful than such old statistics as revenue per mile, costs per mile and fares sold. These new standards would provide a much better service and satisfaction to the public. Consequences of such a change in standards: The midday standard change would add approximately 43 vehicles in service between 9:00 a.m. and 4:00 p.m. or 95,374 bus hours per year. At present costs it would ;mean an additional cost of approximately $667,620.00 per year. The peak hour change would add approximately 58 vehicles which means that this number of vehicles would have to be purchased and garaged. It will mean an additional 72,500 bus hours per day or at present costs $507,500.00 per year to operate (Capital Costs were not included). There is of course no guarantee that the additional costs will be offset by additional revenues from fares. It would only improve the quality of service at the price of $1,175,120.00 per year. It would take about two years to fully implement these new standards of service once their approval was given. 2. New Subdivisions Before development takes place in an area, the bus routes, bus stop locations and schedules should be established. The bus routes details should be approved together with the subdivision plans. The routes and schedules would therefore be available to all interested persons ahead of time.

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Page 11. 3. Continuous Studies Just as it is essential to do continuous bookkeeping to check the financial situation, it is equally necessary to make regular checks on how transit is performing in providing a service. a. Regular Load Checks: The E.T.S. should make regular load checks and analyze these counts to see whether the service standards are maintained. Since a continuous review of routes and service frequency is necessary, such regular counts could assure that changes would be automatically, resulting from variations of peak hour loads or new developments. B. Civic Census: During the 1961 and 1964 Civic Census additional questions were asked regarding the home to work movement. (Where persons worked, how they travelled and when they started work.) While Edmonton is expanding rapidly it is desireable that this home to work survey be repeated every 2 to 3 years. By recording the answers to questions directly on punched cards, the results can be rapidly processed on the City computer. This survey provides a valuable control on whether the Transit System is doing the job it has been assigned. c. Coordinated Counts: In 1961 the last complete cordon count was made around downtown Edmonton. This count was made jointly between M.E.T.S., the E.T.S. and the Traffic Engineering Department. In a complete cordon count vehicles and their passengers as well as transit patrons are counted as they enter and leave downtown. A yearly coordinated count of vehicles and people is needed both for downtown and for the cross river movement. Only in this way will it be possible to check trends and survey predictions (such as M.E.T.S.) or to measure the results of traffic and transit improvements. To view transit and traffic in isolation is not realistic. It is indeed unfortunate that the E.T.S. was unable to retain its Planning Engineer. 4. Rapid Transit The City of Edmonton has had in its possession since June 1963 a rapid transit plan, the so called "Bechtel Plan". The rapid transit study of Canadian Bechtel Limited is a conceptual plan, yet the study indicates in considerable detail as to what is possible physically and technically. It shows how and where the railway rights of way could be used based upon forecasted 1980 passenger traffic volumes. At present the policy seems to be to keep on adding buses to the system. It is well known by car drivers that buses do not speed up the traffic. Private cars and buses interfere with each other and slow each other down. Exclusive lanes for buses reduce the road capacity for private cars. It should also be remembered however, that every bus needs a driver (one driver for every 50 - 60 passengers) and that the driver needs to be paid at an increasing rate that has been rising in total by approximately 57. more each year. As volumes increase there comes a time when either additional traffic lanes have to be provided by widening existing or constructing new roads, or else the flow of cars and buses has to be restricted. The provision of a person-carrying system fed by cars and buses in an attractive alternative.

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Page 12. 4. Rapid Transit Con't. There is no obvious need to provide all the rapid transit lines proposed in the "Bechtel Plan" at the same time. In any case the City cannot afford to implement such a system all at once. It is even doubtful whether some lines, such as the southeast line should be built at all during this century; however, there are some segments of the rapid transit plan that require immediate further study. 5. The North - East Travel Corridor The North-East part of the city has at present a relatively high transit patronage. This corridor also contains a number of major traffic generators (Civic Center, Clarke Stadium, Exhibition Grounds, Packing Plants). The roadway facilities in this area do not allow for much expansion, yet the residential and other development in the North-East continues rapidly. Clarke Stadium and the Exhibition Grounds provide ideal locations for all day parking facilities for downtown, while downtown provides these facilities in the evening when events are occurring at Clarke Stadium or the Exhibition. Existing transit routes on 112 Avenue, 118 Avenue, and 129 Avenue also would feed into this North-East line. The North-East freeway does not seem to have obtained a high construction priority, yet a rapid transit line using the C.N.R. right of way has few physical or technical obstacles. It is strongly recommended that the City study the early construction of the North-East line as described in the Bechtel Report. The line to be considered in this detailed study should start at 102 Avenue and 102 Street, follow in a tunnel the "Bechtel" alignment, surfacing on the C.N.R. right of way east of 95 Street. The Bechtel estimate for this portion of the line including the tunnel portion and new equipment is about $20 million. The use of surplus "expo" trains and signalling equipment might reduce this cost, if it is still available. (There is evidence that other cities are taking an interest in this low-cost equipment.)

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STUDY AREA HOME TO WORK SURVEY 1964

EDMONTON

11430

44 1550

290

268

540

530 0560

082

0610 139

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INDUSTRIAL I 156 AIRPORT

0720

0830

1230

1180

1420

1410

ZONES WITH MORE THAN 50% INCREASE IN CBD ORIENTED EMPLOYEE TRANSIT RIDING ZONES WITH DECREASED CEO ORIENTED EMPLOYEE TRANSIT RIDING NEWLY DEVELOPED AREAS SINCE 1961.

0510

127 0430

152_0

135 '1610 163

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02 127

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2630

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000Q ZONE NUMBER 125 1964 CBD EMPLOYEE TRANSIT RIDING V. 1961 (.100)

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2410 133 2470 132 2330- 2340 2350

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CHANGE IN TRANSIT RIDING 1961 - 1964 OF CBD ORIENTED HOME TO WORK TRIPS.

2820

FIGURE

I•

BAKKER, WALKER - MEASURING TRANSIT IMPROVEMENTS USING O—D SURVEYS

LEGEND

EDMONTON

STUDY AREA HOME TO WORK SURVEY 1964

11310

1320

1330

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4-1— POOR 0-13% ..R" LOW 14-27%

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— AVERAGE 28 - 38% GOOD 39-52%

0710. 082

OCOO ZONE NUMBER 35 PERCENTAGE OF CBD EMPLOYEES BY TRANSIT 1230

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1964 PERCENTAGE OF CBD EMPLOYEES BY TRANSIT (f4) trik•I pEgcifvr-/K E

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FIGURE

BAKKER ,WALKER - MEASURING TRANSIT

IMPROVEMENTS USING 0-D SURVEYS

EDMONTON TRANSIT SYSTEM VEHICLES IN SERVICE BY 15 MINUTE PERIODS

1962, 1963, 1965. 350 YEAR

1962

1963

1965

174

210

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300

PM PEAK

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LATE EV.

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FIGURE 3

MARCH 1965 - JAB.

5400 5428 SEATS FEB.I965

Irk 4871 PASSENGERS FEB 1965

4800

III

4428 PASSENGERS JAN. 1860 4200

SEATS AVAILABLE 1965

0 1 I ••••:

3752 SEATS 1960 •

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1800 SEATS AVAILABLE 1960

SEATSAVAI LA BL E

0 1200

600

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TI ME

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SEATS AVAILABLE AND PASSENGERS RIDING 1960-1965 HALF HOUR TOTALS

ALL ROUTES INBOUND C.B.D.

FIGURE 4A

MARCH 1965

J.J.B.

5400

4800

5065 SEATS 199D r•-1 5029 1960 tg- r4861 PASS,I965

r". 4200

4036 SEATS I 1960

r SEATS AVAILABLE FEB.1965-0.1 3600

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SEATS AVAILABLE JAN 1960

SEATS AVA ILA BLE

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3 4 5

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TIME OF DAY

SEATS AVAILABLE AND PASSENGERS RIDING 1960-1965 HALF HOUR TOTALS

ALL ROUTES OUTBOUND C.B.D.

FIGURE 4B

MARCH 1965- J.J.B.

CL 300,000

(1)

JA SPE RPLACE

RTH SID E

••••••••

S O UTHSIDE

FARE INCREA SE

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Lii-f

CC 200,000

R EVENUE

0 2

.artisim.h, As oN 1961

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1962

1963

1964

1965

REVENUE TREND 1961 - 1964 EDMONTON TRANSIT SYSTEM FIGURE 5A

MARCH 1965-J4.B.

mile mot 414-10-1 "NW Pit 'Oil '110

awl

odd_

NIP!'

REVENUE IN DOLLARS PER MONTH ( FARES, TICKETS, PASSES)

8 0 0 1961

1962 1963,964

1961 1962

1965

1963

1964 1965 1961 1 1962 1963 1964 1 1961 1962 196 3 1964 1961 1 196 2 1963 1964 1 1961 1962 1963 1%4 1961 1962

LL1

1 1963

1964 1

1961 I 96Z 1963 196 4 1961

k99963 , 196 4 1961 196219631964 19611962 19631964 1961

19E2 1963

1964

CITY OF EDP/WM. 0N TRANSIT SYSTEM WEEKDAY ROUTES SHOWING PROPOSED

NORTH - EAST RAPID TRANSIT J SLINSA11717 , ,,

KENSINSTO 135 AVE

135 AVE

13L AVE

134 AVE

NORTH OMONTOM

WILLINSTON •

• CAL 0 CS 116 AVE

SALWIN 130 AVE IAA AV

SIS

128 AVE

MUNICIPAL

123 AVE

MR HOST

DOMINION

-"'WOOD

122 AVE 83

INDUSTRIAL

121 A

@El ®CDEO

110 AV

00V [SCOUR

410151.7 118 AVE

Ile AV

114 AV

IIS AV E

115 AVE

109 IV AV EST MOUNT

III AVE

Al.1112

III AVE

41 J AVE JI

107 AVE

4 5 10 NI1

212

S1 02 83 108 AVE

/16

AID

104/1

043

104 AVE

LEL'

NIO 910 610 101 AVE II 11 911

AVE

4, OIl

95 AVE S

•

BONNIE 17, 80

SOON 011

91 AVE 90 AVE OTTK WELL 94 AVE BA

82 AVE

71 Ave

'SAVE

04 A

0 44 eA0'

76 AVE

e 78 AVE

. RITCHIE AVE

72 AVE

U2 CIS0A

AVONINORE 00 AV

PARR ALLEN ARGYLL

634

LEGEND LANDRUM

EEI

C117 01E1 CI E31E1 102 ST JI OE]ig 102 AVE / 100A ST

Ig El la leal

WEEK DAYS AFTER 6.30 PM AND ALL DAY SUNDAYS AND HOLIDAYS

Eal

THROUGH BUSES PASSING

PEAK HOURS ONLY

-40- RAPID TRANSIT

101 ST/101A AVE

El 01

DAILY, ALL DAY

E] WEEKDAYS UNTIL 6.30 PM

DOWNTOWN BUS TERMINALS CITY HALL

GRANDVIEW

2 AVE

RLS ,56 1; s, „. SE

101 ST/JASPER.

'GM) DONS tifT-11 PligKINe;

FIGURE 6

FACILITIES,

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